The new full electric drivetrain

of the Audi e-tron

Dr.-Ing. Joachim Doerr, Dr.-Ing. Nikolai Ardey,

Dr.-Ing. Günther Mendl, Dipl.-Ing. Gerhard Fröhlich,
Dipl.-Ing. Roman Straßer, Dipl.-Ing. Thomas Laudenbach
AUDI AG, Ingolstadt

© Springer Fachmedien Wiesbaden GmbH, ein Teil von Springer Nature 2019 1
J. Liebl (Hrsg.), Der Antrieb von morgen 2019, Proceedings,
https://doi.org/10.1007/978-3-658-26056-9_2
The new full electric drivetrain of the Audi e-tron

Abstract
In developing the Audi e-tron (Figure 1) Audi is going down entirely new roads with
its in-house development of electric axle drives, high-voltage storage systems and
charging systems. Featuring one drive on each axle, the full electric drivetrain embodies
Audi’s core competency – the quattro drive – in a new and impressive way.
Electric motors, power electronics and axle gears incorporating a high degree of com-
ponent sharing form the basis for a completely new final drive kit. The electric axle
drives are manufactured at Audi’s own engine/electric motor plant by Audi Hungaria.
The 95 kWh 400 V high-voltage storage system is likewise an Audi in-house develop-
ment. To create a 360° system offer, numerous services and wide-ranging charging op-
tions were developed with up to 150 kW charging power based on DC quick-charging.

Figure 1: The new Audi e-tron

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 The new full electric drivetrain of the Audi e-tron

1 Introduction
Audi presents its first fully electric series-production model, the Audi e-tron. The full-
size SUV combines sportiness and everyday usability. Its two electric motors together
with electric all-wheel drive provide for awesome performance and agile handling. The
large high-voltage battery lays the foundation for a range of more than 400 kilometers
(248.5 mi) in the WLTP driving cycle. In combination with a comprehensive range of
charging options for home and on the move, customers can enjoy fully electric driving
without compromises.
The Audi e-tron exemplifies the driving experience of a new technological era. Two
electric motors drive the electric SUV powerfully and almost silently with a system
output of up to 300 kW and 664 Nm (489.7 lb-ft) of torque. The maximum torque is
available within a few milliseconds and provides enormous pulling power. The Audi e-
tron completes the standard sprint in 5.7 seconds. Top speed is electronically-limited to
200 km/h (124.3 mph).
The electric quattro drive provides for superlative traction and handling on any terrain
and in any weather conditions. It ensures the continuous and fully variable regulation
of the ideal distribution of torque between the two axles – within a fraction of a second.
In most cases, the Audi e-tron tends to use its rear electric motor to achieve the highest
efficiency. If the driver demands more power than it can supply, the electric all-wheel
drive redistributes torque as required to the front axle. This also happens predictively
even before slip occurs in icy conditions or when cornering fast, or if the car understeers
or oversteers.
The dynamic talents of the Audi e-tron are especially apparent at low coefficients of
friction, such as on snow. A key factor for the sporty character and outstanding trans-
verse dynamics is the low and central position at which the drive components are in-
stalled (Figure 2). The battery system is optimally matched to the dimensions of the
Audi e-tron and is located between the axles in the form of a flat, broad block beneath
the passenger compartment. The center of gravity of the Audi e-tron is thus on a level
similar to that of a sedan. Axle load distribution is perfectly balanced at almost 50:50.

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The new full electric drivetrain of the Audi e-tron

Figure 2: The new full electric drivetrain of the Audi e-tron

2 Charging technology
Audi has set itself the goal of creating a 360° charging experience for its customers. In
addition to domestic charging, this also encompasses connection to the public charging
infrastructure, in particular to ensure quick charging on long-distance trips.
Domestic charging systems generally use alternating voltage. Customers charge their
vehicles at home from their own power connection using the universal charging cable
for example. The universal charging cable will in future be offered in two classes –
“Basic” and “High” – and is an enhancement from the PHEV projects featuring in-
creased charging power. It serves as a communication and protection system between
the vehicle and the infrastructure. The charging unit providing the high-voltage direct
voltage for the battery is installed in the vehicle. As an additional function, this on-
board charger with an 11 kW rated power output (optionally two on-board chargers
providing 22 kW) communicates with the infrastructure to provide intelligent power
exchange (Figure 3).
The public charging function is split across two use cases. On the one hand, charging
along the route; and on the other, charging at the destination. Even if most charging
takes place at home or work, the availability of a quick-charging infrastructure on long-
distance routes is a must-have for customers. The key requirement is to minimise the
time taken up by lengthy charging en route. Consequently, the Audi e-tron will enable
DC charging at quick-charging stations with up to 150 kW.

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 The new full electric drivetrain of the Audi e-tron

In view of that, Audi has joined together with other OEMs to establish the joint venture
Ionity (Figure 4). Ionity will be building 400 quick-charging stations on main arterial
routes in Europe with beginning of next year. With these high power DC fast charging
stations the Audi e-tron battery charging time is 30 minutes for a range of more than
300 km (WLTP).

Figure 3: Charging technology for the HV battery

Figure 4: Growing capacities in high power DC fast charging stations

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The new full electric drivetrain of the Audi e-tron

In Europe Audi has set up the e-tron Charging Service (Figure 5). Customers will have
access to more than 72000 public charge points of more than 220 operators in more
than 20 countries – with one single contract. To identify the customer at the charger, an
RFID Card or the e-tron App can be used.
By mid-2019, Audi will introduce Plug & Charge. Here, the Audi e-tron authenticates
itself at charging stations safely by exchanging their IDs – it’s completely automatic
and seamless and no customer interaction is required any longer. Audi is the first to
introduce this technology via Charging Service. In the U.S. a very similar integrated
mobility service will soon be offered to e-tron customers.

Figure 5: e-tron charging service

3 HV battery
3.1 Design of the HV battery
The high-voltage battery of the Audi e-tron (Figure 6) is a lithium-ion battery comprising:
● Housing with crash-proof extruded section frame and external cooling
● 36 cell modules each with twelve 60 Ah pouch cells in a 3s4p configuration
● Protective box with traction network distribution
● 12 cell module controller
● Separate master control unit.

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 The new full electric drivetrain of the Audi e-tron

Figure 6 (top): Sectional model of the HV battery

The quadruple parallel (4p) con-

figuration of 108 cells in series
(108s) produces an overall con-
figuration of 108s4p with a ca-
pacity of 240 Ah and a nominal
energy content of 95 kWh.
Alongside the facility to store
the braking energy (braking re-
cuperation) and buffer the coast-
ing energy (coasting recupera-
tion) of the motors, the HV
battery also supplies the entire
12 V on-board electrical system
by means of a DC/DC converter.
Figure 7: Technical data of the HV battery

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The new full electric drivetrain of the Audi e-tron

3.2 Safety concept

In order to operate the battery in its optimum range from 25 to 35 °C even under high
load or at low temperatures, the battery of the Audi e-tron is provided with a high-
performance temperature control by means of extruded sections with fluid flowing
through them. This ensures high levels of charging and driving performance at low and
high ambient temperatures, yet at the same time preventing excessive stress on the cells
(cell chemistry).
In the event of a crash, the cooling system bonded to the outside of the battery housing
(Figure 8) provides maximum safety against ingress of cooling fluid into the battery
interior containing the lithium-ion cells. A highly thermally conductive gap-filler paste
ensures optimum thermal connection of the temperature-controlled battery cells. The
relocation of all the interfaces and cooling water carrying elements into the outer space
of the battery housing is just one of many safety features of the high-voltage battery.

Figure 8: Overview of the HV battery with external cooling (blue)

The housing of the cell modules in the individual compartments of the framework struc-
ture, allied to the robust design of the side panels made of extruded sections, produces a
very high mechanical strength of the HV battery. A skid plate and a protective box made
of die-cast aluminium round off the crash safety features of the HV battery (Figure 9).

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 The new full electric drivetrain of the Audi e-tron

Flexible module connectors ensure balanced tolerance at the high-voltage connections

of the individual cell modules allied to extremely low contact resistances.

Figure 9: HV battery housing with crash protection structure (red)

3.3 HV battery production

The battery system of the Audi e-tron is assembled at the Audi plant in Brussels. The tried
and proven Audi-defined parts concept provides for a modular and scalable system, al-
lowing the same, or slightly modified, components to be used for subsequent projects.
The quick and easy replaceability of the protective box by way of a touch-guarded direct
plug connection and the easy access to the master control unit BMC in the form of a
12 V control unit outside the battery are maintenance-friendly repair features.

4 Electric axle drives

4.1 Kit overview
For the drivetrain of the Audi e-tron a completely new electric axle drive kit was devel-
oped with axially parallel and coaxial electric drives incorporating a high degree of
component sharing (Figure 10). The motors are asynchronous machines of identical
design which differ only in their active length. The power electronics units are likewise
designed as shared components, distinguished only by their different software versions.
The kit is rounded off by a uniform gear unit on the front axles, various shared

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components in the rear axle gears and the use of further shared components including
roller bearings, seals and rotor position sensors.
With its new full electric drivetrain, Audi is bringing to market the next evolutionary
stage of the quattro drive system: the quattro with e-tron technology. The rapid respon-
siveness of the motors can be utilised optimally to distribute the torque between the
front and rear axles. The vehicle is able to respond to changing tyre friction within a
few milliseconds.
The newly developed electric drivetrain kit comprises the following drives:
● APA250: Axle drive, axially parallel, asynchronous machine, 250 Nm
● AKA320: Axle drive, coaxial, asynchronous machine, 320 Nm
● APA320: Axle drive, axially parallel, asynchronous machine, 320 Nm
● ATA250: Axle drive, twin-coaxial, asynchronous machine, 250 Nm (2x)

Figure 10: Electric drivetrain kit and shared component concept

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 The new full electric drivetrain of the Audi e-tron

In developing the drives, in the early concept design phase all commonly used motor
types (ASM, PSM, FSM) were compared against the vehicle requirements.
● ASM – asynchronous machine (induction machine)
● PSM – permanent-magnet synchronous machine
● FSM – flux-switching synchronous machine
The main advantages for the use of asynchronous machines are:
● No use of rare earths, so no raw material supply risk for the rotor
● The ASM has no drag loss when ‘idling’ on one axle based on the operating strategy
● Kit strategy with identical motors on the front and rear axles
● The asynchronous machine is lower in unit cost than a PSM and FSM
Figure 11 shows an exploded view of the APA250 drive. The main components – power
electronics, motors and gears – are considered in more detail below.

Figure 11: Exploded view of the APA250 drive

For production of the electric axle drives, new manufacturing concepts were imple-
mented by Audi Hungaria at its Győr plant in consultation with the Development de-
partment. Alongside new-style winding-retracting centres and a flexibly designed im-
pregnating line, it for the first time incorporates a modular electric axle drive assembly
line. In this, the individual axle drives are carried on driverless transport systems (DTS)

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The new full electric drivetrain of the Audi e-tron

from machine to machine and into the logistics area, including multiple passes through
some machines. This ensures maximum flexibility in many aspects of production.
Thanks to the highly advanced algorithm-based control of the overall system, the new
production facilities for the electric axle drives are playing a key role in the digitisation
of the company.

4.2 Power electronics

The three-phase current for the motors is generated by a power electronics unit built
onto the motor. The power electronics follows the intelligent integration concept of the
axle drive, based on which one component design can be used for all axle architectures.
The housing and the module rack with assembled modules are complete on entry; the
only outstanding job is to mill out the HV DC connection on the left or right depending
on the package conditions and make the electrical contact. Figure 12 shows an exploded
view of the core power electronics components, with their key data.

Figure 12: Power electronics design and technical data

Inside the power electronics unit, three latest-generation silicon power modules are con-
figured to create a conventional B6 pulse inverter and installed in a rack. In the rack,
the power modules are cooled on both sides and held so that the gate driver board can

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be plugged directly onto their contact pins and contacted. Despite the double-sided
cooling and the compact footprint, the overall height of the component is just 82 mm.
Figure 13 shows the internal design of the rack with installed modules.
The controller board is mounted on the rear of the module rack in a space-saving design,
whereas the associated signal pin connector is located in the housing base. This package
was realised on the basis of a coordinated hardware design which permits connection
via ribbon cable without detriment in terms of signal integrity or EMC.
To seal the phase connection to the motor, a new-style three-lipped environmental seal
was combined with an EMC contact ring. The contact ring compensates for any toler-
ances to the motor, and assures the system shielding and earth connection.
By integrating both requirements in one component, the package, cost and complexity
could be minimised.

Figure 13: Internal design of the module rack

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The new full electric drivetrain of the Audi e-tron

The modular design of the power electronics is oriented to high-volume industrial pro-
duction. The power module, rack and power electronics module comprise a kit by which
further electrification projects can also be realised with minor adjustments. Addition-
ally, the fully automated production of the power electronics assures top build quality
and traceability even for high volumes.
For the first time at Audi, the motor control functions running on the controller board
are being developed entirely in-house. This enables optimal bundling of competencies
in component design, function development and vehicle integration.
The control is highly dynamic – sensor data are scanned and new current values pro-
vided for the motor 10,000 times per second. The result is optimum power utilisation
especially at dynamic operating points.
Some vehicle functions, such as vibration damping and slip control, have been inte-
grated directly into the power electronics. This means actions can be executed without
delay, with no bus communication and, for example, acceleration on icy surfaces is
much improved.
The benefits of this design are more direct adaptability in the development process as
well as driving performance attuned optimally to the specific vehicle. For control pur-
poses, the hardware additionally features an ASIL-D-compatible phase current-based
torque monitor.

4.3 Motors
The electric drive system of the Audi e-tron feature asynchronous machines with dis-
tributed windings and aluminium squirrel-cage rotors.
The motors employed come in two different active lengths and adapted numbers of
windings depending on the layout and use case, and attain a power output range from
90 kW to 140 kW.

4.3.1 Stator design

The stators of the motors comprise laminated cores with 48 teeth. Highly permeable
electrical sheets are used, interconnected by the innovative ‘GluLockHT’ packaging
technique. The 0.35 mm thick single laminations are stacked and joined together by a
special adhesive directly in the cutting tool to create a laminated core.
For the winding, round wires are drawn in to the stator grooves. Innovative processes
enable a comparatively high copper fill factor of over 47% to be attained, with very low
winding head heights. The compact winding heads deliver a package benefit, and have
a positive effect on the power density of the motors.

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 The new full electric drivetrain of the Audi e-tron

Robust winding design is assured by an enamelled copper wire with reduced defects,
highly insulating isolator elements as well as epoxy resin-based bath impregnation. This
provides for high dielectric strength and resistance to partial discharge over the lifetime
of the product (Figure 14). The overall motor system is of insulation class H, and is
rated for corresponding operating temperatures.

Figure 14: Design of stator with bonded laminated core and distributed drawing-in winding

4.3.2 Rotor design

The rotors of the motors use the same electrical sheet as the stators. They consist of
punch-packaged laminated cores with 58 teeth and a die-cast aluminium squirrel cage
of high purity (99.7% for good conductivity) (Figure 15).
The squirrel cages feature cast-on fan blades which enable good convective heat dis-
charge from the rotors (the detailed cooling concept will be dealt with separately later).
Despite the high rotor circumferential speeds of over 120 m/s and the low strength of
the pure aluminium, the cage rings could be executed without reinforcement to absorb
the high centrifugal forces. The maximum operating temperature of the rotors is limited
by a temperature model to 180 °C.

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The new full electric drivetrain of the Audi e-tron

Figure 15: Design of rotor with punch-packaged laminated core, cast aluminium squirrel cage
and fan blades for optimum heat discharge

4.3.3 Operating principle of the asynchronous machine

The current in the copper windings generates a rotating magnetic flux in the stator (‘rotat-
ing field’) which closes via the rotor. The rotor of the asynchronous machine rotates some-
what more slowly than the rotating field of the stator (asynchronously) so that a current is
induced in the aluminium squirrel cage. The resultant magnetic field in the rotor creates a
circumferential force, and ultimately causes the rotor to rotate (Figure 16).

Figure 16: Excitation principle of the asynchronous machine (schematic)

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4.3.4 Cooling and heat discharge of the electric axle drives

For the cooling of the Audi e-tron electric axle drives an innovative combination of
water and convection cooling is employed. The cooling concept can basically be di-
vided into four areas (Figure 17).

Cooling of the power electronics

The coolant inflow to the drives always passes via the power electronics, as the semi-
conductors dictate the maximum permissible cooling water temperature.

Conventional motor cooling on the circumference of the stator

The heat (ohmic loss) essentially occurring in the copper winding is discharged through
the insulation system and the laminated core by way of the stator carrier to the cooling
jacket. The cooling medium is routed through circulating cooling channels between the
stator carrier and the housing.

Bearing plate cooling (gear oil cooling and convection cooling of the rotor)
The bearing plates of the motors are also water-cooled, so the temperature of the rotor
bearings – but also the temperature of the wall dividing off the active space and the gear –
is actively reduced. The bearing plates additionally feature a cooling fin structure in the
area of the rotor similar to an internally vented brake disk. The directed air flow through
these heat sinks generated by the rotor fan blades results in highly effective heat discharge
from the rotor cage rings as well as good convective cooling of the stator winding heads.

Rotor internal cooling

As convection cooling of the rotors is not sufficient to fulfil the high continuous per-
formance requirements of the motors, all drive rotors are additionally provided with
internal cooling. The rotor internal cooling supports the convection cooling by discharg-
ing the heat (ohmic loss and remagnetisation loss) occurring in the rotor directly to the
cooling water by means of heat conductance. The rotor internal cooling also homoge-
nises the bearing temperatures on the inner and outer rings so that the specified play of
the rotor bearings can be complied with more closely. This has benefits in terms of
acoustics and bearing robustness.
With rotor internal cooling, the interior of the rotor shaft is an integral element of the
cooling circuit and must be completely flooded with cooling water. The challenge is to
feed and seal the cooling medium on the rotating rotor shaft (nmax = 15000 rpm). This
is done using slide ring seals with non-wearing silicon carbide sealing rings.

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The cooling concept as presented provides the drives with highly effective heat dis-
charge from their active components, which has direct benefits in terms of performance,
reproducibility, continuous performance and typical Audi durability.

Figure 17: Cooling concept of the electric axle drives (APA250 left / AKA320 right) (power
electronics cooling; stator, bearing plate and rotor internal cooling)

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4.3.5 Technical data of the motors

Figure 18 summarises the technical data of the motors once again.

Figure 18: Technical data of the motors

The power and torque of electric motors depend heavily on the temperature load on the
active components, and so are positively influenced by a good cooling system. The
power and torque curves for the three most common design points are presented below
(Figures 19 and 20)
● 10 s boost performance (experienceable briefly)
● 60 s peak performance (reproducible multiple times)
● Continuous performance (experienceable continuously)

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Figure 19: Power and torque curves of the APA250 drive for boost, peak and continuous
performance

Figure 20: Power and torque curves of the AKA320 drive for boost, peak and continuous
performance

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4.4 Axle gears

The Audi e-tron full electric drivetrain features one motor on the front axle and one on
the rear, each transmitting their power to the road by way of a dedicated axle gear.
Despite their differing design variants (axially parallel / coaxial), both gears must meet
the same requirements as dictated by the vehicle model concept.
State-of-the-art electromobility promises ranges compatible with everyday practicality,
and at the same time offers enormous potential for acceleration in virtually all revs
ranges. In a very compact space, torque conversion (reduction ratio approximately 9:1)
must be assured while maintaining good efficiency and acoustics. The lack of masking
noise from a combustion engine poses a particular challenge.
So the main requirements for the axle gears are clearly defined:
● Good acoustics
● High efficiency
● High power density
● Light weight
The APA250 gear (Figure 21) re-
solves this conflict of aims with a
two-stage transmission concept in
an axially parallel layout. The first
transmission stage is a planetary
gear set, in which three planetary
gears and a radially freed ring gear
convert both torque and speed. The
sun gear is positively locked with
the motor’s rotor shaft via splines.
The motor side of the sun gear shaft
is supported by the fixed bearing of
the rotor shaft, and on the opposite
side is guided axially by a four-
point bearing. The end of the shaft
can be adjusted radially within a de-
fined degree of freedom, thereby Figure 21: Axle gear of the APA250 drive
ensuring optimum alignment to the
surrounding splines in all operating
situations.

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A spur wheel pressed onto the planetary carrier of the first gear stage interlocks with
the outer splines of the differential carrier, so providing the overall transmission ratio
of 9:2. A new light-weight planetary differential, installed in a very tight space, distrib-
utes the axle torque via two plug-in flange shafts to the two wheels.
The oil feed concept utilises the conveying effect of the spur gear stage. It thus, and in
combination with flow-optimised plastic oil line contours, eliminates the need for an ad-
ditional oil pump. The heat is discharged from the gears by head-wind convection as well
as via the motor’s water-cooled bearing plates. So no separate oil cooler is required either.
For the AKA320 drive a coaxial design
was implemented (Figure 22). A sun
gear wheel pressed onto the rotor shaft
interlocks with a stepped double plane-
tary gear and, in conjunction with a ring
gear mounted on a floating bearing in
the housing, provides an overall trans-
mission ratio of 9:08. The planetary
carrier is likewise combined with a
planetary differential. Here, skilful
nesting of the differential gears in the
gaps in the double planetary gears made
it possible to leverage maximum pack-
age benefits. The output to the wheel is
again effected by two plug-in flange
Figure 22: Axle gear of the AKA320 drive shafts which, owing to the coaxial ar-
rangement on the side facing the motor,
are slotted through the rotor shaft.

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The technical data of the axle gears are summarised in Figure 23.

Figure 23: Technical data of the axle gears

4.5 Electric axle drives – Cooling and heat discharge

Efficient cooling of the motor is crucial to attaining high power density. As the instal-
lation space and weight are also key for automotive applications, though, effective,
highly integrated cooling concepts are essential for electric traction.
The requirements for this differ fundamentally in some aspects from those for combus-
tion engines however (see Figure 24). Firstly, the cooling very heavily influences the
continuous performance of the motor. The heat transfer is characterised by compara-
tively low heat flows, but a complex combination of anisotropic heat conductance, con-
tact heat transfers and air and water convection zones. The high rotation speeds of the
rotor also mean that using rotor internal cooling has major effects on the coolant pres-
sures (and flow turbulence) dependent on the rotor speed.

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Figure 24: Requirements for cooling / heat discharge of combustion engines and electric motors.

Highly efficient heat discharge concepts for the motors were developed on the basis of
numerous complex simulations. CHT simulations in a linked model were used to sim-
ulate the flow of cooling medium and air as well as the overall structure of the motor.
First a wide variety of cooling concepts with both water and oil as the cooling medium
were investigated, then the selected concept – water cooling with rotor internal cool-
ing – was consistently optimised.
Figure 25 shows the temperatures in the APA250 drive without and with rotor internal
cooling. In both cases, the heat is discharged from the motor via the housing water
jacket previously described and by way of the convection cooling for the rotor inte-
grated into the bearing plates (air circulation by fan blades on the faces of the rotor).
On the gear side, the bearing plate cooling also simultaneously cools the gear oil.
The motor in the diagram on the right additionally features rotor internal cooling. The
coolant flow into the rotor is initially non-rotating by way of a stationary lance, from
where the fluid then flows in a rotating motion through the shaft to the outlet. Compar-
ing the two diagrams, the powerful effect of the rotor internal cooling on the motor
temperatures especially in the rotor is clear to see.

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Figure 25: CHT simulations of the APA250 drive without (left) and with (right) rotor internal
cooling.

5 Summary – The highlights of the Audi e-tron drive

system
Battery system:
● Battery system with 95 kWh energy capacitiy
● Audi in-house development and in-house production at its plant in Brussels
● HV battery with a highest level safety concept
Charging:
● High charging and driving performance thanks to an efficient power management
● DC charging at quick-charging stations with up to 150 kW charging power
● Charging time: 80% charged in 30 minutes
Electric drives:
● Drive kit with a high degree of component sharing (e.g. PE, motors, gears)
● Audi in-house development and in-house production at Audi Hungaria in Győr
● Axially parallel and coaxial drives for an optimum vehicle package
● Asynchronous motors with aluminium squirrel-cage rotor
● Additional boost performance based on overload capacity of asynchronous motors
● Compact axle gears for high power density, lightweight and good acoustics
● Smart cooling concept with rotor internal cooling for high continuous performance,
good reproducibility of peak performance and the typical Audi durability
● Motor control functions on the power electronics enable highly dynamic drive control

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