Audi e-tron (2019) Introduction

The 2019 Audi e-tron Introduction

eSelf-Study Program 990993

Audi of America, LLC Service Training Created in the U.S.A. Created 01/2019 Course Number 990993

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 modiﬁed 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.

Release Date: February 2019

Introduction 1

Overview 2 Dimensions 4

Body 6

Overview 6 Underbody structure 8 Body assembly 10

Audi e-tron driving strategy 14

Drive 14 quattro with e-tron technology Recuperation (energy recovery)

14 15

Power units 16

Electric drive motor for front axle 16 Electric drive motor for rear axle Electric drive motor Torque/speed generation 20 Drive dynamics 21 Electric drive cooling system 24 Electric drive control unit

Power transmission 32

Overview 32 Selector mechanism 34 Park-by-wire parking lock 38 Parking lock mechanism 40 Single-speed transmission – 0MA 42 Lightweight planetary gear dierential 44 Single-speed transmission – 0MB 46 Service information 48

Running gear 50

Overview 50 Axles 51 Adaptive air suspension 52 Steering system 54

Brake system 56 Brake regulation system MK C1 57 Wheels, tires and tire pressure monitoring 63

Electric system and electronics 64

Power supply 64 Networking FlexRay 74 Terminal management 76 Data Bus On Board Diagnostic Interface J533 78 Vehicle Electrical System Control Module J519 (BCM1) Convenience electronics Comfort System Central Control Module J393 81 Instrument Cluster Control ModuleJ285 82 Engine/Motor Control Module J623 83 Exterior lighting

High-voltage system 88

Overview of the high-voltage components 88 Safety regulations 90 Warning labels High-Voltage Battery 1 AX2 Charging sockets on the vehicle 103 Vehicle communication with the power source 109 External sound 110 Audi e-tron charging system (compact)

114

iii

Climate control and thermal management 116

Thermal management 116 Refrigerant circuit 118 Refrigerant circuit and heating circuit Refrigerant, heating and coolant circuits for high voltage battery Refrigerant circuit, heating circuit, coolant circuit for high-voltage battery and coolant circuit for electric powertrain 124 Thermal management system scenarios 126 Thermal Management Control Module J1024 137 Assembly group - heat exchanger for heat pump operation and for high-voltage battery, refrigerant circuit valves Coolant expansion tank Overview and position of refrigerant circuit, heating circuit and coolant circuits 140 Installation locations of coolant changeover valves and coolant pumps 142

139

120

122

138

Safety and driver assist systems 143

Driver assist systems 143 Passive safety 148 Airbag Control Module J234 152 Sensors 154 Active safety

157

Infotainment and Audiconnect 158

Introduction and overview of versions 158 Sound systems 160 Antennas

164

Inspection and maintenance 168

Overview 168

Appendix 169

eSelf-Study Programs 169

Knowledge assessment 170

The eSelf-Study Program (eSSP) teaches a basic understanding of the design and mode of operation 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.

Note

Reference

Introduction

The brand with the four rings presents its ﬁrst fully electric seriesproduction model, the Audi e-tron. The full-size SUV combines sportiness and everyday usability. Its two electric motors together with electric all-wheel drive provide for awesome performance and agile handling.

Eciency, performance and quiet tranquility – the Audi e-tron exempliﬁes the driving experience of a new technological era. Two electric motors drive the electric SUV powerfully, free of emissions, and almost silently, with a system output of up to 300 kW and 664 Nm (489.7 lb-ft) of torque.

The maximum drive torque is available within fractions of a second and provides enormous pulling power. The Audi e-tron completes the standard sprint in 5.7 seconds. Top speed is an electronically-limited 124.3 mph (200 km/h).

A new quattro generation – electric all-wheel drive – provides for superlative traction and handling on any terrain and in any weather conditions. It ensures the continuous and fully variable regulation of the ideal distribution of drive torque between the two axles – within a fraction of a second. In most cases, the electric SUV tends to use its rear electric motor to achieve the highest eciency.

The Audi e-tron is an SUV for sport, family and leisure. It combines the practical requirements for an automobile with the comfort of the full-size class and the eciency of an electric drive system. At the same time it oers the premium experience that is expected from the brand with the four rings.

The Audi e-tron comes o the line at the Brussels plant, the world’s ﬁrst CO₂-neutral certiﬁed volume production facility in the premium segment.

Overview

Distinguishing features of the vehicle

e-tron emblem on cover of charging socket (right-side)

675_201

> Vehicle key with e-tron

emblem

e-tron emblem on cover of charging socket (left-side)

675_204

675_205

(may not be used in all markets)

Brake caliper with e-tron embleme-tron emblem

On rear of vehicle

Interior

> Audivirtual cockpit in instrument panel insert

with e-tron emblem

MMI system with e-tron displays

Car

Range monitor

Range potential: + 43 km

Climate control

Front left seat ventilation

675_202

e-tron emblem on rear lid

675_151

e-tron emblem on instrument panel

Range mode

675_139

675_203

Dimensions

41.77 in (1061 mm)

64.13 in (1629 mm)

65.15 in (1655 mm) 65.03 in (1652 mm)

76.18 in (1935 mm) 80.43 in (2043 mm)

36.53 in (928 mm)

41.22 in (1047 mm)

115.27 in (2928 mm)

192.95 in (4901 mm)

39.21 in (996 mm)

41.14 in (1045 mm)

675_187

34.64 in (880 mm)

675_188

58.62 in (1489 mm)

60.90 in (1547 mm)

59.99 in (1524 mm)

56.88 in (1445 mm)

76.37 in (1940 mm)

42.51 in (1080 mm)

41.45 in (1053 mm)

675_189

Exterior dimensions and weights

Length 192.95 in

Width (not including mirrors) 76.18 in

Width (including mirrors) 80.43 in

Height 64.13 in

Front track 65.15 in

Rear track 65.03 in

Wheelbase 115.27 in

Unladen weight 5654.85 lb

Maximum gross weight 6922.50 lb

Drag coecient 0.27

(4901 mm)

(1935 mm)

(2043 mm)

(1629 mm)

(1655 mm)

(1652 mm)

(2928 mm)

(2565 kg)

(3140 kg)

Interior dimensions and other speciﬁcations

Front cabin width 60.90 in

(1547 mm)

Front shoulder width 58.62 in

(1489 mm)

Rear cabin width 59.99 in

(1524 mm)

Rear shoulder width 57.24 in

(1454 mm)

Through-loading width 41.77 in

(1061 mm)

Load sill height 31.49 in

(800 mm)

Luggage compartment capacity 21.88 cu ft

(600 l)

Front storage compartment 2.11 cu ft

(60 l)

Maximum headroom

Elbow room width

Shoulder room width

Vehicle width with exterior mirrors+ add 146mm

0.28 with exterior mirrors

Body

Overview

The body of the Audie-tron is a modern composite construction using various materials. In addition to various grades of steel, sheet aluminum is used in the rear part of the underbody and die-cast aluminum is used for the front suspension strut towers.

Outer skin:

> Side panels > Roof

are made of steel.

The bumper carriers with crash boxes, the suspension strut cross member and the reinforcement struts between the two front longitudinal members are manufactured from extruded aluminum proﬁles.

Attachments:

> Hood > Rear lid > Doors > Fenders

are made of aluminum.

Key:

Sheet aluminum

Die-cast aluminum

Aluminum section

Ultra-high-strength steel (hot-formed)

Modern high-strength steel

High-strength steel

Soft steel

Joining techniques

A number of dierent joining technologies are used for the vehicle body of the Audie-tron. In addition to classic resistance spot welding for steel, the following technologies are primarily used:

> Laser welding for steel > MAG welding > Laser soldering/brazing > MIG soldering/brazing for steel > Friction element welding > Resistance spot welding for aluminum

> Seaming > Bonding > Semi-tubular punch riveting > Flow-drill screws > Pop rivets

675_192

Underbody structure

One of the innovative features of the Audi e-tron is how the high-voltage battery is fully integrated in the load-bearing structure of the underbody. This requires a high level of precision when installing the battery. The underbody structure of the Audi e-tron (shown in red) consists primarily of ultra-high-strength hot-formed sheet steel parts. It not only provides the body with the necessary rigidity in the event of a side impact collision but also increases its strength, in areas that are critical for safety, such as the high-voltage battery.

Bolted connection between high-voltage battery and side member/sill panel

675_194

Battery frame

During the development of the high-voltage battery, importance was placed on safe construction of the battery frame. The aluminum construction with a frame consisting of extruded proﬁles and node castings not only provides the highest possible protection in the event of an accident but also increases the body’s torsional rigidity.

675_193

Bolted connection for high-voltage battery in interior

High-voltage battery

The high-voltage battery is secured to the underbody of the Audie-tron with a total of 37 bolts. Three bolted connections are accessible from the interior of the body in the area of the heel plate.

Underbody guard

An aluminum underbody guard protects the high-voltage battery against damage from below, such as stone chipping. The attachment points for the underbody guard are in dish-shaped recesses to improve the vehicle’s aerodynamics.

Body assembly

Hood

The Audie-tron does not have a wrap-around hood. As a result, it was possible to install a simpler hood hinge on these models. On the Audie-tron, the hinge is secured to the side of the fender mounting ﬂange with three bolts. Elongated holes in the bottom part of the hinge allow the longitudinal positioning (X) and the height (Z) to be adjusted so that the hood can be aligned with the door and the fender. The e-tron, unlike the Q8, has an outward opening hinge with the pivot point under the fender. Because it is hidden under the water deﬂector strip, no hinge cover is required.

The hood is secured to the top part of the hinge with two studs. The top part of the hinge has elongated holes to enable the longitudinal and lateral positioning (X and Y) to be adjusted.

The axis of the hinge is formed by a bolt. The nut for this bolt has a ﬂange with an outside diameter that is smaller than the inner diameter of the mounting in the bottom part of the hinge. This allows the axis of the hinge to be moved slightly while it is installed, enabling further ﬁne adjustments to be made to the hood in the Z direction while the installed hood is closed.

To ensure the bolt cannot be removed (enabling access to the engine compartment), the thread is distorted after installation.

Adjustment range

Adjustment screw

Distorted thread

675_160

Fenders

The fenders of the Audi e-tron are made from three parts. Each fender has an upper and lower outer part joined to an inner part that acts as a carrier. These three aluminum parts are seamed, bonded and clinched together. The seal installed at the front acts as a stop for the headlight and seals the point where it meets the fender.

Seal for headlight

Fender (inner part) Charging ﬂap module

The charging ﬂap module is attached in the space between the upper and lower outer parts. If the vehicle is not equipped with a charging ﬂap on one side, the opening between the upper and lower part of the fender is sealed with a carrier part.

Upper fender (outer part) Lower fender (outer part)

Charging ﬂap module

Depending on the vehicle equipment and country, the Audie-tron is either equipped with one (on the driver side) or two (on both sides) high-voltage battery charging sockets. They are located in charging ﬂap modules behind the front wheels in the spaces in the fenders. When the vehicle is unlocked, the cover for the charging ﬂap module will move downwards when Battery Charging Button Module EX32 or EX40 is pressed.

675_161

This allows access to the charging socket. If the vehicle is equipped with a convenience key, it does not have to be unlocked if the key is in the vicinity of the charging unit. The charging ﬂaps move downwards to save space when they are opened. This ensures that there is enough space to easily plug in and unplug the charging cable.

Depending on the vehicle equipment, a button in Battery Charging Button Module EX32 is also used to unlock the charging connector to allow the charging cable to be unplugged from the vehicle after charging is completed.

When the charging ﬂap is open, High-Voltage Battery Charger Control Module J1050 actuates a light in the charging ﬂap module via a discrete wire.

Light in charging ﬂap module

Battery Charging Button Module EX32

Drive Unit for Charging Socket 1 Cover VX86

Charging Socket 1 LED Module L263

675_162

Charging ﬂap manual release

Reference

For further information on the charging ﬂap, refer to page 104.

675_163

The charging indicator is integrated into the charging ﬂap module as an LED module and shows the charging status. A sticker on the inside of the charging ﬂap module explains how dierent statuses are indicated. As a LIN slave, the charging ﬂap module receives the command to open or close the charging socket cover from its LIN master, High-Voltage Battery Charger Control Module J1050.

Comfort System Central Control Module J393

Data Bus On Board Diagnostic Interface J533

High-Voltage Battery Charger Control Module J1050

In addition, the command for how Charging Socket 1 LED Module should be actuated is also transmitted via LIN. If a second charging ﬂap module is also installed (PR number: JS1), it is connected to High-Voltage Battery Charger Control ModuleJ1050 via the same LIN connection.

Charging Socket 1 LED Module L263

Drive Unit for Charging Socket 1 Cover VX86

Key:

Convenience CAN

Hybrid CAN

LIN bus

The drive unit for the charging socket cover is assigned to the side of the vehicle via a ground coding pin. On drive units on the right side of the vehicle, this pin is connected to ground.

High-Voltage Battery Charger Control Module J1050 receives feedback on whether the charging ﬂap is closed via a microswitch.

High-Voltage Battery Charger Control Module J1050

Drive Unit for Charging Socket 2 Cover VX87

Charging Socket 2 LED Module L264

675_074

The electric motor in the drive unit is self-locking. It was therefore not necessary to include an active locking mechanism for the charging ﬂap.

If the drive unit no longer opens the charging ﬂap module electrically, the charging ﬂap can be released manually. The red loop under the cover in the motor compartment on the side of the aected charging connection must be pulled carefully. The charging ﬂap can then be pushed downwards manually.

Module for selector buttons

Limit switch

LIN bus

Coding pin

Drive Unit for Charging Socket 2 Cover VX87

Terminal 30

Terminal 31

Charging Socket 2 LED Module L264

Light in charging ﬂap module

675_075

Audi e-tron driving strategy

Drive

The Audi e-tron has an electric drive unit for both the front and rear axles. The distribution of the drive and recuperation torque between the units is controlled by Engine/Motor Control Module J623. J623 receives torque speciﬁcations from other modules so it can always distribute drive and recuperation torque values based on required traction and dynamic conditions or speciﬁcation. (Refer to illustrations 675_174, 675_175, and 675_176.)

quattro with e-tron technology

The quick responsiveness of the electric motors can be used advantageously for the distribution of torque between the front and rear axles. They can react to changing friction on the wheels within a fraction of a second.

The electronic dierential lock (EDL) and the selective wheel torque control regulate the distribution of drive power between the wheels of an axle and thereby improve traction and driving dynamics.

The sophisticated Audi four-wheel drive strategy coordinates the torque distribution within milliseconds, bringing quattro with e-tron technology to a new level.

Drive simulations have shown that primarily transmitting the drive torque to the rear axle is advantageous for the overall drive eciency. The drive torque is therefore mainly transmitted by the electric drive motor on the rear axle. Recuperation is also carried out primarily via the rear axle.

For further information refer to page 16.

J1234

VX89

R242J104

J794J1121

For further information refer to page 37.

Key:

J104 ABS Control Module J587 Selector Lever Sensor System Control Module J623 Engine/Motor Control Module J775 Drivetrain Control Module J794 Information Electronics Control Module 1 J1121 Driver Assistance Systems Control Module J1122 Laser Distance Regulation Control Module J1234 Electric Drive Control Module on Front Axle J1235 Electric Drive Control Module on Rear Axle

R242 Driver Assistance Systems Front Camera

VX89 Front Three-Phase Current Drive VX90 Rear Three-Phase Current Drive

J1122

J775

J623

Acceleration – power transmission

VX89

J623

Accelerator pedal

Selector position D/S Refer to page 34

J587

J775

VX90

675_174

Recuperation (energy recovery)

With its recuperation concept, the Audi e-tron is able to recover a kinetic energy under braking (recuperation – electric motors in generator mode). Three types of recuperation are combined for this purpose: manual overrun recuperation via the paddle levers, automatic overrun recuperation via the eciency assist, and brake energy recuperation. Depending on the battery’s charge level and the driving situation, deceleration of approximately 0.3g can be generated by brake energy recuperation. (Note: The letter ‘g’ in this case refers to the force of gravity.)

J1235 VX90

Manual and automatic overrun recuperation

Paddle levers – see page 57

On average, over 90 percent of all braking deceleration is below

0.3g, depending on the driving style and the driving situation. This allows a large amount of the kinetic energy during braking to be returned to the battery.

The transition between brake energy recuperation (electrical deceleration) and deceleration using the hydraulic brake system is seamless and is not felt by the driver. This is made possible by the precise regulation with the new electrohydraulic brake regulation system MK C1.

For further information refer to page 61.

VX89

J623

675_173

Brake pedal

Accelerator pedal

Eciency assist selected in MMI

Brake energy recuperation

J104

J775

VX90

675_175

VX89

J623

Brake for deceleration of > 0.3g

VX90

675_176

Power units

Electric drive motor for front axle

Torque/power curve

Motor with code EASA

Power in kW Torque in Nm

400

350

300

250

200

150

100

200

175

150

125

675_035

100

Motor speed [rpm]

Features Technical data

Motor code EASA

Type Parallel-axis asynchronous motor

Type of rotor Internal rotor

Cooling Water cooling

Coolant G12evo

Voltage rating (DC) 360 Volt

Continuous power output (30min) in kW at 7,000rpm

Peak power output (10sec) in kW 135

Torque in Nm at continuous power output (30min)

Torque in Nm at peak power output (10 sec) 309

675_091

Electric drive motor for rear axle

Torque/power curve

Motor with code EAWA

Power in kW Torque in Nm

400

350

300

250

200

150

100

200

175

150

675_036

125

100

Motor speed [rpm]

Features Technical data

Motor code EAWA

Type Coaxial asynchronous motor

Type of rotor Internal rotor

Cooling Water cooling

Coolant G12evo

Voltage rating (DC) 360 Volt

Continuous power output (30min) in kW at 7,000rpm

Peak power output (10sec) in kW 165

Torque in Nm at continuous power output (30min)

Torque in Nm at peak power output (10 sec) 355

675_092

130

Electric drive motor

Design

The electric drive motors in the Audi e-tron are asynchronous. The main components of each electric drive motor are the stator with its three copper windings (U, V, W), which are 120° apart, and the rotor (an aluminum cage rotor). The rotor transmits the rotational movement to the transmission. The air gap between the stator and the rotor is very small in order to achieve a high power density. The electric drive motor and the transmission are combined in a single

Front Three-Phase Current Drive VX89

- Axle drive

axle drive unit. There are two dierent versions of the axle drive. The dierence is the axial orientation of the motors. A parallel-axis electric drive motor (APA250) drives the wheels on the front axle. A coaxial electric drive motor (AKA320) performs this task on the rear axle. Each of the three-phase drives on the front and rear axles is connected to the body via a potential equalization line.

Electric Drive Control Module on Front Axle J1234

- Power electronics

Rear Three-Phase Current Drive VX90

- Axle drive

Front Axle Electric Drive Motor V662

- Electric motor

Electric Drive Control Module on Rear Axle J1235

- Power electronics

675_035

Rear Axle Electric Drive Motor V663

- Electric motor

675_036

Function

Three-phase current is fed to the stator from the power electronics unit. The current in the copper windings generates a rotating magnetic ﬂux in the stator (rotating magnetic ﬁeld) which then passes the rotor. The rotor in an asynchronous motor rotates more slowly than (that is, asynchronously to) the rotating magnetic ﬁeld

Alternating voltage is applied to copper windings by the Power Electronics causing current to ﬂow through the stator windings.

The induced voltage causes current to ﬂow in the rotor.

An alternating magnetic ﬁeld builds up around the copper windings (U, V, W).

The current ﬂux in the rotor produces its own magnetic ﬁeld.

of the stator. This dierence is known as slip1. This causes a current to be induced in the aluminum rotor cage. The resulting magnetic ﬁeld in the rotor generates a force around its circumference and ultimately causes the rotor to rotate. The torque is produced by the overlapping magnetic ﬁelds.

The alternating magnetic ﬁeld in the stator induces voltage in the rotor.

The magnetic ﬁeld in rotor reacts to the magnetic ﬁeld in the stator but lags behind (slip).

Magnetic ﬁeld in stator Magnetic ﬁeld in rotor

The interaction of the magnetic ﬁelds causes the rotor to turn.

675_024

Stator Rotor

The slip describes the dierence in rotation speed between the magnetic ﬁelds in the rotor and stator.

675_130

Torque/speed generation

In electric drive mode, the power electronics unit converts the DC current from the high-voltage battery into a three-phase current (AC current). The conversion is performed by means of pulse width modulation.

The higher the frequency, the higher the speed. The longer the activation time of the PWM signal, the higher the

PWM signal Source signal

The speed is regulated by changing the frequency while the torque of Front and Rear Axle Electric Drive Motors V662 and V663 is regulated by changing the activation times of the individual pulse widths.

torque.

Voltage

Activation time Pulse width

Time

675_168

Time

675_167

Example for illustration purposes:

An alternating current with 33.34Hz is required to achieve a magnetic ﬁeld rotation speed of 1000 rpm on an asynchronous motor with two pole pairs. Due to the slip on the asynchronous motor, the rotor rotates correspondingly slower.

Drive dynamics

Start response

There are two types of start response for standing starts in the Audi e-tron. In the “normal” driving mode, the complete drive control system strives for a balanced set-up. If transmission position S is selected and the accelerator and brake pedals are pressed simultaneously, the power meter starts to ﬂash.

In this case, it makes no dierence if the ESC is switched on or o. The drive is then “pre-tensioned” so that the electric drive motor can overcome the breakaway torque even more quickly. A creep response, as on automatic transmissions, was not implemented in the Audie-tron.

Hill starts

The following applies when the hold assist on the Audi e-tron is switched o: if the vehicle is stopped on a gradient and a gear is engaged, the vehicle starts to roll when the brake is released. If the vehicle rolls in the opposite direction to the gear engaged, the ESC (ABS Control Module J104) restricts the rolling speed to 0.6 mph (1 km/h).

If the vehicle moves in the same direction as the gear engaged, the brakes are not applied. The vehicle is held by the ESC system when the hold assist is switched on.

Electric drive operating as motor

When the electric drive is operating as a motor, Engine/Motor Control Module J623 relays traction requests to the power electronics units for the front and rear axles.

These deliver the required alternating voltage to the electric motors. Rear Three-Phase Current Drive VX90 is more ecient and is used as the main axle in both recuperation and drive modes.

Electric drive as generator

To enable the electric drive to generate a charging current while driving, it is used as a generator in overrun mode and under braking. In overrun mode, the power electronics unit lets the rotor run faster than the stator’s magnetic ﬁeld (negative slip).

Thiscauses an alternating voltage to be induced in the stator. The power electronics unit uses this to generate the charging current for the high-voltage battery.

Electric drive in coasting mode

In order to switch to coasting mode, the front and rear electric drives are regulated to 0Nm to compensate for drag losses.

Reverse

When transmission position R is engaged, the power electronics unit initiates the rotation of the electric ﬁeld (see page 30) and thus the magnetic ﬁeld.

The electric drive motors rotate in reverse. The maximum speed is restricted by limiting the drive torque. This is based on the speed signal from the ESC (ABS Control Module J104.)

Coolant connections

Three-phase current connection with environmental seal

Cooling jacket for stator Stator with 2 pole pairs

Front Drive Motor Temperature Sensor G1093

Rotor

Silver bushing (grounding ring)

Rotor Position Sensor G159

Coolant Temperature Sensor for Front Three-Phase Current Drive G1110

675_134

Resolver cover Service drain plug

Electric drive cooling system

The electric drive motors for the front and rear axles are cooled by a low-temperature cooling ﬂuid circuit. The coolant stream ﬂows through both the stator and the rotor.

Front axle

The power electronics and the electric drive motor are connected in series within the coolant circuit. The coolant ﬂows ﬁrst through the power electronics and then through the “water lance” on the

Coolant inlet

The additional internal rotor cooling has signiﬁcant beneﬁts in terms of continuous power output and reproducible peak output. The complete coolant circuit was moved into the electric drive motor to facilitate service work.

front axle to enable the internal rotor cooling. The coolant subsequently ﬂows through the stator cooling jacket and back into the circuit.

Coolant outlet

Rear axle

The coolant also ﬂows through the power electronics ﬁrst on the rear axle; however the stream then continues around the stator cooling jacket. After this, the coolant ﬂows through the water lance into the rotor, and back into the circuit from there.

Coolant inlet

Internal rotor cooling

Stator cooling jacket

675_137

Coolant outlet

Internal rotor cooling

Stator cooling jacket

675_138

Temperature sensors

Each electric drive motor has two dierent temperature sensors. On the front electric drive motor, these are Coolant Temperature Sensor for Front Three-Phase Current Drive G1110 and Front Drive Motor Temperature Sensor G1093.

G1110 monitors the coolant temperature in the inlet stream.

G1093 measures the stator temperature. This sensor is permanently integrated in the stator winding for accurate measurement, and has a redundant design (two sensors are integrated in the stator winding, although only one sensor is required).

Coolant Temperature Sensor for Front Three-Phase Current Drive G1110

If the ﬁrst sensor for the stator temperature fails, the second sensor takes over the temperature monitoring function. Only if both sensors no longer work does the electric drive motor have to be replaced. If only one of the two sensors fails, a DTC is not generated. Only Front Drive Motor Temperature Sensor G1093 is shown in the Measuring values.

The conﬁguration on the rear axle is the same. Rear Drive Motor Temperature Sensor G1096 is in the stator. The coolant is measured by Coolant Temperature Sensor for Rear Three-Phase Current Drive G1111.

Front Drive Motor Temperature Sensor G1093

675_196

675_186

Mechanical seal (sliding ring gasket)

Due to their power requirements inside the rotor shafts, the electric drive motors are cooled by the internal rotor cooling system using coolant. To prevent coolant from getting into the stator in the electric drive motor, the rotating rotor shaft is sealed against the stationary housing by two-piece mechanical seals.

Front axle

Mechanical seal

These mechanical seals provide an axial seal and are designed for higher rotation speeds than radial seals. Due to the design, the front electric drive motor has one mechanical seal and the rear electric drive motor has two separate mechanical seals.

Space for reservoir in resolver cover

675_184

Rear axle

Mechanical seal

675_133

Reservoir

Note

The front reservoir must be emptied approximately every 20,000 mi (30,000 km) or 2 years during a service. The rear reservoir is replaced at the same intervals. Always follow the instructions in the current service literature.

Cooling and lubrication of the sealing gap between the mechanical seals is required so that the seals can perform their function. To ensure that this happens under all operating conditions, the mechanical seal is etched by laser during manufacture. This laser etching is also designed to press the coolant back into the rotor shaft; however a small amount of leakage cannot be prevented. The escaping coolant is collected in a reservoir which is bolted onto the electric drive. A recess to collect the coolant is located in the resolver cover on the front axle. Here, a drain plug is provided.

Spring

IMPORTANT:

Due to the special manufacturing process, the two parts of the same mechanical seal only ﬁt each other. They cannot be interchanged.

To protect the mechanical seal against damage, the vehicle must only be moved when the coolant circuit has been ﬁlled. Dry-running the mechanical seal will destroy it.

Laser etching

675_185

Rotor Position Sensor G159

The function of the Rotor Position Sensor G159 is based on the resolver principle* and allows the detection of the smallest changes in the rotor shaft position. It consists of two parts: a stationary sensor in the resolver cover and a sender wheel

Sender wheel (metal ring pack) Resolver cover Sensor (coil)

mounted on the rotor shaft. From the rotor position signal, the power electronics unit calculates the speed signal required for the activation of the asynchronous motor. The current speed is viewable in the Measuring Values.

Electrical connection

675_132

*Resolvers work using the same basic physical principles as an electrical transformer. A resolver typically uses copper windings in its stator and a machined metal rotor. The inductive coupling between the windings varies according to the angular position of the rotor. The resolver is energized with an AC signal and the resulting output from the transformer windings is measured to provide an electrical signal which is proportional to angle.

Electric drive control unit

General information

The task of the electric drive control unit (power electronics) is to provide the electric drive with the required three-phase current. A power electronics unit is installed on each electric drive: Electric Drive Control Module on Front Axle J1234 and Electric Drive Control Module on Rear Axle J1235.

They have the Address Words 0051 and 00CE respectively. The power electronics units are bolted directly onto the electric drive motor. Three-phase contact is made. The coolant ﬂows from the power electronics unit via a coolant connection into the electric drive.

Function

Inside the power electronics unit, the DC current provided by the high-voltage battery is converted to three-phase AC current. This is performed by six semiconductor switching modules (two per phase). Each of the module pairs switches the positive and negative sides.

Cooling

The power electronics units on the front and rear axles are connected to the low-temperature cooling circuit. This ensures optimum cooling of the individual components.

Service

In the event of damage, the power electronics units can only be replaced as complete units. The Measuring Values for each axle, for example, temperature, power output, torque, etc., can be read using the VAS Scan Tool.

Intermediate circuit capacitor

Inverter circuit

DC connection

HV ﬁlter

Active discharge

Three-phase connection to electric drive

675_131

Control electronics

Cover

12Volt connection

Three-phase connection to stator windings

Housing

675_135

DC connection from high-voltage battery

Environmental seal The environmental seal closes the interface between electric drive/power electronics and the environment, and ensures potential equalization with the vehicle ground.

Power transmission

Overview

The Audi e-tron has an electric drive motor on the front and rear axles. Each of the electric motors uses a separate transmission to transfer torque to the road.

The electric motors can reach speeds of up to 15,000 rpm when the vehicle is driven. The transmission units are required to provide a high torque conversion level (reduction ratio approximately 9:1) with high-eciency performance in an extremely compact space. Because there is no background noise from a combustion engine to mask the sound of the transmission, the gearing has to be particularly quiet during operation to meet the desired acoustic requirements for the vehicle.

The input and output shafts for torque transmission on the front axle are arranged in a parallel axis conﬁguration. A coaxial design is implemented on the rear axle.

A single-speed transmission unit with two reduction stages is used to increase the torque through speed reduction on the front and rear axles.

In both transmission units, a newly developed lightweight planetary gear dierential compensates for dierences in rotation speed between the wheels on the same axle.

The transmission units have no neutral gear position so there is a constant power ﬂow between the wheels and the rotor shafts of the electric drive motors.

The 0MA transmission on the front axle is equipped with an electro-mechanical parking lock (see page 40).

Front Three-Phase Current Drive VX89

Parking Lock Actuator V682

Flange shaft

Single-speed transmission – 0MA

Engine/Motor Control Module J623

Electric Drive Control Module on Front Axle J1234 – Power electronics

Flange shaft

Front Axle Electric Drive Motor – Electric motor

675_037

Rear Three-Phase Current Drive VX90

Rear Axle Electric Drive Motor V663 – Electric motor

675_038

Flange shaft

Electric Drive Control Module on Rear Axle J1235 – Power electronics

Flange shaft

675_039

Single-speed transmission – 0MB

Selector Lever (selector mechanism) E313 Selector Lever Sensor System Control Module J587 Refer to page 34

Technical data

Service designation Single-speed transmission – 0MA Single-speed transmission – 0MB

Audi-internal designation / manufacturer’s designation

Designation in ElsaPro

Part number (status 08/18) 0MA.300.040.D 0MB.300.040.C

Developed/manufactured by: SCHAEFFLER SCHAEFFLER

Maximum input torque 400 Nm 400 Nm

Maximum input speed 18,000rpm 18,000rpm

Number of gears 1 (ﬁxed) 1 (ﬁxed)

Number of ratio steps 2

Total ratio 9.204 – i

Dierential Lightweight planetary gear dierential Lightweight planetary gear dierential

EQ400-1P Electric transverse 400 Nm 1-speed parallel axis design

EQ400-1K Electric transverse 400 Nm 1-speed coaxial design

Single-speed transmission – 0MA Single-speed transmission – 0MB

2 1st stage: i_planetary_gear_set i 2nd stage: i_spur_gear_stage i2 1.568

5.870

1st stage: i_sun – planet (stepped, large)

i1 1.917

2nd stage: i_planet (stepped, small) –

annulus

i2 4.217

total

= i1 x i

9.083 – i

= (i1 x i2) + 1

total

675_040

Weight not including oil Approximately 69.4 lb (31.5 kg) Approximately 35.7 lb (16.2 kg)

Selector mechanism

The Audie-tron has an exclusive shift-by-wire selector mechanism in yacht design.

Operation is basically the same as the current selector mechanisms for automatic transmissions.

The selector lever with parking lock button is placed ergonomically in the rigid hand rest and can be operated intuitively with the thumb and index ﬁnger.

Hand rest

Selector lever

Parking Lock Button E816 with Parking Lock Indicator Lamp K320.

To protect the power train components, it is only possible to change the direction of travel from forwards to reverse and vice versa up to a deﬁned speed of approximately 6.2 mph (10 km/h).

The Audie-tron has a parking lock similar to those found on vehicles with automatic transmissions. The parking lock normally engages and disengages automatically via the Auto-P function (see page 38), but can also be engaged manually using the P button.

Selector Lever Transmission Range Display Y5

Displays / illumination

The illumination of the R, N and D/S symbols is based on the search/activation principle, which means that when Terminal 15 is active, the symbols are illuminated by a dimmed orientation light, while the activated transmission position is illuminated with maximum intensity.

The arrow symbol is always dimmed.

Selector mechanism1) / Selector Lever E313

675_041

The P symbol in the selector lever position display is only illuminated (in red) when the parking lock is on.

When the parking lock is o, this position is not illuminated and remains virtually invisible since it has no relevance for the activation of the selector lever.

The illumination of the P symbol in the P button is always dimmed when Terminal 15 is active and is always lit with maximum intensity when the parking lock is on.

The direction arrows on the selector lever are not illuminated.

675_042

Shift schematic

675_044

Basic shift schematic Shift schematic

From the basic position – X – there are two forward positions (A1, A2) and two rearward positions (B1, B2). The selector lever returns to the basic position – X – after every operation.

Basic selector lever position & current transmission position

Selectable positions which change the transmission position

Selectable positions which do not change the transmission position

Software lock – deactivation by pressing the brake pedal

The software lock is activated in transmission position N after approximately one second. This allows rapid changing of the transmission position from DtoR and vice versa without applying the brake. This allows a vehicle which has become stuck to be freed by rocking it backwards and forwards, and makes it easier to change direction when maneuvering the vehicle.

Note:

A tone will sound when R is selected.

Transmission positions N (parking lock o) and P (parking lock on) can be engaged when Terminal 15 is active.

Parking Lock Button E816 / P button

The P button is for manually activating the parking lock. Activation is possible only at a speed less than 6.2 mph (10 km/h). Parking Lock Button E816 actuates three selector elements for reliability and diagnostics. Its selector status is transferred to Selector Lever Sensor System Control Module J587 via two interfaces. In the event of a fault in E816, a message appears in the instrument cluster and the parking lock can only be engaged with the Auto-P function.

675_043

Transmission position S / driving program S

The boost function is available when transmission position S is selected. The boost function is activated when the kickdown is operated. When this happens, the highest system performance is made available for up to eight seconds for maximum vehicle acceleration.

The availability of the boost function depends on conditions such as the charge level of the high-voltage battery and the temperature of the electric drive components, etc.

The very high electric current causes the system components involved to heat up rapidly. The time is limited to a maximum of ten seconds to protect the system components. If the component temperatures exceed deﬁned limits, the boost function is deactivated until the system components have cooled down.

In transmission position S and in Audidrive select mode dynamic, driving program S is selected by Engine/Motor Control Module J623. A dynamic accelerator pedal map and sporty response are activated.

Transmission position S must also be selected in order to use the launch control function. See Owner's Manual.

The selector mechanism can only be replaced as a complete unit; only the hand rest is available separately.

Selector Lever Sensor System Control Module J587

J587:

> Detects driver inputs / positions of the selector lever as shown

in Fig. 675_043 (A2, A1, X, B1, B2) and transmits this information to Engine/Motor Control Module J623.

> Processes the signal from the Parking Lock ButtonE816.

> Handles the activation of the LEDs on Selector Lever Transmis-

sion Range DisplayY5 and Parking Lock ButtonE816.

> Is combined as a single functional unit with Selector Lever

Position SensorG727 and Selector Lever Transmission Range Display Y5.

Data communication with J623 takes place via the gateway. Selector Lever Sensor System Control Module J587 uses the instrument panel insert CAN to communicate with the gateway. See Figures

675_046 and 675_077.

J587 can be accessed and diagnosed using Address Word 0081.

Magnet for G727

Selector Lever Position Sensor G727

Selector Lever Sensor System Control Module J587

Selector Lever Transmission Range Display Y5

675_045

Key:

E313 Selector Lever (selector mechanism) E816 Parking Lock Button G727 Selector Lever Position Sensor J587 Selector Lever Sensor System Control Module K320 Parking Lock Indicator Lamp Y5 Selector Lever Transmission Range Display

Instrument panel insert CAN

675_046

Selector lever - Functions

Auto-P function

The parking lock on the Audie-tron is operated electro-mechanically (see page 38). Engine/Motor Control Module J623 is able to operate the parking lock automatically, thus enhancing user convenience.

The parking lock is engaged automatically (P position is ON) if the following conditions are met:

> The vehicle is stationary – travelling at a speed of less than

0.6 mph (1 km/h).

> Transmission position D or R is active. > Driving mode is deactivated – Terminal15 is o.

The parking lock is deactivated automatically (P position is OFF) if:

> Transmission position N is selected when Terminal 15 is active.

See "Activating transmission position N".

> If transmission positionD or R is selected when driving mode is

ON.

Activating the P-OFF position (transmission position N)

To be able to move the vehicle for a limited time without the parking lock, for example, in a car wash, automatic activation of the parking lock can be suppressed or the parking lock can be deactivated (P-OFF position). This requires the correct operation of the shift-by-wire and park-by-wire functions.

To activate the P-OFF position, transmission position N must be selected with Terminal 15 active. If Terminal 15 is subsequently deactivated, the activation of the parking lock is suppressed for a period of 30 minutes displayed in the instrument cluster:

If this instruction is not followed, the parking lock engages after one minute (that is, a total of 30 minutes) and the system shuts down.

If a speed signal is detected during this time, the period is extended according to the driving time of the vehicle until the system detects that the vehicle has been stationary for at least 5minutes.

. After 29 minutes the following message is

"Switch on ignition to stay in N" (a warning tone will also sound).

The vehicle cannot be locked in the P-OFF position.

Selector lever – System fault

If the transmission positions can no longer be engaged using the selector mechanism, it is possible to select transmission positions P, R, N and D by pulling both paddle levers simultaneously with the vehicle stationary and the brakes applied.

quattro with e-tron technology

On the Audi e-tron, the four-wheel drive control software is integrated in Drivetrain Control Module J775. This open and closedloop control software is part of the quattro software package which is also used for quattro ultra, AudiTT and AudiR8.

The torque vectoring software is also integrated in J775.

The software for the electronic dierential lock (EDL) and electronic stabilization control (ESC) is integrated in ABS Control Module J104. Refer to page 56.

Engine/Motor Control Module J623 handles the ecient distribution of the drive and recuperation torque to both axles and receives input from Drivetrain Control Module J775 according to the vehicle handling and traction requirements. Approximately 400 data sources are used on the Audi e-tron to calculate the drive and recuperation torque. This enables the torque to be distributed between the two drive units to meet the torque demand as accurately as possible.

Eect of Audi drive select on drive torque distribution

The four-wheel drive control system applies two dierent strategies for torque distribution to the front and rear axles.

Strategy 1 – all modes except dynamic

The distribution of drive torque is balanced for the best possible traction with neutral handling.

Strategy 2 – dynamic

More drive torque is transmitted to the rear axle for agile performance and a slight oversteer bias in handling.

If a system fault causes one or both drive units to fail, the following message appears:

Four-wheel drive: fault. Restricted stability. Please contact workshop.

Park-by-wire parking lock

The Audi e-tron has an electro-mechanically operated parking lock. The parking lock is integrated in the drive/transmission on the front axle and is operated by Parking Lock ActuatorV682.

The parking lock actuator operates a conventional parking lock mechanism as commonly used on automatic transmissions.

An electric motor is used to engage the locking pawl electro-mechanically. A two-stage gear set provides the required reduction ratio and is self-locking. The mechanism used to actuate the locking pawl is also self-locking. This system ensures that the parking lock remains in the P-OFF and P-ON positions on its own.

The parking lock positions are monitored by the parking lock actuator control module using the parking lock sensor.

The parking lock has three modules:

> Parking lock actuator. > Mechanical parking lock operating components. > Parking lock (locking pawl and parking lock gear).

Parking Lock Actuator V682

675_047

Front Three-Phase Current Drive VX89

Parking lock sensor

Protective cap

Control module electronics

12V DC parking lock motor

Gearbox reduction ratio (2 stages)

Return spring

Operating mechanism / roller slide

Locking pawl

Parking lock gear

675_048

Parking Lock Actuator V682 (Address Word 0742)

Parking Lock ActuatorV682 uses its own control unit to actuate the electric motor and a sensor for accurate detection of the P-ON and P-OFF positions.

The parking lock actuator operates according to the master/slave principle in conjunction with Engine/Motor Control Module J623. Communication between J623 and V682 takes place via a sub CAN drive. J623 generates the bus status P-ON or P-OFF and transmits it via the sub CAN drive to V682. The actuator executes the instructions and checks their execution. All diagnostic data are exchanged via the bus systems and can be read from J623.

Special features / service information

Parking Lock Actuator V682 can be activated via J623 using the Output Check Diagnosis with the VAS Scan Tool.

Selector Lever Sensor System Control Module J587

10 9 8 7 6 5 4 3 2 1

Instrument panel insert

Data Bus On Board Diagnostic Interface J533 (gateway)

FlexRay channel A

Engine/Motor Control Module J623

CAN

Terminal 30Terminal 31

CAN LowCAN High

Termination via J533

The parking lock actuator requires neither initialization nor a basic setting procedure.

There is no mechanical emergency release mechanism for the parking lock. A software function (software emergency release), which keeps the parking lock in the P-OFF position, is provided to prevent the parking lock from being activated while in the workshop and to enable the car to be moved while the 12 Volt on-board supply is disconnected.

Danger

Caution! Before disengaging/deactivating the

parking lock, the vehicle must be secured to prevent it from rolling away. Please observe the safety precautions on the VAS Scan Tool. The software emergency release function for the parking lock must be deactivated again before the vehicle is returned to the customer.

The parking lock actuator is a safety-related component to which special safety standards apply.

If the actuator is dropped, internal mechanical damage may occur that may not be immediately apparent. To prevent such incidents, the actuator has two special features which indicate a damaged component and protect against mechanical damage.

A special protective cap is installed on top of the connector to protect it against mechanical impacts. An actuator must not be used if this protective cap is damaged or missing.

A knock indicator is installed around the circumference of the housing ﬂange. This indicator is damaged if an actuator falls from a critical height. Dropped components must not be used if the indicator is damaged.

Protective cap

Knock indicator

CAN Low

6 5 4 3 2 1

Parking Lock Actuator V682

Sub CAN drive

CAN High

View from above

Terminal 30Terminal 31

675_077

675_049

As a basic rule:

Actuators which have dropped once must be scrapped.

Knock indicator

"Termination" refers to the termination of the bus system with a terminating resistor. Data are not transmitted over this bus connection.

675_050

Parking lock mechanism

P-ON position – Locking pawl is on a tooth of the parking lock gear

1. The parking lock motor rotates the selector shaft to the P-ON position. When the parking lock gear is "tooth on tooth", the roller slide cannot be pulled with the mechanism due to the component geometry. The actuating spring now applies strong tension to the roller slide and the locking pawl is pressed equally heavily against the tooth of the parking lock gear.

Operating mechanism / roller slide

Support plate

Parking Lock Actuator V682

Parking lock motor

Parking lock gear Locking pawl Actuating spring – under strong tension

2. As soon as the vehicle moves slightly, the parking lock gear rotates. At the next gap between the teeth, the locking pawl snaps into the gap, due to the tension applied to the roller slide, and the parking lock is engaged.

The self-locking geometry of the parking lock mechanism causes the locking pawl to remain permanently in this roller slide position and securely blocks the system (mechanical latch).

For safety reasons, the tooth geometry on the parking lock gear and the locking pawl are designed to prevent the locking pawl from engaging at speeds above approximately 1.8 mph (3 km/h).

675_052

Selector shaft

675_053

P-OFF position

The parking lock motor rotates the selector shaft to the P-OFF position. The roller slide is on the far left side, the locking pawl is pressed into the P-OFF position by the return spring and is held there.

Return spring

Mechanical latch

The positions of the parking lock are held by the self-locking gear in the actuator and the self-locking parking lock mechanism. The positions P-ON and P-OFF are monitored by the parking lock electronic system. Refer to page 34. The actuator does not have

to be actively driven in order to hold each position.

Note:

If the parking lock is inadvertently operated at higher speeds, the locking pawl ratchets across the parking lock gear teeth. If this situation persists for a long period, the parking lock gear teeth and the tooth on the lock can become so damaged that the parking lock may not be able to block the transmission.

Danger

vehicle is raised on one side at the front, there is no locking eect at the opposite wheel because of the compensation by the dierential.

Caution! The parking lock gear blocks the planet carrier for the planetary gearing. If the

675_054

Single-speed transmission – 0MA

The single-speed transmission 0MA has a two-stage reduction ratio and a modern lightweight planetary gear dierential. It is equipped additionally with the electro-mechanical parking lock.

Torque conversion takes place in two stages. The ﬁrst reduction stage is achieved via a single planetary gear set from the sun gear to the planetary gear and planet carrier. In the second reduction stage, a spur gear drive transmits the torque from the planet carrier to the dierential.

A special feature of the lightweight planetary gear dierential is its extremely compact axial design. Refer to page 44 for further information.

The planet carrier in the ﬁrst reduction stage can be blocked by the parking lock. The parking lock gear wheel interlocks with the planet carrier for this purpose. Refer to page 42 for further information.

The 0MA transmission has its own oil system. The bath and splash lubrication system uses the displacement eect of the spur gear stage. The oil guide plate and an ingenious oil supply system using various channels and contours ensure that all parts requiring lubrication are adequately supplied and splashing losses are minimized. Heat is dissipated by convection to the vehicle’s airstream and via a water-cooled bearing plate on the electric drive motor.

The 0MA transmission is a complete unit; however it does not have a self-contained housing. Only when connected to the housing of the electric drive motor does it form a closed unit with its own oil system.

Oil channel

Oil guide plate

Front Axle Electric Drive Motor V662

- Electric motor

675_056

Parking Lock Actuator V682

Oil guide plate

Note:

When the transmission is removed, the side facing the electric drive motor is open. Only the oil guide plate provides some protection against foreign bodies. Special care and attention should be paid to cleanliness when removing the transmission.

Note:

A speciﬁc adjustment procedure must be followed when replacing the transmission or electric drive motor. Refer to page 48 for further information.

Note:

Observe the information in the Workshop Manual for handling the transmission as a separate part.

675_057

Single planetary gear set (i – 5.870)

Parking lock gearPlanetary gears

Planet carrier

Sun gear shaft/input shaft

- Drive from electric motor

Fixed annulus

- Form-ﬁt in transmission housing

Lightweight planetary gear dierential

Planetary gear/ dierential gear (narrow)

Sun gear 1

- Dierential output, right ﬂange shaft

Spur gear 1

Spur gear stage (i – 1.568)

Spur gear 2

Planetary gear/compensating gear (wide)

Sun gear 2

- Dierential output, left ﬂange shaft

input

675_058

output

Planet carrier/dierential case

675_059

Lightweight planetary gear dierential

For the ﬁrst time, Audi is using a lightweight planetary gear dierential from SCHAEFFLER. The advantages of this design are highly beneﬁcial when used together with the electric drives in the Audie-tron.

> High torque transmission in very compact axial space. > Signiﬁcant weight savings compared with conventional bevel

gear dierentials.

Planetary gear/ dierential gear (narrow)

Sun gear 1 (small)

- Dierential output, right ﬂange shaft

It is designed as an open spur gear dierential which distributes the input torque equally (50:50) to both outputs.

The drive torque is transmitted to the dierential case via spur gear 2. The dierential case acts as a planet carrier, which in turn transmits the torque equally to the planetary gears. The wide and narrow planetary gears engage with each other. These serve as dierential gears to distribute the torque to the two sun gears and ensure the necessary compensation for dierent wheel speeds when cornering. The narrow dierential gear engages in the smaller sun gear1; the wide dierential gear engages in sun gear2.

Spur gear 2 output

Planetary gear/ dierential gear (wide)

Sun gear 2 (large)

- Dierential output, left ﬂange shaft

675_060

An essential feature of the lightweight planetary gear dierential is its very small width. This was achieved by using two sun gears of dierent sizes. To ensure that the torque distribution is equal between both sides, the tooth geometry was designed so that both sun gears have the same number of teeth. Since this causes the tooth roots to be comparatively narrow on the small sun gear, this gear was made slightly wider in order to withstand the loads placed on it.

Sun gear 1 (small/30 teeth)

Planet carrier/dierential case

Sun gear 2 (large/30 teeth)

675_061

Toothing levels

A 1 2 3 B 1 2

Wide Narrow

Comparison of designs A – Version with sun gears of equal size

A design with equally large sun gears requires three toothing planes (1, 2, 3) and adequate axial space.

B – Version with two sun gears of dierent sizes (lightweight planetary gear dierential from SCHAEFFLER)

In a design with two sun gears of dierent sizes, the planetary gear pairs mesh within the small sun gear’s toothing plane. This means that only two toothing planes (1, 2) are required, which signiﬁcantly reduces the axial space.

Sun gear (small)

Sun gear (large)

675_063

Planetary gear/ dierential gear (wide)

Planet carrier/ dierential case

Planetary gear/ dierential gear (narrow)

675_062

Note

The function and design of the lightweight planetary gear dierentials in the 0MA and 0MB transmissions are virtually identical (except for small adjustments for the installation dierences).

Single-speed transmission – 0MB

The single-speed transmission 0MB has a two-stage reduction ratio in a coaxial design and a lightweight planetary gear dierential. This dierential is largely identical to the dierential in the 0MA transmission described on page 48.

The two-stage torque conversion (reduction) is achieved using a stepped planetary gear set. The ﬁrst reduction stage is from the sun gear to the large spur gears in the stepped planetary gear set (i – 1.917).

The second reduction stage is from the small spur gears of the stepped planetary gear set, which are supported by the ﬁxed annulus and which drive the planet carrier (i – 4.217). The torque is transmitted directly to the lightweight planetary gear dierential via the planet carrier.

The planet carrier is subdivided into two stages. The ﬁrst stage contains the stepped planetary gears of the planetary gear set and the second contains the planetary gears (narrow and wide) of the dierential, thereby forming its dierential cage.

The 0MB transmission has its own oil system.

A bath and splash system is used for lubrication. Thanks to the coaxial design, no special parts are required for oil distribution (like the oil guide plate on the 0MA transmission, for example).

Heat is dissipated by convection to the vehicle’s airstream and via a water-cooled bearing plate on the electric drive motor.

The 0MB transmission is a complete unit; however it does not have a self-contained housing. Only when connected to the housing of the electric drive motor does it form a closed unit with its own oil system.

Note:

When the transmission is detached, the side facing the electric drive motor is open. Special care and attention should be paid to cleanliness when detaching the transmission.

Note:

A speciﬁc adjustment procedure must be followed when replacing the transmission or electric drive motor. Refer to page 48 for further information.

Note:

Observe the information in the Workshop Manual for handling the transmission as a separate part.

Single-speed transmission – 0MB

Transmission breather and ventilation

Flange shaft (right-side)

675_064

Rear Axle Electric Drive Motor V663

Stepped planetary gear (large)

Planet carrier

- for stepped planetary gear set and as dierential cage

Planetary gear/compensating gear (wide)

Sun gear 1 (small)

- Dierential output, right ﬂange shaft

Sun gear 2 (large)

- Dierential output, left ﬂange shaft

Rotor shaft with sun gear (transmission input)

Stepped planetary gear (large)

Stepped planetary gear (small)

Stepped planetary gear

Stepped planetary gear (small)

Planetary gear/ dierential gear (wide)

Fixed annulus

- Form-ﬁt in transmission housing

675_065

Stepped planetary gear (large)

675_066

Service information

Single-speed transmission – 0MA

The oil systems of the 0MA and 0MB transmissions do not have servicing intervals. They are maintenance-free.

Gear oil ﬁller and inspection plug

Gear oil drain plug

675_073

675_067

The shims for the transmission mountings must be identiﬁed and calculated when replacing the transmission or electric drive motor. This requires measurements to be made at the mounting points in the electric motor housing. It is not currently possible to measure the dimension on the transmission side using workshop equipment; it must be taken from the transmission data sticker.

Transmission data sticker

675_068

Transmission breather and ventilation

The transmission mounting dimension is determined by the manufacturer under a deﬁned load and printed on the transmission data sticker. Refer to the legend for the transmission data sticker. The thickness of the shim can be calculated based on the measurement data from the electric motor housing and the data on the transmission data sticker. For further information, please refer to the Workshop Manual.

675_069

Single-speed transmission – 0MB

Gear oil ﬁller and inspection plug

Transmission data sticker

675_070

675_072

Gearbox part number

Assembly no. / gearbox code

Gearbox serial no. / manufacturer’s code

Date of manufacture / test symbol

Data for determining shims

675_071

Gear oil drain plug

Inspection plug for electric drive motor

Transmission breather and ventilation

Reservoir – For servicing purposes, see page 24

Legend for transmission data sticker (0MA transmission)

183515818.35 mm

Dimension for calculating shim for dierential mounting

The data sticker for the 0MB transmission has only four digits. A shim must only be determined for one mounting point. The dimension for calculating the shim for the planetary gear set/ dierential mounting can be calculated from these four digits.

1640 Example for 0MB transmission

For further information, please refer to the current Workshop Manual.

1.58 mm

Dimension for calculating shim for planetary gear set mounting

16.40 mm

675_068

Running gear

Overview

The running gear on the Audie-tron is based on the MLBevo platform, which was also the basis for development of the A4, A5, Q5, A6, A7, Q7 and A8. Due to the axle loads and vehicle dimensions, the Audi e-tron uses major MLBevo system components from the Audi Q7.

All running gear systems will have air springs and electronic damping control.

A sport suspension (2MA) will be oered at a later date.

Depending on the country, the Audi e-tron has an 18” or 19” brake system. When the required conditions have been met, recuperation takes place via the electric motor’s generator mode. The total braking power is then obtained from the hydraulic braking power and the braking power provided by the electric motor.

To regulate these complex processes eciently, a new brake regulation system (MK C1) is being used. This integrates the brake master cylinder, brake servo, ESC and active brake pressure accumulator in one module.

The driver can set the level of recuperation by pulling the paddle levers on the steering wheel.

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Standard running gear with air springs and damping control (adaptive air suspension - 1BK)

This is the standard running gear.

Sport running gear with air springs and adaptive damping (adaptive air suspension sport - 2MB)

This running gear version is optional (not available at market introduction). The hardware corresponds to the standard running gear 1BK. The suspension is conﬁgured to suit a dynamic/sporty driving style.

Axles

Front axle

The front axle is based on the proven design principle of the ﬁve-link suspension. The main system components are identical parts to those on the 2017 Q7. The subframe is a new construction made from aluminum.

Rear axle

The Audi e-tron has a ﬁve-link rear axle. Like on the front axle, the main system components are identical parts to those on the AudiQ7.

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A new subframe construction was necessary to meet the vehicle’s special packaging requirements (integration of high-voltage battery and electric motor).

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Reference

For detailed information on the system components and the running gear, please refer to eSelf-Study Program

960163, The 2017 Audi Q7 Running Gear and Suspension System.

Adaptive air suspension

Adaptive air suspension with electronic damping control is standard equipment on the Audi e-tron. The type of damping control provided varies between the two running gear versions. The regulating characteristics (regulation of ride heights depending on vehicle speed and mode) are identical on both versions. The system’s construction corresponds to that of the adaptive air suspension systems on the 2017 Audi Q7. The system components are carry-over including Drivetrain Control Module J775.

Right Front Damping Adjustment Valve N337

Drivetrain Control Module J775

> incorporating the control software

for the air suspension and damping systems as well as sensors for measuring vehicle dynamics

The software has been adapted to the requirements of the Audi e-tron regarding regulating characteristics and electronic damping control. In terms of operation and servicing requirements, the adaptive air suspension system is also identical to that used in the Audi Q7.

Right Rear Level Control System Senso G77

Right Rear Damping Adjustment Valve N339

Accumulator

Air supply unit with compressorV66 and solenoid valve block

Right Front Level Control System Sensor G289

Left Front Damping Adjustment Valve N336

Accumulator

Left Rear Damping Adjustment Valve N338

Left Front Level Control System Sensor G78

Air springs

Left Rear Level Control System Sensor G76

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Reference

For detailed information, please refer to eSelf-Study Program 960163, The 2017 Audi Q7 Running Gear and Suspension System.

Regulating characteristics of adaptive air suspension (1BK) and adaptive air suspension sport (2MA)

Driving mode

lift

allroad/ oroad

comfort

auto

dynamic

eciency

Ride height

High level 2

High level 1

Intermediate level

Normal level

Low level 1

Low level 2

Control parameter

[mm]

Speed [km/h]

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Key:

Selection lock

Hysteresis of selection lock

The illustration shows the control strategy for the air suspension systems. By selecting the preferred driving mode in Audi drive select, the driver determines the vehicle’s ride height and dynamic characteristics. At the same time, dierent ride heights are also automatically set within the selected driving mode, depending on the current vehicle speed. An example of this can be seen in the control strategy when “auto” mode is selected: If the vehicle is currently set to a dierent ride height, the normal level is set by changing the volume of air in the air springs if the mode is selected when the vehicle is stationary or traveling at a speed below 74.5 mph (120 km/h). If the vehicle subsequently exceeds a speed of 74.5 mph (120 km/h), the ride height will immediately be lowered by 13mm to low level 1. If the speed then increases further to at least 86.9 mph (140 km/h) and remains there for 20 seconds, the ride height will be lowered again by a further 13mm to highway level.

If the speed is subsequently reduced again and the vehicle is driven at a speed of 68.3 mph (110 km/h) or lower for a duration of 30 seconds, the ride height is raised by 13mm to the ride height previously set. If the speed is reduced further to 3.1 mph (5 km/h), the vehicle is immediately raised to the original level (normal level).

A dierent regulating strategy is applied in towing mode. If driving modes “comfort” or “auto” are selected before towing mode is activated, the system will not regulate under the normal level. Low level 1 is only set if the driving modes “dynamic” or “eciency” are selected before towing mode is activated. Vehicle levels above the normal level can be set.

Steering system

The steering system of the Audi e-tron implements the same electromechanical power steering (EPS) used in the 2019 A8. In terms of design, operation and servicing requirements, the EPS on the Audi e-tron also corresponds to that of the Audi A8. The steering ratio has been modiﬁed to suit the requirements speciﬁc to the Audi e-tron. Progressive steering is installed as standard equipment.

The characteristic curves for steering vary depending on the running gear version and the setting in Audi drive select. Depending on the driving program selected, a dynamic, balanced or comfortable steering response is achieved.

Electromechanical steering with Power Steering Control Module J500

An electrically adjustable steering column is standard equipment for the e-tron. It has been adapted from the 2018 Audi Q5. It can be adjusted approximately 2.6 in (68 mm) horizontally and approximately 1.5 in (40 mm) vertically.

The crash detection has been modiﬁed for the Audi e-tron. Because of the car’s special drive technology, the steering column has an electronic steering column lock.

Dynamic steering and all-wheel-drive steering are not available on the Audi e-tron.

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The double-spoke steering wheel with 12multi-function buttons is the standard version. Steering wheel heating is available optionally.

Vehicles equipped with the adaptive cruise assist have a capacitive steering wheel. This steering wheel is a new development which allows for even more precise hands-o detection.

For detailed information on this steering wheel version, refer to page 146.

The steering wheel is equipped with paddle levers so the driver can adjust the recuperation function in over-run mode manually. The operating logic from vehicles with conventional drive systems has been used:

When the (-) paddle lever is operated, the vehicle is decelerated by shifting down in overrun mode. The Audi e-tron decelerates when the electric motor recuperates more energy while it is in generator mode. The driver can increase/reduce the level of recuperation in three stages using the (+) or (-) paddle lever respectively. The menu option for manual recuperation must be set in the MMI to do this.

Standard steering wheel

Predictive messages

Recuperation

AutomaticAutomatic Manual

Car

Efficiency assist

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The maximum rate of deceleration in overrun mode at level 1

(when the (-) paddle lever is operated once) is 0.5m/s

. At level 2,

the maximum rate of deceleration is 1.0m/s2.

The paddle lever can also be used to select the desired recuperation capacity for a deceleration procedure when the system is set to automatic.

Brake system

The brake system on the Audie-tron is based on the 18” brake system used on the 2017 AudiQ7. The front and rear right brakes have brake pad wear indicators.

The components and dimensions of the brake system may vary from those shown in the overview in some markets (e.g. North America, China). 19” brakes are used in these markets.

The electromechanical parking brake (EPB) on the Audie-tron is also from the AudiQ7. Another similarity to the Q7 is that the control software and the output stages of the power supply are located in ABS Control Module J104. The controls and service requirements relevant to the EPB are therefore identical on both models.

Brake system

Motor

55 e-tron: 265 kW

Minimum wheel size 19" 19"

Type of brakes ATE ﬁxed caliper brakes TRW ﬂoating caliper brakes

Number of pistons 6 1

Piston diameter 1.18 1.41 1.49 in (30 36 38 mm) 1.73 in (44 mm)

Brake disc diameter 14.76 in (375 mm) 13.77 in (350 mm)

Front axle Rear axle

PC 44 HE

Brake disc thickness 1.41 in (36 mm) 1.10 in (28 mm)

AKE ﬁxed caliper brake used on the front axle TRW ﬂoating caliper brake used on the rear axle

Brake regulation system MK C1

Overview

The MK C1 brake regulation system is being used on an Audi model for the ﬁrst time. This system represents a further level of development of existing (conventionally constructed) brake regulation systems.

The main new feature is the integration of a tandem brake master cylinder, brake servo (via electromechanical components including regulation), ESC regulating systems (including ABS, EDL, TCS etc.) and brake blending in one module. This achieves a signiﬁcant weight reduction (about 30%) compared to conventionally constructed brake systems. From a functional perspective, the system oers dynamic advantages when building up pressure. It also provides the driver with a brake pedal feeling which remains constant, even when recuperation is taking place.

Tandem brake master cylinder

Electric brake servo

ESC/brake regulation system

(hydraulic unit + ABS Control Module J104)

Pressure accumulator

(for brake blending)

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Design and function

The illustration shows a diagram of the layout of the hydraulic unit for the brake regulation system. The ABS Control Module J104 is also part of the module.

Front left brake

Rear right brake

Brake Pressure Sensor 1 G201 (driver’s pressure)

Brake ﬂuid reservoir Tandem brake master cylinder

Brake Pedal Position Sensor G100 (pedal travel sensor)

Brake pedal

Front right brake

Rear left brake

Spindle drivePiston

Piston

Spindle drive

Electric motor

Brake Pressure Sensor 2 G214 (pump pressure)

Pedal force simulator unit

Rubber cone

Piston

Rotor position sensor

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Electric motor

Linear actuator

Rotor position sensor

Brake pressure build-up phase via electric motor pump unit (linear actuator), driver presses the brake pedal (normal braking procedure)

The module includes a “classic” tandem brake master cylinder whose piston is operated by the driver via the brake pedal. The pedal/plunger travel is registered by Brake Pedal Position Sensor G100. If pedal operation is detected, ABS Control Module J104 actuates isolating valves 1 and 4, which then block the relevant circuit.

The force applied by the driver is measured by Brake Pressure Sensor 1 G201 and the pedal travel by a movement sensor. Depending on these measured values, J104 energizes the electric motor, whose rotational movement is transmitted to the pump piston via a spindle drive. Because the pressure supply valves 2 and 3 are open, the pressure built up by the piston movement reaches

the brakes. The pressure built up by the electric motor/piston unit At the same time, solenoid valve 5 is energized, thereby allowing energy to pass through. Because the isolating valves have blocked the circuits, the “brake pressure” initiated by the driver does not reach the brakes. Instead, the pressure acts on the piston of the pedal force simulator unit due to valve 5 being open. The piston is pressed against a rubber cone and a steel spring which take up the

is measured at a second location (Brake Pressure Sensor 2 G214)

and reported to J104. The synchronous electric motor features

electronic commutation and is equipped with a rotor position

sensor. The control module uses the spindle drive ratio to calculate

the piston position on the basis of the rotor position and the

number of rotations. force progressively. The counter force which the driver feels on the pedal corresponds to the force which would be felt with a conventional brake regulation system.

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Brake pressure build-up by the driver in the hydraulic fallback level

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Control processes involving building up, holding and dissipating brake pressure on individual wheels via corresponding actuation of the solenoid valves and the electric motor are performed by ABS Control Module J104.

If the driver switches o the ignition before the vehicle has come to a stop, the brake servo remains available. Once the vehicle is stationary with the ignition o, the brake servo remains available for approximately 1minute (if the brake pedal is not pressed) or 3 minutes (if the brake pedal is pressed). After this time, a warning for the driver appears on the display and the brake servo is switched o.

Immediately after the ignition is switched on or when the vehicle “goes to sleep” after Terminal 15 is switched o, a self-test is run in which the valves are actuated and the linear actuator is run. Because this happens when the vehicle is stationary, it can be heard (quiet clicking and scraping noises).

In the event of total system failure, the brakes work like a conventionally constructed brake regulation system when the brake servo fails. The non-activated valves establish a direct hydraulic connection from the brake master cylinder to the brakes, which allows brake pressure to be generated at all four brakes solely via the driver’s pedal operation.

Integration of hydraulic brake regulation system in vehicle’s recuperation system

If an electric drive motor is operated as an generator in overrun mode, the vehicle is braked. The braking power generated depends on the recuperation level. If the driver or the adaptive cruise assist brakes the vehicle, braking is usually partly electrical and partly hydraulic.

Engine/Motor Control Module J623 continuously transmits information on the maximum recuperation capacity (braking power) currently available to ABS Control ModuleJ104 of the MK C1 brake regulation system. If the driver presses the brake pedal or the adaptive cruise assist requests braking, J104 determines whether braking is possible and sucient if performed solely by the electric motor(s) or whether additional hydraulic brake pressure needs to be generated. It sends the speciﬁed generator torque to Engine/ Motor Control Module J623.

At the same time, J104 sends the required distribution of the recuperation torque for both driving axles to Drivetrain Control ModuleJ775. J775 coordinates the transition between linear, overrun and recuperation distribution and sends this speciﬁcation to the J623. This then implements the request at the electric motors on the axles. The aim is to achieve the optimum compromise between eciency and driving stability in all situations.

If the recuperation torque potentially available is not sucient to

achieve the deceleration required by the driver, the ESC addition-

ally activates the electrically driven pump to generate the neces-

sary brake pressure. The pressure accumulator function required

for brake blending on previous electric or hybrid vehicles is not

required on the MK C1 and is provided by the electric motor pump

unit.

Dynamic driving control processes, such as ABS, EDL and ESC

interventions, usually work in the same way as on vehicles with a

conventional brake system.

The motor braking torque control (MSR) is also correspondingly

implemented by having the electric motor(s) generate drive

torque. Corresponding interventions are implemented at the

wheels using the brake hydraulics as their forces act on the wheels

directly and without drive shaft torsion. To do this, the recupera-

tion torque is “reﬂected” onto the brake.

J104

Required torque distribution

Speciﬁed generator torque

Available recuperation capacity

J775

Speciﬁed

torque distribution

Activation of power electronics

J623

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Service operations

ABS Control Module J104 is accessible via Address Word 0003. No repairs can be made to the brake module with the exception of replacing the brake ﬂuid reservoir.

After the control module has been coded online, various basic settings must be performed for:

> Brake Pedal Position Sensor G100 > Brake Pressure Sensors 1 and 2, G201 and G214 > Electromechanical Parking Brake Control Module J540) > Tire Pressure Monitoring System

In addition, Output Checks must be performed to ensure that the hydraulic lines are connected correctly and have not been interchanged.

Further Output Checks can be used to check the EPB and warning/ indicator lamp functions.

Instructions given by the Scan Tool must be carefully followed when the procedure “Change pad” (replacing brake pads on the rear axle) is performed.

Special bleeding routines must be performed after brake components are renewed or brake ﬂuid is changed (refer to Workshop Manual).

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The brake must be pressed several times after repairs have been performed to ensure that the brake pads make contact with the brake discs.

After doing this, the brake ﬂuid reservoir must always be ﬁlled to the MAX marking.

Wheels, tires and tire pressure monitoring

The Audie-tron comes with 20" cast aluminum wheels as standard. 19” and 21” wheels are available as optional extras. The available tires range from 255/50R20 to 265/45R21.

A temporary spare wheel (5.5j x 19 with 185/70 tire) is standard equipment on the e-tron.

Standard wheels Optional wheels Available wheel

Cast aluminum wheel Flow form

9.0J x 20 255/50R20

Cast aluminum wheel Flow form

8.5J x 19 255/55 R19

The e-tron uses an indirect Tire Pressure Monitoring System. It has

the same construction and functionality as the system in the 2017

Audi Q7.

Forged aluminum wheel

9.5J x 21 265/45 R21

Forged aluminum wheel

9.5J x 21 265/45 R21

Electric system and electronics

Power supply

12 Volt electrical system

The e-tron is equipped with a 12 volt battery and electrical system. All control modules operate on a 12 volt power supply even when its high-voltage battery is 100% charged.

Without an intact 12 Volt power supply, the vehicle cannot be unlocked using the central locking system, the ignition cannot be switched on, the drive system cannot be activated and no communication between the numerous control modules cannot take place.

12 Volt battery in plenum chamber

The Audi e-tron does not have an alternator in the traditional sense. The 12 Volt battery is charged from the high-voltage battery via the voltage converter while the vehicle is moving.

A 12 Volt, 68 Ah AGM battery is installed in the plenum chamber.

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Power supply structure

This illustration shows a general overview of the 12 volt power supply structure. Please refer to ElsaPro for the exact location and descriptions of these components.

Unlike other Audi vehicles, the 12 Volt charging terminal on the Audi e-tron is only intended for charging/buering the 12 Volt battery in the workshop. Under no circumstances must this

connection be used to jump-start another vehicle or maintain that vehicle’s battery power.

J293

J500

A19

The Audi e-tron cannot be used if the 12 Volt battery is discharged. Because the 12 Volt battery is supported by the high-voltage battery, even when the vehicle is stationary, a discharged 12 Volt battery always means that the high-voltage battery is also discharged (approximately 10% remaining capacity).

J367

J104

Key:

A Battery A19 Voltage Converter

J104 ABS Control Module J293 Radiator Fan Control Module J367 Battery Monitoring Control Module J500 Power Steering Control Module

Main fuse carrier 1 on 12 Volt battery

2 Main fuse carrier 2 in motor compartment (right-side) 3 12 Volt charging terminal (plus) in main fuse carrier 2 4 Fuse and relay carrier in motor compartment (right-side) 5 Fuse and relay carrier on lower section of right A-pillar 6 Fuse and relay carrier in front passenger's footwell 7 Fuse and relay carrier in luggage compartment (left-side)

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Networking

Installation locations of control modules

Some of the control modules shown in this overview are optional and/or country-speciﬁc equipment. For reasons of clarity, not all modules installed in the vehicle can be shown here.

J1089

A27 A19

Refer to the current service literature for details of the exact control module installation locations, as well as instructions for installation and removal.

J387

J840

J943

J519

J1121

J521

J428

A31

J1088

Key:

A19

Voltage Converter

A27 Right Led Headlamp Power Output Module 1 A31 Left Led Headlamp Power Output Module 1

J104 ABS Control Module J136 Memory Seat/Steering Column Adjustment Control Module J234 Airbag Control Module J245 Sunroof Control Module J285 Instrument Cluster Control Module J345 Towing Recognition Control Module J386 Driver Door Control Module J387 Front Passenger Door Control Module

J1024

J764

J527

J104

J623

J386

J393 Comfort System Central Control Module J428 Control Module for Adaptive Cruise Control J500 Power Steering Control Module J502 Tire Pressure Monitoring System Control Module J519 Vehicle Electrical System Control Module J521 Front Passenger Memory Seat Control Module J525 Digital Sound System Control Module J527 Steering Column Electronics Control Module J533 Data Bus On Board Diagnostic Interface J605 Rear Lid Control Module J623 Engine/Motor Control Module J685 Front Information Display Control Head J764 Electronic Steering Column Lock Control Module J769 Lane Change Assistance Control Module

J234J1050 J775J1234J1239J1122

J245J500

J136J285J898

J853

J927

J345

J769

J949

J794

J533

J926

J770 Lane Change Assistance Control Module 2 J772 Rearview Camera System Control Module J775 Drivetrain Control Module J794 Information Electronics Control Module 1 J840 Battery Regulation Control Module J853 Night Vision System Control Module J898 Windshield Projection Head Up Display Control Module J926 Driver Side Rear Door Control Module J927 Passenger Side Rear Door Control Module J943 Engine Sound Generator Control Module J949 Control Module for Emergency Call Module and

Communication Unit

J502

J1235

J605

J393

J772

J770J525

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J1024 Thermal Management Control Module

J1050 High-Voltage Battery Charger Control Module

J1088 Control Module for Left Front Object Detection Radar Sensor

J1089 Control Module for Right Front Object Detection Radar Sensor

J1121 Driver Assistance Systems Control Module

J1122 Laser Distance Regulation Control Module

J1234 Electric Drive Control Module on Front Axle

J1235 Electric Drive Control Module on Rear Axle

J1239 High-Voltage Battery Charger Control Module 2

Topology

J764

G578

N209

N637

J136

J521

MX13

J345

N477

J393

J926

J1238

J1024

J386

J1239

J453

J367

MX3

N210

J1050

J840

A31

J519

A27

J866

J245

J938

N475

SX6

VX86

VX87

L263

L264 E1

J605

H12

J927

J848

J842

J387

A19

J1158

MX4

V389 J400

J1100

Cell controller 1-9

N632 N633

N634 N635

G395 G826

V544 V550

N640 N641 N642 N643

Data Bus On Board Diagnostic Interface J533

Cell controller 10-15

Data Link Connector

E265

Front ﬂap control motors 1-15

Rear ﬂap control motors 1-2

Background light modules 1-15

Background light modules 16-30

Background light modules 31-45

J126

V438 V113

J897

J1101

V388 V390

V391

G397 G355

G935

Some of the control modules shown in this overview are optional

J525

J898

J587

J1121

J794

J943

R212

J853

J772

J1088

J1121

E67

J1060

J1122

EX23

R245

J428

J769

R243

J1235Y7J234

J854

J775

J1135

J1089

R242

J1146

J949

J623

J685

J1234

J530

R246

J104

J706

J500

J1098

J770

EX22

R244

J527

J528

J855

J1097

J623

J794

and/or country-speciﬁc equipment.

Those shown here relate to the equipment and motor versions

available at the time of publication of this eSelf-Study Program.

Ultrasonic sensors 1-12

U41

R293

J285

The sub-bus wire to the gateway is not used for data transfer. The gateway, like

Engine/Motor Control Module J623, accommodates a termination resistance of 120Ω.

V682

J533

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Key:

Voltage Converter

A19 A27 Right Led Headlamp Power Output Module 1 A31 Left Led Headlamp Power Output Module 1

E1 Light Switch E67 Driver Volume Control E265 Rear A/C Display Control Head EX22 Switch Module in Instrument Panel, Center EX23 Center Console Switch Module 1

G355 Humidity Sensor G395

A/C Pressure/Temperature Sensor 1

G397 Humidity Sensor G578 Anti-Theft Alarm System Sensor G826 A/C Pressure/Temperature Sensor 2 G935 Exterior Air Quality and Humidity Sensor

H12 Alarm Horn

J104 ABS Control Module J126 Fresh Air Blower Control Module J136 Memory Seat/Steering Column Adjustment Control

Module

J234 Airbag Control Module J245 Sunroof Control Module J285 Instrument Cluster Control Module

J345 Towing Recognition Control Module J367 Battery Monitoring Control Module J386 Driver Door Control Module J387 Front Passenger Door Control Module J393 Comfort System Central Control Module

Battery Regulation Control Module

J840 J842 A/C Compressor Control Module J848 High-Voltage Heater (PTC) Control Module J853 Night Vision System Control Module J854 Left Front Seat Belt Tensioner Control Module J855 Right Front Seat Belt Tensioner Control Module J866 Power Adjustable Steering Column Control Module J897 Ionizer Control Module J898 Windshield Projection Head Up Display Control Module

J926 Driver Side Rear Door Control Module J927 Passenger Side Rear Door Control Module J938 Power Rear Lid Opening Control Module J943 Engine Sound Generator Control Module

J949 Control Module for Emergency Call Module and Communication

Unit

J1024 Thermal Management Control Module J1050 High-Voltage Battery Charger Control Module J106 Front Information Display Control Head 2 J1088 Control Module for Left Front Object Detection Radar Sensor J1089 Control Module for Right Front Object Detection Radar Sensor J1097 Left Rear Seat Belt Tensioner Control Module J1098 Right Rear Seat Belt Tensioner Control Module

J1100 Windshield Washer Pump Control Module J1101 Fragrance Diuser System Control Module J1121 Driver Assistance Systems Control Module J1122 Laser Distance Regulation Control Module J1135 Level Control System Compressor Electronics J1146 Mobile Device Charger 1 J1158 Steering Wheel Touch Recognition Control Module

J400 Wiper Motor Control Module J428 Adaptive Cruise Control Module J453 Multifunction Steering Wheel Control Module

J500 Power Steering Control Module J519 Vehicle Electrical System Control Module J521 Front Passenger Memory Seat Control Module J525 Digital Sound System Control Module J527 Steering Column Electronics Control Module J528 Roof Electronics Control Module J530 Garage Door Opener Control Module J533 Data Bus On Board Diagnostic Interface J587 Selector Lever Sensor System Control Module

J605 Rear Lid Control Module J623 Engine Control Module J685 Front Information Display Control Head

J706 Passenger Occupant Detection System Control Module J764 Electronic Steering Column Lock Control Module J769 Lane Change Assistance Control Module J770 Lane Change Assistance Control Module 2 J772 Rearview Camera System Control Module J775 Drivetrain Control Module J794 Information Electronics Control Module 1

J1234 Electric Drive Control Module on Front Axle J1235 Electric Drive Control Module on Rear Axle J1238 High-Voltage Heater 2 (PTC) Control Module J1239 High-Voltage Battery Charger Control Module 2

L263 Charging Socket 1 LED Module L264 Charging Socket 1 LED Module 2

MX3 Left Tail Lamp MX4 Right Tail Lamp MX13 Center Tail Lamp

N209 Driver Lumbar Support Adjustment Valve Block N210 Front Passenger Lumbar Support Adjustment Valve Block N475 Valve Block 1 in Driver Seat N477 Valve Block 1 in Front Passenger Seat N632 Coolant Change-Over Valve 1 N633 Coolant Change-Over Valve 2 N634 Coolant Change-Over Valve 3 N635 Coolant Change-Over Valve 4 N637 Refrigerant Expansion Valve 2 N640 Refrigerant Shut-O Valve 2 N641 Refrigerant Shut-O Valve 3 N642 Refrigerant Shut-O Valve 4 N643 Refrigerant Shut-O Valve 5

R7 DVD Player R212 Night Vision System Camera R242 Driver Assistance Systems Front Camera R243 Front Peripheral Camera R244 Left Peripheral Camera R245 Right Peripheral Camera R246 Rear Peripheral Camera R293 USB Distributor

SX6 High-Voltage Battery Control Module

U41 USB Connection 1

V113 Recirculation Door Motor V388 Driver Seat Backrest Blower Fan V389 Front Passenger Seat Backrest Blower Fan V390 Driver Seat Cushion Blower Fan V391 Front Passenger Seat Cushion Blower Fan V438 Fresh Air Door Motor V544 Radiator Shutter Motor V550 Radiator Shutter Adjustment Motor 2 V682 Parking Lock Actuator

Bus systems

VX86 Drive Unit for Charging Socket 1 Cover

VX87 Drive Unit for Charging Socket 2 Cover

Y7 Automatic Dimming Interior Rearview Mirror

Bus system Wire

Conﬁguration Data transfer rate

color

Convenience CAN Electrical bus system 500kbit/s

Convenience CAN 2 Electrical bus system 500kbit/s

Extended CAN Electrical bus system 500kbit/s

Infotainment CAN Electrical bus system 500kbit/s

Modular infotainment matrix

Electrical bus system 500kbit/s

(MIB) CAN

Diagnostics CAN Electrical bus system 500kbit/s

Instrument panel insert CAN Electrical bus system 500kbit/s

Hybrid CAN Electrical bus system 500kbit/s

FlexRay Electrical bus system 10Mbit/s

MOST bus Fiber optic bus system 150Mbit/s

LIN bus Electric single wire bus system 20kbit/s

Sub-bus system Electrical bus system 500kbit/s

1Mbit/s

LVDS

Electrical bus system 200Mbit/s

Ethernet Electrical bus system 100Mbit/s

LVDS = Low Voltage Dierential Signalling

FlexRay

Because it is not possible to illustrate the allocation of the FlexRay control modules realistically in the topology as a whole, the following illustrations show the distribution of the control modules on the individual FlexRay branches. All the control modules of a fully equipped Audi e-tron are shown here. As always with FlexRay, the control modules connected at the end of a branch have a resistance of 94ohms. The control modules installed in-between have a resistance of 2.6 k ohms.

The FlexRay technology provides the opportunity to use two channels on one branch. The two channels are designated using the letters “A” and “B”.

The second channel oers two main options:

> The data are sent as redundant data, or > The amount of data transmitted is doubled.

Control modules on channel A

Control modules on channel B

The “B” channel on the Audi e-tron is used to increase the amount of data that can be transmitted. If the same control module is connected to both channels, the diagnostic data of this control module are transmitted via channel “A”. If one channel of a branch fails, for example due to a short circuit in the FlexRay wiring, the VAS Scan Tool shows which channel is aected by the fault. This allows the speciﬁc control modules/wiring to be checked accordingly.

Because FlexRay is a time-controlled data transfer system, a

start-up procedure (starting a network) may only be performed by

“cold-start” control modules.

On the Audi e-tron, these are:

> Data Bus On Board Diagnostic Interface J533 > ABS Control Module J104 > Airbag Control Module J234

Key:

J104 ABS Control Module

J234 Airbag Control Module

J428 Control Module for Adaptive Cruise Control

J500 Power Steering Control Module

J527 Steering Column Electronics Control Module

J533 Data Bus On Board Diagnostic Interface

J623 Engine/Motor Control Module

J769 Lane Change Assistance Control Module

J770 Lane Change Assistance Control Module 2

J775 Drivetrain Control Module

J1088 Control Module for Left Front Object Detection Radar Sensor

J1089 Control Module for Right Front Object Detection Radar Sensor

J1121 Driver Assistance Systems Control Module

J1122 Laser Distance Regulation Control Module

J1234 Electric Drive Control Module on Front Axle

J1235 Electric Drive Control Module on Rear Axle

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Terminal management

Terminal 15 active

Scenario:

1. Access/Start Authorization ButtonE408 is pressed when Terminal 15 is switched o.

2. The signal from E408 is transmitted to Comfort System Central Control ModuleJ393 via discrete wires.

3. J393 checks whether there is an authorized car key inside the vehicle. Steps 4 and 6 are performed while the key veriﬁcation check is in progress.

4. A command to unlock the steering column is sent from J393 to Electronic Steering Column Lock Control Module J764, which then releases the steering column lock.

The high-voltage system then becomes active. From this point, the warning lamps in J285 are lit and the high-voltage battery is discharged.

5. J393 activates Terminal 15 Power Supply RelayJ329. The control modules are now supplied with power via J329.

6. J393 sends a "virtual" Terminal 15 signal to Data Bus On Board Diagnostic Interface J533 via the convenience CAN.

7. The high-voltage coordinator in J533 sends an activation message for the high-voltage system to Battery Regulation Control ModuleJ840 via the hybrid CAN. J840 sends a signal via a sub-bus system instructing High-Voltage Battery Control Module SX6 to close the power contactors.

Access/Start Authorization Button E408

Comfort System Central Control Module J393

Terminal 15 Power Supply Relay J329

Term. 15

Term. 30

Electronic Steering Column Lock Control Module J764

Data Bus On Board Diagnostic Interface J533

High Voltage Coordinator

Battery Regulation Control Module J840

Instrument Cluster Control Module J285

Key:

Convenience CAN Hybrid CAN Instrument panel insert CAN Sub-bus systems Discrete wires

High-Voltage Battery Control Module SX6

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Activating the drive system

Scenario:

1. Access/Start Authorization Button E408 and the brake pedal are pressed when Terminal 15 is o.

2. The signal from E408 is transmitted to Comfort System Central Control Module J393 via discrete wires.

3. J393 checks whether there is an authorized car key inside the vehicle. Steps 4 and 6 are performed while the key veriﬁcation check is in progress.

4. A command to unlock the steering column is sent from J393 to Electronic Steering Column Lock Control Module J764, which then releases the steering column lock.

5. J393 activates the Terminal 15 Power Supply RelayJ329. The control modules are now supplied with power via J329. Engine/ Motor Control Module J623 processes the signal from Brake Light SwitchF.

The drive system is now activated and "READY" appears in the power meter.

6. J393 sends a "virtual" Terminal 15 signal to Data Bus On Board Diagnostic Interface J533 via the convenience CAN. The high-voltage coordinator in J533 sends an activation message for the high-voltage system to Battery Regulation Control ModuleJ840 via the hybrid CAN. J840 sends a signal via a sub-bus system instructing High-Voltage Battery Control Module SX6 to close the power contactors. At the same time, the high-voltage coordinator sends an activation message via FlexRay.

7. J623 checks whether the following signals are present:

> "Brake pedal pressed” from Brake Light Switch F.

> "Selector lever in position P or N" signal from Selector Lever

Sensor System Control Module J587.

> "No charging cable connected" signal from High-Voltage

Battery Charger Control ModuleJ1050.

8. If these signals are present, J623 sends the "activate drive system" command to Electric Drive Control Module on Front Axle J1234 via FlexRay.

Access/Start Authorization Button E408

Comfort System Central Control Module J393

Terminal 15 Power Supply Relay J329

Term. 30

Term. 15

Electronic Steering Column Lock Control Module J764

Data Bus On Board Diagnostic Interface J533

High Voltage Coordinator

Battery Regulation Control Module J840

Instrument Cluster Control Module J285

High-Voltage Battery Charger Control Module J1050

Selector Lever Sensor System Control Module J587

Brake Light Switch F

Engine/Motor Control Module J623

Key:

Convenience CAN Hybrid CAN Instrument panel insert CAN FlexRay Sub-bus systems Discrete wires

High-Voltage Battery Control Module SX6

Electric Drive Control Module on Front Axle J1234

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Data Bus On Board Diagnostic Interface J533

Brief description

Data Bus On Board Diagnostic Interface J533 (gateway) is always installed. It is located under the left front seat and can be accessed via Address Word 0019 with the VAS Scan Tool.

The gateway performs the following functions:

> Network system gateway > High-voltage coordinator > Controller for FlexRay bus > Diagnostic master > Energy manager for low-voltage electrical system (12 Volt) > Interface for various connect services

It is a node of the following data bus systems:

> Hybrid CAN > Convenience CAN > Convenience CAN 2 > Infotainment CAN > Instrument panel insert CAN > Extended CAN > Connect CAN > FlexRay > Diagnostics CAN > Ethernet

It is not a node of:

> Modular infotainment matrix (MIB) CAN > MOST bus

It is the LIN master for:

> J367 Battery Monitoring Control Module > J453 Multifunction Steering Wheel Control Module > J1158 Steering Wheel Touch Recognition Control Module

Special feature:

> The gateway manages the diagnostic ﬁrewall.

J533

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Vehicle Electrical System Control Module J519 (BCM1)

Brief description

The tasks of J519 include evaluating numerous sensors and activating actuators, the exterior lights and the wipers. Numerous integrated functions, such as the park assist or the activation of the seat heating, are also implemented by J519. Control and diagnosis of the Climate Control system is also done via J519.

J519 is accessible via Address Word 0009 using the VAS Scan Tool.

J519 is a node of convenience CAN2. In addition, it is connected to Driver Assistance Systems Control Module J1121 and the output modules for the headlights via a private CAN. J519 is also the master control module for numerous LIN slaves.

Vehicle Electrical System Control Module J519 performs the following functions:

> Exterior lighting master. > Interior lighting master. > Diagnostic gateway for the light control modules.

Special feature:

The interior lighting modules of the background lighting and the climate control system control motors can be connected both as a LIN series or parallel on the corresponding LIN branch. This must be noted when diagnosing DTCs.

Integrated functions:

> Parking

> Parking aid > Park assist

> Background lighting

> Activating the interior light modules

> Climate control

Installation location:

J519 is always installed in the front passenger foot well directly next to the fuse and relay carrier.

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J519

Convenience electronics

The networking system for convenience electronics is based on the network architecture of the MLBevo generation 2 platform. The vehicle features two bus systems: convenience CAN and convenience CAN 2.

The following convenience equipment/control modules are available for the Audi e-tron and are nodes of the vehicle networking system, some directly via Comfort System Central Control ModuleJ393 and others via the convenience CAN and convenience CAN 2 data bus systems.

> J345 Towing Recognition Control Module > J136 Memory Seat/Steering Column Adjustment Control

Module

> J521 Front Passenger Memory Seat Control Module > J605 Rear Lid Control Module > J245 Sunroof Control Module > J393 Comfort System Central Control Module > J938 Power Rear Lid Opening Control Module > J764 Electronic Steering Column Lock Control Module

Other partially optional convenience features are:

> Anti-theft alarm system > Background lighting (with the three PR numbers: QQ0, QQ1 and

QQ2 known from previous models)

> Head-up display > Garage door opener > Opening/closing rear lid electrically with foot gesture > Convenience key > Massage function for front seats > Seat ventilation

J245

J605 J393

J898

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Comfort System Central Control Module J393

J393 is installed on the left side as seen in the direction of travel. It is behind the luggage compartment side trim (left side), as on the various Q models.

J393 has the following master functions:

> Central locking system master > Immobilizer master

It is the LIN master for:

> G578 Anti-Theft Alarm System Sensor > H12 Alarm Horn > J938 Power Rear Lid Opening Control Module > Tail lights MX3, MX4, MX13

J393

It is installed in a standing position using a bracket.

J393 is used on all vehicle models with MLBevo architecture.

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Reference

For further information about Comfort System Central Control Module J393, refer to eSelf-Study Program

970293, The 2019 Audi A8 Electrics and Electronics.

Instrument Cluster Control ModuleJ285

The Audi virtual cockpit plus (PR number 9S9) is standard equipment on the Audi e-tron. It is a fully digital 12.3” instrument cluster and has an additional more sporty view/presentation of the display content (in addition to the regular instrument displays).

The power meter replaces the tachometer.

Current driving status: Vehicle moving, capacity utilization of drive system is shown in percent

Drive system activated (vehicle ready to be driven)

Vehicle is in recuperation mode

Drive system switched o

The driver receives feedback on the load on the drive system via the power meter. Its pointer shows the current load and a colored border shows how much of the drive system capacity can currently be utilized.

The colored borders may vary depending on the driving program selected and the electrical power currently available.

Power meter

Left additional display

Central area

Range

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Boost area: Vehicle is brieﬂy being driven at maximum power

Left additional display

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Right additional display

Engine/Motor Control Module J623

J623 is installed at the lower left A-pillar and is a FlexRay node. Accelerator Pedal Module GX2 and Parking Lock Actuator V682 are connected to J623 via a sub CAN. J623 receives information on the transmission position selected from Selector Lever Sensor System Control Module J587 via the dash panel insert CAN..

Battery Regulation Control Module J840 uses the hybrid CAN to send information to J623 regarding the charge level of the high-voltage battery and current limitations.

Based on both this information and the position of GX2, J623 transmits the rotational speed and torque speciﬁcations for electric driving and recuperation to the front and rear three-phase current drives via FlexRay.

If the driver presses the brake pedal, J623 is informed by ABS Control Module J104 via the FlexRay.

According to the recuperation setting, the braking power is split between the three-phase current drives and the vehicle’s service brakes.

The recuperation capacity is reduced as the speed drops. It is not possible to brake the vehicle to a stop without the service brakes.

The level of recuperation is shown on the power meter in the CHARGE section of the dial.

The driver can set the recuperation capacity via the paddle levers on the steering wheel.

Engine/Motor Control Module J623

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Exterior lighting

Headlights

The headlights on the Audi e-tron are matrix LED headlights. These headlights are sometimes also known as smart matrix LED headlights because the LEDs for the low beams and the LEDs for the matrix high beams are installed in one projection module. The one-row matrix high beam is generated by eight LEDs per headlight.

High beam “spotlight” 2LEDs

According to the trac situation detected, individual LEDs can be switched o selectively to avoid blinding vehicles ahead or oncoming vehicles. A high beam “spotlight”, consisting of two LEDs per headlight, supports the high beams. The high beam “spotlight” also works as a matrix segment (if the vehicle has the corresponding equipment, for example, 8G4) and is switched on and o according to the trac situation.

Low beam 7LEDs

Matrix high beam 8LEDs

XXXXXXX

XXXXXXXX

1 / 7 / 8

Versions

> PR number 8G1: LED headlights with high beam assist > PR number 8G4: Matrix LED headlights with dynamic lighting and dynamic turn signals at front and rear

Lighting functions

Light functions with PR no.: 8G1

> Daytime running light (1) > Marker light (1) > Signature light (2), operated together with daytime running

light/marker light

> Low beam (3)

> High beam/high beam assist (4 + 5), function only high beams

on/o

> Static turn signal (7) > Coming/leaving home (3) > Maneuvering light (3 + 6), when reverse is selected > All-weather light (6) > Side marker light (SAE only1), not illustrated)

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SAE = for the North American market

Light functions with PR no.: 8G4

> Daytime running light (1) > Marker light (1) > Signature light (2), operated together with daytime running

light/marker light

> Low beam (3) > Matrix beam high beam (4 + 5) > Dynamic turn signal (8) > All-weather light (6) > Intersection light (6)

Cominghome/leavinghome function

The low beam headlights are switched on for the entry/exit lights on Audi e-tron vehicles equipped with PR number 8G1.

Headlight range adjustment

All headlight versions on the Audi e-tron are equipped with automatic dynamic headlight range adjustment.

> Coming/leaving home (3) with dynamic activation/deactivation

of marker light and tail light

> Highway light (3), low beam light raised by headlight range

control

> Intersection light (6) (in combination with navigation system) > Maneuvering light (3 + 6), when reverse is selected > Side marker light (SAE only1), not illustrated)

Cominghome/leavinghome function with dynamic activation/ deactivation

On Audi e-tron vehicles with PR number 8G4, the entry/exit lighting involves the low beam being switched on as well as dynamic activation/deactivation of the marker light and the tail light, with the marker light and tail light LEDs being activated/deactivated at dierent moments.

Equipment

The matrix LED headlights on the Audi e-tron are equipped with a headlight washer system as standard.

Service/repairs

The control modules installed on the headlight housings, the control motors for the headlight range control and the LED modules for the daytime running lights and signature lighting can be replaced in the event of a fault.

In the event of damage to the upper and inner headlight attachments, repair tabs can be attached to the headlight housing.

Service/adjustment and calibration

As on all headlights in Audi vehicles, the low beams are adjusted using two adjuster screws. However, the matrix beam high beams on the Audi e-tron are not calibrated by measuring a reference segment. On the headlights of the Audi e-tron, the inﬂection point of the low beam is measured. These values are entered in a Test Plan using the VAS Scan Tool and the correction value for the matrix beam high beams is calculated.

Note

A new light switch and operating concept was introduced with the 2019 Audi A8. This concept is also used for the Audi e-tron. The operating concept allows, for example, the low beam headlights and the daytime running lights to be switched o at speeds below 6.2 mph (10 km/h). If this speed is exceeded, the light switch changes to the “AUTO” position. Furthermore, the light switch is always in the “AUTO” position after the ignition has been switched o and on again, regardless of what was selected prior to the ignition being switched o.

Tail lights

The tail lights on the Audi e-tron are in three sections; one tail light each on the left and right sides and a light unit which covers the entire width of the trunk lid.

Only LED lights are used. The tail lights are activated by Comfort System Central Control Module J393.

Rear fog light

The rear fog light function has been moved to the bumper on the Audi e-tron. The fog light is installed on one side only; the side nearest the center of the road.

High-level brake light

On the Audi e-tron, the high-level brake light is integrated in the rear spoiler. It is not possible to replace individual LEDs.

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Lighting functions in the tail lights

The tail light, turn signal and brake light functions are split between the three tail light sections. The back-up light is installed in the tail light cluster on the rear lid on both sides.

On Audi e-tron vehicles equipped with PR number 8G4, dynamic turn signals in addition to dynamic activation of the tail lights are included in the tail light functions.

High-voltage system

Overview of the high-voltage components

Voltage Converter A19

High-Voltage Charge Network Distributor SX4

High-Voltage Battery Charger 1 AX4

High-Voltage Battery Charging Socket 2 UX5

High-Voltage Battery Control Module SX6

High-Voltage Heater 2 (PTC) Z190

Front Three-Phase Current Drive VX89

High-Voltage Battery Charger 2 AX5

Electrical A/C Compressor V470

High-Voltage Heater (PTC) Z115

Rear Three-Phase Current Drive VX90

High-Voltage Battery Charging Socket 1 UX4

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High-Voltage Battery 1 AX2

Safety regulations

Direct current of up to approximately 450 Volts is present in the high-voltage system.

Please note:

The high-voltage system could also be energized when the vehicle is parked.

For example:

> When the high-voltage battery is being charged. > When auxiliary air conditioning is active. > When the 12 Volt battery is being recharged by the high-voltage

battery.

The de-energization procedure is performed according to the three safety rules for electrical technology.

Work on components of the vehicle’s high-voltage system must only be performed when the system is not energized.

To achieve this, the Technician must de-energize the system then check that it has been de-engergized.

1. De-energize the system

These three work steps must be performed.

2. Ensure the system cannot be reactivated

3. Check that no voltage is present

Note

Alternating current of 25 Volts and above and direct current of 60 Volts and above are hazardous to human beings. It is crucial to follow the safety instructions given in ElsaPro and Guided Fault Finding, as well as the warnings displayed on the vehicle.

Note

Always de-energize the system according to the Test Plan in the VAS Scan Tool. The high-voltage system must only be de-energized and worked on by qualiﬁed sta.

Warning labels

Warning labels are placed on the vehicle to indicate the danger caused by electrical current.

Warning label in motor compartment

Warning of a hazardous area according to DIN4844-2 (BGV A8)

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

Instruction sign:

Observe instructions for use according to DIN4844-2 (BGV A8)

Warning against touching live components

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These must be observed in all circumstances to avoid endangering users, workshop sta and technical & medical emergency response personnel. The general occupational health and safety regulations for work on high-voltage vehicles apply.

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

Danger!

Warning against hazardous electrical voltage

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Special warning label for the high-voltage battery

Warning: potentially explosive substances

Warning: hazardous electrical voltage

Fire, open ﬂame and smoking are prohibited

Follow the instructions on the battery, in the directions for use and in the vehicle Owner's Manual

Warning: corrosive substances

Wear eye protection

Keep children away from batteries

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Do not open high-voltage battery

Keep dry Servicing must only

be performed by qualiﬁed personnel

High-Voltage Battery 1 AX2

High-Voltage Battery 1AX2 is bolted on centrally under the vehicle as a component supporting the body. The 36 battery modules are installed on two levels. The battery housing is connected to the body via a live potential equalization line.

High-Voltage Battery Control Module SX6

Gasket

High-Voltage Battery Control ModuleSX6 is installed on the high-voltage battery. The battery module control units are installed inside the high-voltage battery. Battery Regulation Control ModuleJ840 is located in the A-pillar (right-side).

Housing cover

Cell modules

Housing

Gasket

Housing cover

Battery modules control unit

Modules with twelve 60Ah cells

Lattice structure battery housing

Housing tray

Battery frame

Cooling system

Underbody guard

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Technical data

Designation High-Voltage Battery 1 AX2

Nominal voltage 396

Capacity in Ah 240

Number of battery cells 432 in 36modules

Operating temperature -18 to 140 °F (-28 to 60 °C)

Energy content 95kWh

Usable energy content in kWh

Charging capacity 150kW

Weight 1541 lb (699 kg)

Approximate size in mm 1630 x 340 x 2280 (W x H x L)

Cooling

At actual charge levels of between 8% and 96%. The charge level display shows the driver whether the battery is discharged or fully charged.

When necessary at low temperatures, the battery can also be heated.

Note:

If the vehicle is parked for a long period, the charge level of the high-voltage battery is reduced because the 12 Volt battery is automatically recharged. If the charge level of the high-voltage battery goes below approximately 10%, the 12 Volt battery is no longer recharged.

83.6kWh

Fluid cooling

It is not possible to activate the vehicle’s drive system under -22 °F (-30 °C). Above 140 °F (60 °C), the power contactors are opened/ not closed when the ignition is on. The high-voltage battery provides full battery power to the three-phase current drives at temperatures between 17.6 °F and 132.8 °F (-8 °C and 56 °C).

Cooling

The battery is cooled by the coolant circuit. The battery modules release heat to the battery housing via heat conducting material. The coolant ﬂows through a heat sink bonded to the battery housing with a heat conducting adhesive. High-Voltage Battery

Coolant Temperature Sensor 1 G898 and High-Voltage Battery Coolant Temperature Sensor G899 measure the temperature of the

coolant before and after the high-voltage battery. The coolant in the high-voltage battery is circulated by High-Voltage Battery Coolant Pump V590. At low temperatures, the high-voltage battery can be heated up while charging via the high-voltage heaters (PTC).

High-Voltage Battery Control Module SX6

SX6 is bolted to the high-voltage battery from above and contains the following components:

> Controller for voltage measurement and insulation testing.

> Fuse for high-voltage battery charging unit.

> Fuses for high-voltage system.

> High-Voltage Battery Voltage SensorG848.

> Protection for High-Voltage Battery Protection ResistorN662

(15Ω).

> High-Voltage Battery Power Output Protection 1 J1057 (HV

positive).

> High-Voltage Battery Power Output Protection 2 J1058 (HV

negative).

> High-Voltage Battery Pre-Load ProtectionJ1044 (HV positive).

> DC Current Charge Protection 1J1052 (DC positive with fuse for

charging current).

> DC Current Charge Protection 2J1053 (DC negative).

> High-Voltage Battery Interrupt Igniter N563.

> Connection for High-Voltage Battery Charger 1AX4,

High-Voltage Heater (PTC)Z115 and Voltage ConverterA19.

High-Voltage Battery Charger 1 AX4 Voltage Converter A19 High-Voltage Heater (PTC) Z115

High-Voltage Battery Charger 2 AX5

High-Voltage Heater 2 (PTC) Z190

DC charging (negative) DC charging (positive) Front Three-Phase Current Drive VX89

When the ignition is switched on, High-Voltage Battery Power Output Protection 2J1058 connects HV negative and High-Voltage Battery Pre-Load Protection J1044 connects HV positive. After this, a small amount of current ﬂows to the voltage converter and the power electronics of the three-phase current drives via High-Voltage Battery Protection ResistorN662. As soon as the intermediate circuit capacitors in these components are charged, High-Voltage Battery Power Output Protection 1J1057 (HV positive) is closed and High-Voltage Battery Pre-Load Protection J1044 (HV positive) is opened. High-Voltage Battery Control Module SX6 communicates with Battery Regulation Control Module J840 and the battery module control units via a sub CAN bus. The DC charge contactors are only closed when the high-voltage battery is being charged at a DC charging station.

12Volt connection

Rear Three-Phase Current Drive VX90

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The power contactors are opened if the following conditions are met:

> The ignition is switched o. > A crash signal is sent from Airbag Control Module J234 via a

data bus.

> A crash signal is sent from the Airbag Control Module J234 to

High-Voltage Battery Interrupt Igniter N563 via a discrete wire.

> The maintenance connector TW is opened. > The fuse for power supply to Terminal 30c of the power contac-

tors is disconnected or faulty.

High-Voltage Battery Interrupt IgniterN563

High-Voltage Battery Control Module SX6 is connected to Airbag Control Module J234 by a discrete wire. High-Voltage Battery Interrupt Igniter N563 is software which evaluates the crash signal

electronically and ensures that the power contactors are opened. The igniter is not a physical component and does not have to be replaced after a crash.

Battery module

A battery module consists of 12 cells. Groups of four cells are connected in parallel, which creates a total capacity of 240Ah. Three of these cell groups are connected in series, which creates a voltage of 11 Volts for each battery module.

Two temperature sensors on the top of the cells measure the

temperature of the battery cells. The battery module is connected

to the battery modules control module with an orange wire.

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Module interconnections:

When connected in parallel, the cell capacities are added together

and when connected in series, the cell voltages are added together.

Connection in parallel

60Ah+60Ah+60Ah+60Ah=240Ah

Connection in series

3.67 V + 3.67 V + 3.67 V = 11 V

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Battery Module Control Modules 1 - 12 (J1208 - J1219)

Three battery modules are connected to each individual Battery

Module Control Module. There are a total of 12 Battery Module

Control Modules in the e-tron.

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Each Battery Module Control Module has the following functions:

> Voltage measurement of the three battery modules. > Temperature measurement of the battery cells. > Cell group balancing.

They all communicate with Battery Regulation Control Module

J840 and High-Voltage Battery Control Module SX6 via a sub CAN.

Battery Regulation Control Module J840

J840 is installed in the A-pillar (right-side) in the interior and has the following functions:

> Determining the charge level of the high-voltage battery. > Specifying and monitoring the permissible charging and dis-

charging currents in electric driving mode, in generator mode and when recuperating, and the voltage and power when the high-voltage battery is being charged.

> Evaluating the isolation resistance in the high-voltage system

measured by High-Voltage Battery Control ModuleSX6.

> Monitoring safety circuit 1. > Evaluating cell voltage and balancing. > High-voltage battery heating request to Thermal Management

Control ModuleJ1024.

> Activating High-Voltage Battery Coolant PumpV590 according

to speciﬁcations from Thermal Management Control

ModuleJ1024.

> Triggering opening of power contacts in the event of a crash.

J840 communicates with High-Voltage Battery Control ModuleSX6 and Battery Module Control Module J1208 via a sub CAN. It is a hybrid CAN node.

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Cell balancing

In this example, a cell is 100% charged and the charging procedure is complete. However, the high-voltage battery charge level is only 92.5%. Balancing means that this cell is now discharged via a resistor and can thus continue to be charged until all cells have reached the same charge level. This allows the high-voltage battery to achieve its maximum capacity.

To do this, Battery Regulation Control ModuleJ840 compares the voltages of the cell groups. If cell groups have a high cell voltage,

the Battery Module Control Module (J1208 - J1219) responsible receives the balancing information. Balancing is performed when voltage dierences of greater than approximately 1% occur when the high-voltage battery is being charged. After the ignition has been switched o, J840 checks whether balancing is necessary and triggers it if required. Only the control modules on the sub CAN are active when this is done. Balancing is performed at charge levels greater than 30%.

Isolation monitoring

When the high-voltage system is active, High-Voltage Battery Control Module SX6 runs an isolation test every 30 seconds. The isolation resistance between the high-voltage conductors and the housing of High-Voltage Battery 1 AX2 is measured with the current battery voltage. The system detects insucient isolation resistances in the components and wiring of the high-voltage system. The AC connections in the high-voltage battery charging sockets and the AC/DC converter in the high-voltage battery charging units are not checked due to the electrical isolation of the charging socket to the high-voltage system.

92.5 %

90 %

R R R R

SX6 sends the isolation value to Battery Recognition Control ModuleJ840 for evaluation. If a low isolation resistance is detected, J840 sends a message to Data Bus On Board Diagnostic InterfaceJ533 via the hybrid CAN. J533 directs (via the instrument panel insert CAN) Instrument Cluster Control Module J285 to show a message to the driver in the display in the instrument cluster. If the warning is yellow, the driver can continue driving and the drive system can be reactivated. If the isolation resistance is too low, a red warning is given. The journey can be completed, but it will not be possible to reactivate the drive system.

90 %

100 %

90 %

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Audi e-tron (2019) Introduction

Specifications and Main Features

Frequently Asked Questions

User Manual

Introduction

Overview

Dimensions

Body

Overview

Underbody structure

Body assembly

Audi e-tron driving strategy

Drive

quattro with e-tron technology

Recuperation (energy recovery)

Power units

Electric drive motor for front axle

Electric drive motor for rear axle

Electric drive motor

Torque/speed generation

Drive dynamics

Electric drive cooling system

Electric drive control unit

Power transmission

Overview

Selector mechanism

Park-by-wire parking lock

Parking lock mechanism

Single-speed transmission – 0MA

Single-speed transmission – 0MB

Service information

Running gear

Overview

Axles

Adaptive air suspension

Steering system

Brake system

Brake regulation system MK C1

Wheels, tires and tire pressure monitoring

Electric system and electronics

Power supply

Networking

FlexRay

Terminal management

Data Bus On Board Diagnostic Interface J533

Vehicle Electrical System Control Module J519 (BCM1)

Convenience electronics

Comfort System Central Control Module J393

Engine/Motor Control Module J623

Exterior lighting

High-voltage system

Overview of the high-voltage components

Safety regulations

Warning labels

High-Voltage Battery 1 AX2