Audi A3 Sportback e-tron (2016) Self-study programme

eSelf Study Program 970253

The 2016 Audi A3 Sportback e-tron

i

Audi of America, LLC
Service Training
Created in the U.S.A.
Created 8/2015
Course Number 970253
©2015 Audi of America, LLC

All rights reserved. Information contained in this manual is based on
the latest information available at the time of printing and is subject to
the copyright and other intellectual property rights of Audi of America,

LLC., its aliated companies and its licensors. All rights are reserved to

make changes at any time without notice. No part of this document
may be reproduced, stored in a retrieval system, or transmitted in any
form or by any means, electronic, mechanical, photocopying, recording

or otherwise, nor may these materials be modied or reposted to other

sites without the prior expressed written permission of the publisher.
All requests for permission to copy and redistribute information should
be referred to Audi of America, LLC.

Always check Technical Bulletins and the latest electronic service repair
literature for information that may supersede any information included
in this booklet.

Revision 1:8/2015

ii

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

Vehicle distinguishing features ...............................................................................................................................2

Safety instructions ............................................................................ 6

Electrical safety rules ...............................................................................................................................................6

Warning signs ...........................................................................................................................................................7

Drive unit ........................................................................................... 8

Specications ............................................................................................................................................................8

Internal combustion engine ................................................................................................................................. 10

Fuel system ............................................................................................................................................................ 11

Power transmission ......................................................................... 12

Overview ................................................................................................................................................................. 12

Gearbox modules ................................................................................................................................................... 14

Suspension ...................................................................................... 18

Overview ................................................................................................................................................................. 18

Electro-mechanical brake servo ........................................................................................................................... 20

Brake System Pressure Reservoir VX70 ............................................................................................................... 22

High voltage battery ........................................................................ 24

Overview of hybrid components ........................................................................................................................... 24

Hybrid Battery Unit AX1 ........................................................................................................................................ 26

Electric Drive Power and Control Electronics Module JX1 .................................................................................. 32

Charging ................................................................................................................................................................. 34

High voltage lines .................................................................................................................................................. 39

Electrical A/C compressor V470 ........................................................................................................................... 40

High voltage Heater (PTC) Z115 ........................................................................................................................... 40

High voltage System Maintenance Connector TW .............................................................................................. 41

Hybrid manager ..................................................................................................................................................... 42

Climate control ................................................................................ 44

Cooling systems, climate control and thermal management ........................................................................... 44

Stationary HVAC ..................................................................................................................................................... 53

Infotainment ................................................................................... 54

Overview of versions .............................................................................................................................................. 54

Audi connect .......................................................................................................................................................... 56

Audi connect e-tron services ................................................................................................................................ 56

Display elements for driving in hybrid mode ...................................................................................................... 57

Service ............................................................................................. 60

Frequently Asked Questions (FAQs) ................................................. 61

Special tools and workshop equipment .......................................... 64

Self-study programs ........................................................................ 66

Knowledge assessment ................................................................... 67

This eSelf Study Program teaches a basic knowledge of the design and functions of new models,
new automotive components or technologies.
It is not a Repair Manual! All values given are intended as a guideline only.
For maintenance and repair work, always refer to the current technical literature.

Note

Reference

iii

iv

Introduction

The AudiA3Sportbacke-tron is a plug-in hybrid engineered
to provide a fully integrated e-mobility solution.

There is no need for drivers to change their driving habits

because the Audi A3 Sportback e-tron is designed to allow
simple use of e-mobility.

It has an all-electric driving range of 31 miles (50 km) and
is driven by a 102 hp (75 kW) electric motor with a top
speed of 80 mph (130 km/h). At high speeds and under

heavy acceleration, the internal combustion engine is
automatically activated to provide additional power.

The AudiA3Sportbacke-tron brings together the best of
both worlds - an electric motor for emission-free driving

and an economical internal combustion engine for long
range.

It combines both driving enjoyment and environmental
awareness.

627_042

1

Vehicle distinguishing features

MMI system with e-tron displays

e-tron logo on the design cover in the engine compartment

e-tron logo on the instrument panel (front passenger side)
(European version shown)

Switch for EV mode (E656)

e-tron specic single-frame radiator grille in chrome/

matte black

e-tron specic front bumper with two aluminum-look

surrounds on the air intake covers

e-tron logo on the front fenders

e-tron logo on the selector

lever

2

Instrument cluster with power meter and e-tron displays

e-tron logo on the rear deck lid

e-tron specic rear bumper with diusor, aluminum-look

surrounds and concealed exhaust pipes

e-tron logo on the door sills

Various e-tron light alloy wheels available. See the Product

Information Book for complete details.

627_002

S line sills

3

Dimensions

37.5 in (955 mm)

56.06 in (1424 mm)

60.7 in (1542 mm)

70.2 in (1785 mm)

38.8 in (987 mm)

59.6 in (1516 mm)

77.4 in (1966 mm)

627_020

3

37.6 in (957 mm)

26.5 in (675 mm)

34.2 in (871 mm) 31.9 in (811 mm)103.5 in (2630 mm)

169.7 in (4312 mm)

627_021

4

2

1

2

1

30.07 in

(764 mm)

Interior dimensions

Front cabin width 54.8 in(1392 mm)

57.2 in (1453 mm)

Rear cabin width 52.9 in (1344 mm)

55.9 in (1422 mm)

Front headroom 38.8 in (987 mm)

Rear headroom 37.6 in (957 mm)

Through-loading width 39.3 in (1000 mm)

Load sill height 26.5 in (675 mm)

Trunk capacity 13.6 cu ft (385 l)

43 cu ft (1220 l)

57.2 in (1453 mm)

54.8 in (1392 mm)

55.9 in (1422 mm)

52.9 in (1344 mm)

39.3 in (1000 mm)

627_022

Other specications

1)

2)

1)

2)

3)

4)

4)

Concept Plug-in hybrid (PHEV)

Battery type Lithium-ion system

Total capacity in kWh 8.8

Top speed in electric-only mode 80 mph (130km/h)

Top speed 138 mph (222km/h)

Acceleration

4.9 seconds

0 - 37 mph (0 - 60 km/h)
in electric-only mode in s

Acceleration

7.6 seconds

0 –60 mph (0 - 100 km/h)kph

Range (electric drive only) up to 31 m (50 km)

Exterior dimensions and weights

Length 169.7 in (4312 mm)

Width 70.2 in (1785 mm)

Width 77.4 in (1966 mm)

Height 56.06 in (1424 mm)

Front track width 60.7 in (1542 mm)

Rear track width 59.6 in (1516 mm)

Wheelbase 103.5 in (2630 mm)

Curb weight 3395 lb (1540 kg)

Gross vehicle weight 4519 lb (2050 kg)

1)

Shoulder room width

2)

Elbow room width

3)

Maximum headroom

4)

With rear backrest folded down

5)

Excluding mirror

6)

Including mirror

All dimensions are based on the unladen weight of the vehicle.

5)

6)

Total range up to 584 m (940 km)

Drag coecient c

w

0.32

Capacity of fuel tank 10.5 gal (40 l)

5

Safety instructions

Electrical safety rules

The following ve safety rules must always be observed
and followed whenever performing work on the high-

voltage system.

This work may only be preformed by qualied High Voltage

Technicians.

1. De-energize the vehicle

The following steps must be taken

by the high voltage Technician.

2. Secure system against re-starting

3. Check that no voltage is present

The following ve high voltage safety rules apply to all high
voltage work in any and all applications. The rst three

apply to high voltage systems in Audi electric vehicles.

These safety rules must be applied in the given order
before beginning work on high voltage systems.

These steps are not relevant to

high voltage vehicles.

Information

Even AC voltages of 25 volts and DC voltages of 60 volts are hazardous to humans. It is, therefore, important to follow the

safety instructions given in ElsaPro and in Guided Fault Finding Test Plans, as well as the warnings displayed on the vehicle.

4. Ground and short-circuit vehicle

5. Coverorblockoadjacentliveparts

Information

Work on the high voltage system may only be performed by a qualied high voltage Technician.

6

Warning signs

To minimize the risk associated with the high voltage

system for users, service and repair shop personnel, as well
as for technical and medical emergency responders, there
are several warning and information labels attached to the

AudiA3 Sportback e-tron.

The following yellow warning labels are used to identify
high voltage conducting components or high voltage com­ponents installed in the immediate vicinity or, for example,

hazardous components concealed by covers.

Warning against hazardous electrical voltage
according to DIN*4844-2 (BGV A8)

Basically, two types of warning label are used:

• Yellow warning label with warning symbol for

electrical voltage.

• Warning label marked "Danger" against a

red background.

Warning against a
hazardous area according
to DIN4844-2 (BGV A8)

Warning against

touching live parts

Warning against
hazardous electrical

voltage according to

DIN4844-2 (BGV A8)

The warning labels marked "Danger" identify high voltage components or high voltage conducting components.

Warning against
hazardous electrical

voltage according to

DIN4844-2 (BGV A8)

Warning against

touching live parts

Mandatory signs:

Observe instructions
for use according to

DIN4844-2 (BGV A8)

Specialhighvoltagebatteryidenticationlabel

This adhesive label is axed to the top of the high voltage

battery, both in English and in the import country's national
language.

Mandatory signs:

Observe instructions
for use according to

DIN4844-2 (BGV A8)

627_005627_004

627_007627_006

*DIN - Deutsches Institut für Normung. A standards dening organization. Similar in function to the SAE.

7

Drive unit

Specications

Torque-power curve

EA211 series 1.4l TFSI engine CUKB

Torque in Nm

Internal combustion engine

Electric motor

System (15seconds)

295.0 lb ft (400 Nm)

258.1 lb ft (350 Nm)

221.21 lb ft (300 Nm)

184.3 lb ft (250 Nm)

147.5 lb ft (200 Nm)

Power in hp

Internal combustion engine

Electric motor

System (15seconds)

268.2 hp (200 kW)

234.6 hp (175 kW)

201.1 hp (150 kW)

167.6 hp (125 kW)

134.1 hp (100 kW)

110.6 lb ft (150 Nm)

73.7 lb ft (100 Nm)

36.8 lb ft (50 Nm)

100.5 hp (75 kW)

67 hp (50 kW)

33.5 hp (25 kW)

Engine speed [rpm]

627_093

8

Internal combustion engine and e-machine with transmission

Electro-drive Drive Motor V141
(e-machine)

6-speed dual clutch transmission
(S tronic)

1.4l TFSI engine

Features Specications

Engine code CUKB

Type Four-cylinder in-line engine

Internal combustion engine output 150 hp (110 kW) at 5000 - 6000 rpm

Electric motor output 102 hp (75 kW) at 2000 - 2300 rpm

System output 150 kW

Torque of internal combustion engine 184 lb ft (250 Nm) at 1600 - 3500 rpm

Electric motor torque 243 lb ft (330 Nm) at 2200 rpm

System torque 258 lb ft (350 Nm)

Displacement in cm

3

1395

Stroke 3.1 in (80 mm)

Bore 2.9 in (74.5 mm)

Number of valves per cylinder 4

627_107

Firing order 1–3–4–2

Compression ratio 10:1

Fuel type Premium 91 AKI

Turbocharging Exhaust turbocharger

Engine management system Bosch MED 17.01.21

Powertrain type 6-speed dual clutch transmission (S tronic)

Oxygen sensor control 1 sensor upstream of catalytic converter and 1 sensor down-

stream of catalytic converter

Mixture formation Direct injection

Emission standard SULEV 30

9

Internal combustion engine

The A3 Sportback e-tron uses the EA211 series 1.4l
engine. Because the transmission is 2.26 in (57.5 mm)
longer to accommodate the e-machine, the engine is

mounted further to the right than in the standard A3
Sportback.

The main bearings, the connecting rod big end bearings
and the piston rings of this engine have special coatings. In
addition, piston backlash has been adapted and the cylin-

der liners are plasma-coated.

The Audi A3 Sportback e-tron can be driven in electric-only

mode. This can result in periods of time during which the
internal combustion engine is not in use.

During electric-only driving, the internal combustion

engine can start in order to heat up the catalytic converter.

To ensure wear-free starting of the internal combustion
engine after electric-only operation, clutch K0 closes and
the e-machine turns the engine over until sucient oil

pressure is obtained.

In the U.S. market, the engine is also equipped with sec­ondary air injection.

Engine start

The internal combustion engine is started by the e-machine.

Unlike the Q5 hybrid quattro, there is no 12V starter motor.

Engine Control Module J623 sends a start message to DSG
Transmission Mechatronic Module J743. Clutch K0 is closed
and connects the e-machine rotor to the internal combus-

tion engine’s crankshaft. The rotor brings the engine’s

crankshaft up to starting speed. J623 then enables the

ignition and fuel injection and the engine starts.

627_023

If it is necessary for the internal combustion engine to start

when the vehicle is running in electric-only mode, the torque
from the e-machine is increased by the amount necessary to

start the internal combustion engine when the clutch closes.
This prevents judder. After starting, clutch K0 is opened and
the internal combustion engine runs at no load. After the
speed of the internal combustion engine has been adapted

to that of the e-machine, clutch K0 is closed again.

10

Fuel system

Because hydrocarbons also form when the vehicle is driven in

electric-only mode, there is a danger of overloading the
activated charcoal lter (carbon canister). To prevent this, the
A3 Sportback e-tron is equipped with a pressure reservoir.

During electric-only driving, the line leading to the carbon
canister is closed by Tank Switch-o Valve N288. The pres­sure in the fuel tank then increases to approximately 4.3
psi (0.3 bar). The pressure is measured by Fuel Tank Pres­sure Sensor G400 and relayed to the ECM.

Tank Switch-o Valve

N288

Fuel Tank Pressure Sensor

G400

627_094

Fuel ller ap

The fuel ller ap of the A3 Sportback e-tron is locked and

cannot be opened by hand until the pressure in the fuel
tank has dropped. This only takes a few seconds.

When the driver actuates Fuel Filler Door Release Button

E319 on the driver’s door panel, the ECM opens Tank Shut­o Valve N288. The reduction in pressure is detected by
Fuel Tank Pressure Sensor G400. Vehicle Electrical System

Control Module 1 J519 then automatically opens the fuel

ller ap.

The status of the fuel ller ap is indicated in the DIS.

Fuel Filler Door Release Button E319

627_095

Tank system:

is being vented.

Please wait

P P

+95

°F +95°F

Tank system:

Now ll tank

627_097627_096

11

Power transmission

Overview

Power transmission is provided by the front wheel drive,

six-speed 0DD S tronic (DSG) transmission.

The integrated Electro-drive Drive Motor V141 (e-machine)
is a permanently excited synchronous machine that devel­ops up to 102 hp (75 kW) of power. It is capable of deliver­ing approximately 243 lb ft (330 Nm) of torque to the
transmission. V141 provides electric-only drive-away from
standstill and electric-only driving as well as starting the
internal combustion engine via clutch K0. (see page 10).

If necessary, in Boost mode, the (e-machine) and internal

combustion engine are connected via clutch K0 and deliver
the maximum system power to the transmission.

2-pin connector for
safety line

10-pin connector for:
2contacts for Drive Motor Temperature Sensor G712,
6contacts for Drive Motor Rotor Position Sensor 1 G713 and
2contacts for the safety line

In generator mode, V141 is driven by the internal combus­tion engine using the vehicle’s propulsion energy (recupera-

tion) or through the closed K0 clutch. The electric drive
motor supplies power to the entire vehicle.

Clutches K1 and K2 (see page 16, page 17) transfer
the entire power generated by both drives to sub-gearboxes

1 and 2.

All 3 of clutches K0, K1 and K2 are wet-type clutches and

are controlled by the DSG Transmission Mechatronic

Module J743.

The transmission has only one ATF supply. Approximately

7.3 qt (7 l) of ATF supply both the transmission hydraulics
and the sub-gearbox. Both sub-transmissions form the

manual transmission of the transmission.

Parking lock lever

Oil gauge pipe

627_103

12

ATF inspection boltATF drain plug 1 (manual transmission)

The six forward gears of the transmission provide a ratio

spread of 6.8:1.

The Mechatronic module is located below its housing cover
and is separated from the manual section of the transmis­sion by a bulkhead. During vehicle operation, the Mecha-

tronic module is lled to the overow port by the bulkhead.
(See page 14,15).

The Mechatronic module, clutches, gear selectors and
manual gearbox are supplied on demand by an electrically
driven ATF pump. A hydraulic pressure accumulator serves
as an ATF reservoir.

1)

P6 (W)

P5 (V)

1)

P4 (U)

Coolant supply

1)

ATF cooler Housing cover for

The 0DD transmission is integrated into the vehicle’s
thermal management system. The transmission will also
have a Start/Stop system. DSG Transmission Mechatronic

Module J743 is a participant of the immobilizer system.

ATF pressure lterTransmission vent Plug for the Mechatronic

module ller port

Coolant return

the Mechatronic module

Coolant return line for cooling

V141

Coolant supply for cooling

V141

2-pin connector

for Mechatronic
module power supply

627_104

10-pin connector
(for transmitting data to/

from the Mechatronic
module)

1)

P4 (U), P5 (V), P6 (W) are high voltage lines running from Electric Drive

Power and Control Electronics Module JX1 to Electro-drive Drive Motor V141.

13

Gearbox modules

The six-speed dual clutch 0DD transmission consists of the

hybrid module, the manual gearboxes and the Mechatronic
module.

Drive Motor Rotor Position Sensor 1 G713 and Drive Motor
Temperature Sensor G712 are located on the hybrid
module. Both supply their data to Electric Drive Power and
Control Electronics Module JX1.

P6 (W)P5 (V)P4 (U)Hybrid module

Manual gearbox

Drive Motor Rotor Position Sensor 1
G713

Drive Motor Temperature Sensor
G712

Housing cover for

Mechatronic module

ATF drain bolt 2

(Mechatronic module)

Hydraulic Pump Motor
V401 with rotor position

sensor

From ATF intake lter,
located in sump of manual
gearbox

14

Information

Before removing the transmission or the Mechatronic module, it must be ensured that the ATF pressure accumulator is

de-pressurized and that the hydraulic pump is disabled by running the relevant ODIS Service Test Plan. If the ATF, the trans-

mission or the Mechatronic module is replaced, check that the ATF level has been set correctly, as detailed in ElsaPro, and

that the Mechatronic module is lled with ATF before starting the engine. This prevents the high-pressure pump from
running dry. The Mechatronic module and the immobilizer must be adapted using the relevant ODIS Service Test Plan for

replacing the Mechatronic module.

DSG Transmission Mechatronic J743

Apart from the gear selector and clutch slave cylinder, the
Mechatronic module houses all sensors and actuators of
the transmission control module. This includes the valves,
pump motor, pressure and temperatures sensors and the
distance and speed sensors.

Main pressure valve and pressure relief valves

• Main Pressure Valve N472 (accumulator lling valve, allows

controlled evacuation of the pressure accumulator).

• Automatic Transmission Pressure Regulating Valve 3 N217

(pressure relief valve, sub-gearbox 1).

• Automatic Transmission Pressure Regulating Valve 4 N218

(pressure relief valve 2, sub-gearbox 2).

ATF cooler

ATF pressure lter

During operation, the Mechatronic module is lled to the
ATF overow port. This oil volume does not drain o during

maintenance via ATF drain plug 1. ATF drain plug 2 must be
removed for this purpose.

Clutch valve

• Automatic Transmission Pressure Regulating Valve 1 N215

(pressure control valve of clutch K1, sub-gearbox 1).

• Automatic Transmission Pressure Regulating Valve 2 N216

(pressure control valve of clutch K2, sub-gearbox 2).

• Decoupler Valve N689

(clutch pressure control valve K0).

Cooling oil valve

• Cooling Oil Valve N471 (controls clutch cooling).

Gear selector valves

• Sub-transmission 1 Valve 1 N433 (controls the 1-N gear selector).

• Sub-transmission 1 Valve 2 N434 (controls the 5-3 gear selector).

• Sub-transmission 2 Valve 1 N437 (controls the 4-R gear selector).

• Sub-transmission 2 Valve 2 N438 (controls the 6-2 gear selector).

Plug for Mechatronic module ller port

ATF overow port

Transmission Input Speed Sensor 1

G632
(output shaft for sub-gearbox 1)

Pressure and temperature sensor

• Transmission Hydraulic Pressure Sensor G270

• Clutch Pedal Position Sensor 1 G617

• Clutch Pedal Position Sensor 2 G618

J743

Gear Position Distance Sensor 4
G490
(4-R, sub-gearbox 2)

Gear Position Distance Sensor 3

G489
(5-3, sub-gearbox 1)

ATF hydraulic pump

• Temperature Sensor in Control Module G510.

(measures pressure in ATF hydraulic pressure accumulator).

(measures pressure in piston of clutch K1).

(measures pressure in piston of clutch K2).

Gear Position Distance Sensor 1

G487
(1-N, sub-gearbox 1)

Transmission input speed sender 2

G612
(output shaft for sub-gearbox 2)

Gear Position Distance Sensor 2

G488
(6-2, sub-gearbox 2)

Intake manifold for

low-pressure pump

Intake port for high-pressure pump

The ATF hydraulic pump is a tandem pump. It consists of

a low-pressure pump and a high-pressure pump. The
low-pressure pump delivers, through the ATF intake lter,

a large volume of ATF for cooling the clutch and lubricat­ing all components.

ATF hydraulic uid reservoir

627_105

The high-pressure pump serves to activate the clutch and
the gear selectors. It draws in ATF from the ooded Mecha-

tronic area through a port. To ensure that this area is kept

ooded, a portion of the ATF ows from the low-pressure

pump into the Mechatronic area.

15

Hybrid module

The hybrid module consists of Electro-drive Drive Motor
V141 (which is encapsulated by a cooling jacket), clutches
K1 and K2 for sub-gearboxes 1 and 2 plus clutch K0.

Clutch K0 is located on the secondary side of the dual mass

ywheel and connects the e-machine to the internal com-

bustion engine. The clutch is activated and cooled through

the hollow-drilled input shaft of sub-gearbox 1 by means of
rotary feed-throughs.

Input shaft for

sub-gearbox 1

Clutch K1

Clutch K2

Cooling jacket

Electric drive

motor:
stator

Electric drive
motor:
rotor

Transmission input
shaft

16

Input shaft for sub-gearbox 2

627_106

Coolant return line for cooling

V141

Clutch K0

Manual gearbox

Input shaft for

sub-gearbox 2

Clutch K1

Clutch K0Output shaft 1

Clutch K2

Input shaft for

sub-gearbox 1

2 concentric clutch slave cylinders actuate the engagement bearings
of clutches K1 and K2. Due to the engagement bearings, the clutch
slave cylinders no longer have to rotate. This means there are no feed
throughs that cause unwanted friction loss and leakage.

Coolant return line for cooling

V141

Output shaft 2 Electro-drive Drive Motor

Front axle dierential spur gear

627_111

V141

Dual mass ywheel

Transmission input
shaft

Clutch K1 transmits the engine torque to sub-gearbox 1.
The uneven gears (1, 3 and 5) are engaged in sub-gearbox 1.

Clutch K2 transmits the engine torque to sub-gearbox 2, in
which the even gears (2, 4 and 6) and reverse gear are

engaged.

The reverse gear pinion meshes with the 2nd gear pinion.
The reverse gear is engaged by power transmission to
output shaft 1 through clutch K2, input shaft 2, the
engaged 2nd gear pinion and the engaged reverse gear
pinion.

Both output shafts mesh with the spur gear of the front
axle drive.

17

Suspension

Overview

The suspension system of the AudiA3Sportbacke-tron is
based on the suspension system of the conventional­engined AudiA3Sportback.

ABS/ESC module

Continental MK100

• Carry-over from AudiA3Sportback

Wheels/tires

• Exclusive wheel design (17“ and 18“)

• Use of low rolling resistance tires (17" only)

Manuallyadjustablesteeringcolumn

• Carry-over from Audi A3 Sportback

MacPherson front suspension

• Carry-over from AudiA3Sportback

• Modied damper setup

Electro-mechanical steering

• Carry-over from AudiA3Sportback

Brake system pressure accumulator

• New concept and design

Front wheel brakes

• 16“ brake system

• Brake caliper TRW PC 57-25/14

• Brake disc diameter: 12.2 in (312 mm)

18

Multi-function steering wheel

• Carry-over from AudiA3Sportback

Four-link rear suspension

• Carry-over from AudiA3Sportback

• Modied damper setup

• Modied anti-roll bar based on higher axle load due to high

voltage battery weight

• Partial modication of engine/transmission mounts due to

modied exhaust system

Electro-mechanical brake servo

• First use in an Audi model

627_098

Rear wheel brakes

• 15“ brake system

• Brake caliper Continental FNC-M38

• Brake disc diameter: 10.7 in (272 mm)

19

Electro-mechanical brake servo

Because intake manifold vacuum isn’t available when
driving in electric only mode, a new brake booster system

was developed. The use of the electro-mechanical brake

servo eliminates the need for an additional vacuum pump
normally used in conjunction with a conventional pneu­matic brake servo.

Brake uid reservoir Motor/gear assembly

The electro-mechanical brake servo oers the following key

advantages over a conventional pneumatic brake servo:

• Vacuum-independent brake servo.

• High pressure generation dynamics.

• High pressure regulation accuracy.

• Constant brake pedal characteristic/pedal force.

Tandem master brake cylinder

Brake Booster Control Module
J539

627_099

Push rod

(brake pedal connection)

20

Design and functional principle

Upper pinion shaft

Booster sleeveMotor/gear assemblyPiston rod

Push rod

(brake pedal connection)

Brake Pedal Position Sensor
G100

Tandem master brake cylinder Lower pinion shaft

The brake pressure applied by the driver is boosted by the
Motor/gear assembly. An AC motor drives two pinion shafts
through a reduction ratio. The splines of the pinion shafts
are in mesh with the spline on the booster sleeve. The
rotary motion of the pinion shafts is translated into a
longitudinal motion of the booster sleeve. To increase the
brake pressure, the booster sleeve is moved towards the

tandem master brake cylinder (to the left in the diagram).
After a dened amount of the idle travel (play), the booster

sleeve comes into contact with the push rod and, if the
electric motor is further activated, exerts force upon the

push rod (in addition to the brake pressure applied by the

driver). The electric motor is activated by Brake Booster
Control Module J539. The control module receives informa­tion on the position of the brake pedal and the push rod

(= driver input) from integrated Brake Pedal Position Sensor

G100.

627_100

Brake Booster Control Module
J539

The position of the electric motor rotor and, indirectly, the
position of the booster sleeve is monitored by a rotor posi-

tion sensor (Hall sender) in the electric motor.

The sliding assembly of the booster sleeve on the push rod,
and the resultant separation of both components, ensures
that the driver can apply brake pressure even if the boost
function fails.

J539 provides for terminal 15 after-run when the ignition is
switched o. If the vehicle is stationary and the driver is
not applying the service brake, the run-on time is approxi-

mately 1 minute.

If the vehicle is actively braked by the driver after the igni-

tion is switched o, brake boost is maintained for up to

approximately six minutes. After approximately three
minutes and after approximately six minutes, the driver is
instructed to secure the vehicle against rolling and
informed that brake boost will be deactivated.

The signals from Brake Pedal Position Sensor G100 of the

electro-mechanical brake servo are used for activating the

brake light.

21

Brake System Pressure Reservoir VX70

If required, the e-machine is used as a generator in over­run mode to recharge the high voltage battery (recupera­tion). The electric motor is “driven”. It creates drag and

generates additional braking torque at the driven wheels.

Because this process would be independent of driver

inputs, it would be more dicult for the driver to perform

anticipatory braking. This is why it is important that a

braking torque dened by the driver be available at any
time and that the driver be able to gauge the eect of this

torque.

Example of "Blended Braking"

Hydraulic brake pressure is reduced during recuperation.
This reduction is made in an eort to match the total
amount of “hydraulic” braking and “electrical” braking to

the actual driver input. Brake System Pressure Reservoir

VX70 is used to achieve the desired eect.

The combination of “hydraulic” braking and “electrical”
braking is referred to as “blended braking.” As an example,
the deceleration at a specic point in time (one second

after the start of braking) is specially marked in the
diagram. The amount of deceleration ‘a’, which the driver
wishes to achieve, is provided by the total deceleration
resulting from hydraulic braking torque ‘a’ plus the deceler­ation resulting from generator braking torque ‘a’.
a

. a=aH+a

G

G

Speed [kph] Deceleration [%g]

Key:

Deceleration resulting from "hydraulic" braking torque a

Deceleration resulting from generator braking torque (recuperation) of AC drive a

Requested deceleration through brake pedal actuation by driver a
Pedal travel
Vehicle speed

a

a

H

a

G

Time [s]

H

627_101

G

22

Design and functional principle

Brake System Pressure Reservoir VX70 is connected directly
to the brake master cylinder.

If the brake pressure applied by the driver (dependent on
the additional braking torque of the e-machine during

recuperation) has to be reduced, the electric motor of the
pressure reservoir is activated by the Brake Booster Control
Module J539. The piston performs a lift motion due to the
spindle drive in the cylinder, cylinder volume increases and

brake uid is taken in from the braking circuit. The braking

pressure within the system decreases. At the same time,

the brake boost provided by the electro-mechanical brake

servo is reduced to ensure that the brake pedal does not
"give".

Piston

Spindle drive

If the additional braking torque of the e-machine decreases

again during active braking, or if the generator mode of the
electric drive is fully deactivated, the previously reduced

braking pressure must be increased again. J539 re-activates

the electric motor of the pressure reservoir. The piston

movement reduces the cylinder volume and the brake uid

in the cylinder is returned to the braking circuit. The pres­sure within the braking system increases accordingly.

Bleeder valve

Connection to braking circuit

Electric motor

Service

The electro-mechanical brake servo - including Brake Servo

Control Module J539 and Brake System Pressure Reservoir

VX70 - are accessed through Address Word 23 in ODIS

Service. It can only be replaced as a complete assembly.

After replacement, the control module must be encoded.
It is important to bleed the brake system properly before
encoding. This is done through a Basic Setting Test Plan

which congures the system to acquire measured data

from the corresponding sensors when the brake pedal is at

rest (released) and when it is depressed.

627_102

In addition, brake pressure is developed by activating the

electric motor, and a pressure-volume curve is obtained.
Component tolerances are recognized and factored in

during subsequent control operations.

It is also necessary to perform the Basic Setting procedure for
the pressure reservoir. Both basic setting procedures must
also be carried out after replacing the pressure reservoir.

Actuator diagnosis Test Plans have been implemented for

function-testing the electro-mechanical brake servo and

pressure reservoir.

23

High voltage battery

Overview of hybrid components

The following high voltage components are installed in the

Audi A3 Sportback e-tron:

Power electronics

It converts the direct current stored in the high
voltage battery to alternating current for the

e-machine. The power electronics are cooled by the
low-temperature cooling circuit 2.

Engine

Four cylinder engine with turbocharger :

• 1.4l TFSI 147 hp (110 kW)

Electrical brake servo

The dependencies governing the utilization of braking torque
lead to electrical deceleration uctuations which have to be

compensated hydraulically in accordance with the driver's
wishes. The main focal points during the development of the

electrical brake servo were fully utilizing the deceleration poten­tial of the e-machine under driver initiated braking and extend­ing the electric driving range of the e-machine.

PTC heater

High Voltage Heater (PTC) Z115 is connected to High
Voltage Battery Charger 1 AX4 by a high voltage wire.

It heats the coolant for the passenger compartment heat
exchanger during electric driving and is also integrated in
the stationary air conditioning function.

Charging port

The all-purpose charging cable can be

used to charge the high voltage battery
at both household outlets and com­mercial outlets using an interchange-

able connecting plug (120 V AC and
240 V AC).

Electric AC compressor

The electric AC compressor is integrated into the high
voltage system and cools both the passenger compart-

ment and Hybrid Battery Unit AX1 as required.

e-machine (Electro-drive Drive Motor V141)

The e-machine is connected to the transmission via
clutchK0. It is able to generate a braking torque at

the wheel in dependence on RPM, battery temperature
and state of charge.

6-speed dual clutch transmission

Stronic

Consists of 2 sub-gearboxes engaged by
multi-plate clutches K1 and K2. It is

possible to select between 3 drive pro­grams using the selector lever.

24

Information

All high voltage components are connected to the vehicle chassis via equipotential bonding.

The equipotential bonding is a low-resistance wire or bolted connection, connecting the high voltage components to the

vehicle chassis.

Battery cooling system

The battery cooling system is integrated into

the low-temperature cooling circuit 2.

High voltage battery module

The high voltage battery module consists of 8 modules each
with 12 prismatic cells. The voltage is between 280 and 390 V,
depending on state of charge.

Fuel tank

The fuel tank has a capacity of 10.5 gal

(40 l) and is installed over the rear axle.

High voltage lines

All high voltage lines are double-insulated and color-coded

orange for easy recognition. To avoid incorrect assembly, the

high voltage lines are mechanically coded and identied by a

colored ring below the bayonet ring.

627_003

12 volt vehicle battery

Installed over the rear axle, it is responsible for supplying

power to the low-voltage components.

Information

Always follow the directions in the electronic repair information when performing work on equipotential bondings.

25

Hybrid Battery Unit AX1

Hybrid Battery Unit AX1 is mounted on the underside of the

vehicle and has the following components:

• Battery Regulation Control Module J840.

• High voltage Battery Switch Box SX6.

• 8 cell modules each with 12 battery cells and controller.

• Battery cell cooling system.

• Connections for the high voltage wiring harness.

• Connections for the 12 volt electrical system.

• Coolant connections.

The bottom section of Hybrid Battery Unit AX1 housing is

made from cast aluminum and the top section from
polymer. The sections are bolted and bonded forming and
airtight housing.

Pressure changes inside the housing caused by temperature

variation are equalized by the pressure equalization ele-

ments. If the pressure inside AX1 is too high, the pressure
relief valve opens.

The pressure equalization elements and the pressure relief

valve are installed under a cover on the top side of AX1.

Hybrid Battery Unit AX1 is attached to the vehicle chassis

by an equipotential bond.

Cell
module

Cell

Cell controller

26

Specications

Two cell modules are bolted to a cooling element on the
underside. The four cooling elements are connected to AX1
in parallel. The inlet and outlet temperature sensors are
integrated into the coolant connections.

High voltage Battery Switch Box SX6

Rated voltage 352

Cell voltage 3.7

Number of cells 96

Capacitance in Ah 25

Operating temperature -18 to 140 °F

(-28 to 60 °C)

1)

Energy content in kWh 8.8

Usable energy content in

7.0

2)

kWh

Power in kW Maximum 90

Weight 264 lb (120 kg)

1)

The charging/discharging currents are reduced at temperatures of 122 °F

(50 °C) and higher.

2)

The state of charge is maintained at between 25% and 85%.

Housing upper shell
(polymer)

Insulation

Battery Regulation Control Module

J840

Heat sink of Hybrid Battery Unit

AX1

Housing upper shell
(aluminium casting)

627_036

27

High voltage contacts

There are three high voltage contacts (referred to as con­tactors) in Hybrid Battery Unit AX1. A contactor can be

compared to a relay but is designed to carry higher electri­cal loads.

When terminal 15 is switched on, Battery Regulation
Control Module J840 closes the negative high voltage
contacts and the pre-charging contact. A small amount of
current ows through the resistor which charges Interme-

diate Circuit Capacitor 1 C25 in Electric Drive Power and
If these high voltage contacts are closed, AX1 is connected
to the other high voltage components and current is able to

Control Electronics JX1. The positive high voltage contact is

not closed by J840 until the C25 is fully charged.
ow. Contactors for both the positive and negative side are

installed. A 10 ohm resistor is integrated in the second
positive high voltage contact. This is referred to as the

pre-charging contact.

The high voltage contacts are opened by Battery Regulation Control

Module J840 if:

• Terminal 15 is switched “o “,

• Or the safety line is disconnected,

• Or a crash signal from Airbag Control Module J234 is detected,

• Or the 12-volt power supply for Battery Regulation Control

Module J840 is interrupted.

TW

J840

Pre-charging contact

High voltage contact (+)

352 V

High voltage contact (-)

Safety line

Terminal 15

Discrete line

Powertrain CAN bus

Hybrid CAN bus

28

615_015a

Notes

29

Battery Regulation Control Module J840

Battery Regulation Control Module J840 is bolted to Hybrid

Battery Unit AX1 from below.

It performs the following tasks:

• Measurement and evaluation of the battery voltage.

• Measurement and evaluation of the individual cell

voltages.

• Measurement of high voltage battery temperature.

• Regulation of high voltage battery temperature using

coolant circulation pump 2 and Solenoid Valve 1 N88 in

low-temperature circuit 2.

High voltage Battery Switch Box SX6

The following components are installed in SX6:

• Controller.

• High voltage System Fuse 2 S352.

• High voltage Battery Voltage Sensor G848.

• High voltage Battery Protection Resistor N662.

• Power contactor 1 of High voltage Battery Power Output

Protection 1 J1057 (HV pos.).

• Power contactor 2 of High voltage Battery Power Output

Protection 2 J1058 (HV neg.).

• Precharging contactor of High voltage Battery Pre-load

Protection J1044 (20Ω).

J840 communicates with other modules via the interfaces

to the Powertrain CAN and Hybrid CAN.

A crash signal is transmitted from Airbag Control Module J234

to J840 over the Powertrain CAN and a discrete wire. If a crash

signal is generated, the high voltage contacts are opened and

the high voltage system is deactivated. The control module

communicates with High voltage Battery Switch Box SX6 and

the eight cell controllers over a private CAN.

When terminal 15 is switched on, the power contactor 2 of
High voltage Battery Power Output Protection 2 J1058
(HV negative) and the precharging contactor of High
voltage Battery Pre-load Protection J1044 (20Ω) are at
rst closed. A small amount of current ows through the

resistor until the intermediate circuit capacitor 1 C25 in
Electric Drive Power and Control Electronics Module JX1 is

charged up. When the intermediate circuit capacitor is
charged up, the power contactor 1 of High voltage Battery
Power Output Protection 1 J1057 (HV positive) is closed
and then the precharging contactor of J1044 (20Ω) is

opened.

Cell controller

The cell controllers are a component part of the cell
module. The cell controllers measure the voltage of each
individual cell and, using an NTC resistor, the temperature
of the cell module and send this data to Battery Regulation

Control Module J840.

627_037

The power contactors are opened if at least one of the

following conditions is met:

• Terminal 15 switched o.

• A crash signal from Airbag Control Module J234 is

detected.

• Maintenance connector TW is opened.

• Fuse for power supply to power contactors terminal 30c

is disconnected.

• 12 volt power supply for Hybrid Battery Unit AX1 is

interrupted.

• Safety line open.

J840 evaluates the cell voltages and instructs the cell

controllers to discharge cells with high cell voltage through
a resistor. As a result, all cells achieve the same cell voltage
and Electric Drive Power and Control Electronics JX1 has
maximum capacity.

30

Insulation monitoring

When the high voltage system is active, High voltage
Battery Switch Box SX6 performs an insulation test every
60 seconds.

The resistance between the high voltage conductors and

the housing of the Hybrid Battery Unit AX1 is measured at

the rated voltage of 352 V.

Insulation faults in the high voltage components and high
voltage lines are detected.

Safety line

The safety line is a 12 volt ring wire which interconnects all
high voltage components in series. Battery Regulation

Control Module J840 inputs an electrical current of approxi-

mately 10 mA into the safety line and evaluates the current

ow. In addition, Electrical Drive Control Module J841

monitors the safety line.

The charging socket and the AC/DC inverter in the high
voltage charger are not tested due to the galvanic isolation

between 230V AC and 352V DC.

If an insulation fault is detected, a message is displayed in
the DIS. The customer is prompted to bring the vehicle in
for repair.

If the safety line is broken, the high voltage system is

immediately deactivated by J840. The high voltage contacts
are opened. The driver is notied via the display in the

instrument cluster.

S

Terminal
30c

Key:

AX1 Hybrid Battery Unit
AX4 High voltage battery charger 1
J840 Battery Regulation Control Module
JX1 Electric Drive Power and Control Electronics Module
S Fuse
TW High voltage System Maintenance Connector
V470 Electrical AC compressor
VX54 Three-phase Current Drive
Z115 High voltage Heater (PTC)

627_038

High voltage connector
High voltage line

Safety line outside of component
Safety line inside of component
Line to protect the power supply to the line contactors

31

Electric Drive Power and Control Electronics Module JX1

JX1 is installed on the driver’s side of the engine com­partment and has the following components:

• Electric Drive Control Module J841.

• Drive Motor Inverter A37.

• Voltage Converter A19.

• Intermediate Circuit Capacitor 1 C25.

• AC Compressor Fuse S355.

• Connections for high voltage lines.

• Connections for 12 volt electrical system.

• Coolant connections.

Safety line connector

The high voltage line from the high voltage charger is con­nected externally. All other high voltage lines are bolted
inside JX1. JX1 is connected to the vehicle chassis via an

equipotential bonding. JX1 is cooled by low-temperature

circuit 2.

A/C Compressor Fuse S355 is integrated in JX1 and is con-

nected between HV positive and HV positive of High Voltage
Battery Charger 1 AX4. AX4 is cooled in the low tempera-

ture cooling circuit.

A/C Compressor Fuse
S355

High voltage battery
HV positive

High voltage battery
HV negative

Electro-drive Drive Motor V141
Connections U, V, W

Connection for High voltage Battery Charger 1
AX4

12-volt positive charging line

627_039

12 volt on-board power plug

32

Information

To replace fuse S355, you must open Electric Drive Power and Electronic Control Module JX1. Always follow the instructions
given in the electronic service information and ODIS Service when doing this procedure.

Electric Drive Control Module J841

Electric Drive Control Module J841 monitors the rotor
speed of Electro-drive Drive Motor V141 with Drive Motor

Rotor Position Sensor 1 G317.

The temperature of V141 is monitored by Drive Motor

Temperature Sensor G712 and relayed to the ECM.

Voltage Converter A19

A19 is a DC/DC converter that converts the 352 DC voltage
to the 12 DC voltage of the vehicle’s electrical system.

Intermediate Circuit Capacitor 1 C25

Another component of Electric Drive Power and Electronics
Control Module JX1 is Intermediate Circuit Capacitor 1 C25.

Its job is to stabilize voltage. Voltage uctuations can occur
during start-up or at transmission kick-down.

Electric Drive Control Module J841 monitors component

temperatures with sensors in Electric Drive and Control
Electronics Module JX1. This information is used by the ECM
to activate the coolant circulation pump upstream of
Coolant Pump in Front of Electric Drive Power and Control

Electronics V508 on demand. J841 is networked via the
Powertrain and Hybrid CAN systems.

A pulse inverter converts the voltage of the high voltage
battery of 12 volts. The voltage is transmitted to the

12-volt electrical system by coil induction (galvanic isola-

tion). As a result, there is no conductive connection

between the high voltage system and the 12-volt electrical

system.

C25 is discharged actively and passively at Terminal 15 o

or if the high voltage system is disabled due to a crash.

Passive discharge means that C25 is discharged through a

22K ohm resistor between HV positive and HV negative. In

the case of active discharge, a 1K ohm resistor is con­nected. This ensures that C25 is discharged in the least

possible time.

Drive Motor Inverter A37

The drive motor inverter A37 is both a DC/AC
converter and an AC/DC converter.

Electro-drive Drive Motor V141 (e-machine) as motor

In electric driving mode A37 converts the AC voltage of the

Hybrid Battery Unit AX1 to a 3-phase AC voltage. The

voltage is converted by pulse width modulation. There are
six transistors in A37. Two for each of the three phases, U,

V, and W. Each phase has a separate transistor for positive

and negative.

615_024a

Electro-drive Drive Motor V141 in generator mode

If V141 is running in generator mode A37 converts the
generated 3-phase AC voltage to a 352 V DC voltage. The

high voltage system is supplied with the generated DC

voltage and the 12-volt electrical system is supplied

through Voltage Converter A19.

When activated, the corresponding potential is connected.

The transistors are activated by Electric Drive Control

Module J841 using pulse width modulated signals. RPM is

regulated by changing the frequency, and the torque of

V141 by changing the activation times of the individual

pulse widths.

33

Charging

High Voltage Battery Charging Socket 1 UX4

High Voltage Battery Charging Socket 1 UX4 is located
behind a ap at the front of the radiator grille.

Both Charging Socket Temperature Sensor 1 G853 and High
voltage Charging Connector Lock 1 Adjuster F498 are
integrated with UX4.

L1

Phase1

Not assigned

It is connected to the vehicle chassis via equipotential
bonding.

Communication
Allows communication between vehicle
and charging station

N
Neutral conductor

PE

Protective earth (ground)

627_044

Charging button module with display

The charging button module has the following components:

• Intermediate Charging Button E766.

• Charging Prole Selection Button E808.

• Charging Socket LED Module 1.

L263 indicates the current status of the charging cycle
through various colors and by ashing or steady light. The

active charging option is indicated by the red LED in the
button.

Overview of status LED messages

Display Denition

LED is red Plug has been detected, but is not locked;

charging is not possible

LED is yellow Plug has been detected and is not locked, but no charging voltage is

available; charging is not possible

LED is ashing yelow Plug has been detected and is locked,

selector lever not in position P; charging is not possible

LED ashes green every 4s for 60s, then the

LED goes out

LED is ashing green Charging cycle is active

Timer for charging cycle is active, charging cycle starts depending on
the programmed departure time

Charging Prole Selection Button
E808

Charging Socket LED Module 1

L263

Intermediate Charging Button

E766

627_045

LED lights up green and then the LED goes out Charging cycle completed

34

High Voltage Battery Charger 1 AX4

High Voltage Battery Charger 1 AX4 is connected to Electric

Drive Power and Control Electronics Module JX1 by a high
voltage line.

A pulse inverter which converts the AC voltage of the oper-

ating unit to a DC voltage for charging Hybrid Battery Unit
AX1 is integrated in AX4. The voltage is transmitted to the
high voltage onboard power supply by coil induction (gal-

vanic isolation). As a result, there is no conductive connec­tion between the AC system and the high voltage system in

the vehicle. AX4 is connected to the vehicle chassis via an

equipotential bonding.

The following sensors are connected to High Voltage

Battery Charger Control Module J1050:

High Voltage Battery Charger Control Module J1050 is also
integrated with AX4. It is networked with other control
modules through the Powertrain CAN and Hybrid CAN.

J1050 has an internal coolant temperature sensor which
sends information to the ECM. The ECM can then activate
Coolant Pump in Front of Electric Drive Power and Control
Electronics V508 on demand.

Charging socket 1 for high voltage battery charging

UX4

12-volt connection for charging socket,

allows communication between vehicle and

charging station via UX4

• Charging Socket Temperature Sensor 1 G853 in High

Voltage Battery Charging Socket 1 UV4 in the High
Voltage Battery Charging Socket 1 UX4.

The following actuators are connected to High Voltage

Battery Charger Control Module 1 J1050:

• High Voltage Charge Flap Lock Adjuster F496.

• High Voltage Charging Connector Lock 1 Adjuster F498 in

High Voltage Battery Charging Socket 1.

Input voltage in V AC 100–240

Output voltage in V DC 220–450

Maximum current consumption 16 A

High Voltage Heater (PTC)
Z115

Electric Drive Power and Control Electronics Module
JX1

Coolant connections

627_043

Electrical A/C Compressor

V470

Information

Preset charging timers are stored in High Voltage Battery Charger 1 AX4.

35

Charging the high voltage battery

Charging with alternating current

When the vehicle is using the internal combustion engine

to provide drive, the high voltage battery is charged via the

e-machine, which acts as a generator.

Audi e-tron charging system

The AudiA3Sportbacke-tron comes with the Audie-tron
charging system. For mobile use, the Audi e-tron charging

system can be carried in a transport case.

Two replaceable AC cables are supplied for connecting to a

three-phase AC supply. One cable is suitable for household
(120V) use while the other cable is for attaching to a 240V

AC source.

Status LED

Safety glass

Monochrome display

Capacitive operating panel

The high voltage battery can be charged with alternating

current from both a 240V AC or 120V AC voltage. Charging

the vehicle with AC voltage will allow for a greater range of
electric driving by charging the vehicle battery prior to
driving.

Operating unit

The cables are encoded in such a way that the operating
unit can detect whether a connection has been made with a

120V or 240V plug.

If the vehicle is connected with 240V AC source, the
maximum power consumption is 16 A, resulting in a
maximum charging output of 3.6 kW. If the vehicle is

connected to a 120V outlet, power consumption is limited
to 10 A.

The charging output can be set to 50% or 100% by the

user. If the vehicle is connected to 240V AC, a charging

output of 50% is set automatically. This setting is main­tained until the charger unit is disconnected from the
vehicle or the wall socket.

To prevent unauthorized access, the operating unit can be
protected by entering a 4-digit PIN code. If a customer
were to forget their PIN number, it can be re-set by dealer-

ship personnel.

Vehicle cableHousing Protective frame

Before the charging cycle begins, the operating unit and
the high voltage charger unit in the vehicle communicate
with one another.

The operating unit has a self-diagnosis function and indi-

cates any faults detected via the display.

The operating unit has a temperature monitor. If the per­missible temperature is exceeded, the charging cycle is
interrupted until the temperature returns to an acceptable
level.

627_024

Charging cable

A charging cable is connected from an AC power source to

the Audi e-tron charger unit.

627_025

36

Information

The charging cable must always be connected directly to a socket. Never use the charging cable together with an extension
cord, a cable drum, a multiple socket outlet or a timer. Failure to heed this warning can result in damage to the operating
unit or the home electrical system.

Charging at home

A charging dock for home installation is available. It can be
attached to a wall over a conventional household power
outlet.

The vehicle battery charger can be clipped into the charging
dock. Charging cables are available in various lengths for
connecting the vehicle to the charging dock.

Integrated mounting xture
available through Audi accessories

Fold-out front made from printed

safety glass

Front recess with mount for the

operating unit of Audi e-tron

charging system

Receptacle for the vehicle cable
with plug

Mechanical lock for securing the

supplied Audi e-tron charging

system

627_026a

37

Charging cycle

To charge the high voltage battery, the charging cable must
be plugged into the charging dock.

When the charging cable is plugged into the vehicle, the

charging plug is locked and cannot be removed. This is
indicated by the yellow status LED.

The charging cycle starts when the selector lever is in
position P and the operating unit is connected to the AC
voltage source.

If no timer is programmed, the charging cycle starts imme­diately.

If a charging timer is programmed, but the state of charge

of the high voltage battery is less than 60%, the charging

cycle starts immediately until the state of charge reaches

approximately 60%. If the instant charge button is

pressed, the charging cycle stops and timer programming
is activated.

The active charging cycle is indicated by the ashing LED on
the relevant button (see page 34).

Displays of the status LED

The status LED ashes green during the charging cycle.

The charging cycle will stop if the vehicle is unlocked while
charging is in progress.

If the charging plug is not removed within 30 seconds of
unlocking the vehicle, the charging cycle will restart.

Charging times

The charging times are dependent on the AC voltage
source:

Household 120V 8 h

Commercial 240V 2h 15 min

627_028

627_029

38

Information

The vehicle cannot be started if the charging cable is plugged in. During the charging period, the 12 volt battery is also charged.

High voltage lines

All high voltage lines in the high voltage system are are

color-coded orange for identication. Due to the high

voltages and currents involved, the electrical lines have a

signicantly larger cross-section and are connected by
special plug-in contacts. The electrical lines of the high
voltage system dier from the other lines in the 12-volt

electrical system in terms of their core design.

The high voltage lines may also have a corrugated plastic

tube to provide protection against chang. Three dierent

types of high voltage line are used in the high voltage

system: single-pole and 2-pole lines with and without a

safety line.

2-pole high voltage line

Insulation Shielding

Single-pole high voltage line

Conductor

Insulation

Shielding

Insulation

627_052

Without safety lineWith safety line

InsulationShielding

HV positive

High voltage connections

The high voltage lines on the Audi A3 Sportback e-tron are

bolted onto or plugged into the high voltage components.

Bolted connection

• Electric Drive Power and Control Electronics Module JX1.

• Three-phase Current Drive VX54.

Safety line

HV negative

To avoid incorrect assembly, all connections are mechani­cally encoded.

2-pole plug connection

• Electric Drive Power and Control Electronics Module JX1

• High Voltage Battery Charger 1

• High Voltage Heater (PTC) Z115

1)

.

1)

.

• Electrical A/C Compressor V470.

627_053627_054

1)

.

627_055

1)

For these connections, a jumper for the safety line contacts is integrated into the plug.

627_056

39

Electrical A/C compressor V470

Electrical A/C Compressor V470 is bolted to the front of the

internal combustion engine. There is no belt drive. It is

integrated with the high voltage electrical system via High
Voltage Battery Charger 1 AX4 and operates at 352 volts.
A/C Compressor Control Module J842 is integrated with the
compressor. J842 is controlled by Climatronic Control

Module J255 via a LIN bus. The A/C compressor is attached
by an equipotential bonding.

Type Scroll compressor

Rated voltage in V 352

Speed in RPM 800–8600

Power consumption in kW 3.6

Weight in kg 13.2 lb (6 kg)

12 volt electrical system

Electric Drive Power and Control Electronics
Module JX1

Condenser connection

627_040

Refrigerant circuit connection

High Voltage Heater (PTC) Z115

When the vehicle is driven in electric-only mode, Z115

heats the engine coolant for the passenger compartment
heat exchanger. It is bolted to the vehicle underbody and

connected to High Voltage Battery Charger 1 AX4 by a high
voltage line. The integrated High Voltage Heater (PTC)
Control Module J848 is controlled by Climatronic Control

Module J255 by a LIN bus connection.

J848 monitors the inlet and outlet temperatures of the

engine coolant via temperature sensors and send the infor­mation to J255. J255 determines the required heating

output and sends this information to J848 as a value

between 0 and 100%.

Rated voltage 352

Heating levels 3

A/C Compressor Control Module

J842

High Voltage Heater (PTC) Control Module
J848

High voltage line connection

12-volt electrical system

Activation mechanism PWM signal 0–100%

Information

All A/C timer information is stored in Climatronic Control Module J255.

40

627_041

Coolant connections

High Voltage System Maintenance Connector TW

High Voltage Electrical System Maintenance Connector TW

is located in the engine compartment. It serves as an
electrical connection in the 12 volt control circuit for the
high voltage battery contacts and as a component part of
the safety line.

Opening TW opens the safety line and breaks the 12 volt
control circuit of the high voltage power contacts. TW
serves to de-energize the high voltage system.

The VAS Scan Tool must be used to properly de-energize the
high voltage system. After TW is opened, it must be
secured with padlock T40262/1 to prevent it from being

accidentally reconnected.

In the engine compartment

The maintenance connector TW is labelled.

Fuse panel in passenger compartment

The power supply fuse for the control circuit of the power

contacts is labelled. This fuse is to be utilized by rst

responders in an emergency situation.

627_057

627_058

627_059

627_060

Information

After de-energizing the system, a check must be made to ensure that no voltage is present by running the relevant Test Plan

in ODIS Service.

41

Hybrid manager

The software of Engine Control Module J623 has been

extended to include the hybrid manager function.

• Operating strategy.

• Torque distribution to Electro-drive Drive Motor V141

and the internal combustion engine.

• High voltage coordinator.

• Recuperation under braking and acceleration.

• Control of the coolant circuits.

Operating strategy

The operating strategy is congured to operate the vehicle
eciently using both drive systems. Taking the ambient

conditions and information from other control modules as

well as the driving prole into account, the system decides
whether to use the internal combustion engine, the e-ma-

chine or both.

The following hybrid-specic functions of the vehicle are

controlled by the hybrid manager.

• Control of hybrid displays.

• Power meter.

• Display in dash panel insert.

• MMI energy ow diagrams.

• e-tron statistics.

Electric driving also requires enabling signals from other
control modules. A low state of charge in the high voltage

battery, a too-low ambient temperature, high torque

demand or high cabin heating demand may necessitate
starting the internal combustion engine.

Internal combustion engine is: Electro-drive Drive Motor V141

serves as:

Internal combustion engine start o Electric motor

Electric drive o Electric motor

Drive by internal combustion
engine

Hybrid drive on Electric motor

Boost on Electric motor

Recuperation with and without

electrical braking

1)

In this operating mode, the 12-volt electrical system is supplied by Hybrid Battery Unit AX1.

on Generator

on or o Generator

1)

1)

1)

1)

High voltage coordinator Recuperation under braking and

acceleration

In its capacity as a high voltage coordinator, the hybrid
manager monitors and coordinates all high voltage compo­nents. It enables activation of the high voltage system and
controls the displays for hybrid operation and display of
messages for the driver.

The hybrid manager controls over-run and braking recuper-

ation functions based on the position of the accelerator or
brake pedal, the state of charge of the high voltage battery,
the vehicle's speed and driving stability criteria.

42

Plug-in hybrid modes

Electric driving (EV)

When the ignition is on, EV mode is active and the vehicle
preferentially runs on electric-only mode provided the

conditions for this are met.

EV mode is only active if the state of charge of the high

voltage battery is sucient and the following conditions

are met:

• The temperature of the 12-volt battery and of the high

voltage battery is not less than approximately

14 °F (-10 °C).

• The vehicle is not travelling faster than approximately.

80 mph (130 km/h).

• No kick-down is performed.

• The selector lever is not engaged in the S position.

If one or more of the above conditions is not met, EV mode
is deactivated.

Use battery charge (Hybrid Auto)

627_066a

A decision is made based on the driving prole whether to
start in Hybrid mode or to run on electric power.

When the route guidance function is active in the naviga­tion system, the use of electrical power is optimized

through moderate recharging or startup of charging sta­tions based on the predictive route data.

Hold battery charge (Hybrid Hold)

During vehicle operation, the state of charge of the high
voltage battery is held at a constant level. The vehicle runs

in Hybrid mode and uses only a small portion of the battery

charge.

Increase battery charge (Hybrid Charge)

During vehicle operation, the high voltage battery is
charged by the internal combustion engine more inten-

sively (this involves higher fuel consumption) in order to

achieve longer electrical range, for example, at the destina­tion.

Sport mode

Moving the selector lever into tiptronic or S reveals the

sporty side of the AudiA3Sportbacke-tron. Full drive

power is now available to the driver at any time, and the
high voltage battery is continuously recharged. Increased

over-run torque boosts recuperation capacity and provides

a sporty driving feel.

Information

These settings can be made in the "Car" menu under "Systems" in the menu item "e-tron mode" or by pressing Electric Drive
Button E656 several times.

43

Climate control

Cooling systems, climate control and thermal management

The cooling and climate control systems of the A3 Sport­back e-tron provide passenger comfort, cooling of the

internal combustion engine, transmission and high voltage
components. All components are integrated into the
various cooling circuits.

The thermal management system enables the components
to reach their operating temperatures quickly. Passenger
comfort has the highest priority.

Overview of cooling system

In the various operating states, for example in electric drive
mode or in Boost mode, the cooling circuits provide the

optimal coolant ow in order to ensure operational reliability,

a high level of passenger comfort and a high overall level of

eciency.

High Voltage Heater (PTC)
Z115

Coolant expansion tank 1

Heat sink of Hybrid Battery Unit
AX1

Hybrid Battery Unit
AX1

44

Thermostat 1

Heating heat exchanger

Coolant pump

Electric Drive Power and Control Electronics Module
JX1

Coolant expansion tank 2Evaporator

High Voltage Battery Charger Control Module
J1050

Charge air cooler

Electrical A/C Compressor

V470

High voltage battery heat exchanger
(cooler)

Radiator unit

627_009

45

High-temperature coolant circuit

The high-temperature coolant circuit represents the actual

coolant circuit of the internal combustion engine. The

system is a twin-circuit cooling system which enables
dierent coolant temperatures to be achieved in the cylin-

der head and the engine block.

The temperature level in the high-temperature coolant
circuit is, on average, between 188 - 221 °F ( 87 - 105 °C).

1

4

Components of the high-temperature coolant circuit:

• Coolant expansion tank 1.

• Heating heat exchanger.

• Gear oil cooler.

• Coolant pump with thermostat.

• Engine oil cooler.

• High Voltage Heater (PTC) Z115.

• Radiator.

3

2

6

7

8

5

10

18

2

21

19

22

15

14

11

9

12

13

2

20

24

23

Key:

Cooled coolant

Heated coolant

1 Coolant expansion tank 1
2 One way check valve
3 Heater heat exchanger
4 Exhaust turbocharger
5 Engine Coolant Temperature Sensor G62

46

627_010b

6 Coolant Change-over Valve N633
7 High Temperature Circuit Coolant Pump V467
8 High Voltage Heater (PTC) Z115
9 Transmission Coolant Valve N488
10 Transmission oil cooler (ATF heat exchanger)
11 Thermostat1
12 Coolant pump

Low-temperature coolant circuit 1

Low-temperature coolant circuit 1 represents the coolant

circuit of the internal combustion engine's charge air

cooling system. This low-temperature coolant circuit is an
independent cooling circuit in the 1.4l TFSI engine. The
low-temperature coolant circuit uses the same coolant
expansion tank as the high-temperature coolant circuit.
During use of the 1.4l TFSI in the AudiA3Sportbacke-tron,
the e-machine is also integrated into low-temperature

coolant circuit 1.

1

4

The temperature level in low-temperature coolant circuit 1
is, on average, between 167 - 194 °F (75°C - 90°C).

Components of low-temperature coolant circuit 1:

• Exhaust turbocharger.

• Charge air cooler.

• Three-phase Current Drive VX54.

• Low Temperature Circuit Coolant Pump V468.

3

2

7

6

8

5

10

18

21

11

12

15

2

19

22

14

13

2

20

24

23

9

13 Thermostat2
14 Engine oil cooler
15 Charge air cooler integrated into intake manifold
18 Three-phase Current Drive VX54
19 After-run Coolant Pump V51

627_011b

20 Flow restrictor
21 Radiator for charge air cooling
22 Engine Coolant Temperature Sensor on Radiator Outlet G83
23 Radiator
24 Radiator Fan V7

47

Low-temperature coolant circuit 2

The high voltage modules are grouped together in

low-temperature coolant circuit 2. The high voltage compo­nents are temperature-critical and require a constant
temperature below the average temperature in low-tem-

perature coolant circuit 1.

This low temperature is achieved by using a completely
separate, second coolant circuit. This circuit has its own

coolant equalization tank and is implemented by a coolant

recirculation pump upstream of Coolant Pump in front of
Electric Drive Power and Control Electronics Module V508

and the High Voltage Battery Coolant Pump V590.

The temperature level in low-temperature coolant circuit 2
is, on average, between 68 - 104 °F (20°C - 40°C).

13

Components of low-temperature coolant circuit 2

• Coolant expansion tank 2.

• Electric Drive Power and Control Electronics Module JX1.

• High voltage battery charger control module.

• High voltage battery heat exchanger.

• Hybrid Battery Unit AX1.

• Coolant Pump in front of Electric Drive Power and

Control Electronics Module V508.

• High Voltage Battery Coolant Pump V590.

1

2

3

12

11

10

4

5

6

9

78

48

627_012

Coolant circuit of the high voltage battery heat exchanger

Low-temperature coolant circuit 2 can also be subdivided into
2sub-circuits, allowing dierent temperatures and, thus,
dierent component temperature requirements to be met.

A shortened circuit can be implemented by means of the

High Voltage Battery Coolant Valve N688 and High Voltage

Battery Coolant Pump V590. The sole task of this circuit is

to control the temperature of the Hybrid Battery Unit AX1

through the high voltage battery heat exchanger, which is
also an integral part of the coolant circuit.

10

The required temperature in low-temperature coolant
circuit 2 can be obtained by passive cooling (using low­temperature radiator 2) or by active cooling (using the high

voltage battery heat exchanger).

Key:

Cooled coolant

Heated coolant

1 Coolant expansion tank 2
2 Flow restrictor
3 Coolant Change-over Valve 1 N632
4 Low-temperature radiator 2
5 Temperature sensor upstream of JX1
6 Non-return valve

9

78

627_013

7 High Voltage Battery Coolant Pump V590
8 High Voltage battery heat exchanger (cooler)
9 Hybrid Battery Unit AX1
10 High Voltage Battery Coolant Valve N688
11 Pump for coolant circulation upstream of V508
12 Electric Drive Power and Control Electronics Module JX1
13 High Voltage Battery Charger Control Module J1050

49

Refrigerant circuit

The A/C refrigerant circuit of the A3 Sportback e-tron
diers from other A3 models.

Electrical A/C Compressor V470 can, if required, be used for
cooling Hybrid Battery Unit AX1 as well and the passenger

compartment of the vehicle.

The refrigerant circuit from the A/C compressor to the

expansion valve has separate high low pressure lines (but

no internal heat exchanger is used).

A ow restrictor with a 0.7 mm diameter is integrated into

the high pressure refrigerant line to the high voltage
battery heat exchanger.

There are dierent high-pressure lines with built in or
inserted ow restrictors. Inserted ow restrictors can be
installed with a pre-screen.

R134a refrigerant is used. However, SPA2 PAG oil is used.
This dierent from the PAG oil used in mechanically driven

A/C compressors.

Expansion valve

High voltage battery heat exchanger
(cooler)

Refrigerant Circuit Pressure Sensor
G805

(ECE variant shown)

High Voltage Battery Heater Core Refrigerant Shut-o Valve
N542

Electrical A/C Compressor

V470

50

Information

The quantity of refrigerant and air conditioning refrigeration oil can deviate from the quantity of refrigerant and air condi­tioning refrigeration oil in other Audi A3 models and is specied in the current version of ElsaPro.

Flushing process notes

If repairs are required, it may be necessary to ush the
refrigerant circuit in the AudiA3Sportbacke-tron. The

following general conditions must be observed:

• It is not possible to drain the PAG oil from Electrical A/C

Compresor V470. There is no drain plug. It must be
ushed in order to determine the quantity of oil. The
compressor is always ushed in the direction of ow.

Service connections

The refrigerant circuit is ushed in two phases:

• In the rst ushing cycle, the circuit is ushed

together with the evaporator. A ushing adapter - VAS
6338/38 is installed in the refrigerant circuit in place

of the expansion valve.

• In the second ushing cycle, the circuit is ushed

together with the evaporator in the high voltage
battery heat exchanger.

To ensure a constant refrigerant ow during the ush­ing cycle, the inserted ow restrictor (0.7 mm diam-

eter) must be removed beforehand. In the case of a

built in ow restrictor, the orce must be drilled out to

a diameter of 5.0 mm. This refrigerant line must be

replaced after the ushing process is completed.

Receiver/Drier for refrigerant
circuit for refrigerant circuit

627_014

Condenser

A/C Pressure/Temperature Sensor
G395

(NAR variant)

Information

Always look for the latest repair procedures in ElsaPro regarding the refrigerant ushing process.

51

Refrigerant pressure sensor

In vehicles for the North American market, A/C Refrigerant
Pressure/Temperature Sensor G395 is installed in place of
Refrigerant Circuit Pressure Sensor G805. This is to comply
with OBD II compatibility requirements. It is located

directly in the refrigerant ow. The refrigerant system must

be evacuated before the sensor can be removed.

High voltage battery heat exchanger
(cooler)

Refrigerant Circuit Pressure Sensor
G805

(ECE variant)

627_015

Refrigerant lineElectrical A/C Compressor

V470

A/C Pressure/Temperature Sensor
G395

(NAR variant)

52

Stationary HVAC

On the AudiA3Sportbacke-tron, the stationary HVAC can be

selected via the MMI or using a smartphone app.

The following vehicle components can be used for stationary

HVAC:

• Electrical AC compressor V470.

• High Voltage heater (PTC) Z115.

Conditions for operation of the stationary HVAC system

• The stationary HVAC system can be programmed and

started by the MMI or using the smartphone app.

• The stationary HVAC system has the capacity to cool the

vehicle using the Electrical A/C Compressor V470 at high

temperatures.

• Stationary HVAC is only possible if Hybrid Battery Unit

AX1 is suciently charged and if there is enough fuel in

the fuel tank.

• The stationary HVAC also has the ability to warm the

vehicle using the high voltage heater (PTC) Z115.

High Voltage Heater (PTC)
Z115

Electrical AC compressor

V470

627_008

53

Infotainment

The 2016 A3 Sportback e-tron is equipped with the
Modular Infotainment Platform (MIB).

The A3 Sportback e-tron also has Control Module for Emer­gency Call Module and Communication Unit J949. The
module (also referred to as the Online Connectivity Unit

[OCU]) facilitates communication between the customer
and the vehicle when it is parked. It operates separately
from Audi connect services.

Overview of versions

The AudiA3Sportbacke-tron is available with 2versions of

the information/entertainment system. It comes with the
MMI radio as standard. The technical designation for this is

MIB Standard. MMINavigationplus is optional. This techni­cal designation for this is MIB High.

The table on the following page shows the key standard
and optional equipment features.

54

627_092

MMINavigationpluswithAudiconnect

Reference

For more information about the information/entertainment system of the AudiA3, refer to eSelf Study Program 990143

"The 2015 Audi A3 Introduction".

For further information about the Modular Information/Entertainment System, refer to eSelf Study Program 970143

"The 2015 Audi A3 Modular Infotainment Platform (MIB)".

MMI Radio MMI Navigation plus with Audi conncet

Standard equipment

5.8“ TFT colour monitor with a resolution of 400x240pixels 7.0“ TFT colour monitor with 800x480pixel resolution

3D hard drive navigation system

MMI touch

AM/FM radio with phase diversity AM/FM radio with phase diversity and background tuner

Car menu Car menu

CD drive (MP3, WMA, AAC) DVD drive (audio/video, MP3, AAC, WMA, MPEG4)

1SD card reader (SDHX up to 32GB) 2SD card reader (SDHX up to 32GB)

approx. 11 GB for jukebox

Audi music interface

Audi Sound System Audi sound system

Bluetooth interface with speech dialogue system
and audio streaming

Premium interactive voice control system Premium interactive voice control system

Audi connect e-tron services Audi connect e-tron services

Sirius Sirius

Optional equipment

Audi music interface Bang & Olufsen Sound System

Bluetooth interface with speech dialogue system
and audio streaming

Standard on Prestige, optional on Premium Plus

55

Audi connect

The term Audi connect embraces applications and develop­ments which allow media to be used in the vehicle and to
be connected to the outside world.

Audi connect e-tron services

Audi has developed special connect services for the e-tron.
They allow specic information to be retrieved by smart-

phone and web portal as well as individual functions to be
controlled by a smartphone. These services are available as

standard in the AudiA3Sportbacke-tron and have to be

activated by the customer.

This information can be retrieved via a smartphone app and

the A3e-tron website @ www.etron.audiusa.com. Data on

vehicle status can be retrieved. This includes current state
of charge, remaining electrical range and vehicle location.
Information on recent trips, such as average electrical
consumption, is also available.

The charging cycle and the air conditioning system can be

started immediately by the app or after a specied time
has elapsed (using a customizable departure timer), allow-

ing the user to ensure that the vehicle is charged up and

optimally pre-conditioned before driving. The combination

of charging cycle and preconditioning enable the vehicle to
retain its full electrical range. If the vehicle is ready for
charging, the power required to cool or heat the passenger
compartment is drawn from the wall plug without dis­charging the vehicle's high voltage battery.

e-Manager

Charging plug is not inserted

12km

Next charging timer nished:

No timer activated

Next auxiliary heater/­AC timer nished:

No timer activated

AC ChargingStatus

9min ago

627_087

Control Module for Emergency Call Module and Communica­tion Unit J949 acts as the interface between the vehicle and
the smartphone or e-tron platform.

Audi connect

Other Audi connect services can be used if the vehicle is
equipped with Audi MMI Navigation plus and Audi connect.

627_086a

56

Audi connect

627_088

Display elements for driving in hybrid mode

The AudiA3Sportbacke-tron uses the following compo-

nents to indicate that it is running in hybrid mode:

• Power meter instead of a tachometer.

• Special display in the instrument cluster.

• Animated display on MMI screen.

• High voltage battery charge indicator instead of coolant

temperature display.

Displays in power meter

The power meter displays various vehicle operating states
and the power output or charging capacity of the hybrid
system during the trip.

1 765432

9101112

European instrument cluster shown in illustration

Key:

1 Vehicle ready "Hybrid Ready", "Terminal 15 on" and "Enable

terminal 50 on" depending on the enabling conditions

2 Electric driving (engine starting is possible) or hybrid driving
3 Threshold for EV mode
4 Economical driving (partial throttle range)
5 Full throttle range
6 Internal combustion engine 100%

Sender 1

635km

600km

35km

2027 97.0

km

D1 +22.5

7 Electric drive motor provides assistance in addition to

8 Fuel gauge
9 Charge level of high voltage battery
10 Terminal 15 o or terminal 15 on and terminal 50 o
11 Hydraulic braking in addition to electrical braking
12 Energy recovery by recuperation (under braking and accel-

°C

627_048

8

maximum engine torque (boost)

eration)

57

Displays in the instrument cluster

The driver can see the energy ow within the high voltage

system.

Status of the hybrid system

The messages displayed in the dash panel insert and/or
MMI display can be used for this purpose.

Charging cycle display

EV mode is activated. Information on range of high voltage battery charge and

charging duration.

Sender 1

e-tron mode:

EV

activated

D7 0/0

50km

02:14 h

+21.5

°C

(European instrument cluster shown in illustration)

(European instrument cluster shown in illustration)

Information on the hybrid system Range display

A system malfunction has occurred and the driver is
prompted to take the vehicle in for servicing.

The range of the electric motor and the internal combus­tion engine are displayed.

Range with electric motor

Drive:

system malfunction!

Please take vehicle

in for servicing

627_062627_061

Total range

Range with
internal combustion engine

Sender 1

720km

670km

50km

–10

(European instrument cluster shown in illustration)

58

2004 77.0

°C

627_063

(European instrument cluster shown in illustration)

D1 +21.5

km

°C

627_049

Displays on the MMI screen

Energyowdisplay

The energy ow is indicated to the driver on the screen.

e-tron statistics

The driver can call up the e-tron statistics on the display.

627_050a

"Emission-free:"

• distance covered with zero emissions

(electric + coasting + recuperation)

"Fuel type:"

• distance covered with the internal combustion engine

Statistics can be displayed for actual trip and total distance
covered. The current display is dependent on the onboard
computer.

Charging and e-tron mode

The driver can view the settings.

12:00

627_064a

627_065b

59

Service

Service interval overview for North American region

Service recommendations can be viewed through the MMI.

• Oil change service.

• Mileage based service events.

• Time based service events.

Flexible service event

Mileage based service event

(ROW)

Overview of maintenance intervals for vehicles in the USA

Time based service event

625_073a

The AudiA3Sportbacke-tron is generally subject to xed

inspection and maintenance intervals in the US market.

The value indicated for the next oil change is 5,000 miles /

365days for new vehicles. The next oil change after this is
set at 10,000 miles / 365 days.

Oil change service

5000miles /

1 year

Inspection with oil change

15,000miles /

2 years

Oil change service

25,000miles /

3 years

The value for the next inspection is 15,000 miles / 730
days for new vehicles. The next inspection after this is done
together with the oil change at 20,000 miles / 730 days.

Inspection with oil change

35,000miles /
4 years

Oil change service

45,000miles /

5 years

60

627_018

Frequently Asked Questions (FAQs)

Extreme care should be taken when working on hybrid vehicles. You must always follow relevant regulations and guidelines.

This information will help you recognize hazards, enabling you to respond promptly and correctly in the event of an accident.

Q: Can the 2016 Audi A3 Sportback e-tron be washed in an
automatic car wash?

A: Yes, the 2016 Audi A3 Sportback e-tron can be washed in

an automatic car wash without any special restrictions.

Q: Can you perform an engine wash on the 2016 Audi A3
Sportback e-tron?

A: You can perform an engine wash on the 2016 Audi A3

Sportback e-tron as long as you observe accepted environ-

mental rules. If using a high pressure sprayer, do not aim it
directly at high voltage components.

Q: What should I do if the vehicle needs to be towed?

A: The vehicle should be transported by at bed towing. If

this is not possible, it must be at towed (front or rear axles
must not be raised) and a towing speed of 31 mph (50

km/h) must not be exceeded.

Q: Can the 2016 Audi A3 Sportback e-tron be driven
without a high voltage battery?

A: Any malfunction in the high voltage battery will trigger

dened error mechanisms in the system. In the event of a

more serious defect, the high voltage system will usually
shut down. If this happens, the vehicle can only be driven

until the 12V battery is discharged.

Q: What additional tasks should be performed as part of
PDI?

A: No additional preparations are needed for high voltage

components during the PDI of the 2016 Audi A3 Sportback
e-tron. In transport mode, the electric motor is used solely

as a generator, which means that electric driving, boost,

start-stop, and recuperation are not possible. In this mode,

the high voltage battery is continually charged as long as
the combustion engine is running.

Q: What needs to be kept in mind when the 2016 Audi A3
Sportback e-tron is parked or stored?

A: Please refer to the standard checklist for vehicles in

stock and in storage. This list describes what activities need
to be carried out and when.

Q: What should be done in the event of an accident?

A: First, either someone in the car or a rescue worker

should switch OFF the ignition. This process is the same as

in any Audi vehicle. The high voltage system in the 2016
Audi A3 Sportback e-tron is automatically shut down when

the belt tensioners or airbags are activated. There is no
need for emergency responders to isolate it. Details are
provided in a separate manual for emergency services.

Q: What type of voltage and current are there in the high
voltage system of the 2016 Audi A3 Sportback e-tron?

Q: What do I need to know about raising the vehicle on a
car lift, wheel alignment platform, or brake test platform?

A: There are no special instructions for the 2016 Audi A3

Sportback e-tron that dier from the standard Audi Q5.

Important: if the ignition is switched ON, the combustion
engine may start.

Q: Does the customer require special training for the 2016
Audi A3 Sportback e-tron?

A: The customer does not need any special training.

However, the information in the owner’s manual specic to

hybrid technology should be noted.

Q: What service work can be done by the customer?

A: All non-high voltage system service work can be done by

the customer, as with any other Audi vehicle. However,

work on the high voltage system should only be done by a

trained high voltage technician at an authorized service

center in accordance with Audi guidelines.

A: When the high voltage system is active, direct current
(DC) voltage ows through the electric A/C compressor,

high voltage battery, and power electronics. The electric

motor operates with alternating current (AC) voltage. An
extra capacitor is tted in the power electronics to serve as

a power reserve. This capacitor is discharged when the
ignition is switched OFF.

Q: What levels of voltage and currents are dangerous?

A: Alternating voltage of 25V or above and direct voltage of

60V or above are dangerous. Maximum contact voltage
must not exceed 50V for alternating current (AC) voltage or
120V for direct current (DC) voltage. A current of approxi­mately 5mA or more can be recognized by the human body,
with a current of approximately 10mA or more represent­ing a serious safety hazard.

61

Q:Whataretheeectsofalternatingcurrent(AC)and

direct current (DC) if a person comes in direct bodily
contact with these currents?

A: Alternating current (AC): Direct contact with this current

will add a harmful disruptive electrical current to the
human body that can trigger involuntary vibrations in the
muscles and heart. The lower the frequency, the more

dangerous the voltage. Ventricular brillation (heartbeat
alteration and/or heart stoppage) can result. Without
prompt rst aid, this can prove fatal. Direct current (DC):
Direct contact with this current can break down (liquefy)

body tissues through electrolytic dissolution, resulting in
tissue poisoning. This damage will only be noticeable
several days after the DC direct contact, and if left
untreated, can be fatal.

Q:Whataretheeectsandaftereectsofelectrical

accidents?

A:Shockeect: Risk of injury from uncontrolled move­ments and loss of balance.

Thermaleect: Burns and carbonizations at the entry and

exit points of the current, as well as internal burns. Result­ing stress to the kidneys may be fatal.

Q:Whatrstaidshouldbegivenfollowinganelectrical

accident?

A: If the person is verbally unresponsive:

1. Check pulse and breathing.

2. Call 911 or arrange for someone else to make the
call without delay.

3. Perform articial respiration and CPR until EMS
arrives.

4. If it appears that the person has stopped breathing
or their heart is in distress, use an automated exter-

nal debrillator (AED) to quickly diagnose and treat

them. AEDs are simple to use, with their proper use
taught in rst aid and CPR classes.

The AED will only supply a shock to the patient if it
detects an abnormal or no heartbeat, and can
return the patient to a normal heartbeat. Even
when the AED is successful, the patient should still

be treated by a rst responder team.

If the person is verbally responsive:

1. Cool any burns and cover with a sterile lintfree
dressing.

2. The person must be examined by a doctor to help

prevent after eects.

Chemicaleect: Blood and cell uids are broken down by

electrolysis. The result is serious poisoning that becomes
noticeable after several days

Eectonmuscles: Muscle contractions and impairment of
controlling brain functions. Consequences may include loss

of movement, contraction of the lung muscles (breathing
stops), and arrhythmia (ventricular brillation, heart stops

pumping).

Q: What should I do if a person is touching and/ or is in
direct contact with electrical voltage?

A: It is important to follow these instructions:

1. Consider your own safety rst.

2. Do not touch someone who is in direct contact with
electrical voltage.

3. If possible, de-energize the electrical system.
Immediately switch OFF the vehicle’s ignition or
unplug the service connector for the high voltage
system.

4. Separate the person or electrical conductor from
the power source with a non-conductive object (for

example, a wooden plank or broom handle).

Q: What should I do in the event of an accident involving
batteries or battery contents?

A: It is important to follow these instructions:

1. If skin contact occurs, rinse well with water.

2. In the case of gas inhalation, move the person to
fresh air.

3. If eye contact occurs, rinse with plenty of water (for
at least 10 minutes).

4. If battery contents are swallowed, the person
should drink plenty of water, but not so much that
vomiting is induced.

5. Seek medical treatment.

62

Notes

63

Special tools and workshop equipment

Special tools

Locking cap T40262 Adaptor for workhop crane T10542

627_067 627_068

Workshop equipment

Hybrid warning labels

Warning label for high voltage batteries

LightningashVAS6649 VAS 6786

627_069 627_070

HighvoltagetestingmoduleVAS6558A

SwitchVAS6650A

HighvoltagetestadaptorVAS6558/9-6

627_071

High voltage test adaptor for charging socket

VAS6558/10-1

(Europe)

USB adaptor for e-tron charging system

627_081

627_072

627_075

64

627_076

HighvoltagetestadaptorVAS6558/9-5

HighvoltagetestadaptorVAS6558/9

627_073

HighvoltagetestadaptorVAS6558/15

627_077

Test adaptor VAS 6606/10

627_074

HighvoltagediagnosticsboxVAS5581

627_078

Assembly platform support for engine bracket

VAS6131/16-4

627_079

Other workshop equipment is as follows:

• AC ushing adaptor, high pressure VAS6338/40.

• AC ushing adaptor, low pressure VAS6338/41.

627_080

65

Self-study programs

For more information please refer to the following Self-study programs.

Self-Study Program 990123

Audi Q5 hybrid quattro

eSelf Study Program 920253

The Audi 1.4l TFSI Engine

SSP 990123
Audi Q5 Hybrid quattro

SSP 920253
The Audi 1.4l TFSI Engine

i

eSelf Study Program 990143

The 2015 Audi A3 Introduction

eSelf Study Program 970143

Modular Infotainment Platform (MIB)

SSP990143

The 2015 Audi A3 Introduction

SSP 970143
Modular Infotainment Platform
(MIB)

eSelf Study Program 970343

The 2015 Audi A3 Vehicle Electronics

and Driver Assistance Systems

SSP970343

The 2015 Audi A3
Vehicle Electronics and Driver

Assistance Systems

2

eSelf Study Program 970243

The 2015 Audi A3Onboard Power Supply
and Networking Systems

•The Self Study Programme teaches a basic knowledge of the design and functions of new models, new
automotive components or new technologies.

It is not a Repair Manual! Figures are given for explanatory purposes only and refer to the data valid at the
time of preparation of the SSP.

For further information about maintenance and repair work, always refer to the current technical literature.

eSelf Study Program 960143

The 2015 Audi A3
Running Gear and Suspension System

Note

SSP970243

The 2015 Audi A3 Onboard Power
Supply and Networking Systems

2

SSP960143

The 2015 Audi A3 Running Gear
and Suspension System

66

Knowledge assessment

An On-Line Knowledge Assessment (exam) is Available for this eSelf-Study Program.

The Knowledge Assessment is required for Certication credit.

You can nd this Knowledge Assessment at:

www.accessaudi.com

From the accessaudi.com Homepage:

• Click on the “ACADEMY” tab

• Click on the “Academy site” link

• Click on the Course Catalog Search and select “970253 - The 2016 Audi Sportback e-tron”

Please submit any questions or inquiries via the Academy CRC Online Support Form

which is located under the “Support” tab or the “Contact Us” tab of the Academy CRC.

Thank you for reading this eSelf-Study Program and taking the assessment.

67

970253

All rights reserved.
Technical specications are
subject to change without notice.

Audi of America, LLC
2200 Ferdinand Porsche Drive

Herndon, VA 20171

68