TFSI e models

Self-study programme SSP 686

For internal use only

Audi Service Training

Contents

Introduction
The TFSI e or what is a plug-in hybrid? 4
Overview of TFSI e models 5
Overview of high-voltage components 6

Drive concept for the Audi Q3 (type F3)

Overview 11
Combustion engine EA211 – 4-cyl. in-line, 1.4 ltr. 110 kW (150 hp) 250 Nm 4V TFSI HY 12
Gearbox and electric drive motor 13
Power electronics 15

Drive concept for the Audi A3 (type 8Y)

Overview 17
Combustion engine EA211 – 4-cyl. in-line, 1.4 ltr. 110 kW (150 hp) 250 Nm 4V TFSI HY 18
Gearbox and electric drive motor 19
Power electronics 23

Drive concept for the Audi Q5 (type FY), Audi A6 (type 4A) and
Audi A7 (type 4K)
Overview 24
Combustion engine EA888 G3 4-cyl. in-line, 2.0 ltr. 185 kW (252 hp) 370 Nm 4V TFSI HY 25
Combustion engine EA888 evo4 4-cyl. in-line, 2.0 ltr. 195 kW (265 hp) 370 Nm 4V TFSI HY 26
Gearbox and electric drive motor 28
Power electronics 29

Drive concept for the Audi Q7 (type 4M) and Audi Q8 (type 4M)
Overview 30
Combustion engine EA839 DCBE V6 3.0 ltr. 250 kW (340 hp) 500 Nm 4V TFSI 31
Gearbox and electric drive motor 32
Power electronics 33

Drive concept for the Audi A8 (type 4N)

Overview 34
Combustion engine EA839 CSZE V6 3.0 ltr. 250 kW (340 hp) 500 Nm 4V TFSI 34
Gearbox and electric drive motor 36
Power electronics 37

Engine management
Starting the combustion engine 38

Fuel supply system

Fuel tank (pressure tank) – shown for the Audi Q5 (type FY) TFSI e as an example 39

Exterior sound
Overview 41

Running gear
Overview 42
Brake system 42
Electromechanical brake servo 43
ESC system for TFSI e models 47
Optional suspension equipment on TFSI e models 47

Electrics and electronics

Design of the 12 Volt electrical system 48
Charging the 12 Volt battery 48
Run-on/back-up function of the high-voltage system 48
Jump starting 48
Performing work on the 12 Volt electrical system 48
Designs and fitting locations of the components 49

2
Convenience electronics
Convenience electronics on Audi TFSI e vehicles 53
Instrument cluster on Audi TFSI e vehicles 53

Air conditioning and thermal management

Air conditioning 60
Thermal management system 60
Thermal management control unit J1024 60
Electrical air conditioner compressor V470 62
High-voltage heater (PTC) Z115 63
Refrigerant circuit 64
Heating circuit 67
Coolant circuit for hybrid battery unit 69
Coolant circuit for electric powertrain 72
Heat pump function 75

Charging and storage systems

Hybrid battery unit AX1 77
Charging 86
Maintenance connector TW 89
Deep discharge protection 91

Safety systems
Shutting off the high-voltage battery in a plug-in hybrid in the event of a crash 92
Pyrofuse 93

Driving strategy overview

95
Hybrid Auto mode 95
Battery Hold 96
Battery Charge 97
Influence of selector lever on different operating modes 99
Recuperation 100
Towing a trailer/caravan 101
Boost behaviour 101
Energy flow 102
Faults occurring on TFSI e vehicles 103

Servicing, inspection and roadside/breakdown assistance

Service interval in ElsaPro 105
Service interval display 105
Service intervals for markets with extended service interval 106
Road-side assistance 106
Rescue cards and guidelines for emergency services 106

This self-study programme provides basic information on the design and function of new vehicle Note
models, new components or new technologies.
It is not a Workshop Manual. Any figures given here are for explanatory purposes only and refer
to the data valid at the time of writing. Reference
Content is not updated.
It is essential that you refer to the latest technical literature when carrying out maintenance and
repair work.
In the glossary at the end of this self-study programme you will find an explanation of all terms
which are shown in italics and indicated by an arrow ↗.

3
Introduction

The TFSI e or what is a plug-in hybrid?

Audi plug-in hybrids achieve a balancing act between two drive system worlds with an electric motor and a combustion engine.
They combine the best of both these worlds – an electric motor for emission-free driving and an economical combustion engine for
long ranges. In contrast to other hybrids, plug-in hybrids can be charged not only via energy recovery but also using external power
sources such as charging stations or power sockets. This is why plug-in hybrids have become established as the most common type
of hybrid.

The full term is “plug-in hybrid electric vehicle”. The abbreviation “PHEV” is therefore often used for plug-in hybrids, while at Audi
they bear the designation TFSI e.

Key features of Audi TFSI e vehicles

› The three main aims are:
› Superior electric driving experience
› Simple charging management
› Excellent suitability for everyday use
› Wide range of PHEV models from compact to luxury class
› Long electric range and high efficiency under real driving conditions

This SSP covers the current Audi models which bear the designation TFSI e. This designation was first used in model year 2019 for
the Audi A8 L (type 4N) 60 TFSI e. The addition of “e” to the name of the technology replaced the designation “e-tron” which was
used before then and became the new synonym for PHEV technology. The predecessor vehicles are either mentioned briefly or ref­
erences to the corresponding publications are provided.

These predecessors include the Audi A3 Sportback e-tron (type 8V) and the Audi Q7 e-tron quattro (type 4M). The Audi A3 Sport­
back e-tron (type 8V) was the first PHEV at Audi and was available in the markets from model year 2015 to model year 2020. The
Audi Q7 e-tron quattro (type 4M) was sold from model year 2016 to model year 2019.

Note
Information on these and other topics and vehicles is available in the relevant self-study programmes in the Audi
Knowledge Tank.

Reference
The technology of the Audi A3 Sportback e-tron (type 8V) is described in the SSP of the same name, SSP 627 "Audi A3
Sportback e-tron (Type 8V)".
The technology of the Audi Q7 e-tron quattro (type 4M) is described in the SSP of the same name, SSP 649 "Audi Q7 e-
tron quattro (type 4M)".

4
Overview of TFSI e models

686_047

5
Overview of high-voltage components
Audi A3 (type 8Y)

686_009

Switching unit for high-voltage battery SX6 is integrated in the high-voltage battery on MQB vehicles. Battery regulation control
unit J840 is also inside hybrid battery unit AX1.

Note
The Audi A3 (type 8Y) is shown as an example. The high-voltage system on the Audi Q3 (type F3) is identical.

6
Audi Q5 (type FY)

686_007

Battery regulation control unit J840 is located on the right side of hybrid battery unit AX1 as seen in the direction of travel.

7
Audi A6 (type 4A)

686_006

Battery regulation control unit J840 is located on the right side of hybrid battery unit AX1 as seen in the direction of travel.

Note
The Audi A6 is shown as an example. The high-voltage system on the Audi A7 is identical.

8
Audi A8 (type 4N)

686_008

Battery regulation control unit J840 is located on the right side of hybrid battery unit AX1 as seen in the direction of travel.

9
Audi Q8 (type 4M)

686_005

Battery regulation control unit J840 is located on the right side of hybrid battery unit AX1 as seen in the direction of travel.

Note
The Audi Q8 is shown as an example. The high-voltage system on the Audi Q7 is identical.

10
Drive concept for the Audi Q3 (type F3)

Overview

686_084

The drive concept for the Audi Q3 (type F3) 45 TFSI e was first used in the Audi A3 Sportback e-tron (type 8V). The Audi A3 Sport­
back e-tron (type 8V) was the first PHEV at Audi and was manufactured from 2015 to 2020.

Reference
The drive concept for the Audi A3 Sportback e-tron (type 8V) is described in the SSP of the same name, SSP 627 "Audi
A3 Sportback e-tron (Type 8V)".

The Audi Q3 (type F3) 45 TFSI e is equipped with a 1.4-litre, 4-cylinder in-line engine which has a power output of 110 kW (150 hp)
and delivers a torque of up to 250 Nm. The electric drive motor EBYA used in the 6-speed dual clutch gearbox 0DD classic has a
power output of up to 85 kW and provides up to 330 Nm of torque.

11
Combustion engine EA211 – 4-cyl. in-line, 1.4 ltr. 110 kW (150 hp) 250 Nm 4V TFSI
HY
Engine with engine code DGEA in the Audi Q3 (type F3) 45 Drive concept power diagram
TFSI e

686_056
686_090

Power in kW
Combustion engine
Electric drive motor
System power
Torque in Nm
Combustion engine
Electric drive motor
System power

Audi Q3 45 TFSI e (Type F3) Engine code DGEA

Technical data for drive concept

Engine code DGEA
Electric drive motor code EBYA
Type 4-cylinder in-line engine
Combustion engine power output (kW at rpm) 110 at 5000 – 6000
Electric drive motor power output (kW; continuous/peak) 55/85
Combined drive concept power output (kW) 180
Combustion engine torque (Nm at rpm) 250 at 1600 – 3500
Electric drive motor torque (Nm) 330
System torque (Nm) 400
Capacity (cc) 1395
Stroke (mm) 80
Bore (mm) 74.5
Number of valves per cylinder 4
Firing order 1-3-4-2
Compression ratio 10 : 1
Fuel Premium unleaded 95 RON

12
 Technical data for drive concept
Forced induction Turbocharger
Engine management Bosch MED 17.1.21
Mixture formation Direct injection
Emission standard EU6 AP

Reference
For further information on the design of the combustion engine in series EA211 and how it works, please refer to SSP
616 "Audi 1.2l and 1.4l TFSI Series EA211 engines".

Gearbox and electric drive motor

686_085

13
The coolant connections for the cooling system for electric drive motor V141 and the round 10-pin connector are characteristic fea­
tures that enable the 6-speed dual clutch gearbox 0DD classic to be distinguished from the 6-speed dual clutch gearbox 0DD evo of
the Audi A3 (type 8Y) 40 TFSI e (refer to chapter “Drive concept for the Audi A3 (type 8Y)”) (refer to article “Gearbox and electric
drive motor”).

686_086

As the combustion engine does not have a starter, it is started by the electric drive motor. Engine/motor control unit J623 sends a
start message to the mechatronic unit for dual clutch gearbox J743. The mechatronic unit actuates disengagement clutch valve
N689 to engage disengagement clutch K0. When engaged, the disengagement clutch connects the electric drive motor’s rotor to
the combustion engine’s crankshaft. The electric drive motor is actuated via power and control electronics for electric drive JX1 and
the rotor turns, bringing the crankshaft up to starting speed. Engine/motor control unit J623 enables the ignition and fuel injec­
tion, and the combustion engine starts.

14
The combustion engine can also be switched on when the vehicle is being powered by the electric drive motor if this is necessary
due to the charge level of the high-voltage battery or the performance required. To ensure there is no jolt when the combustion
engine cuts in, the gears of the dual clutch gearbox have been designed especially for the characteristics of the drive system and
are preselected according to the vehicle speed. If it is necessary to start the combustion engine when the vehicle is being powered
by the electric drive motor, the torque from the electric drive motor is increased by the amount required to start the combustion
engine when clutch K0 engages. This prevents jolting. The combustion engine is able to deliver its drive torque via clutch K0 once it
is engaged.

The electric drive motor is a permanently excited synchronous motor. The external stator is equipped with 24 individual coils which
are actuated by power and control electronics for electric drive JX1. In order for the power electronics to actuate these coils, they
need to know the exact position of the rotor in relation to the stator. This position is identified by drive motor rotor position send­
er 1 G713. Control electronics JX1 must know the exact positions of the rotor’s permanent magnets in relation to the coils even
when the vehicle is stationary. Control electronics JX1 need this information to control the three-phase current in such a way that
the rotor starts up in the desired direction with minimum power consumption and maximum torque.

If drive motor rotor position sender 1 G713 fails, the electric drive motor can no longer be actuated – neither in motor nor genera­
tor mode. If the combustion engine is running, it can continue to operate until the vehicle is brought to a standstill. The combus­
tion engine then cannot be restarted. A corresponding message appears in the instrument cluster and an entry is made in the event
memory of the power electronics under the address word 51. If drive motor rotor position sender 1 G713 is defective, it can be
replaced and must be readapted via a Guided Function in the vehicle diagnostic tester.

The electric drive motor is encased in a coolant jacket which is supplied with coolant via a coolant supply line and a coolant return
line. The coolant jacket is part of low-temperature cooling circuit 1 for the drive concept. The temperature in low-temperature cool­
ing circuit 1 is between 75 °C and 90 °C on average.

Drive motor temperature sender G712 helps the power electronics to monitor the electric drive motor and prevents the tempera­
ture from exceeding critical levels. The electric drive motor’s torque is reduced when necessary to avoid overheating. If drive motor
temperature sender G712 fails, operation of the electric drive motor is restricted, a corresponding message appears in the instru­
ment cluster and an entry is made in the event memory of the power electronics under the address word 51.

The power curve and torque curve for the electric drive motor are shown in figure 686_056 (refer to article “Combustion engine
EA211 – 4-cyl. in-line, 1.4 ltr. 110 kW (150 hp) 250 Nm 4V TFSI HY”).

Power electronics

686_004

The power electronics for the Audi Q3 (type F3) made by Bosch supply the electric drive motor with three-phase alternating volt­
age, provide the required power for the air conditioner compressor and contain the DC/DC converter. In addition, energy from recu­
peration is fed back to the high-voltage battery through the power electronics.

Replacing the power electronics

As the power electronics are an immobiliser node, the immobiliser has to be readapted after they are replaced. The electric drive
motor must also be adapted to the new power electronics so that the rotor position can be accurately detected once more. The
power electronics can only be replaced as a complete unit.

15
Air conditioner compressor fuse

The air conditioner compressor fuse is located in the power electronics of the Audi Q3 (type F3) and is designed as a replaceable
part.

DC/DC converter

The DC/DC converter which supplies the 12 Volt electrical system is integrated in the power electronics and is unidirectional. This
means that energy can only flow from the high-voltage network to the low-voltage network and not the other way around. The
DC/DC converter can provide a maximum output of 3 kW. If the DC/DC converter is defective, the complete power electronics must
be replaced.

Reference
The basic principle of how power electronics work is described in STV programme 0569 TV "Electric drives – Power elec­
tronics".

16
Drive concept for the Audi A3 (type 8Y)

Overview

686_089

The Audi A3 (type 8Y) 40 TFSI e and the Audi A3 (type 8Y) 45 TFSI e were launched in the European markets in model year 2021.
The drive concept for these two models is the same as the drive concept for the Audi Q3 (type F3) 45 TFSI e, with the exception of
the modified 6-speed dual clutch gearbox 0DD evo.

The Audi A3 (type 8Y) 40 TFSI e with a system power of 150 kW and the Audi A3 (type 8Y) 45 TFSI e with a system power of
180 kW are equipped with the 6-speed dual clutch gearbox 0DD evo and the same electric drive motor. The different system power
of the two models is achieved through the calibration of the software for the engine/motor control unit J623 and the power elec­
tronics JX1.

The electric drive motor of the 6-speed dual clutch gearbox 0DD evo has the motor code EANA. It provides a power output of up to
80 kW and a torque of up to 330 Nm. The electric drive motor is cooled exclusively by the ATF for the gearbox.

Reference
Further information on the 6-speed dual-clutch gearbox 0DD evo in the Audi A3 (type 8Y) 40 TFSI e is provided below
(refer to article “Gearbox and electric drive motor”).

17
Combustion engine EA211 – 4-cyl. in-line, 1.4 ltr. 110 kW (150 hp) 250 Nm 4V TFSI
HY
Engine with engine code DGEA in the Audi A3 Sportback Drive concept power diagram
(type 8Y) 40 TFSI e

686_130
686_055

Power in kW
Combustion engine
Electric drive motor
System power
Torque in Nm
Combustion engine
Electric drive motor
System power

Audi A3 Sportback 40 TFSI e (Type 8Y) Engine code DGEA

Technical data for drive concept

Engine code DGEA
Electric drive motor code EANA
Type 4-cylinder in-line engine
Combustion engine power output (kW at rpm) 110 at 5000 – 6000
Electric drive motor power output (kW; continuous/peak) 55/80
Combined drive concept power output (kW) 150
Combustion engine torque (Nm at rpm) 250 at 1600 – 3500
Electric drive motor torque (Nm) 330
System torque (Nm) 350
Capacity (cc) 1395
Stroke (mm) 80
Bore (mm) 74.5
Number of valves per cylinder 4
Firing order 1-3-4-2
Compression ratio 10 : 1
Fuel Premium unleaded 95 RON

18
 Technical data for drive concept
Forced induction Turbocharger
Engine management Bosch MED 17.1.21
Mixture formation Direct injection
Emission standard EU6

Gearbox and electric drive motor

6-speed dual clutch gearbox 0DD classic 6-speed dual clutch gearbox 0DD evo

686_091 686_092

The A3 Sportback (type 8Y) 40 TFSI e and the A3 Sportback (type 8Y) 45 TFSI e are equipped with the 6-speed dual clutch gearbox
0DD evo (DQ400E-6F evo). The most obvious difference compared to the 6-speed dual clutch gearbox 0DD classic that is visible
from the outside is that the electric drive motor on the 6-speed dual clutch gearbox 0DD evo does not have any coolant connec­
tions. The electric drive motor of the 6-speed dual clutch gearbox 0DD evo is not cooled with coolant but with ATF. Another signifi­
cant change is the position of the 8-pin connector for drive motor rotor position sender 1 G713 and drive motor temperature send­
er G712.

19
686_093

On the 6-speed dual clutch gearbox 0DD evo, the electric drive motor is cooled exclusively by the ATF for the gearbox which dissi­
pates heat as required via the ATF cooler. The thermal management of the gearbox is regulated by coolant valve for gearbox N488.

686_094

20
As the electric drive motor is cooled exclusively by ATF, it was possible to add an additional ATF line leading from the pressure fil­
ter. The ATF circulates around both sides of the electric drive motor in this line. On the 6-speed dual clutch gearbox 0DD evo, first
gear is supported by a freewheel. This means that components such as the selector fork, the locking collar and solenoid valve 1
N88 are no longer required for first gear.

6-speed dual clutch gearbox 0DD classic 6-speed dual clutch gearbox 0DD evo

686_095 686_096

In addition to the lack of coolant connections, the position of the 8-pin and square connectors for drive motor rotor position sender
1 G713 and drive motor temperature sender G712 on the 6-speed dual clutch gearbox 0DD evo are a significant change compared
to the 6-speed dual clutch gearbox 0DD classic (refer to figure 686_095).

21
686_097

The combustion engine in the Audi A3 (type 8Y) 40 TFSI e and the Audi A3 (type 8Y) 45 TFSI e – like the one in the Audi Q3 (type
F3) 45 TFSI e – does not have a starter. As on the Audi Q3 (type F3) 45 TFSI e, the combustion engine is started by the electric drive
motor – (refer to article “Gearbox and electric drive motor”) in the chapter “Drive concept for the Audi Q3 (type F3) 45 TFSI e”.

The electric drive motor is a permanently excited synchronous motor. The external stator is equipped with a wave winding, the indi­
vidual wires of which are assigned to the three phases U, V and W. The three phases are actuated by power and control electronics
for electric drive JX1. In order for the power electronics to actuate these phases, they need to know the exact position of the rotor
in relation to the stator. This position is identified by drive motor rotor position sender 1 G713.

If drive motor rotor position sender 1 G713 fails, the electric drive motor can no longer be actuated – neither in motor nor genera­
tor mode. If the combustion engine is running, it can continue to operate until the vehicle is brought to a standstill. The combus­
tion engine then cannot be restarted. A corresponding message appears in the instrument cluster and an entry is made in the event
memory of the power electronics under the address word 51.

22
The electric drive motor in the 6-speed dual clutch gearbox 0DD evo is cooled by ATF. Unlike the 6-speed dual clutch gearbox 0DD
classic, it does not have a coolant jacket. Drive motor temperature sender G712 helps the power electronics to monitor the electric
drive motor and prevents the temperature from exceeding critical levels. The electric drive motor’s torque is reduced when necessa­
ry to avoid overheating. If drive motor temperature sender G712 fails, operation of the electric drive motor is restricted. A corre­
sponding message appears in the instrument cluster and an entry is made in the event memory of the power electronics under the
address word 51.

Due to their installation positions in the 6-speed dual clutch gearbox 0DD evo, drive motor rotor position sender 1 G713 and drive
motor temperature sender G712 cannot be replaced individually with the currently available tools if they fail.

Power electronics

686_100

Note
The fitting location of the power electronics is the same for the Audi Q3 (type F3) and Audi A3 (type FY) models.

The power electronics for the Audi Q3 (type F3) and Audi A3 (type FY) made by Bosch are identical in terms of their design and
functions and how they are used.

Reference
The basic principle of how power electronics work is described in STV programme 0569 TV "Electric drives – Power elec­
tronics".

23
Drive concept for the Audi Q5 (type FY), Audi A6
(type 4A) and Audi A7 (type 4K)

Overview
Drive concept for the Audi A6 Saloon (type 4A) 50 TFSI e

686_101

This is an example for the following Audi models:

› Q5 50 TFSI e (type FY)
› Q5 55 TFSI e (type FY)
› Q5 Sportback 50 TFSI e (type FY)
› Q5 Sportback 55 TFSI e (type FY)
› A6 Saloon 50 TFSI e (type 4A)
› A6 Saloon 55 TFSI e (type 4A)
› A6 Avant 50 TFSI e (type 4A)
› A6 Avant 55 TFSI e (type 4A)
› A7 Sportback 50 TFSI e (type 4K)
› A7 Sportback 55 TFSI e (type 4K)

This drive concept was first implemented in model year 2019 in the Audi Q5 (type FY) 50 TFSI e and the Audi A7 Sportback (type
4K) 50 TFSI e in conjunction with the 2.0-litre, 4-cylinder in-line engine DLGA with 185 kW and the 7-speed dual-clutch gearbox
0DK which is always used for this drive concept. At the time of writing, this gearbox is always equipped with the electric drive motor
EBCA. It provides a power output of up to 105 kW and a torque of up to 350 Nm.

The 2.0-litre, 4-cylinder in-line DRYA was added to the drive concept in model year 2021. This engine has a power output of
195 kW and is used in the above models with the power class and technology designation “55 TFSI e”. Further information on the
engines in this drive concept is available in this SSP (refer to article “Combustion engine EA888 G3 4-cyl. in-line, 2.0 ltr. 185 kW
(252 hp) 370 Nm 4V TFSI HY”) and (refer to article “Combustion engine EA888 evo4 4-cyl. in-line, 2.0 ltr. 195 kW (265 hp) 370
Nm 4V TFSI HY”).

24
The quattro ultra technology used in this drive concept allows the propshaft, pinion shaft and crown wheel in the rear final drive to
be disconnected from the remainder of the drive train and deactivated when necessary, saving fuel.

Reference
The quattro ultra technology is described in detail in SSP 657 "Audi Q5 (type FY)".

Combustion engine EA888 G3 4-cyl. in-line, 2.0 ltr. 185 kW (252 hp) 370 Nm
4V TFSI HY
Engine in series EA888 gen. 3 with engine code DLGA in the Drive concept power diagram
Audi A6 Saloon (type 4A) 50 TFSI e

686_102
686_058

Power in kW
Combustion engine
Electric drive motor
System power
Torque in Nm
Combustion engine
Electric drive motor
System power

Audi Q5 50 TFSI e (Type FY) Engine code DLGA

Audi A6 50 TFSI e (Type 4A) Engine code DLGA
Audi A7 50 TFSI e (Type 4K) Engine code DLGA

Technical data for drive concept

Engine code DLGA
Electric drive motor code EBCA
Type 4-cylinder in-line engine
Combustion engine power output (kW at rpm) 185 at 5000 - 6000
Electric drive motor power output (kW; continuous/peak) 55/105
Combined drive concept power output (kW) 220
Combustion engine torque (Nm at rpm) 370 at 1600 – 4500
Electric drive motor torque (Nm) 350

25
 Technical data for drive concept
System torque (Nm) 450
Capacity (cc) 1984
Stroke (mm) 92.8
Bore (mm) 82.5
Number of valves per cylinder 4
Firing order 1-3-4-2
Compression ratio 9.6 : 1
Fuel Premium unleaded 95 RON
Forced induction Turbocharger
Engine management Simos 19.2
Mixture formation Direct injection
Emission standard EU6 DG

Combustion engine EA888 evo4 4-cyl. in-line, 2.0 ltr. 195 kW (265 hp) 370 Nm
4V TFSI HY
Engine in series EA888 evo4 with engine code DRYA in the Drive concept power diagram
Audi A6 Saloon (type 4A) 55 TFSI e

686_103
686_060

Power in kW
Combustion engine
Electric drive motor
System power
Torque in Nm
Combustion engine
Electric drive motor
System power

Audi Q5 55 TFSI e (Type FY) Engine code DRYA

Audi A6 55 TFSI e (Type 4A) Engine code DRYA
Audi A7 55 TFSI e (Type 4K) Engine code DRYA

26
 Technical data for drive concept
Engine code DRYA
Electric drive motor code EBCA
Type 4-cylinder in-line engine
Combustion engine power output (kW at rpm) 195 at 5000 – 6500
Electric drive motor power output (kW; continuous/peak) 55/105
Combined drive concept power output (kW) 270
Combustion engine torque (Nm at rpm) 370 at 1600 – 4500
Electric drive motor torque (Nm) 350
System torque (Nm) 500
Capacity (cc) 1984
Stroke (mm) 92.8
Bore (mm) 82.5
Number of valves per cylinder 4
Firing order 1-3-4-2
Compression ratio 9.6 : 1
Fuel Petrol complying with DIN EN 228
Mixture formation/forced induction Direct injection, Lambda control, knock control, turbocharging, charge
air cooling
Engine management Simos 19.8
Emission standard EU6 AP

27
Gearbox and electric drive motor

686_104

Reference
Detailed information on the DL382 gearbox series – including information on the 7-speed dual clutch gearbox 0DK and
the electric drive motor integrated in it, the gearbox’s operating modes and the effects of Audi drive select – is availa­
ble in SSP 678 "7-speed dual clutch gearbox – DL382 series".
In addition, the following Service TV programmes provide information about the 7-speed dual clutch gearbox 0DK spe­
cifically:
STV programme 0608 TV "7-speed dual clutch gearbox 0DK – Series DL382 part 1" – design and function
STV programme 0686 TV “7-speed dual clutch gearbox 0DK – Series DL382 part 2” – replacing three-phase current
drive and pressure regulating valve 4
STV programme 0688 TV “7-speed dual clutch gearbox 0DK – Series DL382 part 3” – replacing sensors for three-phase
current drive

28
Power electronics

686_003

Note
The fitting location of the power electronics is the same for the Audi A6 (type 4A) and Audi A7 (type 4K) models.

Power electronics for the Audi A6, Audi A7 and Audi Q5

The power electronics for the Audi A6, Audi A7 and Audi Q5 made by Hitachi are identical in terms of their design. The power elec­
tronics supply the electric drive motor with three-phase alternating voltage, provide the required power for the air conditioner
compressor and contain the DC/DC converter. In addition, energy from recuperation is fed back to the high-voltage battery through
the power electronics.

Replacing the power electronics

As the power electronics are an immobiliser node, the immobiliser has to be readapted using the vehicle diagnostic tester after
they are replaced. The electric drive motor must also be calibrated on the basis of the new power electronics so that the rotor posi­
tion can be accurately detected again. The power electronics can only be replaced as a complete unit.

DC/DC converter

The DC/DC converter which supplies the 12 Volt electrical system is integrated in the power electronics and is unidirectional. This
energy can only flow from the high-voltage network to the low-voltage network and not the other way around. If the DC/DC con­
verter is defective, the complete power electronics must be replaced.

Reference
The basic principle of how power electronics work is described in STV programme 0569 TV "Electric drives – Power elec­
tronics".

29
Drive concept for the Audi Q7 (type 4M) and
Audi Q8 (type 4M)

Overview
Drive concept for the Audi Q7 (type 4M) 55 TFSI e

686_107

The 8-speed automatic gearbox 0D7 with integrated electric drive motor was first implemented in model year 2016 in the Audi Q7
e-tron quattro (type 4M) in conjunction with a 3.0-litre V6 TDI engine. The Audi Q7 e-tron quattro with 3.0-litre V6 TDI engine is
the only PHEV model equipped with a starter-alternator. This means that the combustion engine can be started even if the electric
drive motor is not working. In all other PHEV models manufactured by AUDI AG, the combustion engine can only be started by the
electric drive motor.

Reference
The technology of the Audi Q7 e-tron quattro (type 4M) is described in detail in the SSP of the same name, SSP 649
"Audi Q7 e-tron quattro (type 4M)".

The Audi Q7 (type 4M) 55 TFSI e was launched in model year 2020. Instead of the 3.0-litre V6 TDI engine, this model is equipped
with a 3.0-litre V6 TFSI engine. The electric drive motor EALA which was initially installed in the automatic gearbox – with a power
output of up to 94 kW and a torque of up to 350 Nm – was gradually replaced with the modified electric drive motor EALD starting
from the end of October 2020. This electric drive motor provides a power output of up to 100 kW and a torque of up to 400 Nm.

The Audi Q8 (type 4M) 55 TFSI e was introduced in model year 2021. In addition to the 3.0-litre V6 TFSI engine, this model’s 8-
speed automatic gearbox 0D7 was equipped with the slightly more powerful electric drive motor EALD from the outset.

The 8-speed automatic gearbox 0D7 is part of the quattro drive system with self-locking centre differential. The self-locking centre
differential distributes drive power between the front final drive and the rear final drive 0G2.

30
Combustion engine EA839 DCBE V6 3.0 ltr. 250 kW (340 hp) 500 Nm 4V TFSI
Engine in series EA839 with engine code DCBE in the Audi Drive concept power diagram
Q7 (type 4M) 55 TFSI e

686_108
686_062

Power in kW
Combustion engine
Electric drive motor
System power
Torque in Nm
Combustion engine
Electric drive motor
System power

Audi Q7 55 TFSI e (Type 4M) Engine code DCBE

Audi Q8 55 TFSI e (Type 4M) Engine code DCBE

Technical data for drive concept

Engine code DCBE
Electric drive motor code EALD
Type 6-cylinder V-engine
Combustion engine power output (kW at rpm) 250 at 5300 - 6400
Electric drive motor power output (kW; continuous/peak) 60/100
Combined drive concept power output (kW) 280
Combustion engine torque (Nm at rpm) 450 at 1340 – 5300
Electric drive motor torque (Nm) 400
System torque (Nm) 600
Capacity (cc) 2995
Stroke (mm) 89
Bore (mm) 84.5
Number of valves per cylinder 4
Firing order 1-4-3-6-2-5
Compression ratio 11.2 : 1
Fuel Premium unleaded 95 RON

31
 Technical data for drive concept
Forced induction Turbocharger
Engine management Bosch MG1
Mixture formation Direct injection
Emission standard EU6 DG

Gearbox and electric drive motor

686_109

Reference
For detailed information on the 8-speed automatic gearbox 0D7 and the electric drive motor integrated in it, the gear­
box’s operating modes, the effects of Audi drive select and the modes that can be selected with the EV button, please
refer to SSP 649 "Audi Q7 e-tron quattro (type 4M)".

32
Power electronics

686_002

Note
The fitting location of the power electronics is the same for the Audi Q7 (type 4M) and Audi Q8 (type 4M) models.

Power electronics JX1

The power electronics are the brain of an electric drive system. They adjust the energy required for driving to make an Audi drive the
way a typical Audi should. The main role of the power electronics is to convert direct voltage into alternating voltage in order to
operate the electric drive motor in motor mode. Another fundamental task of the power electronics is to convert alternating volt­
age into direct voltage in order to charge the high-voltage battery. The DC/DC converter (voltage converter A19) is integrated in the
power electronics on current Audi plug-in hybrid vehicles.

Power electronics for the Audi A8, Audi Q7 and Audi Q8

The power electronics made by Continental for the Audi A8, Audi Q7 and Audi Q8 are identical in terms of their design, with the
exception of their connections. As a result of this, as well as their different software parameters, the power electronics for the dif­
ferent models are not interchangeable. The power electronics supply the electric drive motor with three-phase alternating voltage,
provide the required power for the air conditioner compressor and contain the DC/DC converter. In addition, energy from recupera­
tion is fed back to the high-voltage battery through the power electronics.

Replacing the power electronics

As the power electronics are an immobiliser node, the immobiliser has to be readapted using the vehicle diagnostic tester after
they are replaced. The electric drive motor must also be calibrated on the basis of the new power electronics so that the rotor posi­
tion can be accurately detected once more. The power electronics can only be replaced as a complete unit.

DC/DC converter

The DC/DC converter which supplies the 12 Volt electrical system is integrated in the power electronics and is unidirectional. This
energy can only flow from the high-voltage network to the low-voltage network and not the other way around. The DC/DC converter
can provide a continuous output of 3 kW and a short-term peak output of 3.2 kW. If the DC/DC converter is defective, the complete
power electronics must be replaced.

Reference
The basic principle of how power electronics work is described in STV programme 0569 TV "Electric drives – Power elec­
tronics".

33
Drive concept for the Audi A8 (type 4N)

Overview
Drive concept for an Audi A8 (type 4N) 55 TFSI e with open rear final drive 0G2

686_111

This drive concept was first implemented in model year 2019 in the Audi A8 L 60 TFSI e (type 4N) and was introduced in the
Audi A8 60 TFSI e (type 4N) soon after.

In this drive concept, the 8-speed automatic gearbox 0DY is flanged onto the 3.0-litre V6 engine CZSE with a power output of up to
250 kW and a torque of up to 500 Nm.

The 8-speed automatic gearbox 0DY is the same as the 8-speed automatic gearbox 0D7 (refer to chapter “Drive concept for the
Audi Q7 (type 4M) and Audi Q8 (type 4M)”). The only difference is that the 8-speed automatic gearbox 0DY was adapted for the
limited space in the Audi A8 (type 4N) (refer to article “Gearbox and electric drive motor”).

Up to week 02/2022, the 8-speed automatic gearbox 0DY was equipped with the electric drive motor EALB which provides up
to 100 kW and 350 Nm. From week 02/2022 onwards, the 0DY gearbox has been equipped with the electric drive motor EALD
which also delivers a power output of up to 100 kW and a torque of up to 400 Nm.

The 8-speed automatic gearbox 0DY is part of the quattro drive system with self-locking centre differential. The self-locking centre
differential distributes drive power between the front final drive and the rear final drive 0G2. Alternatively, the optional rear final
drive 0D3 (sports differential) may be fitted here instead.

Combustion engine EA839 CSZE V6 3.0 ltr. 250 kW (340 hp) 500 Nm 4V TFSI
The 3.0-litre V6 engine in the Audi A8 (type 4N) 60 TFSI e and Audi A8 L (type 4N) 60 TFSI e provides a power output of up to 250
kW and a torque of up to 500 Nm. It is the same as the engine in the Audi Q7 (type 4M) 55 TFSI e and Audi Q8 (type 4M) 55 TFSI e
(refer to article “Combustion engine EA839 DCBE V6 3.0 ltr. 250 kW (340 hp) 500 Nm 4V TFSI”).

34
Engine in series EA839 with engine code CZSE in the Drive concept power diagram
Audi A8 (type 4N) 60 TFSI e and in the Audi A8 L (type 4N)
60 TFSI e

686_129
686_112

Power in kW
Combustion engine
Electric drive motor
System power
Torque in Nm
Combustion engine
Electric drive motor
System power

Audi A8 60 TFSI e (Type 4N) Engine code CZSE

Audi A8 L 60 TFSI e (Type 4N) Engine code CZSE

Technical data for drive concept

Engine code CZSE
Electric drive motor code EALD
Type 6-cylinder V-engine
Combustion engine power output (kW at rpm) 250 at 5000 - 6400
Electric drive motor power output (kW; continuous/peak) 60/100
Combined drive concept power output (kW) 340
Combustion engine torque (Nm at rpm) 500 at 1370 - 4500
Electric drive motor torque (Nm) 400
System torque (Nm) 700
Capacity (cc) 2995
Stroke (mm) 89
Bore (mm) 84.5
Number of valves per cylinder 4
Firing order 1-4-3-6-2-5
Compression ratio 11.2 : 1
Fuel Premium unleaded 95 RON
Forced induction Turbocharger

35
 Technical data for drive concept
Engine management Bosch MG1
Mixture formation Direct injection
Emission standard EU6 DG

Gearbox and electric drive motor

8-speed automatic gearbox 0D7 – manufacturer’s internal designation: AL552E-8Q

686_127

8-speed automatic gearbox 0DY – manufacturer’s internal designation: AL553E-8Q

686_128

In order to adapt the 8-speed automatic gearbox 0DY to the limited space in the Audi A8 (type 4N), it was shortened from
1274 mm to 1244 mm compared to the 8-speed automatic gearbox 0D7. The two cross-sections clearly show the 30 mm shorter
torque converter housing and the altered torque converter of the 8-speed automatic gearbox 0DY. The hybrid module and the core
gearbox – which measure 260 mm and 832 mm respectively – are the same as those of the 8-speed automatic gearbox 0D7.

Reference
For detailed information on the 8-speed automatic gearbox 0D7 and the electric drive motor integrated in it, the gear­
box’s operating modes, the effects of Audi drive select and the modes that can be selected with the EV button, please
refer to SSP 649 "Audi Q7 e-tron quattro (type 4M)".

36
Power electronics
The power electronics of the Audi A8 (type 4N) 60 TFSI e and Audi A8 L (type 4N) 60 TFSI e as the same as the power electronics on
the Audi Q7 (type 4M) 55 TFSI e and Audi Q8 (type 4M) 55 TFSI e (refer to article “Power electronics”).

37
Engine management

Starting the combustion engine

The combustion engine of a plug-in hybrid vehicle only starts when required, as described in the Owner's Manual. However, it may
be necessary to start the combustion engine for a variety of reasons.

Possible reasons:

› Moving off in transmission position “S”

› Pressing brake pedal
› Pressing start button
› Selecting transmission position “D”
› Selecting transmission position “S” using the selector lever switch
› Servicing work in the workshop
› Oil change or oil level check:

Described under “Engine oil: filling up” in the Maintenance Manual, where it says “To start [the vehicle] with the combustion
engine, press and hold down the accelerator pedal and brake pedal at the same time while pressing the START button.”

The same procedure also applies if the “readiness code” needs to be started according to the vehicle diagnostic tester.
› During tests in the workshop that are performed on the engine while it is running
› If the engine needs to be running for tests that are performed in the workshop (such as a compression test), the engine must
start directly and continue to run. This means that the combustion engine must turn over when the start button is pressed to
enable the compression pressure to be measured.

There is a test program in the engine management specifically for this purpose. Service mode must be activated using Guided
Fault Finding on the vehicle diagnostic tester. Service mode remains active for about 50 km and can therefore also be used
for any road tests that are required.

If service mode is activated:

› The MIL and EPC lamps light up
› In addition, an event memory entry is logged in the engine/motor control unit
› The start/stop function is suspended
› Electric driving is not possible
› The engine speed is limited to max. 3500 rpm
› The charge level of the high-voltage battery is maintained

Once the servicing work is complete, service mode must be deactivated again using the vehicle diagnostic tester.

Reference
The description given here uses the Audi Q5 TFSI e (type FY) as an example; refer to STV programme 0657 TV "Carrying
out a compression test on e-tron vehicles".

38
Fuel supply system

Fuel tank (pressure tank) – shown for the Audi Q5 (type FY) TFSI e as an example
All TFSI e vehicles are equipped with a pressure tank.

The basic design of the pressure tank is shown for the Audi Q5 (type FY) TFSI e as an example.

Reference
An explanation of the pressure tank – including a description of the components, the design of the system and how it
works – is provided in STV programme TV "Audi Q5 TFSIe pressure tank ".

System overview

686_088

39
System overview – cutaway view of tank

686_099

40
Exterior sound

Overview
A warning sound at low speeds is required by law in some countries. The system is known as AVAS (acoustic vehicle alerting sys­
tem). This requirement is met for Europe in all TFSI e models by means of a separate loudspeaker and a separate engine sound
generator control unit. Engine sound generator control unit J943 regulates the sounds which can be heard based on the vehicle
speed.

686_046

Vehicle Loudspeaker Control unit

A3/Q3 Longitudinal member (right-side) Underneath front passenger’s seat
Q5 Wheel arch (front right) Luggage compartment (right-side)
A6/A7 Wheel arch (front right) Underneath glove compartment
Q7/Q8 Longitudinal member (right-side) Luggage compartment (right-side)
A8 Wheel arch (front right) Luggage compartment (left-side)

41
Running gear

Overview
With the exception of the systems/components mentioned below, the running gear on hybrid vehicles is the same as the running
gear on vehicles with conventional drive systems. Some details of the subframe differ depending on the model, such as the posi­
tions of the brackets for the exhaust system components or brake lines. The functional changes concern components of the brake
system, primarily the brake servo and the ABS/ESC systems.

The design of the brakes is unchanged as the full (100%) braking performance that is required on the corresponding models with
conventional drive systems is also required in situations when braking is not supported by recuperation.

Brake system
The general requirement for brake systems is identical for all vehicles, regardless of the type of drive system:

The brake system must enable the vehicle to be braked under all operating conditions by fulfilling the requirements for this pur­
pose. As on vehicles with a fully electric drive system, the braking energy generated by the electric drive motor during recuperation
is also used to brake the vehicle on TFSI e models.

If the necessary conditions are met (e.g. high-voltage battery capable of receiving energy and no active regulation affecting driving
dynamics, such as ESC regulation), the driver’s braking activities and braking by autonomous systems (e.g. adaptive cruise assist)
are therefore used to recover energy through recuperation. In this context, the brake system must switch between the following
states in a highly dynamic manner according to the situation:
› Hydraulic braking by the brake system
› Electric braking by the electric drive motor operating in generator mode
› Mix of hydraulic and electric braking

You should not be concerned by unexpected changes in the braking force, pedal force or brake pedal travel.

These requirements cannot be met by conventional brake systems with pneumatic brake servos. For this reason, electromechanical
brake servos are generally used on TFSI e models, as on fully electric vehicles. They enable the braking force to be increased with­
out the need for a vacuum and also allow braking energy to be provided for autonomous braking.

In combination with the ABS/ESC unit or a separate active pressure accumulator, a transition from hydraulic to electric braking
(blended braking) or vice versa is possible.

Note
For further information on blended braking, please refer to SSP 649 "Audi Q7 e-tron quattro (type 4M)" and Service TV
"A3 Sportback e-tron – Electromechanical Brake Servo".

42
Electromechanical brake servo
Brake system on the Audi A3 TFSI e

686_120

Two different brake servos are used on Audi TFSI e models:

The A3 and Q3 TFSI e models are equipped with a second generation electromechanical brake servo.

On these vehicles, blended braking is carried out in combination with a specially designed ABS/ESC unit. All other TFSI e models
have a first generation electromechanical brake servo which works in combination with an active pressure accumulator.

43
Brake system on the Audi Q5 TFSI e

686_121

44
First generation electromechanical brake servo

686_122

The brake pressure applied via the brake pedal is increased by the engine/gearbox unit. A DC motor drives 2 pinion shafts with a
corresponding ratio. The rotational movement of the pinion shafts is translated into a longitudinal movement of the booster
sleeve.

The booster sleeve makes contact with the push rod and, if the electric motor continues to be activated, applies force to the push
rod (in addition to the brake pressure applied via the brake pedal or for autonomous braking).

Note
For further information on the design, function and servicing requirements of the brake servo, please refer to SSP 649
"Audi Q7 e-tron quattro (type 4M)" and Service TV "A3 Sportback e-tron – Electromechanical Brake Servo".

If recuperation starts while the driver is actively braking, the hydraulic brake pressure must be reduced accordingly. Conversely, if
recuperation is terminated while the driver is actively braking, the hydraulic brake pressure must be increased. This is done by brake
system pressure accumulator VX70 in conjunction with the first generation electromechanical brake servo. The pressure accumula­
tor is connected directly to the hydraulic brake circuit.

Its electric motor is driven by brake servo control unit J539. The movement of the piston changes the cylinder volume accordingly.
Increasing the cylinder volume reduces the brake pressure, while decreasing the cylinder volume increases it. If the brake pressure
is reduced in this way, the support from the electromechanical brake servo is reduced accordingly at the same time so that the
brake pedal does not yield.

45
Accumulator

686_123

Note
For further information on the design, function and servicing requirements of the pressure accumulator, please refer
to SSP 627 "Audi A3 Sportback e-tron (Type 8V)" and Service TV "A3 Sportback e-tron – Electromechanical Brake Ser­
vo".

Second generation electromechanical brake servo

The second generation brake servo has an electric drive in the form of a spindle drive which is fitted parallel to the axle. Weight
savings were achieved by using plastic gears and dispensing with pressure accumulator VX70. The function of the pressure accumu­
lator is taken over by a specially designed ESC.

686_124

46
 Note
For further information on the design, function and servicing requirements of the brake servo, please refer to SSP 680
"Audi A3 (type 8Y)".

ESC system for TFSI e models

In the TFSI e models, both braking by the driver and autonomous braking by assist systems are implemented by the electrome­
chanical brake servo interacting closely with the ESC. On models equipped with the second generation brake servo, the ESC also
takes over the function of pressure accumulator VX70. The ESC MK 100 Hybrid made by Continental is used in these vehicles.

The ESC’s hydraulic unit has larger internal storage chambers than the ESC MK 100 evo for conventional drive systems. This allows
it to hold sufficient amounts of brake fluid to quickly reduce the hydraulic brake pressure when needed. If an accompanying recu­
peration phase is terminated during active braking, the required build up of sufficient hydraulic brake pressure is achieved by the
ESC.

686_126

Optional suspension equipment on TFSI e models

As for other models, the range of suspension options and suspension systems offered for TFSI e models varies depending on the
market. The hybrid drive concept in combination with a high-voltage battery does not give rise to any technical restrictions regard­
ing the suspension options for the vehicles.

47
Electrics and electronics

Design of the 12 Volt electrical system

The electrical system of the Audi TFSI e models is supplied with power by a 12 Volt battery, just like the electrical systems on all
other vehicles in the Audi product range. Lead-acid batteries are used. As TFSI e vehicles do not have a 12 Volt alternator, the 12
Volt battery is charged by the electric drive motor via a voltage converter A19 (DC/DC converter).

The voltage converter which supplies the 12 Volt electrical system is integrated in the power electronics and is unidirectional. This
means that energy can only flow from the high-voltage network to the low-voltage network and not the other way around. The
voltage converter can provide a maximum output of approximately 3 kW.

If it is defective, the complete power electronics must be replaced. This applies to all TFSI e models.

Charging the 12 Volt battery

... while driving

The 12 Volt battery is recharged by the electric drive motor via the voltage converter while the vehicle is moving, regardless of
whether the combustion engine is being used or the vehicle is in electric mode.

... when terminal 15 is active

On the A8, Q7 and Q8, the 12 Volt battery can be discharged to about 80 % by electrical equipment when terminal 15 is active. It is
then kept at this level by the voltage converter. The electrical energy required to do this is taken from the hybrid battery unit. For
all other TFSI e models, the 12 Volt battery is charged to 100 % when terminal 15 is active.

... with an external 12 Volt charger

When a vehicle is in the workshop or the showroom, the 12 Volt battery must be recharged with a 12 Volt charger. Refer to the
Workshop Manual for information on how to do this.

... during external charging of the hybrid battery unit

When the hybrid battery unit is being recharged by an external charger, the voltage converter is in operation and the 12 Volt bat­
tery is therefore recharged.

Autonomous recharging

Autonomous recharging of the 12 Volt battery when the vehicle is stationary has not been implemented in the TFSI e models at the
time of writing of this self-study programme.

Run-on/back-up function of the high-voltage system

A run-on function for the high-voltage system has not been implemented in the TFSI e models at the time of writing of this self-
study programme. If there is a high power demand, e.g. due to radiator fan run-on, the high-voltage system can still remain active
if required and back up the 12 Volt battery.

Jump starting
Audi TFSI e vehicles can be jump-started if the 12 Volt battery is discharged. Refer to the Owner’s Manual for information on how
to do this.

Audi TFSI e vehicles must not be used to jump start other vehicles as doing so could damage the electrical system.

Performing work on the 12 Volt electrical system

When performing work on the 12 Volt electrical system (e.g. disconnecting the 12 Volt battery), you must make sure that the high-
voltage system is no longer active, otherwise the 12 Volt system may still be being supplied with power via the voltage converter.

It is therefore recommended that you measure the voltage at the battery cables after disconnecting the 12 Volt battery to confirm
that the 12 Volt electrical system is de-energised.

48
On some models, due to the installation situation, the battery cable on the earth stud on the body or on the positive terminal of the
12 Volt battery has to be removed instead of the battery cable on the negative terminal when disconnecting the 12 Volt battery. It
is very important that you observe the instructions in the Workshop Manual in this regard.

Designs and fitting locations of the components

The designs and fitting locations of the power electronics with voltage converters, the hybrid battery units and the 12 Volt batter­
ies differ between the various TFSI e models.

Vehicle models with the same designs and fitting locations for the power electronics are grouped together below.

Audi A3 TFSI e and Audi Q3 TFSI e

686_113

The positive jump-start terminals on the Audi A3 TFSI e and Audi Q3 TFSI e are located on the wiring junction next to the power
electronics. The earth terminal on the body is on the plenum chamber partition panel.

686_117

49
Audi A6 TFSI e, Audi A7 TFSI e and Audi Q5 TFSI e

686_114

The positive jump-start terminals on the Audi A6 TFSI e, Audi A7 TFSI e and Audi Q5 TFSI e are located on the wiring junction on the
right of the engine compartment. The earth terminal on the body is near the right suspension turret.

686_118

50
Audi Q7 TFSI e and Audi Q8 TFSI e

686_115

Audi A8 TFSI e

686_116

51
The positive jump-start terminals on the Audi Q7 TFSI e, Audi Q8 TFSI e and Audi A8 TFSI e are located on the wiring junction on
the right of the engine compartment. The earth terminal on the body is near the right suspension turret.

686_119

52
Convenience electronics

Convenience electronics on Audi TFSI e vehicles

Using the Audi A8 L (type 4N) 60 TFSI e quattro tiptronic as an example

The interior of the Audi TFSI e models does not differ from that of conventional combustion engine vehicles.

In the Audi A8 TFSI e, for example, the interior is the same as on all other Audi A8 vehicles. It has a wide, spacious lounge feel and
offers a comfortable space appropriate to the luxury segment. The lighting package plus which elegantly illuminates the interior,
reading lights with matrix LED technology in the rear, and multi-contour seats with optional ventilation and massage function, for
example – all of these features are available in all Audi A8 derivatives, including the Audi A8 TFSI e.

Differences can be found in the instrument cluster displays.

Instrument cluster on Audi TFSI e vehicles

Using the Audi A6 50 TFSI e quattro S tronic as an example

As the Audi virtual cockpit is becoming increasingly widely used worldwide, the majority of the following information is based on
the Audi virtual cockpit as an example.

As on all high-voltage vehicles, the instrument cluster has a power meter in place of the rev counter.

There is also some new display content in the Audi virtual cockpit for vehicles with plug-in hybrid drive.

New features of the instrument cluster for Audi TFSI e vehicles are presented in this SSP chapter using the vehicles built on the MLB
platform as an example. Displays that are specific to TFSI e vehicles are explained.

The displays on the different models may vary slightly and there may be other minimal differences between the models depending
on the platforms.

Control unit in dash panel insert J285, Audi A8 TFSI e

686_048

53
Display content in the instrument cluster, Audi virtual cockpit, using the Audi A8 TFSI e as an example

Power meter with additional displays

686_078

› The power meter gives feedback on the load on the drive system. A coloured border shows how much of the drive system capaci­
ty can currently be utilised. The coloured borders may vary depending on the driving program selected and the electrical power
currently available.
› The rev counter shows the engine speed of the combustion engine in rpm. It can be shown as an additional display below the
power meter. The “Rev counter” display can be switched on or off in the MMI under “Display & brightness”/”Audi virtual cockpit”
(refer to figure 686_080 in this section).

Range display

› The range display is one of the views that can be selected for the on-board computer. When the displays in the instrument clus­
ter are set to the standard option, it is shown in the area between the power meter and the speedometer. The range of the elec­
tric drive motor and the range of the combustion engine are shown separately.
› The total range is displayed at the top left in the tab area for the on-board computer (except in EV mode, in which case only the
electric range is displayed in this location).

Charge level of high-voltage battery (SOC display)

› The charge level display for the high-voltage battery (also called the SOC ↗ display) is located on the left edge of control unit in
dash panel insert J285 and shows the charge level of the high-voltage battery for vehicles with plug-in hybrid drive in place of
the coolant display.
› As the charge level drops, fewer and fewer LED bars are shown. The bars are shown in white up until only the last bar of the
charge level display remains. Once the penultimate LED bar has gone out, the last remaining bar changes from white to red.
When the remaining range reaches 0 km, EV mode can no longer be activated.

54
TFSI e information and warning messages

Information such as the current availability of the electric drive can be depicted in the instrument cluster. Warning messages can
also be displayed here.

Rev counter in the power meter

686_079

The additional “Rev counter” display in the power meter can be switched on via an MMI menu on the current version of the system.
To do this, select “combined” under “Left gauge” in the additional display settings. The other two options are as follows:
› Revs – a large rev counter will be displayed instead of the power meter
› Power meter – only the power meter will be displayed

MMI menu – additional display settings

686_080

55
Menu in on-board computer – additional display setting in on-board computer menu

686_081

On the first generation of digital instrument clusters, these settings were changed in the instrument cluster’s on-board computer
rather than on the MMI.

Display content in the power meter using the Audi A8 TFSI e as an example

The power meter on the Audi A8 TFSI e displays different driving states depending on the vehicle equipment.

686_049

0 Maximum brake energy recuperation

1 Drive system switched on:
› Drive system activated
› Vehicle coasting
2 Combustion engine can be started
› Not in EV mode
› Start level variable
› Depends on selected hybrid mode and available high-voltage performance
3 Vehicle powered by combustion engine from here on
› Start level variable
› Depends on selected hybrid mode and available high-voltage performance
4 100% of the combustion engine’s power output / torque available
5 Maximum system power / torque in use

56
The section for electric driving is shown in green and the section where the combustion engine is used is shown in orange. The pow­
er meter gives feedback on the load on the drive system. Its pointer shows the current load and a coloured border shows how much
of the drive system capacity can currently be utilised. The coloured borders may vary depending on the driving program selected
and the electrical power currently available.

The three examples below show possible power meter displays. These are just a few of the possible display scenarios.

The displays can change, for example, due to system limitations (e.g. lack of energy in the high-voltage battery or low fuel), system
errors (e.g. due to defective components), different driving modes or different transmission positions (transmission position D, S).

Example 1: Maximum electric performance in EV mode

686_050

› The high-voltage system is providing sufficient power and the electrical system is not restricted.
› The solid green section goes up to 60 %. The vehicle can be driven using the electric drive motor up to this point.
› The threshold at which the combustion engine will cut in is at the end of the solid green section: In this example, the combus­
tion engine will cut in when the load requirement exceeds 60 %.

Example 2: System limitation/reduced performance

686_052

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› System limitation due, for example, to empty fuel tank

› Combustion engine cannot be started
No combustion engine section (orange) shown in the power meter

This scenario is accompanied by a message in the instrument cluster indicating that the performance is limited.

57
Example 3: Variable boost, boost capacity decreasing

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The main possible reason for this situation is that the high-voltage battery is almost empty. It may also occur if the high-voltage
battery is restricted, such as due to high thermal load.

Solid section or dashes

The system status can be determined based on whether the sections displayed are solid or shown as dashes.

Example of solid sections and dashes in power meter

EV mode: In EV mode, full electric performance is available up to the point when the combus­
tion engine cuts in (at 50 % in this case).
Solid green section up to e.g. 50 %, then or­
ange dashes up to 100 %
EV mode: In EV mode, the full power output and torque of the electric drive system are not
available – this is indicated by the green dashes.
Solid green section up to e.g. 35 %, then
green dashes up to e.g. 50 %, then solid or­ The threshold above which the combustion engine will cut in begins at the end of
ange section up to 100 % the solid green section.
Hybrid or hold mode: Electric driving is possible up to the end of the solid green area.

Solid green section up to e.g. 25 %, then The dashes are the area in which the combustion engine will cut in (between 25 and
green dashes up to e.g. 50 %, then solid or­ 50 % in this case). This depends on the hybrid mode selected, for example.
ange section up to 100 %
Combustion engine can be started, vehicle can be driven in hybrid or electric mode.
Selector lever in S mode: Vehicle is driving in hybrid mode, always with the combustion engine switched on in
order to achieve maximum performance.
Solid green and orange area between 0 %
and 100 %

Analogue instrument cluster in the Audi Q5 (type 8R)

The Audi Q5 had an analogue instrument cluster and therefore an analogue power meter.

The basic displays were largely the same as those in the Audi virtual cockpit, differing only in small details such as in the intricacy of
the display.

58
686_054

1 OFF position

The drive system is switched off.

2 CHARGE range = recuperation range
3 Drive system ready or vehicle is in coasting mode
4 Point of maximum electric power output / torque (in EV mode)
5 Point of maximum power output / torque from the combustion engine; this corresponds to the accelerator pedal
being fully depressed, immediately before kickdown
6 Maximum system power; this corresponds to the kickdown request

Energy flow display

The first tab of the driver information system shows the on-board computer. Various displays such as the energy flow display can
be called up depending on the vehicle equipment.

The energy flow display shows the flow of power to the wheels. The active drive mode is displayed in different colours:
› Green means electric driving
› Orange means the combustion engine is being used

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The other information displays of the on-board computer have been adapted for Audi TFSI e models. For example, the current con­
sumption can be displayed for both the combustion engine (ltr./100 km) and the electric drive motor (kWh/100 km). The same
applies to the short-term and long-term memory of the on-board computer.

59
Air conditioning and thermal management

Air conditioning
The same air conditioning systems are installed on Audi TFSI e models as on vehicles without an electric drive system. As the de­
tails of the air conditioning systems differ on the individual models, information on them is provided in the self-study programmes
and service TV programmes for the respective vehicles.

The auxiliary air conditioning on TFSI e models does not use fuel to run.

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Note
Additional information can also be found in the applicable Owner’s Manuals for the vehicles and in ELSA.

Thermal management system

As the thermal management systems in Audi TFSI e vehicles with longitudinal engines are all comparable, the thermal manage­
ment system is described in this self-study programme using the Audi A8 TFSI e as an example.

Reference
For information on vehicles with transverse engines (Audi A3, Audi Q3), please refer to SSP 627 "Audi A3 Sportback e-
tron (Type 8V)".

Thermal management control unit J1024

The central component of the thermal management system is thermal management control unit J1024. Its main task is to use the
thermal energy present as efficiently as possible or to make the required thermal energy available. This task is achieved by effec­
tively regulating and controlling the refrigerant and coolant circuits and using the heat pump function (if fitted). The coolant cir­
cuits comprise the heating circuit, which is required to heat the vehicle interior, the coolant circuit for the high-voltage battery,
which is used to cool the corresponding components, and the coolant circuit for the electric powertrain which regulates the tem­
perature of the connected components.

60
Thermal management control unit J1024 decides whether the coolant circuits should operate independently or in combination on
the basis of the input information and the requests from individual components.

Thermal management control unit J1024 is integrated in the vehicle's network via the hybrid CAN, which it uses to exchange infor­
mation with other control units and systems.

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Note
Further information can be found in the current flow diagram for the vehicle.

61
Electrical air conditioner compressor V470

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An electrical air conditioner compressor is used on all Audi models with electric drive systems. This air conditioner compressor uses
the scroll compressor principle.

Control unit for air conditioner compressor J842 is integrated in electrical air conditioner compressor V470 and communicates with
thermal management control unit J1024 via LIN bus.

Performance data
Voltage 195 – 450 Volts
Speed 700 – 8500 rpm
Power output 3.9 kW

62
High-voltage heater (PTC) Z115

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High-voltage heater (PTC) Z115 heats the coolant for the heat exchanger for interior heating when required. This happens under all
operating conditions. Even if the vehicle is operated with the combustion engine in cold condition, high-voltage heater (PTC) Z115
may be active depending on the coolant temperature. As the coolant temperature increases, the heating output of high-voltage
heater (PTC) Z115 is adjusted.

The auxiliary heating is provided by the high-voltage heater.

High-voltage heater (PTC) control unit J848, which is integrated in high-voltage heater (PTC) Z115, communicates with thermal
management control unit J1024 via LIN bus.

Performance data
Voltage 280 – 450 Volts
Power output 5.0 kW (nominal)

63
Refrigerant circuit

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Key:

Heating circuit
Refrigerant circuit
Coolant circuit for powertrain
Coolant circuit for high-voltage battery

The refrigerant circuit is split into two branches. The first branch is used for climate control in the vehicle interior and the task of
the second is to cool hybrid battery unit AX1 if necessary.

The refrigerant circuits consist of the following components:

Electrical air conditioner compressor V470, refrigerant pressure and temperature sender 1 G395, refrigerant shut-off
valve 3 N641, condenser with dryer 1, non-return valve 2, internal heat exchanger 4, refrigerant shut-off valve V424, thermal ex­
pansion valve 3, evaporator 5, refrigerant pressure and temperature sender 2 G826, refrigerant expansion valve 2 N637, heat ex­
changer for high-voltage battery (chiller) A, heat exchanger for heat pump operation with refrigerant receiver B and refrigerant
shut-off valve 2 N640, refrigerant shut-off valve 4 N642 and refrigerant shut-off valve 5 N643.

The refrigerant shut-off valves N640, N641 and N642, N643, the non-return valves 2 and the heat exchanger for heat pump oper­
ation with refrigerant receiver B are not fitted on vehicles without the heat pump function.

64
Refrigerant circuit for climate control in vehicle interior

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In the refrigerant circuit for climate control in the vehicle interior, electrical air conditioner compressor V470 transports the com­
pressed gaseous refrigerant through refrigerant shut-off valve 3 N641 to the condenser with dryer 1. The gaseous refrigerant is
cooled and liquefied in the condenser. The liquid refrigerant flows through the non-return valve in the refrigerant circuit 2, the in­
ternal heat exchanger 4 and refrigerant shut-off valve V424 to the thermal expansion valve 3. The expansion valve removes pres­
sure from the coolant, changing it to a vapour. In this process, heat and moisture is removed from the air passing through the
evaporator 5 on the way to the vehicle interior. The gaseous refrigerant flows through the internal heat exchanger 4 and the non-
return valve in the refrigerant circuit 2 back to electrical air conditioner compressor V470.

On vehicles with the heat pump function, shut-off valves N640 and N643 are closed, while refrigerant shut-off valve 4 N642 is
open. As a result, the refrigerant is extracted from the inactive refrigerant line with heat exchanger for heat pump operation with
refrigerant receiver B and directed into the active line. A non-return valve 2 prevents refrigerant from flowing back into the inactive
section.

65
Refrigerant circuit for cooling hybrid battery unit AX1

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The refrigerant circuit for cooling hybrid battery unit AX1 branches off downstream of the internal heat exchanger 4 towards re­
frigerant expansion valve 2 N637. Refrigerant expansion valve 2 N637 removes pressure from the coolant, changing it to a vapour.
As it vaporises, the refrigerant absorbs the heat from the coolant circuit for the hybrid battery unit in the heat exchanger for high-
voltage battery (chiller) A. From there, the gaseous refrigerant flows on and back into the refrigerant circuit for climate control in
the vehicle interior after the internal heat exchanger 4.

Refrigerant is directed from the inactive refrigerant line to the active line even when hybrid battery unit AX1 is actively being
cooled. Refer to chapter “Refrigerant circuit for climate control in vehicle interior”.

66
Heating circuit

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The heating circuit consists of the following components:

Thermal management coolant pump 2 V618, thermal management coolant pump 3 V619, coolant temperature sender 7 for ther­
mal management G908, heat exchanger for heat pump operation with refrigerant receiver B, high-voltage heater (PTC) Z115, heat
exchanger for interior heating 6, coolant changeover valve 3 N634.

On the Audi A8 TFSI e, the additional thermal management coolant pump 3 V619 is installed in order to ensure the volume flow of
the coolant due to the conditions in this vehicle.

Under certain conditions, the coolant temperature in the heating circuit can exceed 100 °C.

67
Heating vehicle interior with high-voltage heater (PTC) Z115

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Thermal management coolant pumps V618 and V619 convey the coolant through the heat exchanger for heat pump operation
with refrigerant receiver B to high-voltage heater (PTC) Z115, where it is heated up as required. The heated coolant then enters the
heat exchanger for interior heating 6 and transfers the heat to the air flowing into the vehicle interior. From there, the coolant
flows back to thermal management coolant pump 2 V618 via coolant changeover valve 3 N634.

If the vehicle is being powered by the combustion engine C and the coolant temperature in the cooling circuits for the combustion
engine is sufficient, the heating circuit is connected to the combustion engine C through coolant changeover valve 3 N634 and sup­
plied with warm coolant. The heating output of high-voltage heater (PTC) Z115 can then be reduced.

68
Coolant circuit for hybrid battery unit

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The cooling circuit for hybrid battery unit AX1 contains the following components:

Coolant pump for high-voltage battery V590, coolant temperature sender 8 for thermal management G968, heat exchanger for
high-voltage battery (chiller) A, coolant temperature sender 1 for thermal management G902, coolant changeover valve 4 N635,
coolant temperature sender 1 for high-voltage battery G898, hybrid battery unit AX1, coolant temperature sender 2 for high-volt­
age battery G899, charging unit 1 for high-voltage battery AX4, restrictor 9.

Under certain conditions, the temperatures in the cooling circuit for hybrid battery unit AX1 can exceed 60 °C.

69
Example: Circulating coolant around hybrid battery unit AX2

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Coolant pump for high-voltage battery V590 conveys the coolant through the heat exchanger for high-voltage battery (chiller) A to
coolant changeover valve 4 N635. From there, the coolant reaches hybrid battery unit AX1. The coolant flow is split before charg­
ing unit 1 for high-voltage battery AX4. Part of the coolant flows through charging unit 1 for high-voltage battery AX4 and the rest
flows back to coolant pump for high-voltage battery V590 through the restrictor 9.

Coolant changeover valve 4 N635 is actuated depending on the requirement of hybrid battery unit AX1. As a result, it is also possi­
ble for the coolant to bypass the hybrid battery unit.

70
Example: Actively cooling hybrid battery unit AX2

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Coolant pump for high-voltage battery V590 conveys the coolant through the heat exchanger for high-voltage battery (chiller) A,
coolant changeover valve 4 N635, hybrid battery unit AX1, charging unit 1 for high-voltage battery AX4 and the restrictor 9.

The activated refrigerant circuit for cooling hybrid battery unit AX1 branches off after the internal heat exchanger 4 towards refrig­
erant expansion valve 2 N637 and heat exchanger for high-voltage battery (chiller) A. As it vaporises, the refrigerant absorbs the
heat from the coolant circuit for the hybrid battery unit in the heat exchanger for high-voltage battery. From there, the refrigerant
flows on and back into the refrigerant circuit for climate control in the vehicle interior after the internal heat exchanger where it
can release its thermal energy into the environment in the condenser 1.

71
Coolant circuit for electric powertrain

686_018

The following components are incorporated in the coolant circuit for the electric powertrain:

Thermal management coolant pump 4 V620, coolant temperature sender 6 for thermal management G907, coolant changeover
valve 1 N632, coolant temperature sender 5 for thermal management G906, power and control electronics for electric drive JX1,
three-phase current drive VX54, coolant temperature sender 3 for thermal management G904, coolant changeover valve 2 N633,
low-temperature radiator 8.

Coolant expansion tank 2 (for high-voltage system) 7 with coolant shortage indicator sender 2 G837 and a restrictor 9 are also part
of the cooling circuit for the electric drive train.

Under certain conditions, the temperatures in the cooling circuit for the electric drive train can exceed 80 °C.

72
Example: Circulating coolant around electric drive train

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Thermal management coolant pump 4 V620 pumps the coolant through coolant changeover valve 1 N632, power and control elec­
tronics for electric drive JX1, three-phase drive VX54 and coolant changeover valve 2 N633.

73
Example: Cooling electric powertrain

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The coolant is conveyed through coolant changeover valve 1 N632, power and control electronics for electric drive JX1, three-phase
drive VX54 and coolant changeover valve 2 N633 to the low-temperature radiator 8 using thermal management coolant pump
4 V620. From there, the coolant flows back to coolant pump V620 via coolant changeover valve 2 N633.

74
Example: Cooling electric powertrain and hybrid battery unit

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Coolant pump for high-voltage battery V590 conveys the coolant through power and control electronics for electric drive JX1,
three-phase current drive VX54 and coolant changeover valve 2 N633 to the low-temperature radiator 8. The coolant is cooled in
the low-temperature radiator and flows back to thermal management coolant pump 4 V620 via coolant changeover valve 2 N633.
Coolant pump V620 then conveys the coolant through coolant changeover valve 1 N632, the heat exchanger for high-voltage bat­
tery (chiller) A and coolant changeover valve 4 N635 into hybrid battery unit AX1. From there, the coolant flows on through charg­
ing unit 1 for high-voltage battery AX4 and the restrictor 9 to coolant pump for high-voltage battery V590.

Heat pump function

Not all vehicles are equipped with this function.

75
686_022

The cooling circuits for the electric drive and the hybrid battery unit are connected to each other and regulated by coolant change­
over valve 2 N633 in such a way as to ensure that coolant does not reach the low-temperature radiator 8 (refer to article “Coolant
circuit for electric powertrain”).

The refrigerant which is heated up and turned into vapour in the heat exchanger for high-voltage battery (chiller) A is drawn in and
compressed by electrical air conditioner compressor V470. This heats the refrigerant further. The refrigerant flows through refrig­
erant shut-off valve 2 N640 to the heat exchanger for heat pump operation with refrigerant receiver B. In the heat exchanger for
heat pump operation, the hot, gaseous refrigerant transfers the thermal energy to the coolant in the heating circuit. During this
process, the refrigerant cools down, becomes liquid again and flows through the internal heat exchanger 4 to refrigerant expansion
valve 2 N637. Expansion valve N637 removes pressure from the coolant, changing it to a vapour.

The closed refrigerant shut-off valve 3 N641 and the non-return valve in the refrigerant circuit 2 prevent refrigerant from entering
the condenser 1. Refrigerant from the passive refrigerant line is directed back to the active line through the open refrigerant shut-
off valve 5 N643.

If the temperature in hybrid battery unit AX1 drops too much, the coolant can be directed to bypass hybrid battery unit AX1 via
coolant changeover valve 4 N635.

Reference
Further information on air conditioning and thermal management is provided in the following self-study programmes,
for example:
SSP 627 "Audi A3 Sportback e-tron (Type 8V)"
SSP 649 "Audi Q7 e-tron quattro (type 4M)"
SSP 650 "Audi Q7 e-tron quattro (type 4M) High-voltage System and Vehicle Electrics"
SSP 669 "Audi A7 (Typ 4K)"
SSP 670 "Audi A6 (type 4A)"
Information is also available in the Service TV programs on air conditioning and thermal management for the individu­
al models.
Additional information can also be found in the applicable Owner’s Manuals for the vehicles and in ELSA.

76
Charging and storage systems

Hybrid battery unit AX1

Hybrid battery unit AX1 (also referred to as the high-voltage battery) is available in two different designs for Audi’s TFSI e models.
One is the high-floor battery, which gets its name from the fact that there are two module levels in the battery, one above the
other, resulting in a higher structure. The other is the flat-floor battery, which has only one level of modules, making it significantly
flatter.

Our MQB vehicles have a flat-floor TFSI e high-voltage battery.

For MLB vehicles, there is both a high-floor version and a flat-floor version of the TFSI e high-voltage battery.

Audi A3 TFSI e

Before the TFSI e models, Audi already had hybrid vehicles such as the A3 Sportback e-tron (type 8V) 1.4 TFSI S tronic based on the
Audi A3. This model was equipped with a 25 Ah high-voltage battery. Prismatic cells from Panasonic are installed in this battery.

The battery was changed to a 37 Ah battery with the Audi A3 Sportback (type 8Y) 40 TFSI e. This also has prismatic cells, which are
supplied by Samsung SDI. The Audi A3 Sportback 40 TFSI e has an electric range of up to 78 km according to the NEDC standard or
up to 67 km according to WLTP. The lithium-ion battery is installed beneath the underbody in the area of the rear seats, under­
neath the rear bench seat.

Location of the high-voltage battery in the Audi A3 Sportback (type 8Y) 40 TFSI e

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The 96 prismatic cells store 13.0 kWh of energy, which is almost 48 percent more than on the predecessor model. The high-voltage
battery package has remained unchanged, however – the progress results from the improved cell chemistry. A separate cooling cir­
cuit keeps the battery at the right temperature.

Here is a visual comparison of the two high-voltage batteries:

77
High-voltage battery design – A3 Sportback (type 8V) e-tron 1.4 TFSI S tronic

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Audi A3 Sportback (type 8Y) 40 TFSI e

High-voltage battery design – Audi A3 Sportback 40 TFSI e

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78
The maximum charging capacity is 2.9 kW. This value is based on the result of the electromagnetic compatibility test.

Charging the high-voltage battery

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The charging time is approximately 5 hours with a domestic socket (230 Volts, 10 amperes = 2.3 kW). When using a mode 3 charg­
ing cable or an industrial socket with 400 Volts, the process takes approximately 4.5 hours at the maximum charging capacity of
2.9 kW.

79
Audi Q3 TFSI e

Location of the high-voltage battery in the Audi Q3 Sportback (type F3) 45 TFSI e

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The high-voltage battery in the Audi Q3 TFSI e is similar to the one in the Audi A3 TFSI e with regard to much of the technical data.
For this reason, only the differences are mentioned.

The Audi Q3 45 TFSI e and the Q3 Sportback 45 TFSI e can be charged with alternating current (AC) at a 400 Volt charging socket
with 3.6 kW. This allows the battery to be recharged from empty using the charging cable supplied with the vehicle in 3 h 45 min.

The electric range is up to 61 km according to NEDC or 51 km according to WLTP.

The battery energy content is 13 kWh. There is no significant difference between the high-voltage batteries. Changes were made to
the heat shield on the outside of the housing.

The lithium-ion battery is installed beneath the underbody in the area of the rear seats, underneath the rear bench seat.

80
High-voltage battery design

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Audi Q5 TFSI e

The lithium-ion battery in all model variants can store a gross energy of 17.9 kWh and a net energy of 14.4 kWh – enough for an
electric range of up to 71 kilometres according to NEDC or 61 kilometres according to WLTP.

The high-voltage battery from 2019 with 37 Ah cells has a gross capacity of 14.4 kWh.

The high-voltage battery with 48 Ah cells that has been installed in the Q5 since 2021 has a gross capacity of 17.9 kWh.

81
Location of the high-voltage battery in the Audi Q5 Sportback 50 TFSI e

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The lithium-ion battery is located under the luggage compartment floor. It consists of 104 prismatic cells and can store a gross
energy of 17.9 kWh (net energy of 14.4 kWh) with a voltage of 381 Volts.

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82
High-voltage battery design

The illustration shows the lithium-ion battery with 37 Ah cells.

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Comparison of key figures for hybrid battery unit AX1 with 37 Ah and 48 Ah

AX1 with 37 Ah

37 Ah
Battery technology Lithium-ion
System configuration 104s1p
Number of cells 104
Module configuration 13s1p
Number of cells per module 13
Number of modules 8
Battery power [50 % SOC, 25 °C, BOL] Discharging: 107 kW (peak) / 40 kW (continuous)

Charging: 69 kW (peak) / 21 kW (continuous)

Nominal voltage 382 V
Nominal capacity 37 Ah
Energy content [gross, BOL] 14.08 kWh
Voltage (min./max.) 208 V / 436.8 V
Discharge current/charge current (peak) 335 A / 167 A
Operating temperature -28 °C to +60 °C
Storage temperature 25 °C to 35 °C
Weight 138.7 kg
Dimensions (l x w x h) [mm] 690 x 994 x 242 mm (without hoses)

83
37 Ah
Protection class IP6K4K
Cooling system Water-glycol

Compared to a high-floor battery

AX1 with 48 Ah

48 Ah
Battery technology Lithium-ion
System configuration 104s1p
Number of cells 104
Module configuration 13s1p
Number of cells per module 13
Number of modules 8
Battery power [50 % SOC ↗, 25 °C, BOL ↗] Discharging: 112 kW (peak) / 40 kW (continuous)

Charging: 59 kW (peak) / 21 kW (continuous)

Nominal voltage 374.4 V
Nominal battery capacity [Ah] 48 Ah
Energy content [gross, BOL] 17.97 kWh
Voltage (min./max.) 218 V / 436 V
Discharge current/charge current (peak) 335 A / 167 A
Operating temperature -28 °C to +60 °C
Storage temperature 25 °C to 35 °C
Weight 138.5 kg
Dimensions (l x w x h) [mm] 518 x 1043 x 240 (without hoses)
Protection class IP6K4K
Cooling system Water-glycol

Audi Q8 TFSI e

The Audi Q8 TFSI e is the newest model with a plug-in hybrid drive and was launched in 2019.

The lithium-ion battery is installed under the luggage compartment floor. It contains 104 prismatic cells which are grouped into 13
modules. Each of these cells has a nominal capacity of 48 Ah.

The battery system has a gross energy content of 17.9 kWh (net energy content of 14.4 kWh). This is 0.7 kWh more than the bat­
tery with which the Q7 TFSI e quattro was launched in 2019. However, the Q7 now also has the latest generation battery with in­
creased capacity, which is also more compact and almost 70 kilograms lighter.

The maximum charging capacity is 7.4 kW. At this capacity, it takes approximately 2.5 hours to charge the battery.

Audi A6, A7, A8 TFSI e

The flat-floor version of hybrid battery unit AX1 is installed in the vehicles of the MLBevo series, the Audi A6, A7 and A8. The nomi­
nal capacity is 37 Ah or 48 Ah depending on the production period. The high-voltage battery in the Audi A8 has a different part
number (4N0) than the high-voltage battery in the Audi A6 (type 4A) and Audi A7 (type 4K).

84
Location of the high-voltage battery in the Audi A7 Sportback 55 TFSI e

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Location of the high-voltage battery in the Audi A8 60 TFSI e

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85
Overview of lithium-ion batteries in TFSI e models

Vehicle Approx. Approx. dimen­ Voltage Battery manu­ Cell manu­ Cell ca­ Cell type Number Number Bat­
weight sions [mm] facturer facturer pacity of cells of mod­ tery
ules repair
A3 TFSI e 131 kg 950 x 615 x 250 352 V VW Braunsch­ Samsung 37 Ah Prismatic 96 8 Yes
(type 8Y) weig SDI

Q3 TFSI e
Q5 TFSI e 141 kg 850 x 460 x 240 382 V Samsung SDI Samsung 37 Ah Prismatic 104 8 Yes
SDI
Q5 TFSI e 143 kg 850 x 460 x 240 382 V Samsung SDI Samsung 48 Ah Prismatic 104 8 Yes
SDI
A6 TFSI e 138 kg 803 x 984 x 246 382 V Samsung SDI LG 37 Ah Pouch 104 8 Yes
A7 TFSI e 138 kg 803 x 984 x 246 382 V Samsung SDI LG 37 Ah Pouch 104 8 Yes
A8 TFSI e 138 kg 803 x 984 x 246 382 V Samsung SDI LG 37 Ah Pouch 104 8 Yes
A6 TFSI e 159 kg 803 x 984 x 246 374 V Samsung SDI Samsung 48 Ah Prismatic 104 8 Yes
SDI
A7 TFSI e 159 kg 803 x 984 x 246 374 V Samsung SDI Samsung 48 Ah Prismatic 104 8 Yes
SDI
A8 TFSI e 159 kg 803 x 984 x 246 374 V Samsung SDI Samsung 48 Ah Prismatic 104 8 Yes
SDI
Q7 e-tron 211 kg 1055 x 850 x 308 V Samsung SDI Samsung 28 Ah Prismatic 168 14 Yes
265 SDI
Q7 TFSI e 145 kg 850 x 460 x 240 382 V Samsung SDI Samsung 48 Ah Prismatic 104 8 Yes
SDI
Q8 TFSI e

Modules for the Q3 and A6 L are also supplied by CATL.

Charging
The following charging systems are available for the TFSI e models.

Compact charging system

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› Mains connection cable including industrial connector and domestic connector for charging at home
› LED indicators
› Charging capacity can be set manually between 50 % and 100 % (useful for controlling overall electricity use)
› Clip wall mounting (optional)
› Charging capacity of max. 2.3 kW at domestic socket
› Up to 7.4 kW (2.9 kW for A3) at industrial socket (CEE16, red)
› Cable length: 4.5 m + 1.6 m

86
Mode 3 charging cable

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› Charging cable for charging at public AC charging stations (type 2)

› Up to 7.4 kW (2.9 kW for A3)
› Cable length: 6 m

Wall box

There are various wall box charging solutions for home use.

The entry-level model – the wall box for all electric cars – can charge up to 8 times faster than a domestic socket.
› Up to 11 kW
› Integrated charging cable

Audi wall box plus

› Up to 11 kW
› Integrated charging cable
› Protection against unauthorised charging (e.g. RFID)
› LAN, Wi-Fi and LTE/4G control via myAudi app

Audi wall box pro

The charging station with professional functions.

› Up to 11 kW
› Integrated charging cable
› MID-certified energy meter
› Protection against unauthorised charging (e.g. RFID)
› LAN, Wi-Fi and LTE/4G control via myAudi app
› Compatible with the home charging service to enable charging procedures carried out using the private wall box to be billed to
the employer.

Charging capacities

The different chargers and vehicles can draw different amounts of current.

As a result, the amount of time that the vehicles need to charge the same amount of energy varies. Whether single-phase, 2-phase
or 3-phase charging is possible also depends on the vehicle.

The term “phase” refers to the number of phase conductors. A phase conductor is a current-carrying conductor which transfers the
current from the grid to the switch or socket.

At a voltage of 230 Volts and a current of 10 amperes, a charging capacity of 2.3 kW is possible (230 V x 10 A = 2300 W = 2.3 kW).
The higher the charging capacity, the faster the charging procedure.

Phases Current Power

1 16 A 3.6 kW
2 16 A 7.3 kW
3 16 A 11 kW

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Phases Current Power
3 32 A 22 kW
3 64 A 43 kW

The 12 Volt battery can also be charged by charging the high-voltage battery. The DC/DC converter integrated in the power elec­
tronics can charge the 12 Volt battery if required. Whether this is required is checked cyclically.

Charging time for TFSI e models

Compact charging system using Compact charging system using industrial Gross battery ca­
domestic socket (up to 2.3 kW) socket (16 A) pacity
A3 Sportback TFSI e Approx. 5 h Approx. 4 h 30 min (max. 2.9 kW) 13.0 kWh
Q3 45 TFSI e Approx. 5 h Approx. 3 h 45 min (max. 7.4 kW) 13.0 kWh
Q5 TFSI e quattro Approx. 6 h 30 min Approx. 2 h 30 min (max. 7.4 kW) 17.9 kWh
A6 Saloon TFSI e quattro Approx. 6 h 30 min Approx. 2 h 30 min (max. 7.4 kW) 17.9 kWh
A7 Sportback TFSI e quat­ Approx. 6 h 30 min Approx. 2 h 30 min (max. 7.4 kW) 17.9 kWh
tro
A8 TFSI e quattro Approx. 6 h 30 min Approx. 2 h 30 min (max. 7.4 kW) 17.9 kWh
Q7 TFSI e quattro Approx. 6 h 30 min Approx. 2 h 30 min (max. 7.4 kW) 17.9 kWh
Q8 TFSI e quattro Approx. 6 h 30 min Approx. 2 h 30 min (max. 7.4 kW) 17.9 kWh

As hybrid battery unit AX1 can only accept direct current (DC), the alternating current (AC) from the mains must be converted. If
this is done by the on-board charger (charging unit 1 for high-voltage battery AX4) in the car, it is referred to as AC charging. If the
process is taken over by an inverter in the charging station, it is called DC charging.

Why is currently only AC charging possible on TFSI e vehicles and not DC charging?
› The battery capacity means that DC charging is not necessary.
› Although a higher charging capacity would be possible from a technical perspective, it would not be necessary for the user pro­
file that has been identified.
› DC charging results in greater complexity when it comes to cooling the components, which is not necessary from a technical
perspective given the user profile.
› The AC charging time of about 5 hours can easily be achieved at work and at home.

Charging sockets

Type 1

High-voltage battery charging socket 2 UX5

675_098

Type 2

Mennekes high-voltage battery charging socket 2 UX5

88
675_100

China AC

High-voltage battery charging socket 2 UX5

675_154

Maintenance connector TW
› Maintenance connector TW is installed on all high-voltage vehicles.
› The maintenance connector is used to de-energise the high-voltage system.
› It is both an electrical connection in the 12 Volt control circuit for the hybrid battery power contactors and a component part of
the safety circuit.
› Unplugging the maintenance connector TW opens the safety circuit and breaks the 12 Volt control circuit of the power contac­
tors.
It is no longer possible to start the combustion engine because all high-voltage components are inoperative, including the pow­
er supply for electric drive motor V141. This component starts the combustion engine as there is no starter on TFSI e vehicles.
› If the safety circuit is broken by unplugging the maintenance connector while the combustion engine is running, the combustion
engine continues to run until the ignition is switched off.

89
De-energising the high-voltage system

686_125

The existing de-energisation process is also used to de-energise TFSI e models. There is a maintenance connector TW and a fuse for
the power supply. The exact procedure can be found in the current Workshop Manuals.

90
Deep discharge protection

Between 95 % and 15 % SOC ↗

› Normal usable range for operating strategy and HV ↗ auxiliaries
› Electric drive motor boundaries open
Between 15 % and 12 % SOC
› “Low SOC” range can only be reached through SOC comparison (approx. 60
minutes after “HV off” in control unit run-on) in HV battery with negative
“jump” or due to hardware defect in the vehicle (warning lamps lit in in­
strument cluster)
› Electric drive motor boundaries for motor mode are blocked, only genera­
tor mode and ICE ↗ start permitted
› HV convenience electrical equipment deactivated by HVEM ↗ if there is
not a positive charging current of >5 A in the HV battery
Between 12 % and 6 % SOC
› HV battery closes the contactors at request of HVC ↗ and expects positive
charging current within 30 seconds
› After 30 seconds without charging current, the contactors are opened by
the HV battery
› Electric drive motor boundaries for motor mode are blocked (except for
ICE start)
› Only generator mode permitted
› 12 Volt DC/DC converter is limited by HVEM/LVEM ↗
Between 6 % and 3 % SOC
› HV battery no longer closes its contactors at request of HVC
› Operation with “HV on” can now only be activated via tester (workshop)
› Electric drive motor boundaries for motor mode are blocked, only genera­
tor mode and ICE start permitted
› 12 Volt DC/DC converter is limited by HVEM/LVEM
Between 3 % and 0 % SOC
› Can no longer be operated → replace HV battery

Several protective functions are integrated into the high-voltage system to protect the high-voltage battery against deep dis­
charge.

Note
All data given here is based on the current application status of EU6 AP emissions standard.
The information may differ for later model years and there may be differences between the MQB and MLB platforms.

91
Safety systems

Shutting off the high-voltage battery in a plug-in hybrid in the event of a crash
During development of new vehicles, a large amount of effort is invested in providing the best possible protection for the vehicle
occupants in the event of a road traffic accident. The decreasing number of accident fatalities despite an increasing number of road
users reflect the considerable progress that has been made in this area.

The number of vehicles with a high-voltage battery – whether hybrid or fully electric – has been steadily increasing for some time
now. High-voltage batteries are always a potential source of danger, and particularly so in the event of an accident. With this in
mind, a large number of technical measures have been implemented to better protect both the vehicle occupants and emergency
service personnel from these risks.

The following section describes the measures for shutting off the high-voltage battery in the event of a crash which were imple­
mented on all Audi plug-in hybrid models at the time of writing.

The starting point for the measures is the situation that a collision has been detected by airbag control unit J234, which makes a
distinction between a minor and a severe crash.

If this is the case, airbag control unit J234 initiates the following two measures to interrupt the circuit of the high-voltage battery:

The first measure is implemented for both minor and severe crashes:

The airbag control unit issues a corresponding crash signal on the CAN bus. This crash signal makes a distinction between a minor
and a severe crash. This information reaches battery regulation control unit J840 and data bus diagnostic interface J533 via the
vehicle bus system. The latter then sends a request to open the high-voltage battery’s power contactors in order to break the high-
voltage circuit.

The second measure is only implemented for severe crashes:

The airbag control unit initiates a current flow of approximately 2 A via two wires connected to the control unit. These two discrete
wires lead to battery regulation control unit J840. The control unit contains evaluation electronics that can detect the correspond­
ing current flow. When a current of this size is detected, the control unit interprets this as a severe crash.

This means that a signal for a severe crash is also transmitted to battery regulation control unit J840 via a second, independent
pathway.

The advantage of the redundant transmission of the crash signal is that the measure will still be initiated even if one of the signal
pathways is interrupted. This could be the case if the CAN bus line via which the crash signal is transmitted is severed, for example.
The principle of redundant signal transmission increases the reliability of a system and is therefore advantageous for safety.

92
686_023

Pyrofuse
Vehicle models with a high-voltage battery with a pyrofuse

A new kind of battery isolation element, known as a pyrofuse, is already being used in some high-voltage batteries. A pyrofuse is a
pyrotechnic component that is ignited in the event of a severe crash, thereby severing the line to the negative battery terminal. This
breaks the circuit of the high-voltage battery. The pyrofuse is referred to as high-voltage battery isolation igniter N563 in the work­
shop.

At the time of writing, pyrofuses are fitted in the following two fully electric vehicle models at Audi:
› Audi e-tron (type GE)
› Audi Q4 e-tron (type F4)

At the time of writing, this technology has not yet been implemented in the high-voltage batteries of plug-in hybrid models.

To ignite the pyrofuses, a current with the same amperage flows through the discrete lines, just as it would if evaluation electronics
were connected to them. As a result, the airbag control unit does not need to know which of the components is connected to the
discrete lines – the current flow of approximately 2 A serves its purpose for both components.

93
686_024

Note
In Audi’s current flow diagrams, the master list term “high-voltage battery isolation igniter N563” is used regardless
of whether evaluation electronics or a pyrofuse is connected to the discrete lines. Only the pyrofuse actually has an
igniter.

94
Driving strategy overview

Normal operation

In EV mode, the vehicle is driven by electric power as long as the driving situation permits. For this purpose, the energy content of
the high-voltage battery must be at a technical SOC level between approx. 23 % and 95 %. The temperature of the high-voltage
battery must be between -10 °C and +50 °C. The maximum speed in EV mode is 135 km/h for MLB vehicles and 140 km/h for MQB
vehicles.

Combustion engine cut-in

If the vehicle is accelerated above the speed threshold of 135 km/h or 140 km/h or if the point of resistance of the accelerator is
passed, the combustion engine will start in EV mode. In this case, the vehicle will remain on EV standby. If the speed and/or the
point of resistance of the accelerator fall back under the cut-in threshold for the combustion engine in EV standby, the vehicle will
be operated in EV mode again.

Deactivation conditions

If the battery temperature is lower than -10 °C or higher than +50 °C or if the energy content of the high-voltage battery drops
below the deactivation threshold, EV mode will be switched off until the energy content or battery temperature returns to the nor­
mal operating window. PPF ↗ regeneration or bleeding the tank can also lead to EV mode being deactivated.

Ignition switched off and on again

If the charge level of the high-voltage battery is above approx. 23 % after the ignition is switched off and on again and the condi­
tions for normal operation are fulfilled, the vehicle will be started in EV mode.

686_032

Note
All data given here is based on the current application status of EU6 AP emissions standard.
The information may differ for later model years and there may be differences between the MQB and MLB platforms.

Hybrid Auto mode

Hybrid Auto mode without active route guidance

95
In Hybrid mode, the vehicle attempts to find the ideal compromise between electric and conventional drive. The key criterion for
selecting the type of drive is the vehicle’s road speed, with the objective of driving with electric power in traffic jams and in urban
areas as far as possible.

Hybrid Auto mode with active route guidance

If route guidance is active on the navigation system, the vehicle determines the most suitable driving strategy using the predictive
route data.

686_033

Key

Electric operation

ICE ↗ operation

Drive characteristics similar to EV mode

Mainly electric driving

Characteristics like Battery Hold

Note
All data given here is based on the current application status of EU6 AP emissions standard.
The information may differ for later model years and there may be differences between the MQB and MLB platforms.

Battery Hold

If the Battery Hold function is activated, the vehicle stores the current SOC of the high-voltage battery. A virtual SOC window is set
in which the charge level of the high-voltage battery moves. When the battery is used intensively in heavy traffic or with the boost
function, the SOC may dip temporarily. This energy will be charged up again at a later time. The SOC rises temporarily during long
periods of brake energy recuperation. It is then reduced again at a later time.

Special situation

If the vehicle detects a traffic jam situation and long stationary periods, the combustion engine is nevertheless switched off. As
part of this, the SOC of the high-voltage battery may drop far below the virtual SOC window in order to cool or heat the interior, for
example. In this situation, the aim is to avoid the combustion engine running for too long. Once the vehicle returns to the flow of
traffic, the battery is charged up again to bring it back into the virtual SOC window.

96
686_037

Key

ICE ↗ on

Combustion engine off

Stop & go -> SOC ↗ level drops

Avoiding: ICE on when stationary

Boost

Recuperation

Note
All data given here is based on the current application status of EU6 AP emissions standard.
The information may differ for later model years and there may be differences between the MQB and MLB platforms.

Battery Charge
(available for all TFSI e models with emissions standard EU6 AP; may differ for other emissions standards)

When charge mode is activated, the combustion engine is started and operated until the SOC of the high-voltage battery is margin­
ally below the maximum SOC. This has the advantage that energy can still be stored in the high-voltage battery during brake ener­
gy recuperation. The strength of the charging procedure for the high-voltage battery via the combustion engine depends on the
driving profile, acoustics, combustion engine operating point (consumption), thermal load, battery limits and emissions.

97
686_039

Key

ICE ↗ on

Note
All data given here is based on the current application status of EU6 AP emissions standard.
The information may differ for later model years and there may be differences between the MQB and MLB platforms.

98
Influence of selector lever on different operating modes

686_040

When shifting from D to S or selecting “dynamic” in Audi drive select, the mode changes described above are performed. If the
selector lever is then moved back from S to D or a different driving program is selected in Audi drive select, the system returns to
the mode which was selected before shifting to S or selecting “dynamic” in Audi drive select.

Note
All data given here is based on the current application status of EU6 AP emissions standard.
The information may differ for later model years and there may be differences between the MQB and MLB platforms.

99
Recuperation
General overview of recuperation

686_042

The vehicle’s kinetic energy is recuperated in the form of electrical energy via the electric drive motor to the high-voltage battery.

This involves differentiating between overrun recuperation (brake pedal not applied) and brake energy recuperation (vehicle is be­
ing braked using the brake pedal or via assist systems).

Overrun recuperation uses the vehicle’s kinetic energy on the overrun. As part of this, the combustion engine is separated from the
drive train by the open clutch K0 and the kinetic energy powers the electric drive motor, which operates in generator mode. Using
generator mode, the braking effect which the combustion engine would generate on the overrun with clutch K0 closed is repro­
duced. The appropriate gear is selected in the gearbox during overrun recuperation, depending on the speed at which the vehicle is
travelling. If a gear change is performed via the steering wheel tiptronic function during overrun recuperation, the level of recuper­
ation and therefore the braking effect provided by the electric drive motor are modified accordingly.

For brake energy recuperation, the generator mode of the electric drive motor is used to brake the vehicle. Depending on the
amount of deceleration required, the vehicle is braked using recuperation either fully or partially in combination with hydraulic
braking (refer to article “Brake system”).

If the high-voltage battery is not able to absorb any energy, e.g. in the event of very cold outside temperatures or a full high-volt­
age battery, the electric drive motor is regulated so that it does not generate any energy in generator mode. The vehicle will then
be braked using only the hydraulic service brakes.

Note
All data given here is based on the current application status of EU6 AP emissions standard.
The information may differ for later model years and there may be differences between the MQB and MLB platforms.

100
Towing a trailer/caravan
If a TFSI e vehicle is fitted with a towing bracket and is being used with a trailer, this has no effect on the driving characteristics.
Here too, the decision as to which driving mode is selected is made based on the various input variables.

686_083

Note
All data given here is based on the current application status of EU6 AP emissions standard.
The information may differ for later model years and there may be differences between the MQB and MLB platforms.

Boost behaviour
Boost behaviour of MLB TFSI e vehicles

In boost mode, the electric drive motor assists the combustion engine depending on the selected driving mode and thus provides
additional propulsive power. The boost behaviour of MLB TFSI e vehicles was not achieved by a time-based solution, i.e. the princi­
ple of a certain amount of energy being made available over a certain period of time, but rather using an energy content solution.
Imagine a pot in which there is a specific amount of energy. This pot can be emptied by using the boost function. The speed at
which this pot is emptied depends on the load and the position of the accelerator. The pot is then refilled over a specific period of
time. This can be observed on the boost bar in the instrument cluster. This behaviour applies in transmission position D. If trans­
mission position D is selected and Audi drive select is set to efficiency mode, the boost function can only be activated via the kick­
down point in the accelerator. In transmission position S, boosting is performed for as long as the battery charge level or other
ambient conditions such as temperature permit. As a general principle, the SOC must be above 5 %.

101
686_043

If Audi drive select is set to efficiency mode, the full torque of the combustion engine is not made available. In this case, a “boost”
is achieved only by shifting down a gear. In the comfort and auto modes of Audi drive select, the full torque of the combustion
engine is already made available when the accelerator is pressed down a short distance. In order to then achieve the maximum
performance value, a downshift is performed and the remaining power required is made available via the electric drive motor. In
transmission position S or in the dynamic mode of Audi drive select, the accelerator pedal characteristics are modified significantly
again and the full power of the ICE ↗ is made available earlier. The transitions between the individual phases are not abrupt, but
rather flow smoothly into one another. As a general rule, it should be noted that the boost behaviour always depends on the bat­
tery charge level.

Boost behaviour of MQB TFSI e vehicles

The boost behaviour of MQB vehicles differs from that of MLB vehicles. The boost performance made available depends on the pow­
er available from the high-voltage battery. In Auto Hybrid mode, the boost behaviour is as follows:

Required preparations
› At least 50 % SOC ↗ level
› Boost repetition: up to 5 times (depending on SOC, operating temperature, driving behaviour)
› The continuous boost phase begins after the peak performance boost phase has finished.

Time dependency
› Time dependency of boost performance due to performance characteristics of high-voltage battery (boost timer)
› Different boost timer for 45 TFSI e compared with 40 TFSI e due to battery load of performance characteristics for reproducible
boost behaviour

SOC dependency
› Availability of the boost performance also depends on the SOC of the high-voltage battery

Note
All data given here is based on the current application status of EU6 AP emissions standard.
The information may differ for later model years and there may be differences between the MQB and MLB platforms.

Energy flow
The energy flow of a TFSI e vehicle when it is being driven can be divided into three categories. The entire operating strategy for the
drive train is implemented in the engine/motor control unit. The engine/motor control unit receives information from different
control units via various data bus systems. On the basis of this data, the engine/motor control unit decides which operating strat­
egy should be selected.

102
Schematic diagram

686_044

Key

Input

Processing

Output

Charging

When charging, the high-voltage battery is charged until a specific target SOC is reached. In this respect, the system can be com­
pared to a conventional 12 V network. The energy generated by the electric drive motor is distributed to the auxiliaries via high-
voltage connections. The main distributor in this process is the power electronics. The remaining energy is used to charge the high-
voltage battery.

Auxiliaries mode

In this mode, the high-voltage battery is not charged or discharged. The electric drive motor only makes the amount of energy
available that is required by the auxiliaries (DC/DC charger, air conditioner compressor, high-voltage heater, etc.).

Discharging during electric driving

During electric driving, the energy is made available by the high-voltage battery only. It is supplied to all auxiliaries and the electric
drive train by the high-voltage battery.

Discharging while driving with combustion engine

Here, the scenario may occur that the combustion engine is responsible for powering the vehicle but the battery is not charged via
the electric drive motor. In this case, the auxiliaries are only supplied with the available energy from the high-voltage battery. If
the high-voltage battery’s charge level drops too far, charging begins.

Note
All data given here is based on the current application status of EU6 AP emissions standard.
The information may differ for later model years and there may be differences between the MQB and MLB platforms.

Faults occurring on TFSI e vehicles

A wide range of fault combinations may occur on TFSI e power units where it is still possible to continue driving. The overview be­
low merely shows some examples. Different faults may also lead to different effects in terms of the driving characteristics. De­
pending on the fault combination and its degree of severity, it may no longer be possible to restart the vehicle after switching the
power unit off.

103
General faults with regard to power unit

Component status after technically necessary reaction Effects on power unit as a whole
HV battery HV system EM/PE ICE
No drive torque

Not possible to continue

driving

Red warning lamp (EPC)

Possible to continue driving

in ICE mode

Until 12 V battery is empty

Red warning lamp (EPC)

Possible to continue driving

in normal operation

Until 12 V battery is empty

No warning lamp (EPC)

Possible to continue driving

in electric mode

Until HV battery is empty

Yellow indicator lamp (EPC)

Note
All data given here is based on the current application status of EU6 AP emissions standard.
The information may differ for later model years and there may be differences between the MQB and MLB platforms.

104
Servicing, inspection and roadside/breakdown
assistance

Service interval in ElsaPro

The service intervals for Audi models vary from market to market. The relevant vehicle identification number (VIN) and the ElsaPro
system are required so that the currently applicable service intervals can be determined.

1. Enter the vehicle identification number (VIN) in ElsaPro

2. Select vehicle data

686_029

3. Select “+” under PR numbers

686_030

4. Enter “SEA” in search

5. Read off SEA PR number. The SEA PR number then shows the service interval in the description.

686_031

Service interval display

The table shows the engine oil change interval and the inspection interval with reference to the PR number.

105
PR No. Engine oil change interval Inspection interval
QI QI3 10,000 km / 1 year 10,000 km / 1 year
QI4 10,000 km / 1 year 30,000 km / 2 years
QI6 Flexible, max. 30,000 km / 2 years 30,000 km / 2 years
QI7 10,000 miles / 1 year 20,000 miles / 2 years
QI9 15,000 km / 1 year 15,000 km / 1 year
VI VI1 Flexible, max. 30,000 km / 1 year 30,000 km / 2 years
VI6 None 2 years
VI7 None 10,000 miles / 1 year
VI8 None 15,000 km / 1 year
VI9 None 30,000 km / 2 years

Note
Important
The PR numbers listed are only used at Audi. These PR numbers may result in different inspection intervals for other
VW Group brands!

Service intervals for markets with extended service interval

The following list applies from model year 2022 onwards for markets with extended service interval (Europe/Japan).

Combustion engines Oil change Inspection

1 Conventional / combustion engine
All Flexible (max. 30,000 km / 2 years) 30,000 km / 2 years
2 TFSI e
Q3 45 TFSI e S tronic (DQ400 6F) 180 kW 15,000 km / 1 year 30,000 km / 2 years
A3 45 TFSI e S tronic (DQ400 6F) 180 kW 15,000 km / 1 year 30,000 km / 2 years
A3 40 TFSI e S tronic (DQ400 6F) 150 kW 15,000 km / 1 year 30,000 km / 2 years
All others (Q5 TFSI e, A6 TFSI e, etc.) Flexible (max. 30,000 km / 2 years) 30,000 km / 2 years

Road-side assistance
A Roadside Assistance Guideline is available worldwide in Audi ServiceNet for all models and in different languages.

https://audi.servicenet.vwgroup.com/de/marketing/notdienst/notdienst-leitfaden.html

Rescue cards and guidelines for emergency services

Information about accident rescue procedures for Audi vehicles involved in an accident is available for emergency services in various
languages.

https://www.audi.de/de/brand/de/beratung-kauf/sonderabnehmer/sonderfahrzeuge/einsatzfahrzeuge/leitfaden-fuer-rettungs­
dienste.html

106
Glossary
This glossary explains all terms in this self-study programme which are written in italics and marked with an arrow ↗.

↗ BOL
Beginning of life

↗ HV
High voltage

↗ HVC
High-voltage coordinator

↗ HVEM
High-voltage energy management

↗ ICE
Internal combustion engine

↗ LVEM
Low-voltage energy management

↗ PPF
Petrol particulate filter

↗ SOC
State of charge

107
All rights and technical modifications reserved.

Copyright
AUDI AG
I/VH-53
[email protected]

AUDI AG
D-85045 Ingolstadt
Technical status 09/22