Self Study Programme 489

For internal use only

Audi Q5 hybrid quattro

Audi
Service Training
Audi can look back on over 20 years of experience in hybrid tech-
nology. The first generation of the Audi duo made its debut back in
1989 — a concept car based on an Audi 100 Avant — the Type C3.
A five-cylinder petrol engine drove the front wheels, and a part-
time electric motor developing 9 kW (12 hp) drove the rear wheels.
Nickel-cadmium batteries served as energy stores.
Another duo variant based on an Audi 100 Avant quattro followed
two years later — the Type C4.
In 1997 Audi advanced to become the first European car maker to
build a limited edition of a hybrid vehicle – the Audi duo based on
the A4 Avant — the Type B5. Drive was provided by a 1.9 liter TDI
developing 66 kW (90 hp) and a water-cooled electric motor
developing 21 kW (29 hp), powered by a lead gel battery in the
rear. Both units drove the front wheels.
489_020
With the Audi Q5 hybrid quattro, Audi introduced the first full
hybrid in the premium SUV segment. Power like V6, fuel economy
like a four-cylinder TDI —  after three generations of the Audi duo,
the Q5 hybrid quattro is the first hybrid model from Audi with twin
drive systems — a highly efficient parallel hybrid utilising state-of-
the-art technology.
Learning objectives of this Self Study Programme:
This Self-Study Programme provides you with information about
the Audi Q5 hybrid quattro. When you have worked your way
through this Self Study Programme, you will be able to answer the
following questions:
2
As in the two previous studies, the production duo model followed
the trend-setting plug-in concept — its battery could be charged
from a socket. Its electric motor could also recover energy during
deceleration. In electric mode the duo attained 80 kph and a
maximum of 170 kph with TDI power.
The concept was far ahead of its time.
In parallel with hybrid technology, Audi today is developing a
family of vehicles that will be able to drive long distances under
electric power — the e-tron models, which will also include plug-in
hybrids. The Audi A1 e-tron prototype always travels electri-
cally — no sort of mechanical connection exists between the range
extender and the driven front wheels.
The Audi A1 e-tron is thus designed for driving in congested areas.
489_021 489_022
Its internal combustion engine, a 2.0l TFSI* developing 155 kW
(211 hp) operates in intelligently and flexibly in conjunction with a
water-cooled electric motor developing 40 kW (54 hp), providing
sporty dynamics. The electric motor is powered by a compact
lithium ion battery.
489_023
• What does hybrid technology mean?
• Which hybrid technology is used by Audi and how?
• Which changes were made compared to the Q5 with internal
combustion engine?
 Contents

Introduction
Distinguishing features of the vehicle ____________________________________________________________________________________________________________________ 4

Safety instructoins
VDE safety rules of electrical engineering ________________________________________________________________________________________________________________ 6
Warning signs _______________________________________________________________________________________________________________________________________________ 7

Basics of hybrid technology

Hybrid technology ___________________________________________________________________________________________________________________________________________ 8
Hybrid drive technology ____________________________________________________________________________________________________________________________________ 8
Full hybrid drives ___________________________________________________________________________________________________________________________________________ 10
Other terminology _________________________________________________________________________________________________________________________________________ 12

Engine
Modifications to the 2.0l TFSI engine ____________________________________________________________________________________________________________________ 15
Coolant circuit and thermal management system ______________________________________________________________________________________________________ 16
Engine control unit J623 __________________________________________________________________________________________________________________________________ 18
8-speed automatic gearbox with hybrid module _______________________________________________________________________________________________________ 19

Running gear
Electromechanical steering _______________________________________________________________________________________________________________________________ 20
Brake vacuum pump V192 ________________________________________________________________________________________________________________________________ 21

Electrical system
Hybrid battery unit AX1 ___________________________________________________________________________________________________________________________________ 22
Battery regulation control unit J840 _____________________________________________________________________________________________________________________ 23
High-voltage battery A38 _________________________________________________________________________________________________________________________________ 23
Maintenance connector for high-voltage system TW ___________________________________________________________________________________________________ 24
Safety concept ______________________________________________________________________________________________________________________________________________ 26
Battery cooling _____________________________________________________________________________________________________________________________________________ 28
Electric drive power and control electronics JX1 ________________________________________________________________________________________________________ 29
Electric drive motor V141 _________________________________________________________________________________________________________________________________ 30
Air conditioning system ___________________________________________________________________________________________________________________________________ 33
High-voltage system _______________________________________________________________________________________________________________________________________ 35
12 volt onboard power supply ____________________________________________________________________________________________________________________________ 38
Topology ____________________________________________________________________________________________________________________________________________________ 40

System management
System schematic __________________________________________________________________________________________________________________________________________ 42
Driver exit detection _______________________________________________________________________________________________________________________________________ 44
Driver absence detection __________________________________________________________________________________________________________________________________ 44
Drive programs _____________________________________________________________________________________________________________________________________________ 44
Display and operating elements for driving in hybrid mode ___________________________________________________________________________________________ 45

Service
Special tools ________________________________________________________________________________________________________________________________________________ 52
Workshop equipment ______________________________________________________________________________________________________________________________________ 53

Annex
Glossary _____________________________________________________________________________________________________________________________________________________ 56
Test your knowledge _______________________________________________________________________________________________________________________________________ 57
Self study programmes ____________________________________________________________________________________________________________________________________ 59

The Self Study Programme teaches a basic knowledge of the design and functions of new models, new auto-
motive components or new technologies.
It is not a Repair Manual! Figures are given for explanatory purposes only and refer to the data valid at the
time of preparation of the SSP.
For maintenance and repair work, always refer to the current technical literature.
! Note

Reference

3
Introduction

Distinguishing features of the vehicle

Apart from the hybrid logo on the nameplate, the Dash panel insert with Powermeter and hybrid displays
Audi Q5 hybrid quattro can be distinguished from Audi Q5 with
internal combustion engine by the following deviating features.

Hybrid logo on the design cover in the engine bay

Hybrid logo on the wings

4
MMI system with hybrid displays

Hybrid logo on the tailgate

EV Mode switch and shift control with tip-S function

Hybrid logo on the sill panels

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5
Safety instructoins

VDE safety rules of electrical engineering

It is assumed that every household electrician is familiar with the This also applies to the qualified person responsible for the auto-
following five safety rules based on the DIN VDE 0105 series of motive high-voltage systems: the high-voltage technician.
standards. These VDE safety rules must be applied in this sequential order
before commencing work on electrical systems.

1. Disconnection from power supply

These steps must be taken by 2. Protection against unintentional reactivation

the high-voltage technician.
of the system

3. Confirmation that no voltage is present

4. Earthing and short-circuiting

These steps are
not relevant to
high-voltage vehicles. 5. Covering and isolation of adjacent live parts

!
Note
Even alternating voltages of 25 volts and DC voltages of 60 volts are hazardous to humans. It is therefore important to heed
the safety instructions in the Service Literature and in the Guided Fault Finding, and the warnings displayed on the vehicle.

!
Note
All work on the high-voltage system must be referred to a qualified high-voltage technician.

6
Warning signs
To minimise the risk associated with the high-voltage system for
users, service and workshop personnel, as well as technical and
medical emergency responders, numerous warning and informa-
tion labels are provided in the Audi Q5 hybrid quattro.
Basically, two types of warning label are used:
• Yellow warning label with warning symbol for electrical
voltage
• Warning label marked "Danger" against a red background

The following yellow labels indicate high-voltage conducting

components or high-voltage components installed in the immedi-
ate vicinity, e.g. concealed under covers.

Warning against a Warning against

hazardous area touching live parts
Warning against hazardous electrical according to
voltage to DIN 4844-2 (BGV A8) DIN 4844-2 (BGV A8)

489_054 489_055

Warning against haz- Mandatory signs:

ardous electrical Observe instructions
voltage to for use according to
DIN 4844-2 (BGV A8) DIN 4844-2 (BGV A8)

The warning labels marked "Danger" identify high-voltage compo-

nents or high-voltage conducting components .

489_056

Warning against Warning against Mandatory signs:

hazardous electrical touching live parts Observe instructions
voltage to for use according to 489_057
DIN 4844-2 (BGV DIN 4844-2 (BGV A8)
A8)
Special identification of the high-voltage battery
This adhesive label is affixed to the top of the high-voltage
battery in English and in the national language.

7
Basics of hybrid technology

Hybrid technology
The term hybrid derives from the Latin word "hibrida" and means In the context of drive concepts, the term hybrid technology has
the offspring of a mixed union. two meanings:
In technology, a hybrid is a system which combines two different
technologies with one another. • bivalent drive and
• hybrid drive technology.

Bivalent drive

Vehicles with bivalent drive have an internal combustion engine Systems that run on fossil and renewable fuels (diesel/biodiesel)
which can burn different types of fuel to provide drive power. or liquid and gaseous fuels (petrol/natural gas/liquefied petro-
leum gas) are well known and becoming increasingly widespread
on the market.

Hybrid drive technology

Hybrid drives are a combination of two discrete drive units with
different functional principles.
Hybrid technology today is the combination of an internal combus-
tion engine and an electric motor (or e-machine).
It can be used as a means of generating electrical energy from
kinetic energy (brake energy recuperation), as a motor for driving
the vehicle and as a starter for the internal combustion engine.
Depending on the basic configuration, a distinction is made
between three types of hybrid drive:

• the micro hybrid drive

• the mild hybrid drive
• the full hybrid drive

Internal combustion
engine

Electric machine

489_075

8
Full hybrid drive

A more powerful e-machine is combined with an internal combus-
tion engine. Electric-only driving is possible. The e-machine assists
the internal combustion engine as soon as the conditions permit.
Low speed driving is all-electrical. The internal combustion engine
has a start-stop function. Brake energy recuperation is used to
charge the high-voltage battery.
Both systems can be decoupled by a clutch between the internal
combustion engine and the e-machine. The internal combustion
engine is activated only when required.
Use in the Audi Q5 hybrid quattro, planned for further models.

Clutch Automatic High-voltage battery DC/DC 12 volt

gearbox converter battery

Charge/
discharge mode

Total drive power Brake energy

489_015
recuperation

Mild hybrid drive

The mild hybrid drive is identical the full hybrid drive both techni-
cally and in terms of its components, with the limitation that
electric-only operation is not possible. It has brake energy recu-
peration, start-stop and boost functions.

Micro hybrid drive

In this drive concept, the electrical components (e-stater/genera-
tor) are used only to implement the start-stop function. A portion
of the kinetic energy can be recovered as electrical energy during
braking (brake energy recuperation). There is no provision for
all-electric driving.
The characteristics of the 12 volt battery are adapted for frequent
engine starting.
Available in many Audi models, e.g. in the Audi A1.

Internal combustion e-starter/ 12 volt

engine generator battery

Charge/discharge mode

e-machine
drive Brake energy
recuperation
Total drive power
489_013

9
Full hybrid drives
The full hybrid drives are subdivided into four subgroups: • Parallel hybrid drive
• Power-branched hybrid drive
• Serial hybrid drive
• Power-branched serial hybrid drive

Parallel hybrid drive

High-voltage
The parallel configuration is notable for its simplicity. This solution Clutch battery
is used for "hybridising" existing vehicles.
The internal combustion engine, e-machine and gearbox are
mounted on a shaft. The total of the individual power outputs of
the internal combustion engine and the e-machine corresponds to
the total power output. This concept utilises a large number of
carry-over parts from the original vehicle. In all-wheel-drive
models, drive power is distributed to all four wheels in the parallel
hybrid configuration.
Gearbox

489_016
e-machine

Internal combustion
engine

Power-branched hybrid drive

The power-branched hybrid drive has an e-machine in addition to e-machine

an internal combustion engine. Both units are mounted on the
front axle.
Drive is provided by the internal combustion engine and e-machine
and transmitted through a planetary gear set to the vehicle
gearbox. Unlike the parallel hybrid configuration, therefore, the
total of the individual power outputs of both types of drive is not
High-voltage
transmitted to the wheels. The generated power is partly used to Gearbox
battery
drive the vehicle, and the remainder is stored as electrical energy in
the high-voltage battery.

489_018
Planetary gearbox

Internal combustion
engine

10
Serial hybrid drive

The vehicle is driven by the e-machine only and the internal com-
bustion engine has no mechanical connection to the drive axle. The
internal combustion engine drives an electrical generator which
supplies the e-machine with electrical power or charges the high-
voltage battery during vehicle operation.

High-voltage
Gearbox battery

Generator

489_017
e-machine

Internal combustion
engine

Power-branched serial hybrid drive

The power-branched serial hybrid drive is a cross between the two e-machine 1
aforementioned hybrid drive types. The vehicle has an internal
combustion engine and two e-machines. The internal combustion
engine and e-machine 1 are mounted on the front axle. e-machine
2 is mounted on the rear axle. This concept applies to an all-wheel-
drive vehicle.
The internal combustion engine and e-machine 1 can drive the
vehicle's gearbox through a planetary gear set. In this case, too, e-machine 2
the total power generated by both drive types is not transmitted to
the wheels. e-machine 2 in the rear axle is activated as required.
For design reasons, the high-voltage battery is mounted between
the two vehicle axles.
High-voltage battery

489_019
Planetary gear set

Internal combustion
engine

11
Other terminology
Plug-in hybrid

This term generally describes a vehicle with hybrid drive whose It represents a cross between a pure hybrid and an electric car.
high-voltage battery can also be charged externally via a charging Plug-in hybrid vehicles combine the advantages of internal com-
station or from a household power outlet. bustion engined vehicles and battery powered vehicles.

Brake energy recuperation

Unter Recuperation* (Latin: "recuperare" = to recover or to restore) The recuperation function is a key component of the electrical
is generally understood as the use of kinetic energy during decel- energy management system.
eration. This means that "free" energy is recovered during the
braking and coasting phases and buffered in the car battery.

Energy flows between the high-voltage components

Electric motor operation: high-voltage battery is discharged Recuperation: high-voltage battery is discharged

When driving under electric power, power is drawn from the
high-voltage battery.
The 12 volt vehicle electrical system is supplied with power from
the high-voltage battery.
Unlike during accceleration phases, the vehicle is braked electri-
cally by the drive motor during the deceleration phases, thus
recharging the high-voltage battery. A portion of the energy is
recovered as soon as the driver takes his/her foot off the accelera-
tor. The amount of energy recovered increases again accordingly
during the braking operation.
The 12 volt vehicle electrical system is supplied by the electric
drive motor.

JX1 with J841 JX1 with J841

V141 3 x 145 V 12 V V141 3 x 145 V 12 V
12 volt 12 volt
vehicle electrical vehicle electrical
system system

266 V 266 V

AX1 with J840 AX1 with J840

J623 J623
489_088 489_089

Key:

High-voltage wires V141 Electric drive motor

Hybrid CAN J623 Engine control unit

AX1 Hybrid battery unit J840 Battery regulation control unit

JX1 Electric drive power and control electronics J841 Electric drive control unit

12
Electric machine (e-machine)

The term "electric machine" or "e-machine" is used instead of the Electric motor as generator

generator, electric motor and starter.

Basically, any electric motor can be used as a generator. If the
e-machine motor shaft is driven externally, it delivers electrical
power as a generator. If the e-machine is supplied with electrical
power, it functions as a motor.

The e-machine of an electrical hybrid therefore replaces the con-

ventional starter of the internal combustion engine and the con-
ventional generator (alternator).

Electric motor as drive motor

489_077

Electrical boost (e-boost)

Like the kickdown function in internal combustion engines, which

delivers maximum engine power, the hybrid drive offers an e-boost
function. When this function is used, the e-machine and internal
combustion engine deliver their maximum power, which adds up to
a higher overall value. The total of the individual power outputs of
both types of drive corresponds to the total power output of the
driveline.

Due to the technical power loss within the e-machine, the genera-
tor produces less power than the drive.
+

In the Audi Q5 hybrid quattro, the internal combustion engine has e-boost

a power output of 155 kW and the e-machine develops 31 kW as a 180 kW maximum
Total power
generator. The e-machine develops 40 kW as an electric motor. The
internal combustion engine and the e-machine as an electric motor
have an aggregate power output of 180 kW.
489_078

Gliding

The vehicle is not actively driven during the gliding phase. The
internal combustion engine is off and the e-machine supplies the
12 volt vehicle electrical system by brake energy recuperation. No
current is drawn from the high-voltage battery during this phase.

13
Engine

Specifications

Torque-power curve

2.0l TFSI engine with engine code CHJA

Engine power output in kW

Engine torque in Nm

System power output in kW (10 sec.)

System torque in Nm (10 sec.)

Engine speed [rpm]

489_005

Engine code CHJA

Type Four-cylinder inline engine and 3-phase AC motor/generator

Displacement in cm3 1984

Power output of int. combustion enginein kW (HP) at rpm 155 (211) at 4300 – 6000

System power output in kW (HP) 180 (245)

Torque of int. combustion enginein Nm at rpm 350 at 1500 – 4200

System torque in Nm 480

Top speed (electric drive only) in kph 100

Range (electric drive only) in km 3 (at 60 kph)

Number of valves per cylinder 4

Bore in mm 82.5

Stroke in mm 92.8

Compression ratio 9.6 : 1

Powertrain type 8-speed quattro automatic gearbox

Engine management MED 17.1.1

Fuel Premium unleaded (sulphur-free) 95 RON

Emissions standard EU V

CO2 emission in g/km 159

Additional weight due to hybrid components in kg < 130

14
Modifications to the 2.0l TFSI engine
Elimination of belt drive for auxiliary units Use of secondary air

Following the elimination of the belt drive, a new auxiliary unit
mounting was developed for the electrical AC compressor with
revised bearing materials for the crankshaft and balancer shafts to
ensure smooth start-stop operation. The belt pulley on the crank-
shaft is still designed as a vibration damper.
• Cylinder head with additional secondary air channels
• Secondary air pump relay J299
• Secondary air pump motor V101
• Secondary air injection valve N112
• Secondary air pressure sender 1 G609

Cooling

The cooling system was extended to include an additional low-

temperature cooling circuit for the electric drive power and control
electronics JX1.

Active exhaust flap in rear silencer

The active flap is integrated only in the left-hand rear silencer and The flap is open when the engine is at a standstill. The flap is
controlled via exhaust flap valve 1 N321. It is closed when vacuum closed for acoustic reasons at up to 300 Nm and 1800 rpm, and
is present, and open otherwise. during charging of the battery in idle mode.

489_086

Rear silencer, left Pressure cell for exhaust flap

vacuum control.

Reference
For further information about the function and design of the secondary air system, refer to Self-Study Programme 436
"Modifications to the chain-driven 4-cylinder TFSI engine".

15
Coolant circuit and thermal management system
The introduction of generation MED 17.1.1 engine control unit The cooling system in the Audi Q5 hybrid quattro is subdivided into
with triple-core processor also made it possible to implement the low-temperature and high-temperature circuits. When an internal
innovative thermal management system. The aim is to further combustion engine is at a standstill, the coolant is circulated by an
improve fuel economy and reduce CO2 emissions by optimising the electrical coolant pump.
vehicle's heat balance. Optimising the heat balance means keeping
all parts and assemblies under thermal load and connected to the
cooling system, such as the engine and gearbox, within their
optimal temperature range for efficiency.

Components of the high-temperature circuit Components of the high-temperature circuit

• Heater heat exchanger • Electric drive power and control electronics JX1
• Coolant shutoff valve N82 • Coolant pump for low-temperature circuit V468
• Electric drive motor V141 • Coolant cooler for low-temperature circuit
• High-temperature circuit coolant pump V467
• Coolant pump
• Exhaust turbocharger
• Engine oil cooler
• Coolant temperature sender G62
• Thermostat for mapped engine cooling F265
• Coolant run-on pump V51
• High-temperature circuit coolant radiator
• Gear oil cooler

Key of figure on page 17:

Cooled coolant F265 Mapped engine cooling thermostat2)

(commencement of opening: 95
)
Hot coolant
G62 Coolant temperature sender
1 Vent screw
J293 Radiator fan control unit2)
2 Heater heat exchanger
J671 Radiator fan control unit 22)
3 Coolant shutoff valve3)
JX1 Electric drive power and control electronics
4 Coolant expansion tank
N82 Coolant shutoff valve2)
5 Coolant pump (on the hot side)

6 Exhaust turbocharger V51 Coolant run-on pump2)

7 Engine oil cooler V141 Electric drive motor1)

8 High-temperature circuit coolant cooler V467 High-temperature circuit coolant pump2)

incl. gear oil cooler
V468 Low-temperature circuit coolant pump1)
9 Coolant cooler for low-temperature circuit

1)
activated by electric drive power and control electronics JX1
2)
activated by the engine control unit J623
3)
activated by the Climatronic control unit J255 via
Climatronic coolant shutoff value N422 activated

16
Overview

High-temperature circuit Low-temperature circuit

1
1
2 JX1

3
V141
N82

V467

G62

F265

6 7

V51

J671 J293

V468
8

489_002

17
Engine control unit J623
Functions:

• Combustion machine control

• Thermal management control
• Hybrid manager for hybrid functions of vehicle

The hybrid manager decides whether to use electric drive and

informs the power electronics of the driver's speed input.

The engine control unit controls the thermal management of all

coolant circuits.

The internal combustion engine can be made to run continuously

for fault-finding purposes as follows:
489_003

• Activate the kick-down in "P", and the internal combustion

engine will run continuously until a speed is selected.

In E mode, the cruise control system is active at all times.

Transport mode

In transport mode, the electric drive motor is used only as a

generator. No electric drive, boost, start-stop mode or brake
energy recuperation are available for this reason. In transport
mode, the high-voltage battery is charged whenever the internal
combustion engine is running.

In transport mode, top speed is limited to 35 kph or 3500 rpm. If

transport mode is not deactivated, it is deactivated during the next
terminal 15 cycle after the vehicle has covered a distance of more
than 100 km.

Customer Service Mode

Customer Service Mode can be activated in the engine control unit

using the adaption function. The minimum coolant temperature is
25 °C. As a distinguishing feature, the exhaust gas warning lamp
K83 (MIL) and the engine electronics warning lamp K149 (EPC) are
activated.
In Customer Service Mode, the electric drive motor can only be
used as a generator and the high-voltage battery is charged when-
ever the internal combustion engine is running. No electric drive,
boost, start-stop mode or brake energy recuperation are available
for this reason. 489_072
It is also possible to start the internal combustion engine using the
12 volt auxiliary starter.
If adaption is not cancelled, Customer Service Mode will be deacti-
vated during the next terminal 15 cycle after the vehicle has
covered a distance of more than 50 km.

18
8-speed automatic gearbox with hybrid module
The automatic gearbox control unit J217 is a user on the hybrid
CAN and powertrain CAN.
Clutch K0

489_025

The e-machine is fitted with a multi-plate clutch (clutch K0) as a Since the torque converter has been eliminated, clutch K1 is used
module in the automatic gearbox. It takes the place of the torque as a starting element.
converter and does not require any additional installation space.
The multi-plate clutch runs in an oil bath and disconnects or
connects the internal combustion engine to the e-machine.

Driving state Clutch K0 Clutch K1

Engine start closed open

All-electric driving open closed

Brake energy recuperation open closed

Internal combustion engine running closed closed

Internal combustion engine idling closed open

Boost closed closed

Gliding without brake energy recuperation open open

Gliding with brake energy recuperation open closed

Additional hydraulic pump 1 for gear oil V475 is installed to The pump cannot build up the necessary pressure at low tempera-
lubricate the automatic gearbox and build up the oil pressure tures.
requiredfor hydraulic actuation when the e-machine is at a stand-
still.

!
Note
As is the case with the previous multi-step automatic gearboxes, the vehicle can be towed in selector lever position N up to a
max. distance of 50 km and up to a max. speed of 50 kph since the gearbox is not lubricated during towing.

19
Running gear

Electromechanical steering
An electromechanical steering system is used in the The power steering control unit J500 is connected to the dash
Audi Q5 hybrid quattro instead of the hydraulic power steering. panel insert/running gear CAN.

Steering gear housing Steering torque sender G269

Steering pinion Input shaft

489_012

Ball screw Power steering control unit Rack

J500
Electromechanical power
steering motor V187 with
rotor position sensor

Reference
For further information on the function and design of the electromechanical steering system, refer to Self Study Pro-
gramme 480 "Audi A7 Sportback — Running Gear".

20
Brake vacuum pump V192
The brake system vacuum pump V192 is mounted on the ESP unit
at the front. It provides sufficient vacuum in the brake booster
while the internal combustion engine is off.
Brake booster
NX6
Brake vacuum pump
V192
ESP unit
The ESP unit in the Audi Q5 hybrid quattro is identical in design to
that in the Audi Q5. The software has been extended to include the
hybrid engine drag torque control* function.
Since the brake pressure cannot be reduced for stabilisation
purposes during electrical braking (recuperation), the engine
control unit is instructed to adapt the drive torque.
If ESP is deactivated or Downhill Assist is activated in gear selector
position "D", the internal combustion engine runs continuously
during the trip.
The vacuum pump is controlled by engine control unit J623 via
relay J318. The pump is activated as required via brake booster
pressure sensor G294.
489_026
Brake pedal position sender G100
The brake pedal position sender G100 is connected to the engine
control unit.
The brake pedal position sender G100 is used for controlling the
electrical braking function (recuperation) via the engine control
unit and the hydraulic braking function via the ESP unit. The brake
pedal has approx. 9 mm of idle travel at the brake booster. This
pedal travel allows only electric braking. A harmonious transition is
made to hydraulic braking under braking.
After replacing the brake pedal position sender or the engine
control unit, the brake pedal position sender G100 on the engine
control unit must be adapted.
21
Electrical system

Hybrid battery unit AX1

The hybrid battery unit AX1 is located in the luggage compartment The housing is connected to the vehicle by an equipotential
in the spare wheel well and consists of the following components: bonding.

• High-voltage battery A38
• Battery regulation control unit J840
• Connection for maintenance connector TW
• Connection for safety connector TV44
• Connections for high-voltage cable set PX1
• Connections for 12 volt vehicle electrical system
The cooling air inflow and outflow connections are integrated in
the battery housing. To discharge gas released from a faulty cell via
a vent hose under the vehicle, a noxious gas vent is attached to the
housing.

Battery regulation control unit

J840

Noxious gas ventilation

Connections for 12
volt vehicle electri-
cal system

Maintenance connec-
tor connection for
high-voltage system
TW
Safety connector
TV44

Connections for high-

voltage cable set for
hybrid battery
PX1

489_042

Hybrid battery unit AX1 with

high-voltage battery A38

High-voltage battery

Rated voltage in V 266

Cell voltage in V 3,7

Number of cells 72 (connected in series)

Capacitance in Ah 5,0

Operating temperature in °C +15 — +55

Energy content in kWh 1,3

Usable energy content in kWh 0,8

Power output in kW max. 40

Weight in kg 38

22
Battery regulation control unit J840
The battery regulation control unit J840 is integrated in the hybrid
battery unit AX1 on the left-hand side and is connected to the
hybrid CAN and the powertrain CAN.
It monitors the temperature of the high-voltage battery and
regulates battery via the battery cooling module. The control unit
acquires and evaluates the information on charge level, cell
voltage and battery voltage. This information is relayed across the
hybrid CAN to the engine control unit.
High-voltage contacts
The high-voltage battery is connected to the other high-voltage
components and disconnected via the high-voltage contacts.
High-voltage contacts for "positive" and "negative" are fitted.
The battery regulation control unit J840 closes the high-voltage
contacts as soon as terminal 15 is activated. If the 12 volt power
supply for the battery regulation control unit is disconnected, the
contactors are opened.
12 volt battery power supply "off" means that the high-voltage
system is "off".
High-voltage battery A38
The high-voltage battery A38 is integrated in the hybrid battery
unit AX1 An electrical current sensor monitors the electrical
current during the charge and discharge cycles. Further sensors
monitor the voltage upstream and downstream of the high-voltage
contacts. The fitted high-voltage contacts are closed at "terminal
15 on". The high-voltage contacts are opened at "terminal 15 off"
of if a crash signal is received.
The charge level of the high-voltage battery is maintained at
between 30 % and 80 %. The limited charge range extends the life
of the high-voltage battery considerably. The battery charge
indicator in the dash panel insert displays 0 % or 100 %. The
charge level is put on to the hybrid CAN as a message.
Charging the high-voltage battery
If the dash panel insert display reads “Vehicle cannot be started at
this time. Refer to owner's manual“, the high-voltage battery must
be charged.
For this purpose, turn off the ignition and the connect a charger
with a capacity of at least 30 A to the jump start points, or alterna-
tively a donor vehicle with alternator. After the battery has been
successfully charged, turn on the ignition. The following message
is displayed: "Preparing to start vehicle. Please wait…“.
The safety line (see page 26) is looped through all high-voltage
components and is monitored by the battery regulation control
unit. For monitoring purposes, the control unit J840 utilises an
electrical current signal supplied by the power electronics in the
safety line.
All battery-related data is stored in the history data by the control
unit. This makes it possible to post-analyse exhaustive discharge or
overheating of the high-voltage battery.
The high-voltage contacts are opened by the battery regulation
control unit J840 if:
• the ignition is deactivated
• or the safety line is disconnected
• or the seat belt tensioner has deployed
• or the airbag has deployed
• or both 12 volt batteries have been disconnected from the
vehicle electrical system at "terminal 15 on"
If starting capacity is limited (less the 25 % charge in the high-
voltage battery) or the engine fails to start, the following message
is displayed: "Vehicle cannot be started at this time. See owner's
manual“. When the battery charge level drops below 20 %, no
further discharge is allowed.
When driving under electric power only, the high-voltage battery
supplies both the high-voltage system and the 12 volt system.
If no charge current is consumed by the high-voltage battery
within 1 minute, the following message is displayed: "Charging
cycle aborted. Cannot start engine“. The reason is that the charger
or donor vehicle does not have enough power. Alternatively, a fault
is indicated in the form of the red hybrid warning lamp.
If a charging current is detected, the high-voltage battery is
charged to 35 %. A green charging connector symbol (see illustra-
tion on page 46) appears on the dash panel insert display. In the
process the 12 volt batteries are partially discharged.
If the charge level of the high-voltage battery has dropped below
5 %, the battery can no longer be charged.
23
Maintenance connector for high-voltage system TW

It is an electrical bridge between the two parts of the high-voltage
battery. The connection is open when the maintenance connector*
is removed.
The maintenance connector is disconnected whenever work is
performed on high-voltage components or in the vicinity of high-
voltage components using metal-cutting, shaping or sharp-edged
tools.
To deenergise the system, please run the program in the vehicle
diagnostic tester.

Locking and unlocking the maintenance connector

Turn off the ignition. To access the maintenance connector for the

high-voltage system TW, the service flap of the high-voltage
system in the luggage compartment must be opened. The mainte-
nance connector is located under the orange-coloured rubber cover
on the hybrid battery unit AX1, which must be removed.

489_028
Removing the maintenance connector

A way to deactivate the high-voltage system is to activate the

maintenance connector because it acts as an electrical bridge
between the two parts of the battery. This process involves using
two defined switch positions.

489_031
Maintenance connector inserted

In the first position, the safety line is disconnected.

489_030
Maintenance connector in position 1

24
In the second position, the series connection between the two
parts of the battery is open.
The maintenance connector can now be removed from the mount-
ing. The high-voltage system is now deactivated. Check for absence
of voltage.

489_032
Maintenance connector in position 2

Fuse in maintenance connector

Safety loop contact

A fuse for the high-voltage system is integrated in the mainte-

nance connector. The fuse is rated for 125 A.

489_029

Fuse in maintenance con-

nector

Restarting

To restart the high-voltage system, move the maintenance connec-

tor back into position in the reverse sequence.

Refer to the Guided Fault Finding for a detailed description of the

procedure for carrying out restart measurements.

!
Note
Only qualified high-voltage technicians are allowed to disconnect this maintenance connector to deenergise the vehicle.

25
Safety concept
Insulation monitoring

Every 30 seconds an insulation measurement is made in the In the event of an insulation fault, a message is displayed in the
high-voltage system by applying system voltage. Insulation faults dash panel insert and the customer is instructed to take the vehicle
are detected throughout the high voltage circuit, i.e. in the high- to a service workshop for repair.
voltage battery, traction lines, power electronics, 3-phase lines
connected to the electric drive motor and in the line to the AC
compressor including the AC compressor.

Electrical safety line with safety connector TV44

Safety connector connection High-voltage wire connections
The safety line* is a safety concept comprising a mechanical
P1 and P2
component and an electrical component.
Locking bracket

The safety line ensures that the complete high-voltage system is

deenergised as soon as a high-voltage component is disconnected
from the power supply. In addition, the safety connector combines
with a locking bracket to form a mechanical lock which prevents
high-voltage wires being disconnected when voltage is present.

The safety line is like an electrical circuit which is closed by its

safety connectors.
If this circuit is opened by removing the safety connector, the
high-voltage system is deenergised. The safety connectors must be
removed before disconnecting high-voltage wires from the high-
voltage components. This ensures that the system is not live when
lines are disconnected.

489_037

Bracket of the safety connector with the mechnical locking bracket on the
hybrid battery unit with the safety connector removed and the high-voltage
wires disconnected.

Safety line closed

All component parts of the high-voltage system are interconnected
as a ring circuit by means of a separate low-voltage wire. The
component connection to the safety line is configured as an NC
contact. If all components are ready for operation, the NC contacts
are closed.
If a voltage is now applied to the safety line, current can flow
because the line is not open. A measurable current is therefore a
sign that all components of the safety line are ready for operation.
The safety line works in much the same way as a cold bulb monitor.

Safety line open

If an NC contact is opened because a component is not ready for
operation or because the safety connector has been removed, the
safety line is open. No current can flow when a voltage is applied.
This is a sign that the high-voltage system is not ready for opera-
tion.
A check is made by the battery regulation control unit in the hybrid
battery unit to determine if the safety line is closed or open. If the
control unit determines that the line is open, it does not activate
the high-voltage contacts and thus breaks the connection between
the high-voltage battery and the high-voltage system.

26
Safety connector TV44

Mechanical locking of the safety connector

Before commencing this work, it is important to ensure that the
maintenance connector has been removed (page 24). This work
may only be performed by a qualified Audi high-voltage technician.
The high-voltage wire can only be disconnected from the hybrid
battery unit if the safety connector TV44 has previously been
removed. For this purpose, the bayonet ring must be pulled up.
The safety line is now open and the battery management control
unit has isolated the high-voltage battery via the high-voltage
contacts.

Safety connector TV44

489_038 489_039

The plug-in contacts of the high-voltage wire can only be removed
if the locking bracket has previously been swivelled back.
Because the safety line is open, voltage is no longer present at the
high-voltage wire contacts and there is no danger of electric shock
when disconnecting the high-voltage wire.
Conversely, the high-voltage wire to the power electronics can only
be connected to the hybrid battery unit if the locking bracket has
been swivelled over the two plug-in contacts. Only then can the
safety connector be inserted. In the context of the safety line, this
means that the high-voltage system is not energised until the
safety connector has been inserted. In any case, high-voltage
plug-in connections are made without electric current.

Locking bracket Connection P21) Connection P11)

489_040 489_041
1)
Refer to table on page 35

!
Note
Only qualified high-voltage technicians are allowed to disconnect this maintenance connector in order to deenergise the
vehicle.

27
Battery cooling
When charging a battery, the chemical processes which take place
during charging are reversed. Heat is released during this thermo-
dynamic process, causing the battery to heat up. As the high-
voltage battery of the Audi Q5 hybrid quattro is subject to continu-
ous discharge and charge cycles, considerable amounts of heat can
build up here. This causes not only in potential ageing of the
battery, but also, in particular, to increased electrical resistance in
the conductors, with the result that electrical energy is not con-
verted to work rather is dissipated as heat. For this reason, the
high-voltage battery has a cooling module with a separate evapo-
rator and is connected to the cooling circuit of the electrical AC
compressor. The cooling module operates runs on the 12 volt
onboard power supply.
The components of the cooling module are:
• Battery fan 1 V457
• Air recirculation flap servomotor 1 for hybrid battery V479
• Air recirculation flap servomotor 2 for hybrid battery V480
• Temperature sensor upstream of hybrid battery evaporator
G756
• Temperature sensor downstream of hybrid battery evapora-
tor G757
• Refrigerant shutoff valve 1 of hybrid battery N516
• Refrigerant shutoff valve 2 of hybrid battery N517
In addition, there are six temperature sensors between the hybrid
battery unit housing and the two halves of the battery, and one
temperature sensor each in the cooling module battery cooling air
intake and outlet.
V757 N516 V756 V479
Evaporator
28
If the battery management control unit detects an excessively high
operating temperature via the temperature sensor upstream of
evaporator G756 or the temperature sensor downstream of evapo-
rator G756, it activates fan V457. A cooling function model is
integrated in the control unit. Depending on the termperature, the
system switches from fresh air mode to air recirculation mode with
active evaporator. There are 3 cooling demand levels for the
Climatronic control unit J255. Blower speed is controlled by the
battery regulation control unit J840 via the LIN bus.
In fresh air mode, fan V457 draws air out of the spare wheel well,
channels it through the evaporator and into the battery, and
discharges the warm air into the atmosphere below the bumper at
the rear left.
In air recirculation mode, air recirculation flaps 1 and 2 are closed
and no fresh air is induced.
If necessary, the control unit J840 sends a request to activate the
electric AC compressor V470 to the Climatronic control unit via
CAN bus.
Battery fan 1 V457, recirculation flap servomotor 1 for hybrid
battery V479 and recirculation flap servomotor 2 for hybrid
battery V480 are regulated by the control unit via LIN bus. Servo-
motors V479 and V480 are connected in series. The refrigerant
shutoff valve 2 of hybrid battery N517 is normally closed and
controls the refrigerant flow to the air conditioner for the hybrid
battery. The refrigerant shutoff valve 1 of hybrid battery N516 is
normally open and controls the refrigerant flow to the air condi-
tioner for the occupant cell.
The cooling module has a service position which can be used for
accessing the 12 volt battery fitted below it.
V457 V480
489_044
Electric drive power and control electronics JX1
The electric drive power and control electronics JX1 consist of
electric drive control unit J841, drive motor inverter A37, voltage
converter A19 and intermediate circuit capacitor 1 C25. The
electric drive control unit J841 is a hybrid CAN and powertrain CAN
user.
The drive motor inverter A37 (bidirectional pulse inverter) converts
the direct current of the high-voltage battery to a three-phase AC
voltage for the 3-phase AC machine. In brake energy recuperation
mode and in generator mode, a DC voltage for charging the high-
voltage battery is generated from the alternating current. Speed is
controlled by modulating the frequency. At a speed of, say,
1000 rpm, the electrical frequency is approx. 267 Hz. Torque is
controlled by pulse width modulation.
The voltage converter A19 converts the DC voltage from the
high-voltage battery (266 volts) to the low DC voltage (12 volts) of
the vehicle electrical system.
The intermediate circuit capacitor 1 C25 serves as an energy
storage device for the e-machine. The intermediate circuit capaci-
tor is actively discharged at "terminal 15 OFF" or if the high-
voltage system is deactivated due to a crash signal.
As the DC/DC converter is bidirectional, it can also convert the low
voltage (12 volts) of the vehicle electrical system to the high
voltage (266 volts) of the high-voltage battery. This function is
also used for jump starting (charging the high-voltage battery).
Power electronics
DC/AC
Continuous AC current
Peak AC current
AC/DC
e-machine drive
DC/DC
DC/DC power output in kW
Weight in kg
Capacity in l
Operating states:
Ignition off:
• "Terminal 15 off".
• Hybrid manager in Sleep mode.
• No operating current.
Ignition "on" without brake depressed:
• "Terminal 15 on".
• Hybrid manager in Standby mode.
• The high-voltage contacts are closed and the power electronics
are supplied with a voltage of 266V by the high-voltage battery.
However, there is no operating current.
The AC compressor is connected directly to the high voltage
current of the power power electronics. As the line to the AC
compressor has a smaller cross-section than the lines from the
high-voltage battery to the power electronics, a 30 A fuse is
integrated in the power electronics for the AC compressor. During
recuperation or in generator mode, the compressor is powered by
the power electronics. The compressor is only powered by the
high-voltage battery when driving under electric power.
The power electronics have their own low-temperature circuit,
which is connected to the coolant reservoir of the engine cooling
circuit. Coolant is recirculated as required by the low-temperature
circuit coolant pump V468. The low-temperature circuit is a com-
ponent part of the thermal management system. The engine
control unit controls pump activation.
The engine control unit supplies the power electronics with infor-
mation on brake energy recuperation, generator operation and
driving speed when driving under electric power.
The power electronics check the speed and position of the traction
motor rotor position sender 1 G713, as well as coolant tempera-
ture of the electric drive motor V141 using the traction motor
temperature sender G712.
266 Vnom. in 189 Veff. AC
240 Aeff
395 Aeff
189 Veff AC to 266 Vnom.
0 — 215 V
266 V to 12 V and 12 V to 266 V (bidirectional)
2.6
9.3
6
Ignition "on" with brake depressed:
• "Terminal 15 on" and "terminal 50 on".
• The following message is displayed: "Hybrid Ready“.
• Operating current now flows:
• from the high-voltage battery to the power electronics,
• from the power electronics to the electric drive motor and
• from the high-voltage battery to the 12 volt onboard power
supply.
29
Electric drive motor V141

Electric drive motor

Power output in kW at rpm 40 at 2300

Torque in Nm 210

Weight of module in kg 31

Weight of e-machine in kg 26

Voltage in V AC 3 ~ 145

The electric drive motor is installed between the 2.0l TFSI engine
and the 8-speed automatic gearbox. It takes the place of the
torque converter and does not require any additional installation
space. It is a permanently excited synchronous machine and is
driven by a three-phase field. The rotor is fitted with neodymium
iron boron (NdFeB) permanent magnets.
The electric drive motor V141 is integrated in the 3-phase AC drive
VX54. The electric drive motor is controlled via the electric drive
control unit J841 and the electric drive power and control electron-
ics JX1. Torque is controlled by pulse width modulation of the
frequency and speed.
The 266 volt DC voltage is converted to a 3-phase alternating
voltage via the power electronics. These three phases build up an
electromagnetic three-phase field in the electric drive motor.
The electric drive motor is used for starting the internal combus-
tion engine and, in generator mode, for charging the high-voltage
battery and the 12 volt battery by means of a DC/DC converter in
the electric drive power and control electronics JX1. The electric
drive motor in the Audi Q5 hybrid quattro allows the vehicle to
operate solely under electric power, albeit with limited speed and
range, and assists the internal combustion engine during accelera-
tion (boost).
If the hybrid manager determines that the electric drive motor has
enough power to drive the vehicle, the internal combustion engine
is shut off.

Power terminals

Electric drive power and control

electronics JX1

Electric drive motor V141

489_011

High-voltage cable set

for hybrid battery PX1

8-speed automatic gearbox 2.0l TFSI engine

30
Electric motor — synchronous machine

The electric drive motor is water cooled and integrated in the The traction motor rotor position sender 1 G713 works on the
high-temperature circuit of the internal combustion engine. The resolver principle* and records the actual speed and angular
coolant is circulated by the high-temperature circuit coolant pump position of the rotor.
V467 (in three stages) as required. The pump is controlled by the
engine control unit J623.
The traction motor temperature sender G712 is an NTC resistor*
and measures the temperature between two coils of the electric
drive motor. If the temperature exceeds 180 — 200 °C, the power
output of the electric drive motor is reduced to zero (in generator
mode and when driving under electric power). Depending on the
temperature overshoot of the electric drive motor, the motor can if
necessary be restarted using the 12 volt starter.

Components

The electric drive motor consists of:

• the die-cast aluminium housing, • a bearing plate for attachment to the automatic gearbox torque
• the inner rotor with neodymium iron boron (NdFeB) permanent converter,
magnets, • the cut-out clutch,
• the stator with magnetic coils, • the three-phase power connection.

Power connection with

Cooling jacket coding lugs Bearing plate

Rotor with Stator with coils Cut-out clutch K0

489_010
permanent magnets

31
Traction motor temperature sender G712

The sensor records the temperature of the electric drive motor

between two coils. The hottest point in the electric drive motor is
determined by a temperature model. The signal from this tem-
perature sensor is used to control the cooling output of the high-
temperature circuit. The cooling circuits are an integral part of the
innovative thermal management system. Coolant flow can be
adjusted from stationary coolant to full cooling capacity via an
electrical auxiliary coolant pump and the active coolant pump of
the internal combustion engine.

Effect of failure

If the sensor fails, the red warning lamp for the hybrid system
appears on the dash panel insert display. The vehicle must now be
taken to a service workshop for repair. The vehicle cannot be
restarted, but will continue to run by internal combustion engine
only until the 12 volt batteries no longer have any charge left.

489_074

G712 and G713

Traction motor rotor position sender 1 G713

Since the internal combustion engine with its speed senders is
mechanically isolated from the electric drive motor in e-mode, the
electric drive motor requires its own sensors to determine the rotor
position and rotor speed. For this purpose, a speed sensor is
integrated in the electric drive motor.
Based on the signal from this sensor, the engine and gearbox
management system determines whether and how fast the electric
drive motor is running. The signal is utilised to control the follow-
ing components of the high voltage drive:
• e-machine as generator
• e-machine as motor
• e-machine as internal combustion engine starter

Effect of failure

If the sensor fails, the red warning lamp for the hybrid system
appears on the dash panel insert display:

• the electric motor is deactivated and the vehicle coasts to a stop

• it cannot be driven electrically
• generator mode is not possible
• the internal combustion engine cannot be started
• the vehicle must be taken to a service workshop for repair

32
Air conditioning system
Electrical AC compressor V470.

Electric motor Brushless asynchronous motor

Power consumption in kW up to 6

Voltage supply in V 266 DC

Current consumption in A up to 17

Speed in rpm 800 — 8600

Cooling by intake coolant

Weight in kg 7

The electrical AC compressor takes the place of the belt-driven AC
compressor.
The AC compressor runs on voltage from the high voltage circuit
and is connected to the power electronics. The AC compressor
control unit J842 is integrated in the electrical AC compressor
V470.
The control unit is connected to the extended CAN bus. Speed is
controlled via the PWM signal* (PWM signal 0 — 100 %).
The compressor is activated by the Climatronic control unit J255.
The "OFF" or "AC OFF" function affects interior air conditioning
only.
For the purpose of cooling the high-voltage battery, the compres-
sor is activated by the Climatronic control unit J255.
The PTC heating element* for auxiliary air heater Z35 - previously
familiar from the diesel engines - is also installed. The auxiliary
heater control unit J604 controls the low heat output relay J359
and the high heat output relay J360.

Liquid reservoir AC compressor control unit

with drier cartridge J842

Service connection

Refrigerant shutoff valve 1 of

hybrid battery
N516

Service connection

Condenser

489_027

Electrical AC compressor
V470

Refrigerant pressure/temperature
sender
G395

33
Electrical AC compressor V470.
Connection
12 volt onboard power supply
The electrical AC compressor V470 is bolted to the engine block
and connected to the electric drive power and control electronics
AC compressor control unit
by a high-voltage wire. In contrast to the other high-voltage wires,
J842
this line has a double round contact for high voltage and two
contacts for the electrical safety line.

Connection
High-voltage wire

Connection
Condenser

Connection
Refrigerant circuit

489_084
Electrical AC compressor
V470

Electrical interface to the BUS system

Data bus diagnostic interface J533

Convenience CAN bus

Climatronic control unit

J255
Extended CAN bus

Fresh air blower

control unit
J126
LIN bus

AC compressor con-
Flap control servo- trol unit
motors J842

Auxiliary air heater

control unit
J604

489_085

34
 High-voltage system
The high-voltage system has an IT network configuration. I stands
for insulated transmission of electrical energy through separate
positive and negative wires insulated from the vehicle body.
T means that all devices are connected to the body by an equipo-
tential bonding. This line is also monitored by control unit J840
during the insulation test, thus allowing insulation faults and
short circuits to be detected.

High-voltage wires

The electrical lines of the high-voltage system differ considerably
from the other lines in the vehicle electrical system and in the 12
volt vehicle electrics. Due to the high voltage and current levels,
the electrical lines have a significantly larger cross section and are
connected by means of special plug-in contacts.
To draw attention to the danger of high voltage, all wires of the
high-voltage system are colour-coded orange. All manufacturers of
electric-powered vehicles have agreed that high-voltage wires are
to be colour-coded orange. To avoid incorrect assembly, the high-
voltage wires are mechanically coded and identified by a coloured
ring under the bayonet ring.
The high-voltage wires are also mechanically coded at the round
contacts. In the high-voltage system, all shock-proofed plug-in
connections and all high-voltage wires are protected against
chafing by a thick layer of insulation and an additional corrugated
tube sheathing.
The high-voltage system has the following line sections:
• two high-voltage wires from the high-voltage battery to the
power electronics (P1, P2)
• three high-voltage wires from the power electronics to the
electric drive motor (P4, P5, P6)
• a two-wire high-voltage wire from the power electronics to
the AC compressor (P3)

P3 P1 P2 P6 P5 P4
Connections on
electric drive power and P3
control electronics JX1

Connection on
electrical
AC compressor
Locking bracket 1
V470

Locking bracket 2

489_033

Connections on
hybrid battery P2
unit AX1
P6
P5
P4

Connections on
electric drive motor V141

P1

Connection Number Ring and point colour Phase

Power electronics — high-voltage battery P1 red T+ (HV positive)

High-voltage cable set for hybrid battery PX1
P2 brown T- (HV negative)

Power electronics — AC compressor P3 red —

Power electronics — electric drive motor P4 blue U

High-voltage cable set for drive motor PX2
P5 green V

P6 violet W

35
 High-voltage connector

High-voltage plug contacts

The high-voltage connector of line P3 differs from the other lines

in that it has two wires and a double round contact with two
contacts of the safety line.

Contact
Safety line

Contact
Contact Contact
High-voltage connection
High-voltage connection High-voltage connection
Bayonet ring Bayonet ring

High-voltage connector
P3

489_092 489_091

Contact High-voltage connector

Safety line P1, P2, P4, P5, P6
Coding ring

If the bayonet ring is pulled up and thus unlocked, the colour of After connecting the terminal, the bayonet ring must be pushed
the coding ring is visible. down until it audibly engages. The connection is now closed.

High-voltage con- High-voltage con-

nector nector

489_095 489_093

Unlocked bayonet ring Locked bayonet ring

Coding ring

The illustration shows, by way of example, the high-voltage connector of termi-

nal P4.

Mechanical coding

In addition to colour ring codings, the high-voltage connector and

terminals are mechanically coded. The position of the coding is
indicated by a yellow mark.

High-voltage con-
nector

489_095

Unlocked bayonet ring

Coding ring

Mechanical coding

The illustration shows, by way of example, the high-voltage connector of termi-

nal P4.

36
Terminals of the power electronics

P1, P2 — from the high-voltage battery to the power electronics

High-voltage cable set for hybrid battery PX1 Connection P1, P21)

The high-voltage battery and the power electronics are electrically

connected by two orange-coloured high-voltage wires. The lines
have a shielded, single-pole design and both carry potential.

489_036

P3 — from the power electronics to the AC compressor Connection P31)

Through the AC compressor, the air conditioning system is an

integral part of the Audi Q5 hybrid quattro high-voltage system.
This new system of activating of the compressor has the advantage
that the vehicle interior can be air-conditioned even when the
internal combustion engine is at a standstill. Depending on the
battery charge level, the air conditioning system remains active. If
the charge level of the high-voltage battery drops, the system
starts the internal combustion engine automatically in order to
charge up the high-voltage battery.

The AC compressor is connected to the power electronics by a

two-wire line. Due to the coloured and mechanical markings, it is
not possible interchange the high-voltage wires. 489_035

This line has a shielded, two-pole design. If either of the two

connectors of this line is disconnected, this is the equivalent of
removing a safety connector, i.e. the high-voltage system is deacti-
vated.

P4, P5, P6 — from the power electronics to the e-machine

High-voltage cable set for drive motor PX2 Connection P4, P5, P61)

In the power electronics, the 266 volt DC voltage from the high-
voltage battery is converted to a three-phase alternating voltage
(3-phase AC) by a DC/AC voltage converter for operating the
electric drive motor. The electric drive motor is connected to the
power electronics via three high-voltage cables. The lines have a
shielded, single-pole design and, like all others, are marked and
coded in colour and mechanically so that they cannot be inter-
changed.
Refer to the Service Literature for details of line designations.

489_034

1)
Refer to table on page 35

37
12 volt onboard power supply
The following modifications have been made compared to the
Audi Q5:
12 volt onboard power supply
• The alternator C has been eliminated. This function is now
performed by the electric drive motor (three-phase AC drive).
• The 12 volt onboard power supply does not have brake energy
recuperation.
• The 12 volt onboard power supply is supplied by the DC/DC
converter of the power electronics.
• In addition, a second 12 Ah battery A1 is installed in the side
section at the rear left. The battery monitor control unit 2 J934
is connected to the LIN bus of the databus diagnostic interface
J533.
• The secondary battery is activated by the battery disconnect
relay J7 at "terminal 15 on".
• The voltage stabiliser J532 has been eliminated. Its function is
now performed by the second battery. No electrical current is
drawn from the secondary battery at "terminal 15 off".
489_081
Second battery
A1
Battery monitor control unit 2
J934
38
12 volt auxiliary starter
The auxiliary starter is used only for starting the internal combus-
tion engine in certain operating states. The 68 Ah battery A is then
disconnected from the engine control unit via the starter battery
changeover relay J580 so that the full capacitance is available to
the starter motor. The onboard power supply is then supplied via
the second battery A1 and the DC/DC converter. The temperature
of the second battery must be at least 0 °C before the 12 volt
auxiliary starter is enabled. If the high-voltage system is not ready
for operation, 12 volt starting is not possible.
Note:
Both 12 volt batteries must be disconnected before carrying out
work on the 12 volt onboard power supply.
Jump start points
• Jump start points can be used by service centres for diagnostic
work
• The 12 volt batteries are charged via the jump start points. The
second battery is charged only when the ignition is on.
• When the 12 volt battery is discharged, the vehicle can be jump
started.
• The high-voltage battery can be charged via the jump start
points.
489_080
Battery monitor
control unit
J367
Battery
A
489_082
Distribution frame for high-voltage system TV1
with battery disconnect relay J7 and
starter battery changeover relay J580
Electronic ignition lock

The ignition lock uses the information "ignition key is inserted" to The terminals have the following status:
instruct the high-voltage system to make the vehicle ready for
operation. For the battery management control unit, the informa- Ignition "on" with brake depressed:
tion "ignition key is inserted" is a condition which must be met so • "Terminal 15 on"
that the control unit activates the high-voltage contacts for cou-
pling the high-voltage battery to the high-voltage system. If the Ignition "on" with brake depressed:
ignition key is removed, the control unit disconnects the high- • "Terminal 15 on"
voltage battery automatically from the high-voltage system. • "Terminal 50 on"
• "Hybrid Ready"

The vehicle can now be driven electrically, i.e. the internal combus-
tion engine starts at a low high-voltage battery charge.

Airbag control unit J234

To ensure that the occupants and emergency services are not

endangered by the high-voltage system in the event of a crash, the
crash detection signal from the airbag control unit is also evalu-
ated by the battery regulation control unit J840. If a crash is
detected, the battery regulation control unit isolates the high-
voltage battery from the high-voltage system via the high-voltage
contacts.

In the first crash phase, only the belt tensioners deploy and the
high-voltage contacts are opened. This process is reversible. This
means that the high-voltage contacts can be closed again after the
ignition has been turned off and back on again.

If the belt tensioners and airbags have deployed in the second

crash phase, the high-voltage battery is irreversibly isolated from 489_083
the high-voltage system. This process can only be reset using the
vehicle diagnostic tester. The deployed airbags serve the emer-
gency services as an indicator that the contactors have been
opened in a crash and thus that the high-voltage system has been
disconnected from the high-voltage battery.

39
Topology
Air quality Front right seat Reversing camera
sensor vent control unit system control unit
G238 J799 J772

Refrigerant pres- Front left seat vent Trailer detector

sure/temperature control unit control unit
sender J800 J345
G395

Garage door open- Steering column Multi-function

ing control unit electronics control steering wheel con-
J530 unit trol unit
J527 J453

Seat and steering

Vehicle electrical system
column adjustment
control unit
Light switch control unit with
J519
E1 memory
J136

Special vehicle con-

trol unit
Wiper motor con- J608
trol unit
J400

Door control unit, Door control unit,

driver side rear left
Rain and light J386 J388
detector sensor
G397

Door control unit, Door control unit,

front passenger rear right
Electrical steering side J389
column lock control J387
unit
J764
Convenience system
central control unit
Entry and start J393
authorisation
switch
E415

Alarm horn Rear lid control Rear lid control

H12 unit unit 2
Garage door oper- J605 J756
ating unit
E284

Tyre pressure moni-

Sliding sunroof tor system control
control unit unit
Battery fan 1
J245 J5021)
V457

Climatronic control unit

Roof roller blind J255
control unit Air recirculation
J394 flap servomotor 1
for hybrid battery
V479

Anti-theft alarm Fresh air blower

control unit Air recirculation
sensor flap servomotor 2
G578 J126
for hybrid battery
V480

Air humidity sender Flap control servo-

G355 motors Power module for
left headlight
J667

Auxiliary air heater Power module for

control unit right headlight
J604 J668

!
Note
The Charisma switch module E592 and the auxiliary heater control unit J364 are not available in the Audi Q5 hybrid quattro.

40
 Colour key:

Powertrain CAN bus

Convenience CAN bus
Extended CAN bus
Control unit in dash DPI/running gear CAN bus
panel insert
J285 Diagnostics CAN bus
Hybrid CAN bus
MOST bus
Park assist steering Steering angle LIN bus
control unit sender
J791 G85 Sub-bus systems

Deviating control units of the

ESP ABS Electromechanical Audi Q5 hybrid quattro for the
sensor unit control unit park and handbrake Audi Q5
G419 J104 control unit 1)
J540 specific markets only

ESP Active steering con- Power steering con-

sensor unit 2 trol unit trol unit
G536 J792 J500

MMI display
J685
Four-wheel drive
control unit
J492

Mediaplayer in
Information elec- position 1
tronics control unit R118
1
Diagnostic port
J794

Data bus diagnostic interface J533 TV tuner

R78

Engine control unit

J623

Digital sound pack-

age control unit Radio
Automatic gearbox AC compressor con- J525 R
control unit trol unit
J217 J842

Electric drive con- ACC control unit Battery monitor

trol unit J428 control unit
J841 J367

Battery regulation Audi lane assist Battery monitor

control unit control unit control unit 2
J840 J759 J934

ECD control unit Headlight Assist Alternator

(electronically con- control unit J844 C
trolled damping)
J250

Airbag control unit Audi side assist

J234 control unit
J769

Curve light and Audi side assist

headlight range control unit 2
adjustment control J770
unit
J745
489_001

41
System management

System schematic
The system schematic here shows a selection of components For this reason, the engine management system, the gearbox
required for use of the electric drive motor. In actual fact, as management system and the hybrid control system must be
described, a string of further input and output signals are inter- coordinated. The engine control unit is the higher-level (master)
changed between all vehicle systems involved in vehicle operation, control unit for internal combustion operation and electric opera-
e.g. for operation of the heater and air conditioning system, power tion.
steering and brake system.
A particularly important factor is the set-up of the vehicle systems
when changing over from electric operation to internal combustion
operation and vice versa, so that the changes in drive torque do not
have a detrimental effect on ride comfort.
Connection on V141

SX1 with J840 AX1 with A38

V479

V457

V480

Key and accompanying messages:

AX1 Hybrid battery unit

PX1 High-voltage cable set for hybrid battery J234 Airbag control unit
• Crash signal
SX1 Terminal and distributor box 1
• High-voltage wire monitoring J255 Climatronic control unit
• AC compressor activation
A38 Hybrid battery
J285 Control unit in dash panel insert
J104 ABS control unit • Textual messages and vehicle operating state descriptions
• Brake system hydraulic pressure, brake pressure on the dash panel insert display
• Wheel speed measurement
J533 Data bus diagnostic interface
J217 Automatic gearbox control unit • Data transfer between the various BUS systems
• Gearbox speed
• Gear recognition J540 Electromechanical park and handbrake control unit
• Gearbox hydraulics temperature • Driver exit detection
• Electrical hydraulic pump, gearbox hydraulic pressure, gear
shifting
• Clutch control mechanism for internal combustion engine/
electric drive motor

42
 V470 with
J842
J285
J794

J533 J685

J255

J104
J540

J841

J623 J217 J234

PX1

489_043

Colour key:
Powertrain CAN bus MOST bus
DPI/running gear CAN bus LIN bus
Hybrid CAN bus High-voltage wire
Convenience CAN bus

J623 Engine control unit J841 Electric drive control unit

• e-mode on/off • Electric drive motor speed
• Brake application signal • Electric drive motor temperature
• Drive-by-wire signal • Power electronics temperature
• Engine speed • Voltage monitoring
• Engine temperature
• Driver absence detection J842 AC compressor control unit
• Electric drive motor coolant temperature • Compressor speed

J685 Display unit of the display and operating control unit, V141 Electric drive motor
information front
• Animated vehicle operating state descriptions V457 Battery fan 1

J794 Information electronics control unit 1 V470 Electrical AC compressor

• Display information transfer
V479 Air recirculation flap servomotor 1 for hybrid battery
J840 Battery regulation control unit
• Battery temperature V480 Air recirculation flap servomotor 2 for hybrid battery
• Control of high-voltage contacts

43
Driver exit detection
If the following conditions are met, changes in the status of the If the driver's door is now opened, a driver exit is detected and the
driver's door and brake signal are monitored: electromagnetic parking brake is automatically closed.

• Driver's door is closed To reactivate the driver exit detection function, the vehicle must
• Vehicle is ready for operation (hybrid ready) or the internal again exceed a speed of 7 kph.
combustion engine is running
• Vehicle is currently travelling at less than 7 kph In gear selector positions N (vehicle in car wash) or P (mechanical
• Speed D, R, S or Tip is selected lock in automatic gearbox), the electromechanical parking brake is
• Footbrake is not depressed not closed automatically.

Driver absence detection

If the following conditions have been met, a driver presence is If the driver's door is opened or if the seatbelt is unfastened with
detected: the gear selector in position P, the driver's absence is detected:

• "Hybrid Ready" • If this happens while the internal combustion engine is running,
• Driver's presence has been detected (driver's door is closed the engine continues to run without interruption.
and driver's seatbelt fastened)
• If this happens while the internal combustion engine is at a
or standstill, the hybrid manager enters Standby mode. No elec-
tric current flows from the high-voltage battery and the internal
• Driver's door is closed and a speed has been selected. combustion engine can no longer start. Without a 12 volt
charger, the 12 volt batteries now become discharged.

Drive programs
The Audi Q5 hybrid quattro has three customer-selectable drive
programs:

Gear selector position Program Possible effects

EV Extended electrical operation. • Driving under electric power down to a
(see page 51) high-voltage battery charge level of 30 %
• All-electric driving up to 100 kph
• Gliding
• Start-stop
• No boost function
• Brake energy recuperation
D Fuel-optimised configuration with moder- • Driving under electric power down to a
ate boost function high-voltage battery charge level of 30 %
• Gliding
• Start-stop
• Moderate boost function
• Brake energy recuperation
S and Tip gates Enhanced boost function of the electric • Start-stop
drive. • Intensive boost function
• Brake energy recuperation
• No electrically powered driving

Reference
For further information on the function and design of the electromechanical parking brake, refer to Self Study Pro-
gramme 394 "Audi A5 — Running Gear".

44
Display and operating elements for driving in hybrid mode
For operation and display of the electric drive, the
Audi Q5 hybrid quattro has the following features:

• Powermeter instead of rev counter

• Display in dash panel insert
• Animated display on MMI screen
• High-voltage battery charge indicator instead of coolant
temperature display
• Electric drive priority button E709

Display in Powermeter

The Powermeter displays various vehicle operating states and the

power output or charging capacity of the hybrid system during the
trip.

4 5

489_079

11 10 9 8

Key:

1 Vehicle ready "Hybrid Ready“, "Terminal 15 on“ and "Termi- 7 Electric drive motor provides assistance in addition to
nal 50 on“ maximum engine torque (boost).

2 Electrically powered driving (engine starting is possible) or 8 "Terminal 15 off" or "terminal 15 on" and "terminal 50 off"
hybrid driving
9 Hydraulic braking in addition to energy recovery by recuper-
3 Limit for engine starrting in EV Mode ation

4 Economical driving (partial throttle range) 10 Energy recovery by recuperation (under braking and during
accceleration)
5 Full throttle range
11 Charge level of high-voltage battery
6 Internal combustion engine 100 %

45
Display in dash panel insert

Display — fault message

If a fault occurs in the high-voltage system, it is indicated by a

warning lamp on the dash panel insert. This warning lamp can
light up in yellow or red. Depending on the type of fault in the
high-voltage system, the applicable colour and a prompt text are
displayed.

Display Textual message Definition

Hybrid drive: The vehicle is still roadworthy.

system malfunction. You can continue driving in internal
Please take vehicle in for servicing. combustion mode.

Hybrid drive: The vehicle is no longer roadworthy.

malfunction:
Possible failure of power steering and brake
booster.

Display — charging the high-voltage battery

If a charging current is detected, a green charging connector

appears on the display in the dash panel insert.

Preparing to start
vehicle.

Please wait…

489_102

The detected charging current appears

on the display in the dash panel insert

46
Display — display in dash panel insert

Electric drive mode (e-drive) is also indicated on the display of the The display in the dash panel insert also indicates all other driving
dash panel insert. The high-voltage battery symbol and the arrows states. The displays are adapted according to driving status only.
pointing away from the wheels indicate that drive is provided by
the high-voltage battery and the electric drive motor.

Display — Hybrid Ready

Transmitter 1
The hybrid system is ready for operation.

hybrid ready

489_058

Display — drive by electric motor only (e-machine)

Transmitter 1
The high-voltage battery symbol and the green arrows pointing
away from the wheels indicate that drive is provided by the high-
voltage battery and the electric drive motor.

489_059

Display — drive by internal combustion only

Transmitter 1
The symbol for the internal combustion engine, the high-voltage
battery and the yellow arrows pointing away from the wheels
indicate that drive is provided by the internal combustion engine.

489_060

47
Display — drive by e-motor and internal combustion engine
(boost)
Transmitter 1
The symbol for the internal combustion engine and high-voltage
battery and the yellow-green arrows pointing away from the
wheels indicate that drive is provided by the internal combustion
engine, high-voltage battery and electric drive motor.

489_061

Display — recuperation in overrun phase < 160 kph

Transmitter 1
The high-voltage battery symbol and the green arrows pointing
towards the wheels indicate that brake energy recuperation is in
progress and that the high-voltage battery is being charged.

489_062

Display — status and internal combustion engine

The symbols for the internal combustion engine and the high-
Transmitter 1
voltage battery indicate that the internal combustion engine is
running and that the high-voltage battery is being charged.

489_064

48
Display on MMI screen

The Audi Q5 hybrid quattro comes with the MMI Navigation plus In contrast to the display in the dash panel insert, the displays on
system. Information on internal combustion engine operation or the MMI screen are animated.
electric drive motor operation, and on the charge level of the
high-voltage battery can be displayed via the MMI screen.

Display — Hybrid Ready

The hybrid system is ready for operation.

489_065

Display — drive by electric motor only (e-machine)

The high-voltage battery symbol and the green arrows pointing

away from the wheels indicate that drive is provided by the high-
voltage battery and the electric drive motor.

489_066

Display — drive by internal combustion only

The symbol for the internal combustion engine, the high-voltage

battery and the yellow arrows pointing away from the wheels
indicate that drive is provided by the internal combustion engine.

489_067

49
Display — drive by e-motor and internal combustion engine
(boost)

The symbol for the internal combustion engine and high-voltage

battery and the yellow-green arrows pointing away from the
wheels indicate that drive is provided by the internal combustion
engine, high-voltage battery and electric drive motor.

489_068

Display — recuperation in overrun phase < 160 kph

The high-voltage battery symbol and the green arrows pointing

towards the wheels indicate that brake energy recuperation is in
progress and that the high-voltage battery is being charged.

489_069

Display — status and internal combustion engine

The symbols for the internal combustion engine and the high-
voltage battery indicate that the internal combustion engine is
running and that the high-voltage battery is being charged.

489_071

50
Display — consumption statistics

Consumption
The consumption statistics visualise fuel economy and energy
recuperation every 5 minutes. This data shows the previous 60
minutes in the form of a bar chart. The filled-in bars are those of
the current trip and not of the previous trip.

489_096

Operating elements

Using the drive priority button E709 (EV Mode), the driver can
extend the limits of electrically powered driving and utilise the
overall power of the e-machine for all-electric driving. All-electric
driving is possible up to a speed of 100 kph and down to a high-
voltage battery charge of 34%.

Requirements for driving in EV mode:

• Speed < 100 kph
• Charge level of the high-voltage battery > 42 %
• Temperature of the high-voltage battery > +10

• Coolant temperature of the internal combustion engine
between +5 °C and +50 °C
• Ambient temperature ≥ +10 °C (for EV cold start)
• 12 volt starter enabled
• Altitude < 4000 m
• no Tiptronic Mode
• System capability el. ≥ 15 kW
• Stop enabling signals are present.

When EV Mode is activated, this is indicated by a green symbol in 489_006

E709
the dash panel insert and by a green bar below the EV Mode
button.

Display of activated EV Mode in the

display of the dash panel insert

Effect of failure

Failure of EV Mode has no effects on hybrid operation. Only the

additional function of extended electrically powered driving is no
longer possible.
489_008

51
Service

Special tools
Lock for Service Disconnect T40262

To safeguard the high-voltage system against unintentional

reactivation during maintenance work, the plastic cover is locked
using the maintenance connector padlock.
This meets the second rule of safety for working on electrical
systems: "Safeguard system against unintentional reactivation".

489_045

Adapter T40259

The tool set consists of three eyelets and matching clevises for
installing and removing the high-voltage battery.

489_046

Release tool T40258

The release tool is used for removing the high-voltage connector.

489_047

52
Workshop equipment
Test adapter VAS 6606/10

The high-voltage battery and the power electronics can be tested

using the isolating box test adapter VAS 6606.

489_049

Hybrid warning sign VAS 6649

Before commencing work on a hybrid vehicle, the workplace must

be secured. Warning signs which read "Caution: Hazardous
Voltage" must be displayed in visible positions within the vehicle.
Guidelines for this are provided by the Guided Fault Finding.

489_100

Hybrid warning sign VAS 6650

Before commencing work on a hybrid vehicle, the workplace must

be secured. Warning signs which read "Do not activate switch.
Work in progress." must be displayed in visible positions within the
vehicle. Guidelines for this are provided by the Guided Fault
Finding.

489_101
12 volt charger

If the high-voltage battery does not have enough charge to start

the vehicle (display in dash panel insert), it can be charged with a
12 volt charger with a minimum rating of 30 A, e.g. VAS 5904 or
VAS 5903 (see page 23).

!
Note
All work on the high-voltage system must be referred to a qualified high-voltage technician. Only qualified high-voltage
technicians are allowed to disconnect this maintenance connector to deenergise the vehicle.

!
Note
To ensure the proper and safe use of high voltage special tools, the guidelines in the workshop manuals must be strictly
observed. Refer to ELSA for instructions.

53
Hybrid measurement module VAS 6558

The measurement module is used for generating a measurement

voltage of 500 V (up to a maximum of 1000 V) with a minimum of
current. Voltage is supplied via the USB 2.0 port. Voltage-off
measurements can be made using the test box and a measuring
adapter. The test box can also be used to measure the insulation
resistance.
The test box is compatible with diagnostic units VAS 5051B,
VAS 5052A and VAS 6150.

489_050

Hybrid test adapter VAS 6558/1A

The adapters are a part of set VAS 6558/1A and are used both for
voltage-off measurement and by insulating resistors in the high-
voltage system in conjunction with VAS 6558.
All high-voltage wires in the measuring adapters are coded
mechanically and visually. They are designed to fit only a specific
socket type. Carefully disconnect and connect the high voltage
terminals of the measuring adapter as otherwise the sockets could
be damaged. This will result in loss of shock protection.

Voltage-off measurement adapter VAS 6558/1-1 High voltage meas- High voltage meas-
uring socket (+) uring socket (-)
The voltage-off measurement adapter is connected directly to
voltage sources, high-voltage battery and power electronics.
High-ohmic resistors are integrated in the measuring adapter. They
ensure that only a low current is present in the measuring sockets
in the event of a fault.

The measuring adapter must be checked prior to every voltage-off

measurement.

per 2 high-voltage connecting lines Socket shielding

489_051

!
Note
All work on the high-voltage system must be referred to a qualified high-voltage technician. Only qualified high-voltage
technicians are allowed to disconnect this maintenance connector to deenergise the vehicle.

54
Adapter for insulation resistance measurement in high-voltage High voltage meas- High voltage meas-
system VAS 6558/1-2 uring socket (+) uring socket (-)

The two high-voltage connecting lines of the measuring adapter fit

the terminals of the hybrid battery unit and the power electronics.
The high-voltage connecting socket of the measuring adapter fits
the high-voltage wires of the hybrid battery unit, the power elec-
tronics and the e-machine.

This measuring adapter can be used to measure the insulation

resistance in the high-voltage system.
per 2 high-voltage connecting lines Socket shielding

489_052

High-voltage connecting socket for the AC compres-

sor line to be measured (resistance measurement)

Adapter for measuring insulation resistance in the AC compres- Safety line socket (-)
sor and safety line VAS 6558/1-3A
Socket shielding

A high-voltage connecting line of the measuring adapter fits only High voltage meas- High voltage meas-
the socket of the AC compressor in the power electronics and of uring socket (+) uring socket (-)
the AC compressor itself.
The insulation resistance in the high-voltage wire to the AC com-
pressor can be measured via the high-voltage connecting socket.
Due to the fact that the safety line is integrated into the high-
voltage connection of the AC compressor, the safety line can also
be checked using this measuring adapter.

per 2 high-voltage connecting lines Safety line socket (+)

489_053

High-voltage connecting socket for the AC compres-

sor line to be measured (resistance measurement)

!
Note
Adapters VAS 6558/1-2 and VAS 6558/1-3A may only be used if the absence of voltage has been established.

!
Note
To ensure the proper and safe use of high voltage special tools, the guidelines in the workshop manuals must be strictly
observed. Refer to the instructions in ELSA in the vehicle diagnostic tester.

55
Annex

Glossary
Hybrid engine drag torque control Brake energy recuperation

The engine drag torque control (MSR) system prevents the drive
wheels from locking up under engine braking on a smooth road
surface. This happens if the driver takes his/her foot quickly off the
throttle or quickly shifts down a gear. The drive wheels can show a
tendency to slip due to the braking effect of the engine. They
briefly lose traction and the vehicle becomes unstable. The engine
drag torque control system maintains driving stability in these
situations and thus enhances safety.
The engine drag torque control system control unit receives the
necessary information from the wheel speed sensors and from the
engine or gearbox control unit via the databus. If the control unit
detects slip at the drive wheels, the engine drag torque control
sends a signal across the data bus to the engine control unit.
Engine speed is slightly increased until the drive wheels are again
rotating at the same speed as the vehicle. The vehicle thus remains
steerable and driving stability is preserved. The engine drag torque
control system functions across the entire engine speed range.
Recuperation (Latin: "recuperare" = to recover or to restore) is
generally understood as the use of kinetic energy during decelera-
tion. This means that "free" energy is recovered during the braking
and overrun phases and buffered in the car battery.
Resolver
A resolver (coordinate transformer) is an electromagnetic trans-
ducer which converts the angular position of a rotor to an electrical
quantity. Two stator coils offset by 90° are arranged inside a
cylindrical housing in such a way that they enclose the rotor with
rotor coil mounted in a housing. The rotor coil is led out via collec-
tor rings and brushes.
Safety line

The safety line is an electrical line through all high-voltage compo-

NTC resistor
An NTC resistor (Negative Temperature Coefficient) is an electrical
resistor which conducts electricity better at high temperatures
than at low temperatures. These resistors are often used for
temperature measurement.
nents. If high-voltage wires are disconnected, the safety line is
interrupted and the high-voltage system is deactivated.
Other commonly used terms are: pilot line or HV interlock.
TFSI

The abbreviation TFSi stands for Turbo Fuel Stratified Injection.

PWM signal This is the technology used by Audi for turbocharged petrol
engines with direct fuel injection into the combustion chamber.
The abbreviation PWM stands for pulse width modulated signal. Fuel is injected at pressures upwards of 100 bar.
This is a digital signal where one variable (e.g. electrical current)
alternates between two values. The intervals between these
changes vary according to activation. This allows digital signals to Maintenance connector
be transmitted.
The maintenance connector can be used to isolate the two halves
of the high-voltage battery. It must be removed before commenc-
PTC heating element ing work on the high-voltage system.
Other commonly used terms are: Service Disconnect or service
In a PTC heating element (Positive Temperature Coefficient), connector.
electrical energy from the vehicle's DC voltage supply is converted
to thermal energy. The PTC heating element consists of individual
PTC blocks (ceramic semiconductor resistors). They are supplied
with electrical power via contact rails. The contact rails simultane-
ously transmit thermal energy from the PTC blocks to the corru-
gated fins of the PTC heater. The corrugated fins, in turn, dissipate
the heat to the air flowing into the vehicle.
As the resistance of the PTC heating element increases with rising
temperature, the current flow decreases and overheating is pre-
vented.

56
Test your knowledge

1. What is the rated voltage of the high-voltage battery?

□ a) 288 V AC

□ b) 266 V AC

□ c) 266 V DC

2. What is the second battery used for?

□ a) It supplies the 12 volt starter with supply voltage.

□ b) It acts as a voltage stabiliser when starting the internal combustion engine with the 12 volt starter.

□ c) It serves as an energy storage device for the high-voltage battery.

3. What it is the electrical safety line and what is its task?

□ a) It is an electrical line through all components of the high-voltage system.

□ b) It acts as a voltage stabiliser for the 12 V onboard power supply.

□ c) It serves as a reference voltage for the high-voltage system.

4. What is the maintenance connector used for?

□ a) The maintenance connector connects the two halves of the high-voltage battery.

□ b) It is a mechanical lock for the high-voltage wire connections.

□ c) It serves as a charging current limiter for the high-voltage battery.

5. What steering system does the Audi Q5 hybrid quattro have?

□ a) An electrohydraulic steering system.

□ b) An electromechanical steering system.

□ c) A hydraulic steering system with pressure reservoir.

57
 6. To which bus system is the AC compressor connected?

□ a) Powertrain CAN bus.

□ b) Extended CAN bus.

□ c) Dash panel insert/running gear CAN bus.

□ d) LIN bus.

7. Which bus system is not connected to the gateway?

□ a) Hybrid CAN bus.

□ b) Extended CAN bus.

□ c) Diagnostics CAN bus.

□ d) LIN bus.

8. To which bus system is the steering connected?

□ a) Powertrain CAN bus.

□ b) Extended CAN bus.

□ c) Dash panel insert/running gear CAN bus.

□ d) LIN bus.

9. What is the supply voltage to the AC compressor?

□ a) 266 V DC from the high-voltage battery.

□ a) 266 V DC from the power electronics.

□ a) 12 V DC from the power electronics.

10. What is special tool T40262 for?

□ a) It serves as a safeguard which prevents anyone from removing the maintenance connector.

□ b) It serves as a safeguard against unintentional reactivation of the high-voltage system.

□ c) The vehicle's ignition key can be locked inside the vehicle.

1 a; 2 b; 3 a; 4 a; 5 b; 6 b; 7 a; 8 c; 9 b; 10 b
Test solutions:

58
Self study programmes
For further information about the technology of the Audi Q5 hybrid quattro, refer to the following Self Study Programmes.

489_073 489_099 489_097 489_098

SSP 394 Audi A5 — Running Gear, order number: A07.5S00.36.20

• Electromechanical parking brake

SSP 433 Audi Q5, order number: A08.5S00.49.20

• Body
• Occupant protection
• Running gear
• Electrical system
• Infotainment
• Service

SSP 436 Modifications to the chain-driven 4-cylinder TFSI engine, order number: A08.5S00.52.20
• Secondary air system

SSP 480 Audi A7 Sportback — Running Gear, order number: A10.5S00.73.20

• Electromechanical steering

The power transmission system of the Audi Q5 hybrid quattro will be explained in a separate Self Study Programme at a later date.

59
Audi Vorsprung durch Technik

489

All rights reserved.

Technical specifications are subject to
change.

Copyright
AUDI AG
I/VK-35
service.training@audi.de

AUDI AG
D-85045 Ingolstadt
Technical status 07/11

Printed in Germany
A11.5S00.83.20