Audi Q4 e-tron (type F4)

Self-study programme SSP 685

For internal use only

Audi Service Training

Contents

Introduction
Introduction to Audi Q4 e-tron 4
Dimensions 4

Body
Body 6
Body assembly 10

Power units
Technical data for electric drive motor for rear axle 21
Technical data for electric drive motor for front axle 22
Introduction 22
Rear three-phase current drive VX90 23
Front three-phase current drive VX89 for vehicles > 150 kW power 28
Power electronics 32
Driving dynamics 34
Electronic engine sound 35

Power transmission
Overview 36
Selector lever 38
1-speed transmission unit 0MH on rear axle 40
1-speed transmission unit 0MJ on front axle 43

Running gear
Overview 51
Axles 51
Wheel alignment and adjustment procedures 53
Electronic damping control 54
Steering system 56
Brake system 60
ESC 66
Electromechanical parking brake (EPB) 69
Wheels and tyres, tyre pressure monitoring 72

Electrics and electronics

Power supply 75
Control units 82
Networking 83
Exterior lighting 92
Terminal control 98

Convenience electronics
Augmented reality head-up display (AR HUD) 100
Control unit in dash panel insert J285 104
Central locking with RSAD UWB 105
Interior lighting 107

High-voltage system
Safety 108
Overview of high-voltage components 111
High-voltage battery 1 AX2 111
Battery modules 115
Switching units 116
Battery regulation control unit J840 122
Battery modules control units J1208 – J1210 124
Cell balancing 125
High-voltage coordinator 125
Voltage converter A19 126
Charging unit 1 for high-voltage battery AX4 127
High-voltage battery charging socket 1 UX4 128
Wires and connectors 130

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De-energisation 131
Safety circuit 132

Air conditioning and thermal management

Climate control 133
High-voltage heater (PTC) ZX17 134
Air conditioner compressor VX81 135
PTC heater element 3 Z132 136
Thermostat 137
Thermal management system 138
Vehicles without heat pump function 140
Vehicles with heat pump function 148

Safety and driver assist systems

Passive safety 155
Airbag control unit J234 159
Crash signal 160
Crash sensors 163
Front central airbag 163
Active safety 165
Offer structure for driver assist systems 166
Adaptive cruise control unit J428 167
Predictive speed limiter 167

Infotainment and Audi connect

Introduction and overview of versions 170
Control unit 1 for information electronics J794 171
MMI display J685 172
Sound 172
Aerials 176
Emergency call module control unit and communication unit J949 179
Audi connect (depending on country) 182

Servicing, inspection & roadside/breakdown assistance

Service interval display 184
Roadside/breakdown assistance 185

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

3
Introduction

Introduction to Audi Q4 e-tron

Future is an attitude.

The Audi Q4 e-tron plays a central role in the Audi brand’s electrification strategy. It is the entry into a particularly attractive and
growing market segment - the world of premium electric mobility.

The Audi Q4 e-tron range is positioned between the Audi Q3 and the Audi Q5. With the Audi Q4 e‑tron and the Au­
di Q4 e‑tron Sportback, the electrification of the rapidly growing premium A-SUV segment is taking place.

The Audi Q4 e-tron offers high ranges in the various drive system versions, competitive charging performance and ergonomic, large
storage areas.

Product highlights

› Inverted single-frame grille

› Double-spoke steering wheel, optionally flattened at top and bottom, with multifunction buttons in black-panel design
› Augmented reality head-up display (optional equipment): when the navigation system is active, a dynamic floating arrow indi­
cates the next action to be taken on the route.
› Predictive speed limiter PLIM: Extension of the familiar speed limiter (LIM) for intelligent regulation (e.g. adjustment to speed
limit)
› Individually selectable daytime running light signatures with the optional matrix LED headlights
› Audi Premium Sound System (Sonos) (optional equipment)

Note
Detailed information on the individual highlights can be found in the corresponding chapters of this self-study pro­
gramme.

Dimensions
The dimensions shown correspond to an Audi Q4 e‑tron equipped with S line, sports running gear and 21” wheels.

There is a 15 mm difference in height compared to standard running gear. The total length and width remain the same.

The height, track and wheelbase of an Audi Q4 e‑tron in the standard equipment version are different.
› The total height and the height of the load sill on the standard vehicle is plus 15 mm.
› The track is reduced by 2 mm and the wheelbase by 3 mm on the standard vehicle.

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[1] [2] [3]

[1] Shoulder room width

[2] Elbow room width
[3] Maximum headroom

5
Body

Body
Introduction

The Audi Q4 e‑tron has a modern steel body which was specially developed for use in battery electric vehicles. It is based on the
Group MEB (modular electric drive matrix) platform.

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Body structure and materials

This body has a high proportion of ultra high-strength hot-formed steels. This achieves a high level of crash safety. At the same
time, this means that weight can be reduced compared to components of similar stability (such as cold-formed steel grades). The
following components are made of this material:
› Front longitudinal and cross members (footwell)
› Inner A-pillar (bottom) and reinforcement for window cut-out
› Cross member for cowl panel
› Upper, outer and inner A-pillar
› Roof frame (side)
› Reinforcements for side member (outer and inner)
› Seat cross member
› B-pillar (partially heat-treated), crash reinforcement for B-pillar
› Longitudinal member for wheel housing (rear)
› Door impact bar

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For safety in side impacts, a multi-chamber aluminium extrusion has been used in the side member along with ultra high-strength
hot-formed impact bars in the doors. These provide support between both the lower A-pillar and the B-pillar (front doors) and the
B-pillar and the side member (rear doors).

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Key:

Hot-formed steel
Cold-formed steel
Aluminium extrusion

Joining techniques

The usual joining techniques for steel bodies are used. The main techniques used are:
› Spot welding (with and without additional adhesive)
› Projection welding

7
› MAG welding
› MIG soldering/brazing
› Screws
› Clinching/punching/seaming
› Bonding

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8
Securing high-voltage battery and force progression

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The high-voltage battery is fitted under the vehicle floor and bolted onto the body all around.

To ensure that the force of a crash does not go directly to the battery housing of the high-voltage battery, the forces of a frontal
collision are routed via the longitudinal and cross members and the subframe to the side members, A-pillars and crash pipes in the
doors. The front section of the longitudinal member is made of steel grades which have high stability but can provide additional
dissipation of forces via deformation. In rear impacts, the forces which were not immediately dissipated via local deformation are
routed into both the side members and the roof frame.

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In a side impact, the integrated multi-chamber aluminium profile is used to route the forces into the neighbouring components
homogeneously and to absorb the energy via deformation. This occurs in addition to the side member components described
above, which are made of ultra high-strength material and therefore do not significantly deform. The forces are also correspond­
ingly absorbed or routed via the B-pillar, roof frame and roof cross member as well as the cross member structure in the front foot­
well and the rear floor panel.

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Key:

Force of a frontal impact

Force of a side impact

Body assembly
Doors

A door subframe is used in the four doors of the Audi Q4 e-tron (type F4). This includes the window regulator, which means that the
window regulator cannot be replaced separately. Crash sensor for side airbag G179/G180 (which is a pressure sensor) is engaged in
the subframe of the front doors. For the crash sensors to function reliably, the door subframe must always be fitted correctly. Its
seals must also be in perfect condition.

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Noises are noticed more acutely on electric vehicles because the electric drive motors are quieter than a combustion engine. Vari­
ous measures have been taken on the Audi Q4 e-tron (type F4) to reduce, for example, droning noises. Outer door panels tend to
vibrate to a limited extent due to their large surface area and relatively soft and thin material. On most Audi models, a self-adhe­
sive insulating mat is used (among other things) to counteract this vibration. The noise insulation on the Audi Q4 e-tron is achieved
differently in service than at the factory. At the factory, noise insulation is sprayed on in individual bars as a damping compound.
Specially formed damping foils are bonded on in service.

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Door noise insulation (factory) Door noise insulation (service solution)

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The securing concept for the door trim has been developed further. In addition to two securing bolts, a rotary clip is used at the
bottom in the centre and a new crash clip is used at the top rear. Before removing the door trim, the rotary clip must be turned 90°;
the crash clip is released from the window slot trim strip automatically when the door trim is lifted out. The locking mechanism for
the remaining six retaining clips has also changed. The door trim must only be installed when the locking mechanism is in the in­
stallation position. Otherwise the mechanism may be damaged.

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Rear lid

The road and the drive train cause vibrations when the vehicle is moving. These are transmitted to the rear lid via the individual
assembly groups (wheels, axles, subframe), the body structure and the rear of the vehicle.

Because of their position and size, the rear lid on Q models then acts like a loudspeaker membrane. This can cause a distracting
droning sound in the vehicle interior. A damper weight is therefore fitted in the rear lid. This damper weight is specifically designed
to vibrate at a resonance frequency with a 90° phase shift compared to the vibration of the rear lid. As a result, the amplitude of
the rear lid membrane is reduced and the noise level in the vehicle interior goes down.

14
Vibration damper on Q4 e-tron

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The Audi Q4 Sportback e‑tron has a split rear window. Because of the two differently sized windows, a different proportion of sheet
metal and the different shape, the rear lid has a different frequency to the one on the Audi Q4 e‑tron. As a result, the resonance
frequency of the vibration damper differs in the two versions.

The rear spoiler is fitted between the two rear windows on the Audi Q4 Sportback e‑tron.

There is an additional seal between the two hinges on the top section of the rear lid. This is used to close the gap between the roof
and the rear lid and thus to reduce wind noise even more.

15
Panoramic sunroof

The Audi Q4 e‑tron (type F4) is available with a panoramic sunroof as optional equipment. It consists of two glass panels, of which
only the front one can be opened. The rear glass panel is fixed. An electrically operated sun blind can be used to prevent the interior
from heating up.

The rear water drain hoses end at the top section of the D-pillar; water can drain off between the rear lid and the D-pillar. The main
benefit of the relatively short drain hoses is that they are easy to clean. If a standard roof is installed, the lower openings in the A-
pillar at the bottom or at the top of the D-pillar are sealed with rubber plugs. The sunroof frame is secured to the roof from the
inside with 16 bolts.

Another new feature is that the panoramic sunroof can be operated by swiping or tapping the corresponding function buttons in
the touch surfaces of the roof console.

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Dash panel

The instrument cluster is embedded in the strongly three-dimensional design of the driver-focused cockpit of the Au­
di Q4 e‑tron (type F4).

The exploded view given should only be used as a guide. Always refer to the latest Workshop Manual when dismantling. For exam­
ple, the dash panel vent on the front passenger side must not be pressed from above during installation as it receives its stability
from the trim panel on the front passenger side.

This trim panel is available in various patterns. It is also available as “technical fabric” for the first time at Audi. Further eyecatchers
in the interior may also be included in, for example, “aluminium convergence anthracite”. In this case, the pattern follows the
shape of the component and underlines the vehicle’s sporty character. The various brushing directions give the aluminium new per­
spectives and colour nuances depending on the angle it is viewed at.

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Centre console

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One of the aims when designing the centre console was to make optimum use of the packaging space for larger storage compart­
ments, the Audi phone box and the cup holders. It should also give an impression of lightness when viewed. The short front section
of the centre console has a few essential controls such as those for the volume, the park assist or the hazard warning lights. The
START STOP button and the selector lever control element are also fitted here.

It is very important to refer to the Workshop Manual when dismantling the centre console as several removal sequences need to be
observed. For example, the cup holder trim must be removed before the rear trim panel as it locks the side trim in place. The side
trims must in turn be removed before the rear trim panel as the rear trim panel is locked in place by the side trim.

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Power units

Technical data for electric drive motor for rear axle

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Power in kW

Torque in Nm

Torque/power curves

The construction of the electric drive motor is the same on all Q4 e-tron models. Only the software of the power unit may be differ­
ent.

Characteristics Technical data

Implementation Audi Q4 e-tron (rear axle)
Motor code EBJA
Type Permanently excited synchronous motor
Type of rotor Internal rotor
Pole pairs 4
Cooling Cooling jacket around stator windings
Coolant G12 evo
Continuous power output in kW (30 minutes) 70 kW
Peak power output in kW (10 seconds) 150 kW
Maximum torque in Nm 310 Nm

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Technical data for electric drive motor for front axle

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Power in kW

Torque in Nm

Torque/power curves

Characteristics Technical data

Implementation Audi Q4 e-tron (front axle)
Motor code EBRA
Type Asynchronous motor
Type of rotor Internal rotor
Pole pairs 2
Cooling Cooling jacket around stator windings
Coolant G12 evo
Continuous power output in kW (30 minutes) 20 kW
Peak power output in kW (30 seconds) 80 kW
Maximum torque in Nm 162 Nm

Introduction
Two newly developed electric final drives are available for the Audi Q4 e‑tron (type F4). The main drive for the vehicle is provided by
a permanently excited synchronous motor on the rear axle. It is constructed with power electronics and a one-speed transmission
unit fitted parallel to the axle. The electric drive motor has a power output of 150 kW (according to ECE R85), torque of 310 Nm
and a maximum speed of 16,000 rpm. As a system component, the permanently excited synchronous motor has a high power den­
sity, a high level of efficiency and consistent power output in a large speed range.

Depending on the vehicle concept, the front axle of the Audi Q4 e-tron may also be driven. An coaxial asynchronous motor with its
own power electronics and one-speed transmission unit is used for this and provides additional drive for boost and four-wheel drive
functions. It has a power output of 80 kW (according to ECE R85), torque of 162 Nm and a maximum speed of 13,500 rpm. The
benefits of an asynchronous motor include the ability to sustain excessive loads briefly and low drag losses. It is therefore ideally
suited as a power unit for the boost function which can be activated briefly.

Each of the electric drive motors is connected to the vehicle body via a potential equalisation line. The potential equalisation for the
power electronics takes place via the electric drive motors.

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Rear three-phase current drive VX90

Permanently excited synchronous motor/rear final drive

The electric final drive for the rear axle is a permanently excited, three-phase synchronous motor with four permanently excited
pole pairs and a maximum speed of 16,000 rpm. Its main assembly groups are the power electronics, four-part housing concept,
stator, rotor, resolver with temperature sensor and one-speed transmission unit.

The stator contains the windings with the bus bars for the three-phase connection. The rotor is designed to run on the inside and is
fitted with permanent magnets made of a neodymium alloy. The stator and the rotor are fitted in a cast housing in which the fluid
cooling is also integrated. The rotor bearings are located in intermediate housings which are bolted together axially along the en­
tire length of the motor housing.

The leadthroughs, the contact bridge for the three-phase connection, the rear drive motor rotor position sender G1095 (to detect
the position of the rotor), the sensor to determine the temperature of the windings and the signal connector are fitted on the inter­
mediate housing.

The intermediate housing is closed by means of a cover. The signals from rear drive motor rotor position sender G1095 and rear
drive motor temperature sender G1096 are transmitted to the power electronics via a connector.

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Stator

The stator mainly consists of the laminated core and the three-phase profiled wire windings. The laminated core is made of individ­
ually welded and layered discs. The sheet metal used to make the discs has high magnetic conductivity and has an electrically insu­
lating coating on both sides.

The stator is equipped with hairpin windings. A contact for the temperature sensor is worked into the end of the coil. The stator is
impregnated with impregnation resin in an immersion bath to provide additional insulation and improve the rigidity of the wind­
ings.

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Rotor

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The rotor consists of the rotor shaft, the laminated core with embedded, permanent magnets arranged in a V shape, the balancing
washers and the resolver for determining the rotor position. The laminated core of the rotor is made of layered segments. Balanc­
ing washers are fitted to the end faces of the rotor and connected together with four tensioning bolts which go all the way through
the laminated core.

The rotor shaft is a hollow shaft. There are inner longitudinal splines for the connection with the transmission unit input shaft.

How it works

The current in the stator’s three-phase copper windings generates a rotating magnetic field. The energising magnetic field in the
rotor is generated without losses by permanent magnets and energises the stator. This generates a force around its circumference
while the speed of the rotor and the rotating magnetic field of the stator (synchronous) are identical.

Sensors

The activation of the synchronous motor by the power electronics requires the rotor position to be detected so that the three-phase
winding in the stator can be supplied with current as required. This task is performed by drive motor rotor position sender G1095.
It consists of a rotor on the rotor shaft and a stator fitted to the intermediate housing.

A mounting point is specially formed on one of the hairpins of the stator winding. A temperature sensor (rear drive motor tempera­
ture sender G1096) is installed here to record the winding temperature. It can be replaced as necessary.

The signals for the rotor position and temperature are sent to the power electronics via a signal connector and evaluated there.

Both intermediate housings contain special crash elements which lock the drive unit with the body frame in the event of a rear im­
pact, thereby preventing access to the high-voltage battery.

Drive motor rotor position sender G1095

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Cooling (rear final drive)

The electric final drive is cooled via fluid cooling. The coolant for the electric drive system initially flows through the power elec­
tronics as the semi-conductors specify the maximum permitted coolant temperature. After the coolant has flowed through the
power electronics, it is sent to the heat sink for the electric drive motor via a pipe/connector element.

The heat generated mainly from ohmic losses in the copper winding of the stator is dissipated via the insulation system and the
laminated core to the cooling jacket of the motor housing. As part of this, the cooling agent is channelled through cooling ducts
between the stator support and the outer housing (and all around them) which are also optimised against pressure loss. At the end
of the cooling jacket, the cooling agent travels through a fluid connection into the vehicle’s outer coolant circuit.

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Front three-phase current drive VX89 for vehicles > 150 kW power
Asynchronous motor/front final drive

An asynchronous motor is fitted on the front axle to provide additional drive for four-wheel drive and boost functions. Power elec­
tronics and a one-speed transmission unit are bolted onto it. It provides peak power of 80 kW (according to ECE R85) and maxi­
mum torque of 162 Nm. The electric motor is operated up to a maximum speed of 13,500 rpm. The asynchronous drive also re­
cords the motor speed via a resolver sensor.

Because of the low drag torque of the asynchronous motor, it can be switched off in many of the vehicle’s operating states. If trac­
tion is required or the current dynamic driving situation is very demanding, the electric drive motor on the front axle provides sup­
port. As on the rear axle, the electric drive motor/front three-phase current drive VX89 is cooled by a fluid circuit.

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Stator

The stator mainly consists of the laminated core and the three-phase round wire copper windings. The laminated core is made of
individually welded and layered discs. The sheet metal used to make the discs has high magnetic conductivity and has an electrical­
ly insulating coating on both sides. The stator coils are automatically pulled into this laminated core.

The temperature sensors are worked into the end of the coil. The stator is impregnated with impregnation resin to provide addi­
tional insulation and improve the thermal transfer and the rigidity of the windings.

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Rotor

The rotor consists of a shaft with integrated splines, balancing washers, resolver rotor and a pressed-on rotor laminated core made
of discs which are uniformly positioned on each other. This provides a continual helical form for the rods of the short circuit cage
along the entire length of the rotor. This design allows the torque to be deployed more evenly, which achieves improved acoustics.

The electrical connection for the individual rods is made via the short circuit rings which are located on both sides of the laminated
core and complete the cast aluminium of the short circuit cage.

The rotor shaft is mounted in an overhung position with its splines facing the transmission unit. It is a hollow shaft through which
the output shaft is guided out coaxially. Friction-optimised grooved ball bearings coated in oil are used for the rotor shaft, as is the
case for all shaft bearings. Minimising mechanical losses from the front final drive is of significant importance with regard to the
vehicle’s total range as it affects the total motion resistance, even when the vehicle is in full rear-wheel drive mode.

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How it works

The current in the stator’s three-phase copper windings generates a rotating magnetic field which energises the rotor and its short
circuit windings. When the motor is operating, the rotor of the asynchronous motor rotates at a slightly lower speed to that of the
rotating field of the stator (asynchronous). This induces a voltage which leads to a current. The resulting magnetic field in the rotor
generates a force around its circumference which acts as a torque on the rotor shaft.

Sensors

It is extremely important to determine the speed of the rotor precisely so that the asynchronous motor can be activated without a
jolt when the boost or four-wheel drive functions are required. Only in this way can the system set a suitable frequency for the rota­
ry field. This task is performed by drive motor rotor position sender 1 G713. It consists of a rotor on the rotor shaft and a stator
fitted to the intermediate housing.

Front drive motor temperature sender G1093 is a redundant sensor (i.e. there are two sensors with the same function). The benefit
of this is that the second sensor can take over if a sensor fails. No event is shown to mechanics in workshops if a sensor fails. The
motor must be replaced if both sensors fail.

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Drive motor rotor position sender 1 G713

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Cooling (front axle)

The electric final drive is cooled via fluid cooling and oil cooling. The coolant is initially transported though electric drive control
unit for front axle J1234 so that the coldest coolant can circulate around the semi-conductors (IGBTs). After the coolant has flowed
through the power electronics, it enters the cooling jacket of the motor housing via a sealing connector element.

The losses in the stator are guided away via the laminated core to the cooling jacket of the motor housing. The air gap to the stator
is also used to cool the rotor via the cooling jacket. As part of this, the cooling agent is channelled in a spiral form through cooling
ducts between the stator support and the outer housing which are also optimised against pressure loss. At the end of the cooling
jacket, the cooling agent travels through a fluid connection into the vehicle’s outer coolant circuit.

As the heat generated by the windings in both the stator and the short circuit cage in the rotor needs to bridge several thermal
resistances, the amount of heat which can be transmitted from the components into the coolant is limited.

To load the asynchronous motor more heavily, further cooling of the components of the electric motor which work electromagneti­
cally is required. This occurs via direct contact with the oil which is also used to lubricate the bearings and the spline components.
The electric drive motor and the transmission unit have a joint oil system. Both the oil and the coolant are designed as lifetime
fillings of the motor.

The oil is drawn in via an integrated oil pump and initially pumped through an oil/coolant heat exchanger which is sealed with a
cover and integrated in the cast metal housing. This is located between the electric drive motor and the power electronics. The
cooled oil is then pointed towards the short circuit rings of the rotor via the channels in the cast metal housing specified for this
purpose. The oil is centrifuged by the force of the rotating rotor towards the end turns of the stator by the short circuit rings. As a
result, the waste heat generated in the coils can be absorbed by the oil. The heated oil then collects at the lowest point of the
housing and is drawn in again by the oil pump.

The oil pump is driven by the intermediate shaft of the transmission unit. The pump shaft is connected to the intermediate shaft
via a locking spring which is turned by a hexagon socket in the intermediate shaft. When the vehicle is moving, the pump draws the
oil out of the sump in the oil section of the electric motor and provides it with lubrication and cooling oil.

The pump is bound by the speed of the intermediate shaft. The higher the speed, the more oil is transported. As a result, the oil is
able to absorb more heat at higher speeds and thereby also when the three-phase current drive is working at higher power.

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Reference
For further information, please refer to this SSP (refer to article “1-speed transmission unit 0MJ on front axle”).

Power electronics
Electric drive control unit for rear axle J1235

The three-phase current for the electric drive motor is generated by fluid-cooled power electronics which are fitted directly to the
electric drive motor. The power electronics are both bolted and bonded to the electric drive motor housing.

Three IGBT output modules of the newest generation are connected together to make a classic B6 pulse inverter inside the pulse
inverter. The output modules are cooled in the module carrier and mounted so that the driver board can be plugged into and make
contact with the contact pins of the output modules. The controller board is fitted above the module carrier and the driver board to
save space. Additional major components in the pulse inverter are the filter unit for DC input, the intermediate circuit capacitor, the
bus bars for the AC contacts of the electric drive motor and the fluid-cooled cooling unit.

Reading in and processing the sensor data to regulate the current values for the electric drive motor takes place highly dynamically.
The result is optimum use of power, particularly in dynamic operating conditions. Some vehicle functions, such as vibration damp­
ing and slip regulating functions, have been integrated directly into the power electronics. This allows interventions to be imple­
mented without delay and without bus communication.

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 Reference
If an electric drive motor or the power electronics are replaced in service, the new components must be adapted to
each other. Please always refer to the current service literature. Further information on this topic can be found in Serv­
ice TV programme 0569 TV "Electric drives – Power electronics".

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Electric drive control unit for front axle J1234

The interior of electric drive control unit for front axle J1234 is comparable with that of electric drive control unit for rear
axle J1235. Its construction differs so that it fits in the front compartment. However, it is identical from a technical perspective.

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Driving dynamics
Driving behaviour

The aim is always maximum efficiency. Because the rear electric drive motor is slightly more efficient, this is achieved by providing
propulsion via the rear axle. If the required torque exceeds the maximum torque which the rear-wheel drive can provide, the front
final drive is activated as an additional boost and four-wheel drive motor. This also applies when reversing.

Recuperation

In overrun mode, the paddle levers on the steering wheel (if fitted) can be used to set the recuperation to one of three levels. Oth­
erwise, the vehicle sets the recuperation level itself depending on the driving mode setting. The primary axle for recuperation is the
rear axle. This applies both to overrun recuperation and to brake energy recuperation. Front-wheel drive is only activated when the
recuperation limit of the rear final drive has been reached.

Launch control

The Audi Q4 e-tron (type F4) does not have a launch control function.

Creep response

If the Audi Q4 e-tron (type F4) is on a level surface with a transmission position selected, the vehicle will begin to “creep” when the
brake is released, as vehicles with a converter-type automatic gearbox do.

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Reversing

The rotating field of the motors is reversed to enable the vehicle to drive backwards.

Transmission position D/S

There is no transmission position S on this vehicle. The response of the electric drive motors is affected by the Audi drive select
settings.

Electronic engine sound

A warning sound at low speeds is required by law. The system is known as AVAS (acoustic vehicle alerting system). In Europe, this
requirement is met by an individual loudspeaker (actuator 1 for engine sound generator R257) at the front of the vehicle. Engine
sound generator control unit J943 regulates the sounds which can be heard based on the vehicle speed. The control unit is fitted in
the loudspeaker housing. The technical implementation of country-specific regulations may mean that the sound is perceived dif­
ferently depending on whether the vehicle is driving forwards or reversing.

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Power transmission

Overview
Rear-wheel drive

Rear three-phase current drive VX90 is regulated by motor control unit J623 on the Audi Q4 e-tron (type F4). This receives informa­
tion from, among others, accelerator pedal module GX2, steering column electronics control unit J527 and selector lever E313-

The motor control unit evaluates this information and sends its commands to electric drive control unit for rear axle J1235 via pow­
ertrain CAN (FD). There is no physical parking lock. The requirements for securing the vehicle are met by the parking brake on the
rear axle. Further information can be found in this SSP (refer to article “Electromechanical parking brake (EPB)”).

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Four-wheel drive - quattro

685_235

The four-wheel drive version in the Audi Q4 e‑tron quattro is equipped with two three-phase current drives. Both drives are regula­
ted, as on the rear-wheel drive version, by motor control unit J623, which sends its commands to the power electronics via the pow­
ertrain CAN (FD).

The requirements for securing the vehicle are met by the parking brake on the rear axle. Further information can be found in this
SSP (refer to article “Electromechanical parking brake (EPB)”).

37
Selector lever

685_236

The selector lever control element can be used to select transmission positions R, N, D and B from the basic position X. This is done
using two shift positions forwards (A1, A2) and two shift positions backwards (B1, B2).

The term “selector mechanism” no longer applies. This is because there is no physical neutral position in the transmission units
which interrupts the flow of power between the electric drive motors and the wheels and also because driving forwards/backwards
is not controlled by the transmission units.

If the driver presses the brake pedal when the vehicle’s drive system is activated, he/she can initiate driving off forwards or revers­
ing by selecting transmission position D or R. Selector lever E313 reports the driver’s requirement to motor control unit J623. This
forwards the commands to the power electronics via data bus diagnostic interface J533. The power electronics then activate the
electric drive motors.

Shifting between D/B

The selector lever control element must be pulled towards the rear (while already in position D or B) to shift between transmission
positions D and B.

Transmission position D

If the driver releases the accelerator pedal in transmission position D, the kinetic energy of the vehicle is initially used to allow it to
roll freely. If predictive recuperation is activated, overrun recuperation only starts when it makes sense to slow down.

Transmission position B

Transmission position B provides enhanced overrun recuperation. It converts the majority of the vehicle’s kinetic energy into elec­
trical energy.

Adjusting overrun recuperation via paddle levers

685_237

38
If the vehicle has a steering wheel with paddle levers, the driver can use them to adjust the level of overrun recuperation in three
levels. Further information can be found in this SSP (refer to article “Driving dynamics”).

685_238

As the transmission units of the three-phase current drives do not have a physical parking lock, the parking brake on the rear axle is
responsible for securing the vehicle. Further information can be found in this SSP (refer to article “Electromechanical parking brake
(EPB)”).

Parking brake/auto-P function

The parking brake on the rear axle is activated when the ignition is switched off or if button E538 is pressed. If it is active, the arrow
symbols in the selector lever position display light up in red and the symbol for the parking brake appears in the instrument cluster.

684_331

Transmission position N

No drive torque is transmitted to the driven wheels in transmission position N. Switching off the ignition prevents the parking
brake from being activated automatically. This means that the vehicle can still roll. One situation in which transmission position N
is required is in a car wash in which vehicles are pulled along by the system.

39
1-speed transmission unit 0MH on rear axle

685_240

The 1-speed transmission unit 0MH was first used on the VW ID.3; a model which, like the Audi Q4 e-tron, is based on the MEB
platform (modular electric drive matrix). On the Audi Q4 e-tron, the 0MH transmission unit reduces the motor speed of the electric
drive motor and, at the same ratio, increases the drive torque at the rear wheels.

This occurs in two stages. The total ratio for vehicles with rear-wheel drive is 12.976. The total ratio on vehicles with four-wheel
drive is 11.53.

The 0MH transmission unit can deal with a maximum input torque of 310 Nm and a maximum input speed of 16,000 rpm.

Its total weight is 21.4 kg, including oil.

The 1-speed transmission unit 0MH is flanged onto the electric drive motor; together with the intermediate housing of the electric
drive motor, this forms an area with a separate, maintenance-free oil system. The oil ports for lubricating the bearings are supplied
with gear oil via the oil collector. When carrying out repairs it is important to ensure that the ports are unblocked and free of dirt.
Always use the gear oil specified in the electronic parts catalogue (ETKA).

40
685_241

Sectional view of housing

685_242

The spur gear of the final drive takes gear oil from the oil sump when the vehicle is moving and transports it to the oil collector and
onto the other gears. From there, the oil drips into the oil ports to lubricate the bearings. When carrying out repairs it is important
to ensure that the port is unblocked and free of dirt.

Because the final drive’s spur gear transports the oil upwards into the oil collector, the oil level in the transmission unit decreases.
This is positive as it reduces splashing losses.

41
Transmission unit components

685_243

The final drive is mounted with tapered roller bearings.

The intermediate shaft is mounted in a fixed and floating arrangement. This consists of a four-point bearing which, as the fixed
bearing, assumes the axial forces, and a cylindrical roller bearing which assumes the function of the floating bearing and balances
out axial thermal expansion.

Compared to tapered roller bearings, the fixed and floating arrangement does not require bearing preload to compensate for the
thermal expansion of the transmission unit housing. This lowers friction resistance, thereby increasing the efficiency of the trans­
mission unit.

42
1-speed transmission unit 0MJ on front axle

685_244

The front three-phase current drive for the Audi Q4 e-tron consists of the 1-speed transmission unit 0MJ, the electric drive motor
and the power electronics.

On the Audi Q4 e-tron quattro, the 1-speed transmission unit 0MJ reduces the motor speed of the electric drive motor and, at the
same ratio, increases the drive torque at the front wheels.

This occurs in two steps. The total ratio is 9.953.

Front three-phase current drive VX89 has a joint, maintenance-free oil system for the transmission unit and the electric drive mo­
tor. There is no provision for checking the correct oil level using an inspection plug. If repairs are needed, the oil must be fully
drained off and then filled back up to the specified level. This ensures that the three-phase current drive has the correct oil level.
Both the drain plug for the transmission unit oil chamber and the drain plug for the electric drive motor oil chamber must be
opened to fully drain the gear oil. For all the oil to drain off, the vehicle must be horizontal. The oil requires about 10 minutes to
fully drain off.

43
Oil level with vehicle stationary

685_245

The bearing cover of the electric drive motor splits the oil system of the three-phase current drive into an oil chamber for the trans­
mission unit and an oil chamber for the electric drive motor. When the vehicle is moving, the two oil chambers have different oil
levels. Further information can be found in this SSP (refer to image “685_247”). In its rest state (when the vehicle has been sta­
tionary for some time), the oil levels of the two oil chambers equalise via the equalisation port.

The vehicle must be on a level surface when the discharged three-phase current drive is being filled. Always use the gear oil speci­
fied in the electronic parts catalogue (ETKA) and note the filling amounts for service work specified in the Workshop Manual. These
must be kept to precisely. The oil must be added via the central filler plug. Because of the equalisation port, the oil level in both oil
chambers will level out slightly below the threaded hole for the central filler plug.

The threaded hole must not be used for checking the oil level as this would lead to overfilling.

44
Oil supply while vehicle is moving

685_246

When the vehicle moves off, the final drive and, initially, the rotor of the electric drive motor splash in the sump.

The spur gear of the final drive takes oil from the sump of the transmission unit and brings it to the pinion of the intermediate
shaft, which then transports the oil into the oil collector. The oil drips through ports out of the oil collector, thereby supplying the
oil ports so they can lubricate the transmission unit mountings and the final drive. When carrying out repairs it is important to
ensure that the ports are unblocked and free of dirt.

The intermediate shaft drives the oil pump via the pump shaft. The pump shaft is connected to the intermediate shaft via a locking
spring with a hexagon socket.

When the vehicle is moving, the pump draws the oil out of the oil chamber of the electric motor and provides the various sections
of the three-phase current drive with lubrication and cooling oil.

The oil level in both oil chambers is significantly reduced while the vehicle is moving because the oil is distributed into the various
sections of the three-phase current drive. This avoids splashing losses.

45
685_247

When the vehicle is moving, the two oil chambers have different oil levels.

The following applies to the oil chamber for the electric drive motor: The rotor must not splash in the oil while the vehicle is moving
and the intake connecting pipe must not draw in any air. The oil pump transports the oil out of the oil chamber for the electric drive
motor via the intake connecting pipe into the oil/fluid heat exchanger. This allows the oil level in the oil chamber of the electric
drive motor to be lowered so that the air gap between the rotor and the stator is clear. This can only be ensured if the filling
amount for service is kept to precisely as specified in the Workshop Manual.

Because the spur gears of ratio step 2 transport the oil upwards into the oil collector, the oil level in the transmission unit oil cham­
ber is also reduced initially. Because of the oil supply to the gears of ratio step 1 (refer to illustration ), the oil pump transports oil
from the oil chamber for the electric drive motor to the oil chamber for the transmission unit. If this causes the oil level in the oil
chamber for the transmission unit to increase as far as the lower edge of the equalisation port (refer to illustration ) on long jour­
neys, the oil flows back into the oil chamber for the transmission unit via the equalisation port.

46
Lubricating and cooling the electric drive motor

685_248

The cooled oil pumped up into the oil/fluid heat exchanger is sent to bearings A, B and C and the short circuit rings of the rotor via
oil channels and spray ports. The oil sprayed onto the short circuit rings is then centrifuged to the end turns of the stator winding
by the rotor. In this way, the oil absorbs the waste heat generated in the coils before it flows back into the electric drive motor’s
sump and is drawn in again by the oil pump.

Front drive motor temperature sender G1093 measures the temperature in the stator winding. If a temperature of 130°C is excee­
ded, the power of the electric drive motor is reduced.

The delivery rate of the oil pump depends on the speed of the intermediate shaft. At high speeds (and therefore at high three-
phase current drive power), the higher amount of oil being transported as a result makes it possible to guide more heat away.

47
685_249

The coolant initially flows through the cooling jacket for the power electronics. It is then sent into the cooling jacket surrounding
the electric drive motor via a sealing connector element.

Alongside the waste heat of the power electronics and the stator windings, the coolant also absorbs heat from the oil/fluid heat
exchanger.

The bottom of the oil/fluid heat exchanger is integrated in the housing of the electric drive motor; the top is sealed via a bolted
cover.

48
Transmission unit components

685_250

49
Transportation notes

685_251

Note
Without drive shafts or transportation caps, the three-phase current drive can only be tilted by 2° on its longitudinal
axis without oil escaping. With transportation caps, it can be tilted by 35°.

685_252

Note
Similarly, the transmission unit must not be rolled by more than 35°, regardless of whether drive shafts or transporta­
tion caps are fitted. If oil escapes, the oil must be fully drained off and then refilled with the amount of oil specified in
the Workshop Manual.

50
Running gear

Overview
The Audi Q4 e‑tron is the first Audi model based on the MEB (modular electric drive matrix) platform. This also affects the running
gear systems and components, some of which are identical in other Group models. In the standard equipment version, the Au­
di Q4 e‑tron has a non-regulated steel spring running gear with a MacPherson front axle and a five-link rear axle. Because of the
space required for the high-voltage battery, the rear axle is a new development. Running gear with electronic damping control is
available as optional equipment. Generously proportioned disc brakes on the front axle and drum brakes with integrated electro­
mechanical parking brake on the rear axle make the required deceleration possible.

If the required conditions have been met, recuperation takes place via the electric motors’ generator mode. The total braking pow­
er is then obtained from the hydraulic braking power and the braking power provided by the electric motors. On the Audi Q4 e-tron,
the complex regulation of these processes is also performed by an electromechanical brake servo in conjunction with an ESC system
of the most recent generation. The vehicle is fitted with electromechanical power steering (EPS). A single-pinion EPS system is be­
ing used in an Audi model for the first time. As on the Audi e-tron and the Audi e-tron GT, the driver can set the level of recupera­
tion by pulling the (in this case) optional paddle levers on the steering wheel.

The range of wheels extends from 19” in the basic specification through to optional 21” wheels. The Audi Q4 e‑tron has wider tyres
on the rear axle than on the front axle. Specially developed optimised rolling resistance tyres reduce rolling resistance and help to
increase the range. The Tyre Pressure Loss Indicator plus from many other Audi models monitors the tyre pressures.

685_280

Running gear versions

The following running gear versions are available for the Audi Q4 e-tron:
› Comfort running gear as standard equipment
› Sports running gear with sporty suspension and damper setup, and a 15 mm reduction in ride height compared to the comfort
running gear
› Running gear with electronic damping control and ride height as on comfort running gear

Axles
Overview

The axle technology of the Audi Q4 e-tron is based on the MEB platform. A MacPherson front axle and a five-link rear axle are used.
Individual components differ depending on the drive type (rear-wheel drive or four-wheel drive).

51
Front axle system components

685_281

52
Rear axle system components

685_282

Wheel alignment and adjustment procedures

Front axle

On the front axle, the toe settings for each wheel can be adjusted at the track rods. The camber values can be aligned by moving
the subframe to the side.

Rear axle

The toe setting at each wheel can be adjusted at the bolted connections for the track rods and the subframe.

The camber values can be set independently of each other on both sides at the bolted connections for the spring links and the sub­
frame.

53
685_283

Electronic damping control

Design and function

The running gear with electronic damping control is optional equipment on the Audi Q4 e-tron. The system components and func­
tions correspond to those on the Audi A3 (type 8Y). The two front body acceleration senders on the Audi Q4 e-tron are fitted on the
same brackets as the vehicle level senders. The body acceleration senders and the vehicle level senders communicate with the elec­
tronically controlled damping control unit via a PSI5 sensor bus system (Peripheral Sensor Interface 5). This standardised system is
very effective at low data transfer rates of < 200 kbit/s. The data transfer rate on the Audi Q4 e-tron is 189 kbit/s. The relevant
sender is directly connected to the control unit via a two-wire bus for this purpose. The sensor uses this bus both for data transfer
and for its power supply from the control unit. One of the wires forms the earth connection and the other is for the power supply
and data transfer. The control unit controls the communication via synchronisation impulses which are answered by the sender
with corresponding data packages. The control unit converts the signals received into digital square-wave signals and decodes the
data received.

Electronically controlled damping control unit J250 is fitted in the luggage compartment (right-side) and communicates with the
other data bus nodes via the running gear CAN. The outer solenoid valves of the twin-tube dampers are activated via discrete wires.
The dampers are not activated when the vehicle is stationary. Three different characteristic maps may be activated depending on
the drive select setting. The damping in efficiency mode corresponds to that of auto mode (balanced damping characteristics). The
basic currents are approx. 0.4 A (comfort mode), 0.5 A (auto mode) and 0.65 A (dynamic mode). The maximum currents are ap­
prox. 1.6 A. When their status is neutral (non-activated), the dampers achieve medium forces.

54
685_284

System behaviour in the event of a fault

System faults are shown via the yellow warning symbol and a driver message. Regulation is switched off if a damper valve or the
activation of a valve fails. Regulation continues with restrictions if a turn angle sensor (level sender) or body acceleration sender
fails or if there is a signal failure. Because of the missing signal, the dynamic vehicle behaviour can no longer be recorded so pre­
cisely. As a result, comfort restrictions are possible.

684_299

Service operations

The service operations are the same as for the damping control on the Audi A3 (type 8Y). For further information, refer to SSP 680
(refer to chapter “Running gear”). Basic setting of the system must be performed after a vehicle level sender or the control unit has
been replaced. Compared to the systems on the Audi Q2 and Q3, the procedure for this has been simplified considerably as only the
stops of the dampers are adapted.

55
Steering system
Overview

Electromechanical power steering (EPS) is used for the steering system of the Audi Q4 e-tron. Steering assistance is provided by a
synchronous electric motor. Progressive steering is available as an option. A mechanically adjustable steering column connects the
EPS to the double-spoke leather steering wheel.

685_286

Electromechanical power steering system (EPS)

Design and function

The Audi Q4 e‑tron is the first Audi model to be equipped with single-pinion EPS. Steering assistance is generated by the synchro­
nous electric motor. The power/torque is transmitted directly to the steering pinion via a worm gear. The rotor shaft of the electric
motor drives a steel worm which permanently meshes with a plastic worm gear. The worm gear is connected to the pinion shaft.
Leaving the construction concept aside, the system’s design and functions correspond to those of the systems used in other Au­
di models.

On this EPS system, power steering control unit J500 is also directly flanged to the electric motor and communicates via the run­
ning gear CAN. The main basic information for calculating the steering assistance consists of the steering torque which the driver
introduces via the steering wheel, the vehicle speed, the steering angle and the drive select setting. The steering torque is trans­
mitted to the control unit via a discrete wire by steering moment sender G269 contained in the module. The vehicle speed and
steering angle are sent by ABS control unit J104 using the running gear CAN. The drive select settings are transmitted by data bus
diagnostic interface J533. Two temperature sensors monitor the temperature of the control unit and that of the output stages. The
output stages provide the current to activate the motor while also taking the rotor position of the synchronous electric motor into
account. The control unit receives the information on the rotor position from within the module. It comes from a rotor position
sender in the electric motor.

56
The characteristic curves for manual torque (power steering) vary depending on the running gear version and the setting in Au­
di drive select. Depending on the drive select setting, a dynamic or comfortable steering response is achieved. The steering assis­
tance is activated after the vehicle is started (terminal 15 on) and the drive system is activated. The additional functions familiar
from other Audi models, such as assist-based steering impulses (driver steering recommendation - DSR), “software” end stops and
active steering resets have also been implemented on the Audi Q4 e-tron.

The EPS unit is fitted on the subframe in front of the front axle. This complex module consists of the steering rack, the electric
motor with spiral gears, power steering control unit J500, steering moment sender G269, steering angle sender G85 and the track
rods and boots.

685_287

685_288

57
Response in the event of a fault

As on other Audi models, detected faults are indicated via the activation of the steering wheel symbol and explanatory messages.
Depending on the relevance, the symbol is shown in either yellow or red. The relevant messages are described in the Owner's Man­
ual.

684_320 684_321

Service operations

The track rods and boots can be replaced separately in service. There is no provision for removing other parts of the module. After
replacing the module and coding the control unit online, the maximum steering wheel angles must be adapted and steering angle
sender G85 must be calibrated.

Steering column

The Audi Q4 e-tron has a mechanically adjustable steering column. The adjustment range is 60 mm (vertically) and 50 mm (hori­
zontally). The steering column has an electronic steering column lock. Depending on their severity, system faults of the electronic
steering column lock are shown via activation of a yellow or red warning symbol.

685_292

685_291

685_293

58
Steering wheel

Newly developed double-spoke leather steering wheels are used. All steering wheels are equipped with multi-function touch
switches in black panel design. The standard steering wheel and the standard steering wheels for the equipment lines have a round
steering wheel rim. Steering wheels with round and dual-flattened rims are available as optional equipment. The standard steering
wheel is equipped with a painted one-piece trim panel. On all other versions (except the S line steering wheels), this trim panel has
a chrome finish. The S line steering wheels have a two-piece trim panel in black/chrome contrast look.

All optional steering wheels are equipped with paddle levers to set the recuperation level. The operating logic of the paddle levers
corresponds to that of the Audi e-tron and e-tron GT models: The driver can increase/reduce the level of recuperation in stages
(three stages on the Audi Q4 e-tron using the (+) or (-) paddle lever respectively).

Steering wheel heating and hands-on detection complete the optional equipment.

685_294

Standard steering wheel for Audi Q4 e-tron with round steering wheel rim, leather, one-piece trim panel and multifunction switch
(touch)

685_295

Optional steering wheel for vehicles with S line equipment, flattened steering wheel rim with mono-point leather, paddle levers,
steering wheel heating, hands-on detection, two-piece trim panel, multifunction switch (touch) and RS logo

59
Brake system
Overview

The Audi Q4 e-tron is equipped with disc brakes on the front axle and drum brakes on the rear axle. An electromechanical parking
brake provides the parking brake function via the service brakes on the rear axle.

The regulating software for the parking brake is in two control units for the first time. To ensure that the requirements that the
electric drive system makes of the brake system (brake blending, recuperation etc.) are met, an electromechanical brake servo is
fitted on the Audi Q4 e-tron in conjunction with a powerful ESC system. These systems make autonomous braking manoeuvres in­
dependent of the driver possible.

The components and dimensions of the brake system may vary from those shown in the overview in some markets in order to con­
form to country-specific regulations.

685_316

Brake system

Front axle

35 e-tron 40 e-tron

50 e-tron
Type of brakes 18” floating caliper brake 18” floating caliper brake
Number of pistons/diameter 1/60 mm 2/46 mm/46 mm
Brake discs / diameter x thickness Cast iron brake discs / 340 mm x 27 mm Cast iron brake discs / 358 mm x 30 mm

60
Left brake on front axle (2-piston floating caliper brake)

685_297

Rear axle

11” drum brakes (diameter x width: 280 mm x 52 mm, brake cylinder diameter: 25.4 mm) are used on the rear axle.

The electromechanical parking brake (EPB) also uses this brake system.

61
Left drum brake on rear axle

685_298

The drum brake is equipped with an automatic adjuster which is fitted below the wheel brake cylinder between the brake shoes.
This makes contact with the brake shoes via fork-shaped end pieces. If play increases due to wear on the brake pads, the threaded
bush turns with the adjuster splines due to the function of the adjuster piece. As a result, the distance between the contact surfa­
ces of the brake shoes in the fork-shaped end pieces increases. The locking spring then fixes the system in this position by engaging
in the return splines. If the brake heats up significantly (e.g. during a long mountain descent), this increases the diameter of the
brake drum. If the automatic adjuster were to react to this, the result would be insufficient play or even the pads permanently rub­
bing after the brake drum has cooled off. A thermal element therefore prevents adjustment from being made in these cases. The
bimetallic spring deforms when heated and blocks the adjuster together with the locking piece. Extension springs help to reset the
pads.

In service, the length of the adjustment mechanism must be pre-set as part of a rough adjustment. The distance between the sur­
faces of the brake pads is adjusted in the subsequent precise adjustment procedure. Please note the instructions in the Workshop
Manual.

62
685_299

685_300

Electromechanical brake servo

Overview

The normal requirements for achieving the braking function both without recuperation and at different levels of recuperation also
apply to the Audi Q4 e-tron with its electric drive system. Based on previous experience, the driver expects a braking effect which
corresponds to the pressure placed on the brake pedal. Depending on the recuperation taking place and the braking power being
provided by the electric drive motors, the additional braking effect must be provided by the hydraulic brake system. This is not pos­
sible with a conventional pneumatic brake servo with a fixed ratio of pedal force to piston rod force of the brake master cylinder.
These complex requirements can only be met by an electromechanical brake servo.

The electromechanical brake servo is able to induce brake pressure independently of the driver. When recuperation is taking place,
the hydraulic brake pressure can be restricted to the level required. Alternatively, brake pressure can be generated actively without
being initiated by the driver if other systems request it (e.g. adaptive cruise assist/ACC).

Design and function

This complex module consists of brake servo control unit J539, a multi-stage gear drive with spindle shafts to drive the booster
sleeve, the electric motor to drive the gearing, a pedal travel sensor, the push rod and the brake master cylinder. With the excep­
tion of the gearing technology used, the design and functions of the electromechanical brake servo correspond to those of the sys­
tems already in use on other Audi models. How an electromechanical brake servo works is explained in Service TV pro­
gramme 0413 TV "A3 Sportback e-tron - Electromechanical Brake Servo". The brake servo on the Audi Q4 e-tron works on the basis
of a gear drive driven by a 370 W electric motor. The gear drive output consists of two pinions which mesh with the splines of the
booster sleeve on both sides. When the brake servo is active, the rotational movement of the spindles is converted into a longitudi­
nal movement of the booster sleeve. The booster sleeve makes contact with the reaction plate in the shape of a ring and applies a
force via this surface.

63
If the driver presses the brake pedal, the push rod also applies force to the reaction plate. The reaction plate operates the push rod
piston of the brake master cylinder, thereby generating brake pressure. Due to this layout, the booster sleeve and the push rod
work independently of each other. This allows brake pressure to be generated autonomously via activation of the electric motor. A
sensor designed on the principle of redundancy (brake pedal position sender G100, brake pedal position sender 2 G836) detects
the pedal travel initiated by the driver. In doing this, the control unit calculates the braking torque desired by the driver and the
amount of braking assistance required. A rotor position sender (motor position sender G840) records the position of the perma­
nently excited electric motor’s rotor so that the control unit can activate it at the amplitudes and the phase positions required.

If other systems (e.g. deceleration request by the adaptive cruise assist) require that brake pressure be generated autonomously,
brake servo control unit J539 receives the message requesting implementation from ABS control unit J104. The two control units
are connected together by a sub-CAN. Active accumulator VX70 used on the Audi Q7 e-tron and A3 e-tron vehicles is not fitted on
the Audi Q4 e-tron. The accumulator’s function is assumed by the ESC.

685_301

64
685_302

Run-on behaviour when terminal 15 is off

As on a conventional brake servo, the boosting function of the brake servo remains available for a certain period after terminal 15
has been switched off. While the pressure is fully dissipated within a few braking procedures on vehicles with pneumatic brake ser­
vo and conventional drive system, it remains fully available on the Audi Q4 e-tron for a defined period.

The procedure depends on whether or not the driver is pressing the brake pedal at the moment terminal 15 is switched off.
› If the driver is pressing the brake pedal, the brake servo remains fully available for 60 seconds. In the following 120 seconds,
the brake servo is then reduced until it is fully switched off.
› If the driver is not pressing the brake pedal, the brake servo remains fully available for 60 seconds and is then switched off.

System behaviour in the event of a fault

If the electromechanical brake servo fails, the ESC steps in to generate the brake pressure required. The brake pressure generated
by the driver’s pedal application is boosted accordingly, but may then be restricted. Depending on the severity of the fault, a yellow
or red warning symbol is shown in conjunction with a driver message. If the ESC is also not available, other functions in addition to
the brake servo will not be available. The loss of the electronic brake pressure distribution is particularly critical here, as this can
lead to the rear axle being “overbraked” with a corresponding loss of stability. For this reason, this condition is always indicated by
the red brake warning lamp and a driver message.

685_303

Service operations

The electromechanical brake servo must be replaced as a complete module. There is no provision for separating the mechanical
unit and the control unit in after-sales service. The Guided Function “0023 – Replace control unit” must be started before the part
is replaced. The following relevant basic settings are performed automatically as part of this:
› 0023 - Basic setting, pedal travel sensor

65
› 0023 - Basic setting, parking brake
› 0023 - Basic setting, pressure test
› 0023 - Basic setting, sluggishness test

ESC
Overview

The ESC EBC 470 from ZF is used in the Audi Q4 e‑tron. The control unit and the hydraulic unit form one unit. The functions of the
ESC correspond to those of the systems already in use on other Audi models. The ESC and the electromechanical brake servo work
together to regulate the hydraulic brake pressure. As part of this, the ESC acts as the master; it calculates the brake pressures re­
quired and “orders” the electromechanical brake servo to implement them when requested by other systems (e.g. adaptive cruise
assist). The ESC and electromechanical brake servo communicate directly via a sub-CAN.

685_304

ABS control unit J104

The control unit is connected to the running gear CAN. It processes the following main input signals:
› Wheel speeds – the wheel speed senders are connected directly via discrete wires
› Longitudinal acceleration, lateral acceleration and yaw rate – sensors are in control unit J104 (sensor unit G419)
› Brake pressure – internal wiring to an integrated pressure sensor (G201, G214)
› Steering angle – via running gear CAN from steering angle sender G85 (part of EPS)
› Motor torques – via FlexRay from motor control unit J623

On the basis of the data received, the control unit determines the wheel slip values in relation to the relevant driving state. If it
detects that regulation is required, it activates the control elements (solenoid valves and electric motor for pump unit). It also trig­
gers the driver information displays required. The software for activating the left actuator of the electromechanical parking
brake (EPB) and the Tyre Pressure Loss Indicator plus is also included in the control unit.

Reference
Detailed information on the basic physical principles and the design and construction of ESC systems and their subsys­
tems (e.g. EBPD, ABS, TCS, EDL, BAS) can be found in SSP 475 "Audi ESC systems".

66
Hydraulic unit

The hydraulic unit consists of a pump unit, the electric motor for the pump drive, the solenoid valves/switching valves, reservoirs
and a pressure sensor. The construction and functions/switching positions of the valves for the functions to generate, maintain and
dissipate pressure fundamentally correspond to those of the systems already in use (refer to SSP 475 "Audi ESC systems"). Large
reservoirs ensure that pressure is dissipated very quickly in the first start-up phase of the return flow pump. A pressure sensor per­
manently measures the pressure in the system.

Operation and driver information

The driver can switch the ESC to sport mode by briefly (<3 sec) pressing the ESC button. If the button is pressed for >3 sec, the ESC
is switched off. The traction control system remains active with restrictions. The system remains switched off during the current
terminal 15 cycle or until it is reactivated when the button is pressed again. The driver is informed of the deactivation via a message
on the display and the activation of the ESC OFF symbol. The driver messages and warning symbols correspond to those on other
Audi models.

684_323 684_324

685_307

Service operations

The control unit and hydraulic unit must not be separated in service. If necessary, the complete module must be replaced.

685_304

67
The basic settings correspond to those implemented for the Audi A3 (type 8Y). They are designed for the following:
› Calibration of sensor unit G419
The sensor unit is integrated in control unit J104 and contains the following sensors:
› G200 – Transverse Acceleration Sensor
› G202 – Rotation Rate Sensor
› G251 – Longitudinal Acceleration Sensor
› Calibration of brake pressure sender G201/G214
› Adapting/SET Tyre Pressure Loss Indicator plus
› Bleeding hydraulic unit
› Calibrating parking brake

A hydraulic test is new on the Audi Q4 e-tron.

Final control diagnosis corresponds to that on the Audi A3 (type 8Y). It includes the hydraulic valve interchange check and the acti­
vation of the warning lamps. In the hydraulic valve interchange check, the brake pressure required is generated automatically on
the Audi Q4 e-tron. It is no longer necessary to press the brake pedal.

The Guided Function “0003 - Remove brake pads” is used to remove/install the brake pads for the parking brake on both sides. The
function with the same name in diagnostic address 0023 of brake servo control unit J539 has identical content. Both actuators are
therefore activated, regardless of whether the function is activated from 0003 or 0023.

Wheel speed senders

Active Hall senders are fitted. They can also detect the direction of travel. The senders are directly connected to ABS control
unit J104 via two wires each. One wire is for power supply and signal transfer, the other is the earth connection. The sender module
contains an electronic switch which converts the analogue sensor signals into digital signals. Current signals are transmitted to the
control unit. In addition to the frequency (speed), they also include the direction of rotation, whether the vehicle is stationary, and
the size of the air gap between the sensor and the impulse ring. The size of the air gap is an important criterion for system diagno­
sis. If the vehicle’s drive system is activated (terminal 15 on), the sensors are briefly supplied with current (self-test performed).
The senders are supplied with power when the drive system is activated; the power supply remains in place until the vehicle comes
to a stop. Magnetised impulse rings are integrated in the wheel bearing seals as impulse senders (48 north/south poles).

685_308

68
Electromechanical parking brake (EPB)
Overview

On the Audi Q4 e-tron, the drum brakes on the rear axle are also used for the electromechanical parking brake. The brake system is
a simplex system. The parking brake and the service brake are operated differently. While the service brake is activated when hy­
draulic pressure is built up in the wheel brake cylinder, this occurs electromechanically with the parking brake. The electromechani­
cal parking brake is operated via a button in the centre console. The software for activation and regulation of the right actua­
tor V283 is integrated in control unit J539 of the electromechanical brake servo. ABS control unit J104 activates left actuator V282.
The tasks were split so that the hold function is ensured even if one of the control units mentioned fails.

685_309

Design and function

The brake shoes make contact with the piston of the wheel brake cylinder and support themselves on the other side with a fixed
bearing. Two extension springs hold them in this position. The lever to operate the parking brake is connected at the top of the
front brake shoe (as seen in direction of travel). The actuator is fitted in the brake carrier with a clip-type retainer catch at the rear
(as seen in direction of travel). It is connected to the lever with a cable. There is an automatic adjustment mechanism between the
brake shoes (top section) and underneath the wheel brake cylinder on which basic setting for the rear brake can also be performed
manually. When the parking brake is activated, the lever is turned towards the actuator by the cable. When below the pivot point, it
supports itself on the adjustment mechanism when doing so. This presses the top section of both brake shoes outwards and the
brake pads make contact. When the parking brake is released, the brake shoes are pulled back into the original position (their bear­
ing positions) by the extension springs.

69
EPB when activated

685_310

The actuator is driven by a DC electric motor. The worm gear shaft on the rotor shaft drives a helical spur gear (worm gear) which is
mounted on a spindle shaft with its inner splines. The spindle shaft is attached to the cable which is connected to the lever on the
other side. When the motor is activated, the worm gear is rotated by the worm gear shaft on the rotor shaft. The spindle shaft is
moved longitudinally when the splines mesh with the worm gear. The cable converts this longitudinal movement into a rotational
movement of the lever.

685_311

70
Operation and driver information

The parking brake is applied manually using electromechanical parking brake button E538 in the centre console. It is closed auto­
matically when terminal 15 is switched off. The brake warning lamp indicates whether the maximum tensioning force has been
reached. If the warning lamp flashes, the braking force is not sufficient.

685_354

Transmission position P provides the activated/closed parking brake function. It can be opened by selecting a transmission position
(R, N, D/B) with the brake pedal pressed.

In certain situations (e.g. in car washes or when performing wheel alignment), the parking brake must be prevented from closing
automatically. Refer to the Owner’s Manual for the corresponding requirements and settings.

System faults are indicated to the driver via warning lamps and driver messages.

685_312

685_354

Additional functions

Hold assist

This assist function helps the driver to move the vehicle off comfortably from stationary. The hold assist can be switched on and off
in the MMI. If the brake pedal is pressed for several seconds while the vehicle is stationary with the function switched on, the green
parking brake symbol indicates that this assist function is active.

685_313

The vehicle is then braked (the ESC actively generates brake pressure) and the driver can take his/her foot off the brake pedal.
When the accelerator pedal is pressed, the vehicle is no longer braked if the drive torque is sufficient to prevent the vehicle from
rolling back.

When the vehicle is stationary for a longer period, the ESC “hands over” the task of braking the vehicle to the EPB to prevent dam­
age caused by electronic components overheating.

Note
Detailed information on activation/deactivation and the requirements for this can be found in the Owner’s Manual.

Emergency braking function

As on other Audi models, the electromechanical parking brake on the Audi Q4 e-tron can also be used for emergency braking in
dangerous situations. The button must remain pressed for the intended duration of the braking procedure and the accelerator ped­
al must not be pressed. An additional acoustic warning signal is activated for the duration of the braking procedure. Braking is per­
formed hydraulically by the ESC. Once the vehicle is stationary, the ESC “hands over” to the EPB.

71
Automatic re-tensioning

The concept of the Audi Q4 e-tron means that it is not necessary to re-tension the EPB after the brake components have cooled off.
As the diameter of the brake drums decreases when they cool, no tensioning force reduction takes place.

Automatic detection of brake test dynamometer

If the wheels on one axle are stationary and those on the other axle are turning, the system detects that a test is taking place and
switches to the corresponding mode. If the wheels on the front axle are being driven by the roller, the parking brake is engaged. If
the wheels on the rear axle are being driven, the parking brake remains disengaged. This allows the service brakes to be tested as
usual. The procedure for checking the parking brake is described in the Workshop Manual.

Service operations

As the software for activating the actuators is split between two control units (J104 and J539), the parking brake must also be
calibrated for the corresponding actuator if one of the control units is replaced. If an actuator is defective, it must be replaced in its
entirety (including the cable).

Wheels and tyres, tyre pressure monitoring

The Audi Q4 e‑tron has different wheel/tyre dimensions on the front and rear axle.

19” steel wheels are standard equipment. 19" to 21" wheels are available as optional extras. Vehicles with the “advanced” equip­
ment line are equipped with 20” wheels; the S line equipment package includes 21” wheels.

Reduced rolling resistance summer tyres make a significant contribution to achieving higher ranges. The 19” wheels (1 and 2 in the
table) are intended for use with winter tyres. Snow chains can be used on the wheels on the rear axle.

AirStop® tyres are being used on an Audi model for the first time as summer, winter and all-season tyres. These tyres with sealing
technology, which have proven their worth on VW models, have a viscous, elastic coating on the inside of the tyre. If a foreign body
penetrates the tyre, this coating deforms according to the contour of the foreign body, thereby preventing pressure loss.

Vehicles with 19” wheels for the American market can be equipped with TireFit as optional equipment.

Note
The offer structure in certain markets may differ from the one shown here.

The Tyre Pressure Loss Indicator plus is used in the Audi Q4 e-tron.

Basic wheel Optional wheels

Steel wheel Cast aluminium wheel Cast aluminium wheel Cast aluminium wheel

8.0Jx19 (FA) 8.0Jx19 (FA) 8.0Jx20 (FA) 8.5Jx21 (FA)

235/55 R19 235/55 R19 235/50 R20 235/45 R21

8.0Jx19 (RA) 8.0Jx19 (RA) 9.0Jx20 (RA) 9.0Jx21 (RA)

255/50 R19 255/50 R19 255/45 R20 255/40 R21

Cast aluminium wheel Cast aluminium wheel Cast aluminium wheel

8.0Jx19 (FA) 8.0Jx20 (FA) 8.5Jx21 (FA)

235/55 R19 235/50 R20 235/45 R21

8.0Jx19 (RA) 9.0Jx20 (RA) 9.0Jx21 (RA)

255/50 R19 255/45 R20 255/40 R21

72
Basic wheel Optional wheels

Cast aluminium wheel Cast aluminium wheel

8.0Jx20 (FA) 8.5Jx21 (FA)

235/50 R20 235/45 R21

9.0Jx20 (RA) 9.0Jx21 (RA)

255/45 R20 255/40 R21

Cast aluminium wheel Cast aluminium wheel

8.0Jx20 (FA) 8.5Jx21 (FA)

235/50 R20 235/45 R21

9.0Jx20 (RA) 9.0Jx21 (RA)

255/45 R20 255/40 R21

Cast aluminium wheel

8.0Jx20 (FA)

235/50 R20

9.0Jx20 (RA)

255/45 R20
(FA) = front axle

(RA) = rear axle

The Audi Q4 e-tron is equipped with the Tyre Pressure Loss Indicator plus. The software in ABS control unit J104 determines the
wheel circumferences and the vibration characteristics of the wheels on the basis of the measured values from the wheel speed
senders. If the tyres/wheels or the tyre pressures are changed, an adaption process must be started by activating the correspond­
ing function in the MMI.

73
685_314

74
Electrics and electronics

Power supply
12 V battery - general description

A lead-acid battery is used as the starter battery/to provide power to the 12 V electrical system on the Audi Q4 e‑tron.

It is an EFB (Enhanced Flooded Battery). Mixing elements are placed inside the battery housing. The mixing elements cause a flow­
ing movement of the electrolytes when the vehicle moves. This reduces acid stratification within the 12 V battery. This increases
cycle stability and helps to increase the service life of the battery.

685_203

12 V battery - battery diagnosis

Regular automatic diagnosis determines the condition of the 12 V battery on the Audi Q4 e-tron. The main component of the diag­
nosis is a test pulse. This diagnosis is only performed when the vehicle is parked. At the beginning of the test pulse, the 12 V bat­
tery charges the high-voltage battery. This causes the open-circuit voltage of the 12 V battery to fall and a characteristic voltage
path is generated. At the end of the test pulse, the high-voltage battery is no longer charged and the voltage of the 12 V battery
returns to a value close to open-circuit voltage. The voltage path generated by the test pulse allows conclusions about the state of
the battery to be drawn. This allows the system to check and ensure that the battery has a suitable amount of power for the sys­
tem’s requirements.

75
685_204

The process described below explains the regular and automatic battery diagnosis. The requirements, times and results of this di­
agnosis refer to this automated process. Checking the battery in service is described in a separate section.

Battery diagnosis process:

1. Requirements:
› Terminal 15 is deactivated
› No charger is connected to the 12 V battery

76
 › No online remote update of vehicle software active
› Vehicle is not in transport mode
› High-voltage battery is not fully charged
2. Times:
› Before test pulse
› 180 sec. discharge of 12 V battery at approx. 10 A to dissipate overvoltage
› 180 sec. of zero current and measurement of open-circuit voltage
› During test pulse
› 12 V battery charges high-voltage battery at approx. 92 A for 20 sec.
› Measurement of parameters
› After test pulse
› Evaluation of parameters

Battery diagnosis takes 6 minutes and 20 seconds.

When diagnosis of the 12 V battery with the test pulse is complete, the result is stored as a counter reading via the evaluation of
the parameters.

Three results are possible:

› Battery OK
› Battery not OK
› Diagnosis cancelled

The counter of the test pulse is changed depending on the result:

› + 5 counter points – after test result “Battery not OK”
› + 1 counter point – after battery check is cancelled
› - 3 counter points – after test result “Battery OK”

Each time the test is cancelled, the entry “12 V test pulse - diagnosis not possible” is logged in the event memory. However, no
warning is shown in the instrument cluster.

12 V battery - warnings in instrument cluster

The counter values are split into four groups. Measures are allocated to each of the evaluation groups. The measures consist of
event memory entries and warnings in the instrument cluster.

Counter reading Display in instrument cluster Meaning

No display No action required

12 V battery has low charge
Battery will be charged while driving
The battery charge is too low, or battery diagnosis has been cancelled too
many times.
From a counter reading of 9, the entry “Low-voltage energy management
warning triggered” is logged in the event memory.

Fault in 12 V electrical system It is very likely that the battery charge is defective, or that battery diagno­
sis was cancelled too often.

Fault in 12 V electrical system The 12 V battery must be replaced.

Safely stop vehicle.

See owner’s manual

12 V battery - checking battery in service

In service, the battery is checked using the vehicle diagnostic tester. There is only one test program: “Battery test”. However, differ­
ent test routines run within this program. Mechanics must only specify whether the battery to be tested is new or used. After this,
the test program decides which test routine to use and provides a result after a successful test.

The test program makes a distinction between:

1. Testing a new battery as part of the Delivery Inspection.
In this test, the following data are recorded and used to evaluate the battery:
› Battery voltage
› Internal resistance of battery
› Historical data of battery (energy throughput, data on when voltage was too low)

77
2. Testing a used battery. This involves the initiation of “test pulse diagnosis”. Terminal 15 must be deactivated for this and the
mechanic must wait 8 minutes. If the test shows that the battery is intact, the counter is automatically reset to “0” by the test
program.

Note
If the 12 V battery needs to be replaced, the new 12 V battery must correspond to the Volkswagen standards
TL 825 06 and VW 7 50 73. The content of the standards from October 2014 onwards apply in this case. Diagnosis via
the test pulse is designed for the 51 Ah battery.

12 V battery - fitting location and battery monitor

685_205

The 12 V battery is fitted in the front compartment (left-side). Battery monitor control unit J367 is integrated in the battery earth
wire. It records the voltage, currents and temperature of the battery. Battery monitor control unit J367 is a LIN slave of data bus
diagnostic interface J533. When the battery is replaced, the battery code (BEM code) must be sent to data bus diagnostic inter­
face J533. This can be done by entering or scanning the code into the ODIS test program.

78
Jump-start terminals

685_206

The jump-start terminals are located in the immediate vicinity of the 12 V battery. The positive connection is fitted directly next to
the main fuse carrier. The negative terminal is located on the plenum chamber partition panel in front of the plenum chamber.

It is important to use these terminals to charge the battery. If the charger is connected directly to the negative battery terminal
and not to the jump-start terminal, the battery will still be charged but the charge current will not be recorded by battery monitor
control unit J367. This would lead to incorrect results in a battery test.

Like other models, the Audi Q4 e-tron depends on an intact power supply to the electrical system from the 12 V battery. As a result,
if an Audi Q4 e-tron is in the showroom or in a workshop, an external battery charger needs to be connected. All battery chargers
that are approved by Audi may be used to charge the battery. The specifications for battery care must be observed for stock vehi­
cles.

79
Charging while the vehicle is moving

685_207

The 12 V battery is charged from the high-voltage battery via voltage converter A19 while the vehicle is moving. It converts the
voltage from the high-voltage battery to charging voltage for the 12 V battery and is fitted in the rear of the Audi Q4 e-tron.

The voltage converter is controlled by the low-voltage energy management system in data bus diagnostic interface J533. J533 re­
ceives information about the current status of the low-voltage electrical system and the 12 V battery from battery monitor control
unit J367 via a LIN bus.

The low-voltage energy management system requests a specific voltage from the voltage converter according to the current energy
requirements of the low-voltage electrical system. The aim of the low-voltage energy management system is to keep the state of
charge (SOC) of the 12 V battery at 90 %. If a SOC of 90 % is reached, the 12 V battery is no longer charged. This means that the
amount of voltage requested is selected so that the battery will neither be charged nor discharged (zero-current regulation).

80
Relay and fuse carriers

685_208

The relay and fuse carriers for the Audi Q4 e‑tron are located in the front of the vehicle. The main fuse carrier SA is fitted on the
12 V battery. The fuses inside it protect the electrical circuits for the components that use the most power, as well as the power
supply of the other relay and fuse carriers in the vehicle. There is another relay and fuse carrier to the immediate left of the battery
in the electronics box. The fuses fitted there have the designation “SB” in the current flow diagram. Fuse and relay carrier SC is
located in the left footwell. On left-hand drive vehicles, it can be accessed by removing a cover in the dash panel; on right-hand
drive vehicles by removing a cover in the glove box.

81
Control units
Data bus diagnostic interface J533 (gateway)

685_209

Data bus diagnostic interface J533 (gateway) is one of the main control units on the Audi Q4 e-tron, as it is on other models. Inter­
nally, Audi also designates it as ICAS (integrated car application server). The number of tasks performed by data bus diagnostic
interface J533 has increased significantly. As it is a network system gateway, it is connected to all bus systems except for the infor­
mation electronics 1 CAN.
› Data bus diagnostic interface J533
› Gateway/ICAS1
› ICAS = integrated car application server
› Tasks (list non-exhaustive)
› Diagnostic gateway
› Driving profile selection/drive select
› Energy management (heater controls)
› High and low voltage energy management
› Component protection
› Multifunction steering wheel (capacitive)
› On-board computer with efficiency display
› Fatigue detection
› Parking coordination
› Anti-theft alarm system
› Functions on demand (FOD)
› Central locking/convenience key
› Terminal control
› Exit concept
› Immobiliser
› Recording the distance driven (function was located in control unit in dash panel insert J285 on previous Audi models)
› Intersection assist
› Exterior lighting
› Diagnostic address
› 0019
› Additional diagnostic addresses
› 8123
› 8124
› C002
› C003

82
 › LIN master
› Battery monitor control unit
› Multifunction steering wheel (capacitive)
› Interior monitoring and tilt sensor
› Alarm horn
› Tail lights
› Rear lid power opening control unit

The functions/tasks listed above are split between several virtual control units which are integrated in one housing. The individual
virtual control units have their own diagnostic addresses. If “Own test plan” is selected in the vehicle diagnostic tester, the addi­
tional diagnostic addresses are visible as a sub-menu. In the event of a defect, it is only possible to replace the entire data bus
diagnostic interface J533.

Networking
Data bus systems in Audi Q4 e-tron

Data bus system Wire colour Data transfer rate

Convenience CAN 500 kbit/s
Electrification CAN 500 kbit/s
Running gear CAN 500 kbit/s
Powertrain CAN (FD) 2 Mbit/s

AFS[4] CAN/front lighting 500 kbit/s

Driver assist systems CAN 500 kbit/s
Connect CAN 500 kbit/s
Display and operation CAN 500 kbit/s
Information electronics 1 CAN 500 kbit/s
Diagnostics CAN 500 kbit/s
Ethernet 100 Mbit/s
Sub-bus systems 500 kbit/s
LIN bus 20 kbit/s

Topology of the control units

Notes on illustrations:

The following illustrations are sorted according to the different bus systems on the Audi Q4 e‑tron and provide information on:
› The bus system via which the control unit participates in communication
› The control unit code
› The bus termination resistor

The following illustrations show all control units which may be connected to the various bus systems.

LIN nodes are only shown for data bus diagnostic interface J533. Some control units are the result of optional or country-specific
equipment. Control units marked “OR configuration” are never both fitted in a vehicle; only one of them is fitted according to the
vehicle equipment.

The illustrations are intended as an overview of the data transmission paths between the control units. They are therefore not a
substitute for the relevant current flow diagrams or Workshop Manuals.

[4] Adaptive front lighting system

83
LIN nodes of data bus diagnostic interface J533

685_210

Because of the additional tasks, LIN nodes are connected to data bus diagnostic interface J533. These are connected to convenience
system central control unit J393 or on onboard supply control unit J519 on other Audi models.

84
Control units on convenience CAN

685_211

Key:

120 ohms
9200 ohms

85
Control units on electrification CAN

685_212

Key:

120 ohms
9,200 ohms

Battery modules control units 2-4 are connected together on the daisy chain principle. The terminal resistance (120 ohms) is only
present on the last control unit of the chain.

86
Control units on running gear CAN

685_213

Key:

120 ohms
9,200 ohms

ABS control unit J104 is connected to brake servo control unit via a sub-bus system.

87
Control units on powertrain CAN (FD)

685_214

Key:

120 ohms
9,200 ohms

With the Audi A3 (type 8Y), a new advancement in CAN technology, the CAN FD, was implemented in Audi vehicles. FD stands for
“flexible data rate”. With this technology, higher data transfer rates can be achieved than with the previous CAN technology (stand­
ard CAN). In the case of the powertrain CAN (FD), the rate is 2 Mbit/s.

88
Control units on AFS/front lighting CAN

685_215

Key:

60 ohms
9,200 ohms

89
Control units on driver assist systems CAN

685_216

Key:

120 ohms
9200 ohms
OR configuration

Lane change assist control unit 2 J770 is connected to lane change assist control unit J769 via a sub-bus system. The control units
surrounded by a dotted line are never both fitted in a vehicle; a maximum of one of the two can be fitted.

90
Control units on connect CAN

685_217

Key:

60 ohms
9,200 ohms

91
Control units on display and operation CAN

685_218

Key:

120 ohms
9200 ohms

Exterior lighting
Headlights

Headlight versions

The following headlight versions are available for the Audi Q4 e-tron:
› LED headlights with PR number 8IT (ECE[5] and SAE[6] )
› Matrix LED headlights with PR number: 8IY + 8G4 (ECE[5] and SAE[6] )

[5] For the European market

[6] For the North American market

92
Key of PR numbers:

8G4 Matrix beam

8IT LED headlights
8IY LED headlights with lens

General description

685_219

All headlight versions of the Audi Q4 e-tron use LEDs. The headlights are attached to the vehicle body by adjuster elements. This
allows the headlights to be aligned exactly with the other parts of the body. Before the headlights can be removed, the bumper
cover has to be detached. In the event of damage to the upper and inner headlight attachments, repair tabs can be attached to the
headlight housing.

93
LED headlights 8IT

685_220

The LED headlights use reflector technology and have the following lighting functions:
› Daytime running lights
› Marker lights
› Dipped beam
› Main beam
› Turn signals
› Side marker lights (SAE only[6] , not illustrated)

Special features of the lighting functions

As the daytime running light/marker light functions are fitted in the same section of the headlight, the daytime running lights are
adjusted while the turn signals are active. A distinction is made between “signalling by day” and “signalling by night”. When “sig­
nalling by day”, the marker lights/daytime running lights are switched off, while when “signalling by night”, the system switches
between the turn signal and the dimmed daytime running lights. This ensures that the turn signals can be seen easily in all operat­
ing situations.

Lights for driving on left/right

If the vehicle is driven in a country which drives on the other side of the road, the dipped beams need to be adjusted. This setting
can be made in the MMI menu: Car > Lights & vision > Exterior lighting > Lights for driving on left/Lights for driving on right.

Equipment

The LED headlights can be combined with the main beam assist and a headlight washer system as options.

Headlight range control

The LED headlights are equipped with automatic static headlight range control with a level sensor on the rear axle.

[6] For the North American market

94
685_221

Matrix LED headlights 8IY + 8G4

685_222

The matrix LED headlights use projection technology and have the following lighting functions:
› Digital daytime running lights (four different daytime running light signatures can be set on the MMI)
› Marker lights
› Dipped beam
› Matrix beam main beam
› Dynamic turn signal
› All-weather lights
› Turning light

95
› Intersection light (in combination with navigation system)
› Motorway light
› Cornering light
› Side marker lights (SAE only[6] , not illustrated)

Special features of the lighting functions

On the matrix LED headlight, the daytime running lights/marker lights are split into several sections. One part is in the same sec­
tion as the turn signal and is adjusted while the turn signal is active. A distinction is made between “signalling by day” and “signal­
ling by night”. When “signalling by day”, the marker lights/daytime running lights are switched off, while when “signalling by
night”, the system switches between the turn signal and the dimmed daytime running lights. This ensures that the turn signals can
be seen easily in all operating situations.

Lights for driving on left/right

It is not necessary to adjust the headlights. The legal requirements are met without additional measures. When driving on motor­
ways, the dipped beam headlights setting should be selected at the light switch. This stops the light level from being raised by the
headlight range control and thereby prevents you from dazzling oncoming road users.

Equipment

The matrix LED headlights are fitted with a headlight washer system as standard.

Headlight range control

The matrix LED headlights are equipped with automatic dynamic headlight range control with two level sensors on the rear axle.

685_223

Service

The parts marked with “service” in the exploded view of the headlight can be replaced individually in the event of damage. In addi­
tion, the housing cover with seal, the seal on the top of the headlight housing, adjuster screws, body adjuster elements and secur­
ing bolts are available as replacement parts. In the event of damage to the upper and inner headlight attachments, repair tabs can
be attached to the headlight housing. They are listed as a repair kit in the Electronic parts catalogue (ETKA).

It is very important to keep the inside of the headlight as clean as possible when renewing components in the inside of the head­
light. It is also recommended to use the ESD workplace VAS 6613 to prevent electrostatic discharge.

[6] For the North American market

96
Service/adjustment and calibration (applies to all headlight versions on the Audi Q4 e-tron)

As on all headlights in Audi vehicles, the dipped beams are adjusted using two adjuster screws. The matrix LED main beams on the
Audi Q4 e-tron are calibrated by measuring a reference segment. The values from this measurement are entered in the test pro­
gram of the diagnostic tester and the correction value for the matrix LED main beams is calculated.

Note
The headlight versions available vary from market to market. This is not the topic of the descriptions on these pages.
A new light switch and thereby a new operating concept was introduced with the Audi A8 (type 4N). This concept is
also used for the Audi Q4 e-tron. The operating concept allows, for example, the dipped beam headlights and the day­
time running lights to be switched off at speeds below 10 km/h. If this speed is exceeded, the light switch changes to
the “AUTO” position. Furthermore, the light switch is always in the “AUTO” position after the ignition has been switch­
ed off and on again, regardless of what was selected prior to the ignition being switched off.

Tail lights

Tail light versions

The following tail light versions are available for the Audi Q4 e-tron:
› Tail lights, PR number: 8VG (ECE[5] ) and 8VM (SAE[6] )
› Tail lights, PR number: 8VP (ECE[5] and SAE[6] )

Key of PR numbers:

8VG LED tail lights

8VM LED tail lights with dynamic turn signals
8VP LED tail lights with animated lighting functions

685_224

The tail lights on the Audi Q4 e-tron are in three sections; one tail light each on the left and right sides and a light unit which covers
the entire width of the boot lid. Only LED lights are used. The tail lights and the high-level brake light are both activated by onboard
supply control unit J519. The 8VP tail lights are also connected to data bus diagnostic interface J533 via a LIN wire. This data bus
wire is used, among other things, to transmit the commands for the animated tail lights.

High-level brake light

On the Audi Q4 e-tron, the high-level brake light is integrated in the rear spoiler. It is not possible to renew individual LEDs.

[5] For the European market

[6] For the North American market

97
685_225

Lighting functions in the tail lights

The tail light, turn signal and brake light functions are split between the three tail light sections. The version with PR number 8VP
is improved with a continuous band of light, dynamic turn signals and dynamic tail lighting effects. In addition, the reversing lights
and fog lights are fitted on both sides on this version. Due to country-specific regulations, the turn signal and brake light functions
differ on the ECE[5] and SAE[6] versions.

Terminal control
Automatic entry and exit scenario

The Audi Q4 e-tron has an automatic entry and exit scenario. Alongside the existing terminal positions (S, 15, 50), there is also the
“comfort ready” status.

The “comfort ready” status is activated by the terminal master (data bus diagnostic interface J533) when the driver is present. Seat
occupied sensor on driver side G1067 is used to determine the presence of the driver. The sensor is read in by the airbag control
unit and the information is transmitted to data bus diagnostic interface J533 by the powertrain CAN.

When “comfort ready” is active, all infotainment and climate control functions can be used. To do so, it is necessary for the battery
regulation control unit J840 to close the high-voltage circuit so that the high-voltage components for the climate control can be
activated.

The procedure is explained step-by-step in the following table. When the vehicle is unlocked, processes such as surround lighting
with logo projection (performed by the exterior mirrors) are run.

[5] For the European market

[6] For the North American market

98
As soon as the driver gets in, the high-voltage system is activated and the comfort ready functions are available.

Example overview of terminal control – from unlocking to driving the vehicle up to locking the vehicle after a journey

HV ready Comfort ready Terminal S Terminal 15 Drive system active

Unlocked inactive inactive inactive inactive inactive
Driver's door is opened inactive inactive inactive inactive inactive
Driver gets in active active inactive inactive inactive

(has sat down on the driver’s seat)

Driver's door closed active active inactive inactive inactive
Driver presses brake pedal active active active active inactive
Driver selects transmission position active active active active active

= drive system is activated

Driver parks in parking space active active active active active
Driver unbuckles seat belt and opens driver's door active active active active inactive
Driver has left vehicle inactive inactive inactive inactive inactive
Driver closes door inactive inactive inactive inactive inactive
Driver locks vehicle inactive inactive inactive inactive inactive

99
Convenience electronics

Augmented reality head-up display (AR HUD)

The optional AR head-up display on the Audi Q4 e‑tron (type F4) has two different display sections/levels; one appears to be closer
and one appears to be further away. In the closer section, the driver is provided with, for example, speed, driver assist or traffic
sign information. The closer section is approx. 3 m from the driver. The section which appears to be further away is augmented
reality. Here, content is shown directly in the corresponding traffic situation depending on what is currently happening on the road.
This allows augmented (imposed on the real world) information (depending on vehicle equipment) from systems such as ALDW[7]
and ACC[8] or navigation content via an augmented drone arrow[9] to be shown at a distance of approximately 10 m from the driv­
er’s field of vision.

Profile of AR head-up display on the Audi Q4 e-tron:

› Designation in service: Control unit for head-up display J898

› Diagnostic address 0082
› PR number: KS3
› Data bus connection
› To data bus diagnostic interface J533 via display and operation CAN, to transmit information such as the vehicle speed
› J794 via LVDS wire, to transmit moving images such as navigation arrows which move with the vehicle
› Windscreen must be removed to replace head-up display
› A special wedge film within the laminated glass windscreen prevents images from appearing twice
› After control unit for head-up display J898 is replaced, the position of the head-up display image must be checked and, if neces­
sary, corrected using calibration board for head-up display VAS 721 019 and setting device VAS 6430

[7] ALDW = Active Lane Departure Warning

[8] ACC = Adaptive Cruise Control
[9] The term “drone arrow” is the translation of a term used by Audi Design. It is a blue navigation arrow which is not only shown statically, but also
flies like a drone to the place where a manoeuvre will take place or waits there. It may also fly along with the vehicle until the manoeuvre is complete.

100
AR head-up display in installation position on Audi Q4 e-tron

685_120

Control unit for head-up display J898 viewed from above: adjuster screws for calibration

685_122

101
Information from the following equipment/assist systems can be shown on the AR head-up display:
› Welcome and goodbye screen
› Digital speed display
› Static and augmented information from adaptive cruise control
› Static and augmented information from active lane departure warning
› Static and augmented information from navigation system
› Traffic sign recognition
› Traffic light information (currently only in selected towns/cities)
› Speed limiter
› Warning messages
› Adaptive cruise control
› Audi pre sense
› Predictive efficiency assist

Example images of displays on AR head-up display

685_334

102
685_335

685_336

103
Control unit in dash panel insert J285
Instrument cluster – control unit in dash panel insert J285

Three different instrument clusters are available for the Audi Q4 e-tron. The Audi Q4 e-tron is equipped with a fully digital instru­
ment cluster as standard. The vehicle can be equipped with an Audi virtual cockpit or an Audi virtual cockpit plus as optional equip­
ment. All three versions have a 10.25” display.

Profile of instrument clusters on the Audi Q4 e-tron:

› The standard instrument cluster has a specified layout in tube design

› Audi virtual cockpit, optional, with two views in each of the two layouts. Navigation map and infotainment controls are integra­
ted
› Audi virtual cockpit plus, optional, with two views in each of the three layouts (classic, sport, e‑tron)
› Data bus connection:
Node within networking of control units via display and operation CAN, communication with data bus diagnostic interface J533
via Ethernet
› Diagnostic address: 0017

685_338

104
685_337

Central locking with RSAD UWB

After the Audi A3 (type 8Y), the Audi Q4 e-tron is the second Audi model which measures the distance between the ignition key and
the vehicle. This is done by measuring the time a signal takes to travel in the gigahertz frequency. As a result, the function “Open
with convenience key” is only possible and permitted within a defined distance.

The technology is referred to as RSAD UWB (Relay Station Attack Detection via Ultra Wide Band). At Audi, RSAD modules are refer­
red to as “control units for break-in protection”. These are control units 2 - 5 for break-in protection (J1192 - J1195). They send
UWB signals. The distance between the sender and the receiver is determined using the signal travel time and stored in the ignition
key.

The master of the central locking system is data bus diagnostic interface J533. All central locking functions, the convenience key
function and the control logic for the four RSAD modules are processed in J533.

The UHF transceiver (central locking and anti-theft alarm system aerial R47) is located in onboard supply control unit J519. It
transmits data to the ignition key using the UHF frequency band. J519 uses CAN messages to send signals to J533 (master for con­
venience key and central locking) via the connect CAN.

Entry and start authorisation control unit J518 has the following tasks:
› Reading in the signals from the capacitive sensors in the door handles
› Activating the entry and start authorisation aerials
› Wake function for onboard supply control unit J519 via a discrete wire

105
Overview of central locking system networking on Audi Q4 e-tron vehicles with convenience key

685_129

Key

G605 Contact sensor for front left exterior door handle

G606 Contact sensor for front right exterior door handle
G417 Contact sensor for rear left exterior door handle
G418 Contact sensor for rear right exterior door handle
J518 Entry and start authorisation control unit
J519 Onboard supply control unit
J533 Data bus diagnostic interface
J1192 Control unit 2 for break-in protection
J1193 Control unit 3 for break-in protection
J1194 Control unit 4 for break-in protection
J1195 Control unit 5 for break-in protection
R137 Luggage compartment aerial for entry and start system
R138 Interior aerial 1 for entry and start system
R200 Left aerial for entry and start authorisation
R201 Right aerial for entry and start authorisation
R47 Central locking and anti-theft alarm system aerial

106
Interior lighting

685_130

The Audi Q4 e-tron can be equipped with multi-coloured contour lighting and background lighting as optional equipment. There are
two different equipment packages for the background lighting:
› PR no. QQ8: Background lighting version 1
› PR no. QQ9: Background lighting version 2

The two equipment packages differ in the number of lighting colours that can be selected.

Background lighting version 1 provides white LED lighting. Background lighting version 2 provides the multi-coloured background
lighting package plus as optional equipment. This offers both pre-configured lighting profiles and the option to personalise the
background lighting colours.

The master control unit for the background lighting is onboard supply control unit J519. This controls the lights for contour light­
ing for the dash panel and the lights for background lighting for the front centre console via LIN bus. The individual lights are con­
nected in series in the LIN bus.

The lights for background lighting in the four doors are also activated by onboard supply control unit J519 via this LIN data bus.

107
High-voltage system

Safety
Safety regulations

Please note:

The high-voltage system may also be energised when the vehicle is parked. For example:
› When the high-voltage battery is being charged.
› When auxiliary air conditioning is active.
› When the 12 Volt battery is being recharged by the high-voltage battery.

Work on components of the vehicle’s high-voltage system must only be performed when the system is not energised. To achieve
this, the high-voltage system must be de-energised and the mechanic must then check that the system is de-energised. The de-
energisation procedure is performed according to the five safety rules for electrical technology.

These three work steps must be performed:

1 De-energise the system
2 Ensure the system cannot be reactivated
3 Check that no voltage is present

These two work steps are not relevant for high-voltage vehicles:
4 Ground and short-circuit vehicle
5 Cover or shield adjacent live components

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

Note
Always de-energise the system according to the test plan in the vehicle diagnostic tester. The high-voltage system
must only be de-energised and worked on by qualified staff.

108
Warning labels

Warning label in motor compartment The warning labels marked “Danger” identify high-voltage
components or components conducting high-voltage:

684_423

684_422

109
Special warning label for the high-voltage battery:

684_296

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

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

Note
Other/additional warning/information labels may be attached to the vehicle, depending on the country.

110
Overview of high-voltage components
Layout of high-voltage components on rear-wheel drive vehicles

685_077

Layout of high-voltage components on quattro vehicles

685_106

High-voltage battery 1 AX2

The high-voltage battery is a lithium-ion battery. The electric energy required to drive the vehicle is provided by the high-voltage
battery. It is fitted on the vehicle underbody so that it improves the rigidity of the vehicle body. The battery housing is completely
made of aluminium. To provide the battery modules with maximum protection in an accident, extensive cross and longitudinal rein­
forcements are fitted within the housing. There are additional cross reinforcements under the housing. The housing is surrounded
by solid aluminium extrusions all around. The high-voltage battery is part of the body structure.

Note
Ensure that no one is in the vehicle after the high-voltage battery is removed. The high-voltage battery contributes to
the body’s rigidity. If it is removed, there is a risk of distortion to the body.

111
High-voltage battery with eight modules

685_078

112
High-voltage battery with twelve modules

685_339

There are two battery sizes. Their size and energy capacities differ. There is a version with twelve modules and a gross output of
82 kWh (77 kWh net output) and a version with eight modules with a gross output of 55 kWh (52 kWh net output).

113
685_108

High-voltage battery with eight modules

Net/gross energy content 52 kWh/55 kWh

Cell modules 8 x 12s2p
Topology 96s2p
Cell technology Lithium-ion, prismatic/pouch
Number of modules 8
Cooling Fluid cooling
Operating range Approx. -28°C - 60°C
Dimensions 1441x1447x140 [mm]
Battery weight approx. 352 kg

High-voltage battery with twelve modules

Net/gross energy content 77 kWh/82 kWh

Cell modules 12 x 8s3p
Topology 96s3p
Cell technology Lithium-ion, prismatic/pouch
Number of modules 12
Cooling Fluid cooling

114
Operating range Approx. -28°C - 60°C
Dimensions 1816x1447x140 [mm]
Weight approx. 515 kg

685_080

Battery modules

685_082

The battery modules may have prismatic or pouch cells.

They cannot be interchanged. Each module has 24 cells. In the 77 kWh (net) battery, the battery modules have an internal 8S3P
configuration. In the 52 kWh (net) battery, the battery modules have an internal 12S2P configuration.

This results in the following nominal values:

› A cell capacity of 78 Ah results in 234 Ah or 156 Ah per module.

115
685_083

This illustration shows a battery module with prismatic cells. The 24 cells have a 12S2P configuration. One module weighs approx.
30 kg and has an energy content of approx. 6.58 kWh. The nominal voltage is approx. 44.4 V.

Because of the fully enclosed housing, it is not possible to draw conclusions on the construction and configuration of the battery
modules from the outside; this can only be done on the basis of the part number.

Switching units

685_084

The components and functions are split between two switching units so that they fit in the different spaces available in the high-
voltage batteries.

The fitting location of the switching units differs on the battery with twelve modules.

116
All components can be replaced.

685_079

117
Switching unit for high-voltage battery, positive terminal SX8 and switching unit for high-voltage battery, negative terminal
SX7

685_340

Switching unit for high-voltage battery, negative terminal SX7

Fuse for high-voltage battery isolation N563 is a pyrotechnic fuse and increases the safety of the high-voltage system. In the event
of a fault, it triggers more quickly than a high-voltage relay can switch. If the fuse has triggered, it must be replaced after the un­
derlying problem has been fixed. It is not possible to reset it.

118
685_341

119
The voltage taps used by battery regulation control unit J840 to monitor the power contactors are located directly on the contac­
tors.

120
Switching unit for high-voltage battery, positive terminal SX8

121
685_342

The following high-voltage components and their high-voltage wires are fused by high-voltage system fuse 2 S352:
› Charging unit 1 for high-voltage battery AX4
› PTC heater element 3 Z132
› High-voltage heater (PTC) ZX17
› Air conditioner compressor VX81
› Voltage converter A19

The voltage taps used by battery regulation control unit J840 to monitor the power contactors are located directly on the contac­
tors.

Battery regulation control unit J840

Tasks of battery regulation control unit J840:
› Communication via powertrain CAN
› Master control unit for internal data bus system
› Monitoring and controlling switching units in high-voltage battery
› Monitoring pilot line
› Insulation resistance monitoring
› Providing measured values from high-voltage battery
› Activating fuse for high-voltage battery isolation N563 in the event of an issue

685_087

122
685_343

Pin assignment of battery regulation control unit J840:

32-pin connection:
› Connection to low-voltage connector on battery housing
› Connection to battery modules control units J1208 – J1210 (CAN and LIN bus)
› Additional earth connection to battery housing

12-pin connection:
› Voltage signals before and after contactors in switching units for high-voltage battery

40-pin connection:
› Fuse for high-voltage battery isolation N563
› Temperature sender 1 for high-voltage heater of high-voltage battery G1132
› Temperature sender 2 for high-voltage heater of high-voltage battery G1133
› Current sensor for high-voltage battery G848

123
Battery modules control units J1208 – J1210

685_344

A maximum of four battery modules are connected to each battery modules control unit. This means that two or three of the con­
trol units are fitted depending on the size of the battery.

Tasks of battery modules control unit:

› Monitoring cell voltages
› Monitoring module temperatures
› Cell balancing
› Communication with battery regulation control unit J840

124
685_345

The 22-pin connections connect the battery modules control units to the individual battery modules.

The 12-pin connection serves as the connection to the other battery modules control units/battery regulation control unit J840.

Cell balancing
The battery cells are passively balanced. This means that all battery cells are discharged to the voltage level of the weakest battery
cell using resistors.

High-voltage coordinator
The high-voltage coordinator in data bus diagnostic interface J533 controls the activation and deactivation of the high-voltage sys­
tem.

It is the basis for operating a high-voltage vehicle.

Some of its tasks are:

› Monitoring and coordinating all high-voltage subsystems and networks and high-voltage components.
› Setting up defined operating conditions.
› Interface between the high-voltage functions and the other vehicle systems.
› Controlling recuperation intensity.

The high-voltage coordinator does not perform any direct customer functions such as charging or driving. However, its functions
form the basis for this.

It is responsible for activating and deactivating the high-voltage system. This involves starting a diagnosis which prevents the sys­
tem from starting if there are irregularities in the high-voltage components.

High-voltage subsystems are high-voltage functions for which only individual high-voltage components are required. For example:
› High-voltage battery 1 AX2 and charging unit 1 for high-voltage battery AX4 are responsible for the charging process.
› High-voltage battery 1 AX2, air conditioner compressor VX81 and high-voltage heater (PTC) ZX17 are responsible for climate
control.

125
Voltage converter A19
Position of voltage converter A19 on rear-wheel drive vehicles

685_077

Voltage converter A19 is fitted in the front of rear-wheel drive vehicles under the blower box. On quattro vehicles, it is fitted at the
rear.

Position of voltage converter A19 on quattro vehicles

685_106

It supplies the 12 Volt electrical system with energy and has a maximum output (12 V) of 3 kW. It acts as a DC/DC converter and is
the interface between low-voltage and high-voltage.

The voltage converter A19 works bidirectionally so that it can charge and discharge intermediate circuit capacitor 1 C25. This is
located in power and control electronics for electric drive J1234.

Alongside high-voltage battery 1 AX2, it is another voltage source. When the system is de-energised, it must also be checked to
ensure that it is de-energised.

Transmission from high-voltage (HV) to low-voltage (LV) takes place by coil induction. This is electrical isolation: there is no con­
ducting connection between HV and LV.

It is cooled with coolant.

126
685_089

Nominal voltage 150 V - 475 V

Charging power 12 V 3 kW
Diagnostic address 8105

The bidirectionality of the voltage converter is only used to charge/discharge intermediate circuit capacitor C25. It is not possible
to charge high-voltage battery 1 AX2.

Charging unit 1 for high-voltage battery AX4

685_091

The charging unit converts the AC current from the charging connection to DC current. Two versions with different charging power
are available. There is a 7.2 kW or an 11 kW charging unit. The charging unit is in the rear of the vehicle under the subframe and
can be accessed from below. The underbody guard and the anti-roll bar must be detached to remove the charging unit. The charg­
ing unit itself is water-cooled. The conversion to direct current is performed via electrical isolation.

127
Input 78 V - 272 V

16 A - 32 A
Output 220 V - 470 V
Phases 1, 2, 3‑phase AC charging
Max. AC charging power 7.2 kW - 11 kW
Efficiency 94 %
Operating range -40°C - 65°C
Weight 9 kg - 11 kg

The charging unit is regulated by control unit for high-voltage battery charging unit J1050. It monitors and regulates the charging
process.

The following components are connected directly to charging unit 1 for high-voltage battery AX4:
› Actuator for high-voltage charging flap lock 1 F496
› LED module for charging socket 1 L263
› Actuator for high-voltage charging socket lock 1 F498
› High-voltage battery charging socket 1 UX4 with:
› Temperature sender for charging socket 1 G853
› Temperature sender 2 for charging socket 1 G1151
› Temperature sender 3 for charging socket 1 G1152

High-voltage battery charging socket 1 UX4

685_094

AC

Connector (Europe) Type 2

Number of phases 2-3
Max. AC charging power 7.2 kW - 11 kW

DC

Connector (Europe) CCS Combo 2

Max. DC charging power 50 kW – 125 kW

128
There are different charging sockets for the different regions.
› CSS Combo 2 is used for AC type 2 and DC in Europe.
› CSS Combo 1 is used for AC type 1 and DC in North America.
› CHAdeMO is used for AC type 1 and DC in Japan.
› China AC is used for AC and China DC is used for DC in China.

Charging displays

Light on charging unit Meaning

White Pulsating Connecting
Green Pulsating Charging high-voltage battery
Green Pulsating and flashing red Emergency charging mode active. Reduced charging power, fault
Green Lit up Charging process completed
Red Lit up Charging connector not locked, outside temperature too low or too high

Manual release mechanism for charging connector

685_346

If the charging connector cannot be unplugged from the vehicle charging connection, it must be released manually. To do this, the
parking brake must be closed and the vehicle unlocked.

Note
For detailed information, please refer to the Owner's Manual.

129
Wires and connectors

685_347

The high-voltage wires used are single-core copper wires insulated with an orange coating. Depending on the intended use, the
diameters are between 4 mm² and 95 mm². 4 mm² and 6 mm² wires are used for auxiliaries. The EMC (electromagnetic compatibil­
ity) measures are implemented in the components using EMC filters.

The Q4 e-tron has wiring junctions in the high-voltage wiring harnesses instead of the potential distributors fitted in other BEV
models.

The wiring junctions connect the high-voltage components together.

The connectors are new developments for additional contact protection.

685_348 685_349

The connectors needed to be made wider in order for the contacts to have the necessary cross sections.

130
685_350

All high-voltage wires on the Audi Q4 are plugged in using connectors. There are no bolted connections on the components

De-energisation
Maintenance connector TW

685_351

131
Maintenance connector TW is located in the front compartment and must be unplugged before starting service work to de-energise
the high-voltage system. The green connector is a 4-pin connector which disconnects the control circuit from the power contactors
and can be secured with a padlock. This connection is therefore used for de-energisation.

Maintenance connector TW is:

› Disconnected by the high-voltage technician as part of certified de-energisation of the vehicle.
› Disconnected by emergency services or first aiders in an emergency to deactivate the high-voltage system.

Emergency cut-out connection in fuse carrier

685_353

The fuse marked with a yellow flag is used to deactivate the high-voltage system. If this fuse is removed, the power supply (termi­
nal 30) of battery regulation control unit J840 is interrupted, meaning that the high-voltage system is deactivated.

The yellow flag helps emergency services to find the fuse quickly in the event of an accident.

Emergency cut-out connection in luggage compartment

An emergency cut-out connection for the emergency services which serves the same purpose is fitted in the luggage compartment.
Severing this wire also de-energises the system.

Safety circuit
The pilot line now only leads to maintenance connector TW. The reason for this is the improved contact protection on all high-volt­
age connectors. It is still evaluated by battery regulation control unit J840. If the safety circuit is broken, the high-voltage system is
immediately deactivated and the high-voltage contacts (power contactors) are opened. The driver is notified of this via a red e-tron
symbol in the display in the dash panel insert.

132
Air conditioning and thermal management

Climate control
Depending on the country version, customers can choose between a one-zone, two-zone or three-zone air conditioner. They can al­
so choose whether to equip the vehicle with the heat pump function. The occupants can use operating and display unit for front air
conditioning system E87 and operating and display unit for rear air conditioning system E265 (if fitted) to inform heater and air
conditioning system control unit J979 of their air conditioning requirements. The separately installed heater and air conditioning
system control unit J979 is responsible for climate control in the vehicle interior.

The heater and air conditioning unit has been redesigned. It is split into two and consists of an intake unit in the front of the vehicle
and a distribution unit in the interior.

685_056

685_057

Note
Further information on operating the air conditioner (e.g. auxiliary air conditioner) can be found in the vehicle’s Own­
er's Manual.

133
High-voltage heater (PTC) ZX17

685_058

The interior of the Audi Q4 e‑tron (type 4F) is heated via the heat pump function (if fitted) and high-voltage heater (PTC) ZX17.
There is no heat exchanger for interior heating in the air conditioning unit.

High-voltage heater (PTC) ZX17 consists of high-voltage heater (PTC) control unit J848 and high-voltage heater (PTC) Z115. High-
voltage heater (PTC) Z115 has individual heating elements which can be activated individually or together, as necessary.

Furthermore, high-voltage heater (PTC) ZX17 is a LIN bus node of heater and air conditioning system control unit J979.

Technical data

Voltage 400 Volt DC

Power 6 kW

Note
When the auxiliary air conditioning is active, the high-voltage system is active and the high-voltage components are
energised.

134
Air conditioner compressor VX81

685_059

Air conditioner compressors working on the scroll compressor principle are used on all air conditioning systems on the Au­
di Q4 e‑tron (type F4). Adapted air conditioner compressors are fitted depending on the refrigerant used.

Control unit for air conditioner compressor J842 integrated in air conditioner compressor VX81 communicates with heater and air
conditioning system control unit J979 via LIN bus. The air conditioner compressor also has a three-phase motor. The task of control
unit for air conditioner compressor J842 is to convert the direct voltage from the high-voltage battery 1 AX2 into three-phase alter­
nating voltage.

Technical data

Voltage 400 Volt DC

Speed 600-8600 rpm
Power 5.5 kW

135
PTC heater element 3 Z132

685_060

The task of PTC heater element 3 Z132 is to heat the coolant in the coolant circuit for the high-voltage battery as required. PTC
heater element 3 Z132 receives the message as to when and how much the coolant in the coolant circuit needs to be heated from
battery regulation control unit J840 via LIN bus.

PTC heater element 3 Z132 works on the immersion heating principle. The coolant flowing through PTC heater element 3 Z132 is
heated directly by a heating element.

Technical data

Voltage 400 Volt DC

Power 5.5 kW

136
Thermostat

685_061

The thermostat is a mechanical expansion thermostat. It closes the channel to the low-temperature radiator at coolant tempera­
tures below approx. 15°C. At temperatures of approx. 25°C, the channel to the low-temperature radiator is fully opened and the
bypass channel is closed.

137
Thermal management system
Overview for rear-wheel drive and quattro vehicles

685_104

Heat exchanger for high-voltage battery (chiller) 1, thermostat 2, low-temperature radiator 3, evaporator 8, gas cooler 9, heat
condenser 11, valve unit A, high-voltage heater (PTC) ZX17, PTC heater element 3 Z123, air conditioner compressor VX81, front
three-phase current drive VX89, rear three-phase current drive VX90, coolant pump for low-temperature circuit V468, coolant
pump for high-voltage battery V590, mixing valve for high-voltage battery pre-heating V683, mixing valve 2 for high-voltage bat­
tery pre-heating V696, charging unit 1 for high-voltage battery AX4, voltage converter A19

Various thermal management systems are used on the Audi Q4 e-tron (type F4). There are different systems for rear-wheel drive
and quattro vehicles and for vehicles with and without the heat pump function. Refrigerant R1234yf is used on vehicles without the
heat pump function (except in China). Vehicles with the heat pump function use refrigerant R744. Furthermore, the functions of
the thermal management system are split between motor control unit J623, battery regulation control unit J840 and heater and air
conditioning system control unit J979. There are only two coolant circuits: coolant circuit for high-voltage battery and coolant cir­
cuit for electric powertrain.

The vehicle interior is heated electrically or via the heat pump function.

Reference
For more information on refrigerant R744, refer to SSP 665 "Audi A8 (type 4N) New air conditioning features and in­
troduction of refrigerant R744".

138
Thermal management control units

685_038

685_039

685_040

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

139
Vehicles without heat pump function
Coolant circuit for high-voltage battery

685_041

The coolant circuit for high-voltage battery incorporates the following components:

Coolant pump for high-voltage battery V590, coolant temperature sender 1 for high-voltage battery G898, high-voltage battery
1 AX2, coolant temperature sender 2 for high-voltage battery G899, mixing valve for high-voltage battery pre-heating V683, heat
exchanger for high-voltage battery (chiller) 1, PTC heater element 3 Z132

Temperatures of approx. 30° C up to max. 55° C can occur in coolant circuit for high-voltage battery during operation.

Battery regulation control unit J840 is responsible for coolant circuit for high-voltage battery.

140
Example: Circulating and heating coolant around high-voltage battery 1 AX2

685_042

The coolant is transported through high-voltage battery 1 AX2 to mixing valve for high-voltage battery pre-heating V683 by cool­
ant pump for high-voltage battery V590 and onwards through heat exchanger for high-voltage battery (chiller) 1 and PTC heater
element 3 Z132.

When being heated, the coolant is heated as necessary by the activated PTC heater element 3 Z132.

The coolant circuit for the high-voltage battery can be connected to the coolant circuit for electric powertrain by mixing valve for
high-voltage battery pre-heating V683.

141
Example: Actively cooling high-voltage battery 1 AX2

685_043

Coolant pump for high-voltage battery V590 transports the coolant through high-voltage battery 1 AX2 and mixing valve for high-
voltage battery pre-heating V683 to heat exchanger for high-voltage battery (chiller) 1. The cooled coolant then flows through PTC
heater element 3 Z132 and then returns to coolant pump for high-voltage battery V590.

The activated refrigerant circuit for cooling the high-voltage battery absorbs the heat in heat exchanger for high-voltage bat­
tery (chiller) 1 while the refrigerant is vaporising and transfers the heat to the condenser 6.

142
Coolant circuit for electric powertrain

685_044

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

Coolant pump for low-temperature circuit V468, charging unit 1 for high-voltage battery AX4, temperature sensor G18, rear
three-phase current drive VX90, thermostat 2, low-temperature radiator 3, voltage converter A19

Non-return valve 4 and coolant expansion tank 5 with coolant shortage indicator sender G32 are also part of the coolant circuit for
the electric powertrain.

Temperatures of up to 65 °C can occur in the coolant circuit for the electric powertrain.

Radiator fan VX54 and coolant pump for low-temperature circuit V468 are actuated by motor control unit J623. Motor control
unit J623 is also responsible for thermal management in the coolant circuit for electric powertrain.

143
Example: Cooling electric powertrain

685_045

Coolant pump for low-temperature circuit V468 transports the coolant through charging unit 1 for high-voltage battery AX4 and
rear three-phase current drive VX90 to thermostat 2. Depending on the coolant temperature, the thermostat sends the coolant
through low-temperature radiator 3 and/or through the bypass on low-temperature radiator 3 to voltage converter A19. From
there, the coolant flows back to coolant pump for low-temperature circuit V468.

144
Coolant circuit for electric powertrain on quattro vehicles

685_046

The coolant circuit for electric powertrain on vehicles with rear-wheel drive differs to the circuit on quattro vehicles. Front three-
phase current drive VX89 has been added and the position of the voltage converter A19 in the coolant circuit has changed. The
coolant circuit for high-voltage battery remains unchanged.

145
Refrigerant circuit

685_047

The refrigerant circuit is split into two branches. The first branch is used for climate control in the vehicle interior and the task of
the second is to cool high-voltage battery 1 AX2 if necessary.

The refrigerant circuits consist of the following components:

Air conditioner compressor VX81, condenser with dryer 6, pressure sender for refrigerant circuit G805, refrigerant shut-off valve
for heater and air conditioning unit N541, thermal expansion valve 7, compressor 8, refrigerant pressure and temperature sender
G395, refrigerant expansion valve 2 N637, heat exchanger for high-voltage battery (chiller) 1

146
Example: Actively cooling vehicle interior and high-voltage battery 1 AX2

685_048

Electrical air conditioner compressor VX81 transports the compressed, gaseous refrigerant to condenser with dryer 6. The gaseous
refrigerant is cooled and liquefied in the condenser. The liquid refrigerant flows though refrigerant shut-off valve for heater and air
conditioning unit N541 to thermal expansion valve 7. The refrigerant is atomised and vaporised by the expansion valve. In this
process, heat and moisture is removed from the air passing through the evaporator 8 on the way to the vehicle interior. The gas­
eous refrigerant flows back to electrical air conditioner compressor VX81 from evaporator 8.

The refrigerant circuit for cooling high-voltage battery 1 AX2 branches off before refrigerant shut-off valve for heater and air condi­
tioning unit N541 towards refrigerant expansion valve 2 N637 and heat exchanger for high-voltage battery (chiller) 1. As it vapor­
ises, the refrigerant absorbs the heat from the coolant circuit for the high-voltage battery in the heat exchanger for high-voltage
battery. From there, the refrigerant flows on and back into the refrigerant circuit for climate control in the vehicle interior.

The refrigerant flow is controlled as required by refrigerant shut-off valve for heater and air conditioning unit N541 and refrigerant
expansion valve 2 N637. This allows the interior only, high-voltage battery 1 AX2 only, or both to be cooled.

147
Vehicles with heat pump function

685_233

The coolant circuit for high-voltage battery has been adapted on vehicles with the heat pump function. The coolant circuit for elec­
tric powertrain remains unchanged.

Heat exchanger for high-voltage battery (chiller) 1 and PTC heater element 3 Z132 are now connected in parallel. Thanks to this
adjustment, it is possible to use the residual heat from the coolant circuit for high-voltage battery or from the coolant circuit for
powertrain in heat pump mode. Mixing valve 2 for high-voltage battery pre-heating V696 has also been added. It is actuated by
control unit J840.

148
Coolant circuit for high-voltage battery

685_049

The coolant circuit for high-voltage battery incorporates the following components:

Coolant pump for high-voltage battery V590, coolant temperature sender 1 for high-voltage battery G898, high-voltage battery 1
AX2, coolant temperature sender 2 for high-voltage battery G899, mixing valve for high-voltage battery pre-heating V683, heat
exchanger for high-voltage battery (chiller) 1, PTC heater element 3 Z132, mixing valve 2 for high-voltage battery pre-heating
V696

149
Example: Actively cooling high-voltage battery 1 AX2

685_050

Coolant pump for high-voltage battery V590 transports the coolant through high-voltage battery 1 AX2 and mixing valve for high-
voltage battery pre-heating V683 to heat exchanger for high-voltage battery (chiller) 1. Mixing valve 2 for high-voltage battery
pre-heating V696 is connected so that the coolant from the coolant circuit for electric powertrain cannot flow to heat exchanger
for high-voltage battery (chiller) 1.

The activated refrigerant circuit for cooling the high-voltage battery absorbs the heat in heat exchanger for high-voltage bat­
tery (chiller) 1 while the refrigerant is vaporising and transfers the heat to the gas cooler 9.

Depending on the position of valves V683 and V696, the coolant from either the coolant circuit for high-voltage battery or the
coolant circuit for electric powertrain goes to the heat exchanger for high-voltage battery (chiller) 1.

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Refrigerant circuit

685_051

An air conditioner with refrigerant R744 is used on vehicles with the heat pump function. This air conditioner is also split into the
two refrigerant circuits for cooling the vehicle interior and the high-voltage battery 1 AX2.

The refrigerant circuits consist of the following components:

Air conditioner compressor VX81, refrigerant pressure and temperature sender G395, refrigerant shut-off valve 2 N640, gas cool­
er 9, refrigerant pressure and temperature sender 3 G827, dryer with internal heat exchanger 10, refrigerant expansion valve 2
N637, refrigerant pressure and temperature sender 4 G828, evaporator 8, refrigerant shut-off valve 4 N642, refrigerant pressure
and temperature sender 2 G826, refrigerant pressure and temperature sender 5 G829, refrigerant shut-off valve 1 N696, refriger­
ant shut-off valve 3 N641, refrigerant expansion valve 1 N636, heat condenser 11, refrigerant expansion valve 3 N638, heat ex­
changer for high-voltage battery (chiller) 1, refrigerant shut-off valve 5 N643

151
Example: Actively cooling vehicle interior and high-voltage battery 1 AX2

685_052

It is possible for the vehicle interior and high-voltage battery 1 AX2 to be cooled individually or together.

Air conditioner compressor VX81 transports the compressed and heated refrigerant through refrigerant shut-off valve 2 N640 to
gas cooler 9. The gaseous refrigerant is cooled in the gas cooler, but not liquefied. The refrigerant then passes through the dryer
with internal heat exchanger 10 to refrigerant expansion valve 2 N637. There, the refrigerant expands and flows through evapora­
tor 8. In this process, heat and moisture is removed from the air passing through the evaporator on the way to the vehicle interior.
The heated refrigerant flows on through refrigerant shut-off valve 4 N642 and dryer with internal heat exchanger 10 to air condi­
tioner compressor VX81.

High-voltage battery 1 AX2 can be cooled actively if necessary. This involves part of the refrigerant flowing to refrigerant expansion
valve 3 N638, where it expands and enters heat exchanger for high-voltage battery (chiller) 1. There, the refrigerant absorbs the
heat energy from the coolant in the coolant circuit for high-voltage battery. From there, the refrigerant flows on and back into the
refrigerant circuit for climate control in vehicle interior before the dryer with internal heat exchanger 10.

152
Heat pump function

Heat pump for air

685_053

The compressed and heated refrigerant from air conditioner compressor VX81 flows through refrigerant shut-off valve 3 N641
into heat condenser 11 and through refrigerant expansion valve 1 N636 to evaporator 8. The air flowing into the vehicle interior is
heated by the heat condenser and the evaporator. The refrigerant flows on through refrigerant expansion valve 2 N637, dryer with
internal heat exchanger 10, gas cooler 9, refrigerant shut-off valve 5 N643 and back through dryer with internal heat exchang­
er 10 to air conditioner compressor VX81.

In this example, expansion valves N636 and N637 are actuated by heater and air conditioning system control unit J979 as re­
quired.

153
Heat pump for fluid

685_055

The compressed and heated refrigerant from air conditioner compressor VX81 flows through refrigerant shut-off valve 3 N641
into heat condenser 11 and through refrigerant expansion valve 1 N636 to evaporator 8. The air flowing into the vehicle interior is
heated by the heat condenser and the evaporator. From evaporator 8, the refrigerant reaches refrigerant expansion valve 3 N638,
where it expands. The expanded refrigerant enters heat exchanger for high-voltage battery (chiller) 1 and absorbs the heat energy
from the coolant. From there, the heated refrigerant flows on and reaches air conditioner compressor VX81 via the dryer with in­
ternal heat exchanger 10.

It is also possible for the heat pump for air and the heat pump for fluid to operate together.

154
Safety and driver assist systems

Passive safety
The following pages provide an overview of the occupant protection system in the Audi Q4 e-tron (type F4).

Airbags in vehicle

685_110

Components

Depending on country version and vehicle equipment, the passive occupant and pedestrian protection system in the Audi Q4 e-tron
(type F4) may comprise the following components and systems:
› Airbag control unit
› Driver airbag
› Front passenger airbag (two-stage)
› Front side airbags
› Side airbags for seat row 2
› Curtain airbags
› Front central airbag
› Crash sensors for front airbags
› Crash sensors for side impact detection in doors
› Crash sensors for side impact detection in B-pillars
› Crash sensors for side impact detection in C-pillars
› Front belt retractors with pyrotechnic belt tensioners
› Front belt retractors with electric belt tensioners
› Front belt retractors with switchable belt force limiters
› Belt retractors for seat row 2 with pyrotechnic belt tensioners for driver and passenger side
› Front lap belt tensioners for driver and passenger sides

155
› Seat belt warning for all seats
› Seat-occupied recognition system in driver seat
› Seat-occupied recognition system in passenger seat
› Seat-occupied recognition system for seat row 2
› Key-operated switch to deactivate airbag on front passenger side
› Front passenger airbag warning lamp (OFF and ON)
› Seat position detection for driver and passenger
› Battery isolator, high-voltage system

Note
The images in the “Passive safety” chapter are schematic diagrams and are provided to aid understanding.

System overview

The system overview shows the components for all markets. Keep in mind that this constellation is not possible in a production
model.

156
685_063

Additional equipment

Equipment may vary due to the different requirements that markets make of vehicle manufacturers.

157
Key

E24 Driver side belt switch

E25 Front passenger side belt switch
E224 Key operated switch to deactivate airbag on front passenger side
F390 Belt switch for seat row 2, driver side
F391 Belt switch for seat row 2, middle
F392 Belt switch for seat row 2, passenger side
G128 Seat occupied sensor on front passenger side
G177 Rear seat occupied sensor on driver side
G178 Rear seat occupied sensor on passenger side
G179 Side airbag crash sensor on driver side
G180 Side airbag crash sensor on front passenger side
G256 Rear side airbag crash sensor on driver side
G257 Rear side airbag crash sensor on passenger side
G283 Front airbag crash sensor for driver side
G284 Front airbag crash sensor for front passenger side
G551 Driver side belt force limiter
G552 Front passenger side belt force limiter
G553 Driver side seat position sensor
G554 Front passenger side seat position sensor
G1010 Rear seat occupied sensor, centre
G1067 Seat occupied sensor on driver side
G1101 Crash sensor for side airbag in B-pillar, driver side
G1102 Crash sensor for side airbag in B-pillar, passenger side
J234 Airbag control unit
J285 Control unit in dash panel insert
J533 Data bus diagnostic interface
J706 Seat occupied recognition control unit
J854 Control unit for front left belt tensioner
J855 Control unit for front right belt tensioner
K19 Seat belt warning system warning lamp
K75 Airbag warning lamp
K145 Warning lamp for airbag deactivated on front passenger side (both ON and OFF status of passenger airbag is indicated)
N95 Airbag igniter on driver side
N131 Airbag igniter 1 on front passenger side
N132 Airbag igniter 2 on front passenger side
N153 Driver seat belt tensioner igniter 1
N154 Front passenger seat belt tensioner igniter 1
N196 Rear belt tensioner igniter on driver side
N197 Rear belt tensioner igniter on passenger side
N199 Side airbag igniter on driver side
N200 Side airbag igniter on front passenger side
N201 Rear side airbag igniter on driver side
N202 Rear side airbag igniter on passenger side
N251 Driver side curtain airbag igniter
N252 Front passenger side curtain airbag igniter
N297 Igniter for driver side seat belt tensioner 2 (lap belt tensioner)
N298 Igniter for front passenger side seat belt tensioner 2 (lap belt tensioner)
N563 High-voltage battery isolation igniter (on vehicles with high-voltage battery)
N737 Igniter for central airbag for occupant collision protection, driver side
T16 16-pin connector (diagnostic connection)

158
Wiring colours

Diagnostics CAN FD (flexible data rate)

LIN bus
Convenience CAN
Powertrain CAN FD (flexible data rate)
Input signal
Output signal

Airbag control unit J234

The airbag system of the Audi Q4 e‑tron (type F4) is based on that of the Audi A3 (type 8Y). It has of course been adapted to the
Audi Q4 e-tron.

Terminal 30 at airbag control unit J234

Airbag control unit J234 is a terminal 30 control unit on the Audi Q4 e‑tron (type F4). Airbag control unit J234 is wired to terminal
30. Terminal 15 is also wired to the airbag control unit as a signal wire. In addition, airbag control unit J234 receives information
on the status of terminal 15 from data bus diagnostic interface J533 via CAN bus.

The airbag system can be triggered on the Audi Q4 e‑tron (type F4) in the following two cases:
› Case 1: If a collision which meets the criteria for deployment occurs when the ignition is switched on (terminal 15 on) or the
power unit is running.
› Case 2: If the ignition is switched off while the vehicle is moving and the vehicle continues to travel at a speed of at least 3 km/h
and a collision which meets the criteria for deployment occurs in this situation. If the residual speed is below 3 km/h, the airbag
system will not be triggered.

A capacitor is integrated in airbag control unit J234. If terminal 30 is disconnected, this capacitor enables the various pyrotechnic
components (e.g. airbags, belt tensioners) to be deployed during a limited period of time.

Fitting location

685_064

159
Diagnosis

The diagnostic address of airbag control unit J234 is “15 – Airbag”. The control unit generation (system designation) is “Air­
bag VW40” and can be retrieved in Guided Fault Finding under “Control unit identification”.

Crash signal
Airbag control unit J234 registers collisions based on information supplied by internal and external crash sensors. The airbag con­
trol unit classifies a collision as “minor” or “severe” depending on the severity of the collision.

A severe collision is registered if restraint systems, such as seat belt tensioners and airbags, are deployed. All other collisions are
categorised as minor. On the Audi Q4 e‑tron (type F4), airbag control unit J234 only sends severe collisions to the data bus. Minor
collisions are not sent. Other bus nodes receive the crash signal (severe collision) and can then take various types of action, e.g.
turn on the interior lighting.

Deactivating the high-voltage battery

For safety reasons, the high-voltage battery on the Audi Q4 e‑tron is deactivated in the following accident situations:
1. If the airbag control unit has detected a severe collision. The signal transmission which leads to the deactivation of the high-
voltage battery is made using two different paths. This helps ensure signal transmission via a redundant (doubled) design. The
airbag control unit transmits the crash signal (severe collision) on the data bus. The gateway (data bus diagnostic interface
J533) relays the signal to the battery regulation control unit J840. This activates high-voltage battery isolation igniter N563,
thereby deactivating the battery. Airbag control unit J234 is also connected to high-voltage battery isolation igniter N563 by a
discrete wire. The airbag control unit activates the igniter by sending an ignition current of approx. 1.75 A to 2 A via the wire.
2. In frontal collisions with a tree/post in the centre of the vehicle at at maximum speed of 25 km/h. The load on the occupants in
this type of collision (up to an including 25 km/h) may be so low that no restraint systems are triggered. However, high-voltage
system components may still be damaged. For this reason, the high-voltage battery is deactivated as a precaution even though
no severe collision from the perspective of occupant protection has occurred. In this collision, the airbag control unit activates
the igniter by sending an ignition current of approx. 1.75 A to 2 A via the discrete wire.

High-voltage battery isolation igniter N563

The high-voltage battery is deactivated by high-voltage battery isolation igniter N563. As mentioned above, airbag control unit
J234 is connected to high-voltage battery isolation igniter N563 by a discrete wire. On the Audi Q4 e-tron, the igniter is a pyrotech­
nic component. The high-voltage battery is deactivated when its current supply is cut off by the pyrotechnic igniter (in a compara­
ble way to battery isolation igniter N253).

Repairs when igniter N563 has been triggered

Igniter N563 must be replaced if triggered. The igniter is installed in switching unit for high-voltage battery, negative termi­
nal SX7. The switching unit (including the igniter) is located inside the high-voltage battery. The igniter cannot be replaced sepa­
rately. It must be replaced together with the switching unit. There is a repair kit for this. Please refer to the technical literature
such as ETKA, Workshop Manuals and Guided Fault Finding when performing repairs.

160
Switching unit for high-voltage battery, negative terminal SX7

685_359

161
 Reference
Further information on switching unit for high-voltage battery, negative terminal SX7 can be found in this SSP (refer to
article “Switching units”).

Reaction of emergency call system to crash signals

An emergency call is activated if the airbag control unit detects a severe collision. The signal to activate an emergency call is trans­
mitted using two different pathways. This helps ensure signal transmission via a redundant (doubled) design.
› Pathway 1: The airbag control unit sends the crash signal (severe collision) to the gateway (data bus diagnostic interface J533).
This transmits it to emergency call module control unit and communication unit J949, which then activates the emergency call.
› Pathway 2: Airbag control unit J234 is connected to emergency call module control unit and communication unit J949 by a dis­
crete wire. A pulse-width modulated signal (PWM signal) is transmitted via the wiring. In the event of a severe collision, the
PWM signal is changed for approx. 10 seconds. Emergency call module control unit and communication unit J949 detects the
change and activates the emergency call.

Electric seats without seat control unit

If an electrically adjustable seat without a seat control unit is fitted, airbag control unit J234 is connected to driver seat adjustment
operating unit E470/front passenger seat adjustment operating unit E471 (intelligent seat adjustment switch) via a discrete wire.
A PWM signal is transmitted via the wiring. In the event of a severe collision, the pulse width of the PWM signal is changed for
approx. 10 seconds. The intelligent seat adjustment switch evaluates this signal and deactivates the seat and backrest adjustment
functions in the event of a severe collision. After approx. 10 seconds, the pulse width of the PWM signal goes back to “normal”. The
intelligent seat adjustment switch detects this change again. As soon as the seat and backrest adjustment is operated after this
time, the switches are once again active and the seats and backrests can be adjusted again.

Electric seats with seat control unit

If an electrically adjustable seat is equipped with a seat control unit, all seat control units receive the information about a severe
collision via the data bus systems. After a severe collision, the seat control units deactivate seat adjustment for as long as the crash
signal is being transmitted (for approx. 10 seconds). If the switches are operated again after this time, the seats can once again be
adjusted.

Pulse-width modulation (PWM)

In the pulse-width modulation (PWM) process, a technical variable, e.g. electrical voltage, alternates between two values. This
means that, in principle, the voltage is switched on and off in quick succession. The on and off times (pulse width) can be changed
while maintaining a constant cycle duration (T). This means that the pulse width can be modulated.

The PWM signal must be demodulated (made readable) by the receiver so that it can be used. The pulse width of the “normal”
PWM signal for the emergency call and for deactivating the seat and backrest adjustment is approx. 80/20.

This means that the signal is on for approx. 80 % of the time and off for the other approx. 20 %. In the event of a severe collision,
the PWM signal changes to a pulse width of 20/80. This means that the signal is on for approx. 20 % of the time and off for the
other approx. 80 %. The cycle duration for the emergency call is approx. 10 ms. For deactivating the seat and backrest adjustment,
it is approx. 100 ms.

PWM signal (normal conditions)

685_317

162
PWM signal (in an accident)

685_318

Crash sensors
In order to detect collisions, the Audi Q4 e-tron (type F4) is equipped with the eight external crash sensors listed. In addition, air­
bag control unit J234 contains further internal crash sensors. Unlike the external crash sensors, the internal crash sensors in the
airbag control unit cannot be renewed separately.

Fitting location

685_112

Front central airbag

Introduction

The Audi Q4 e‑tron (type F4) can be equipped with a front central airbag. The front central airbag is known as “igniter for central
airbag for occupant collision protection, driver side N737”. Depending on the country, it may be standard equipment. It is not avail­
able as optional equipment.

The following PR numbers are possible for the central airbag, the side airbags and the curtain airbags.

163
Vehicles with central airbag:
› 6C2: Front side airbags with curtain airbag and front central airbag
› 6C4: Front and rear side airbags with curtain airbag and front central airbag

Vehicles without central airbag:

› 4X3: Front side airbag with curtain airbag
› 6C4: Front and rear side airbags with curtain airbag

Design

The central airbag is an airbag with a thorax and head chamber. The central airbag is a pyrotechnic cold gas generator. The airbag is
in a hard cover and has a volume of approx. 18 litres. Unlike side and front airbags, the front central airbag does not have a release
opening. The excess pressure in the airbag is therefore released only via the fabric and via the seams of the airbag. The fabric of the
airbag also has a silicone coating, which ensures that air escapes even more slowly. Because of this, the central airbag remains in­
flated for a significantly longer period than a side airbag. This is necessary because it must protect occupants for a longer period of
time. The electrical wire is connected to the central airbag via a coded connector and can be ordered as a separate replacement part
in service. The central airbag is fitted in the backrest of the driver’s seat. It inflates in the same area of the backrest as the side
airbag, but on the opposite side. If an Audi Q4 e-tron (type F4) is not equipped with a central airbag, the backrest foam pieces are
formed so that they fill the space which the central airbag would have occupied.

Fitting location

685_062

Triggering

The central airbag is activated for all side impacts which meet the criteria for deployment and for which the side airbags are also
triggered. In side impacts, it can provide protection for the body and head of the front occupants. It can also prevent occupants
sitting next to each other from hitting each other.

Diagnosis

The front central airbag is a pyrotechnic component. The same safety precautions apply as for other pyrotechnic components. Cen­
tral airbags are unusable after being triggered and must be replaced. Airbag control unit J234 continuously monitors the central
airbag to check that it is working correctly. Irregularities in the system are logged as event memory entries in airbag control
unit J234. They can be processed using Guided Fault Finding.

Caution

► If the front centre armrest is open, this can affect the inflation of the front central airbag, thereby seriously limiting its protec­
tive functions. The centre armrest must be closed when the vehicle is moving.

164
 Warning
► Seat covers or protective covers not specifically approved for use on Audi seats with central or side airbags must not be fitted.
Unsuitable seat covers or protective covers can affect the inflation of the front central airbag or side airbags, thereby seriously
limiting their protective functions.

Reference
For further information on the front central airbag, please refer to STV programme 0627: Central airbag in
A3 (type 8Y).
For more information on cold gas generators, refer to SSP 609 "Audi A3 ’13".

Active safety
Audi pre sense

Depending on the vehicle equipment, the Audi Q4 e-tron may feature the following Audi pre sense functions:
› Audi pre sense basic
› Audi pre sense front
› Audi pre sense rear
› Audi pre sense turn-off assist
› Audi pre sense swerve assist

Fitting locations of sensors for Audi pre sense front, pre sense rear, turn-off assist and swerve assist:

685_111

With regard to Audi pre sense, the Audi Q4 e-tron is based on the Audi A3 (type 8Y). The functions are from the Audi A3 (type 8Y).
The components and specifications have of course been adapted to suit the Audi Q4 e-tron.

Reference
For further information on airbag control unit J234 and Audi pre sense, please refer to SSP 680 "Audi A3 (type 8Y)".

165
Offer structure for driver assist systems
The offer structure for driver assist systems in the Audi Q4 e-tron is very closely linked to that for the Audi A3 (type 8Y) introduced
in 2019.

The special feature of the offer structure for the Audi Q4 e-tron is that, for the first time, the individual systems are almost entirely
marketed as packages.

Country versions

Country version for Euro-NCAP markets (Euro-NCAP)

The following systems are standard equipment in the markets referred to as Euro-NCAP markets:
› Rear parking aid
› Lane departure warning
› Rest recommendation
› Pre sense front including swerve assist and front turn-off assist

It is planned to add the following two systems to the Euro-NCAP country version for the 2023 model year:
› Camera-based traffic sign recognition
› Predictive speed limiter

Country version for North American markets (NAR)

The following systems are standard equipment in the North American markets:
› Parking system plus
› Lane departure warning
› Pre sense front
› Reversing camera
› Cruise control system

Country version for remaining markets (ROW)

› Rear parking aid
› Rest recommendation

Various assist packages and options

There is only one option that can be ordered individually on the Audi Q4 e-tron:
› Cruise control system

All other systems are part of assist packages.

Note
The camera-based traffic sign recognition will also be offered as an individual option for a limited period until the FOD
functions are introduced. The navigation system must be ordered with this option as the traffic sign recognition re­
quires predictive route data.

The entry-level package (“assist package”) contains the following systems:

› Cruise control system
› Parking system plus (= rear and front parking aid)

The “assist package plus” contains the following systems:

› Adaptive cruise control (ACC)
› Park assist plus (basic version)[10]
› Reversing camera (part of country version in NAR)

The “assist package pro” contains the following systems:

› Adaptive cruise assist with predictive efficiency assist
› Overhead view cameras
› Traffic sign recognition (NAR and ROW only, as included in Euro-NCAP country version from model year 2023)

The PYU assist package contains the following systems:

› Lane change warning
› Lane departure warning (ROW only, as included in Euro-NCAP and NAR country versions)
› Pre sense basic
› Pre sense rear
› Pre sense front (ROW only, as included in Euro-NCAP and NAR country versions)

[10] It is planned to offer a basic version of the park assist plus in the Audi Q4 e-tron from week 48/2021 onwards. This works solely on the basis of
twelve ultrasonic sensors. Information from the camera images of the overhead view cameras is not included in the calculations.

166
Adaptive cruise control unit J428
With the radar sensor ARS 510, a new sensor from Continental AG is being used in the Audi Q4 e-tron. It has the same construction
and works in the same basic way as the front radar sensor (ARS 410) in the Audi Q2 (type GA). The enhancement mainly affects the
resolution/ability to tell objects apart and the range (increased from approx. 170 m to approx. 200 m). The number of aerials has
been increased with an additional sender and an additional receiver.

Reference
For detailed information on the design and basic function, please refer to SSP 654 (refer to article “adaptive cruise con­
trol (ACC)”).

685_315

Predictive speed limiter

Speed limiter

Audi has offered the speed limiter in its vehicle models for some years. It allows the customer to set a speed threshold to which the
vehicle’s speed is limited. The setting can be made using the ACC operating lever, which is also used for the cruise control system
and the adaptive cruise control/cruise assist.

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685_065

If the speed threshold set is reached while driving, the vehicle does not accelerate further even if the accelerator pedal is pressed
accordingly. The vehicle speed is limited to the set threshold. However, if the accelerator pedal is pressed harder (kickdown), the
speed limiter is deactivated. This allows the driver to accelerate quickly and override the system in dangerous situations.

Equipping a vehicle model with the speed limiter as standard leads to a better NCAP rating for vehicle safety. For this reason, it has
been standard equipment in the Euro-NCAP markets for some time.

Predictive speed limiter

The functions of the speed limiter have been extended with the introduction of the Audi Q4 e-tron. Previously, it was only possible
to set a static speed threshold. Now, the system is dynamic and can adapt to the speed limit of the current road without the driver
needing to do anything. The predictive speed limiter uses the speed limits from the traffic sign recognition to do this. Due to the
implementation of this, the predictive speed limiter can only be offered in markets in which the camera-based traffic sign recogni­
tion is available.

If an Audi Q4 e-tron has the camera-based traffic sign recognition, it always has the predictive speed limiter as well. The North
American markets are an exception to this as no speed limiter is offered.

The speed limiter operates at speed thresholds above 30 km/h. This applies to both the ordinary and the predictive version. The
speed limiter software is integrated in the motor control unit.

There are countries which do not have statutory speed limits on certain types of road. The predictive speed limiter works as follows
on such road sections: Each time the ignition is switched on, the system sets an initial limit of 130 km/h the first time that the
vehicle is driven onto a road which is not regulated by a speed limit. If the driver selects a new speed threshold manually on a sec­
tion without a speed limit, this is stored and is used again in the next section without a speed limit.

Note
The predictive speed limiter is a driver assist system. It helps the driver to keep to the current speed limits, but can be
overruled by the driver. The driver remains fully responsible for keeping to speed limits.

Speed limiter displays and settings

The current status of the system is shown to the driver via an indicator lamp in the instrument cluster.

Not flashing The speed limiter (with or without predictive function) is switched on but not active.

Not flashing The speed limiter is switched on and is actively limiting the vehicle speed to the set speed.

Flashing The speed threshold set has been exceeded; the limiter was overridden by the driver.

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 Not flashing The predictive speed limiter is switched on and is actively limiting the vehicle speed to the speed limit cur­
rently detected or the speed threshold set.

Flashing The speed limit currently detected or the speed threshold set has been exceeded; the limiter was overrid­
den by the driver.

Switching predictive function on/off

The driver can switch off the predictive function so that the speed limiter once again only regulates to the static speed threshold
set. To do so, the driver must set the “Use traffic signs” button to “off” under “Speed limiter” in the MMI driver assist systems
menu.

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Infotainment and Audi connect

Introduction and overview of versions

The Audi Q4 e-tron features the third generation of the modular infotainment matrix infotainment system. Three packages are
available in the Audi Q4 e-tron: the MMI, the MMI plus and the MMI pro. Control unit 1 for information electronics J794 is an
MIB3 High on the MMI, either an MIB3 High or an MIB3 Premium on the MMI plus and an MIB3 Premium on the MMI pro. The
design and equipment of the infotainment system in the Audi Q4 e-tron are comparable with those on the Audi A3 (type 8Y). For
this reason, this chapter mainly describes the differences to the Audi A3 (type 8Y). The main difference compared to the Audi A3 is
in how the Audi connect vehicle-specific services are distributed. The vehicle is not currently equipped with functions on demand.

MMI (98O) MMI plus (98S) MMI pro (98R)

10.1” MMI touch display with
1540 x 720 pixels
10.25” digital instrument cluster
(9S0)
FM radio
DAB digital radio (QV3)[11]
Audi music interface with 2x USB-C Audi music interface with 2x USB-C sockets
sockets (UE7)
Basic sound system (8RE)
Bluetooth interface (9ZX)
Audi connect emergency call &
service including vehicle control
services (EL1 + NZ4)[11] [1]
11.6” MMI touch display with 1768 x 828 pixels 11.6” MMI touch display with 1768 x 828
pixels
10.25” Audi virtual cockpit (9S1) 10.25” Audi virtual cockpit plus (9S9)
3D navigation system on SSD (7UG) 3D navigation system on SSD (7UG)
FM radio and connected radio (Internet radio) FM radio and connected radio (Internet ra­
dio)
HD radio for North America
HD radio for North America
DAB digital radio (QV3)[11] DAB digital radio (QV3)[11]
Audi smartphone interface with 2x USB-C
(UE7) sockets (IU1)
Basic sound system (8RE) Basic sound system (8RE)
Bluetooth interface (9ZX) Bluetooth interface (9ZX)
Audi connect basic services (IT4)[11] Audi connect plus services (IT3)[11] [12]
Audi connect emergency call & service including Audi connect emergency call & service in­
vehicle control services (EL5 + NZ4)[11] [1] cluding vehicle control services (EL5 + NZ4)
[11] [1]

Augmented reality head-up display (KS3)

Optional equipment
Audi smartphone interface (IU1)
2x USB-C charging sockets in rear
(7B9)
Audi phone box including wireless
charging (9ZE)[15]
Audi phone box light (for wireless
charging only) (9ZV)[15]
Audi sound system (9VD)
SONOS Premium Sound System
(9VS)
Augmented reality head-up display (KS3)
10.25” Audi virtual cockpit plus (9S9)
Audi connect plus services (IT3)
Sirius XM (QV3)[14] Sirius XM (QV3)[14]
Audi smartphone interface (IU1)
2x USB-C charging sockets in rear (7B9) 2x USB-C charging sockets in rear (7B9)
Audi phone box including wireless charging Audi phone box including wireless charging
(9ZE)[15] (9ZE)[15]
Audi phone box light (for wireless charging on­ Audi phone box light (for wireless charging
ly) (9ZV)[15] only) (9ZV)[15]
Audi sound system (9VD) Audi sound system (9VD)
SONOS Premium Sound System (9VS) SONOS Premium Sound System (9VS)
TV tuner (QV1)[16] TV tuner (QV1)[16]

[11] Depending on country

[12] The first Audi Q4 e-tron vehicles are equipped with the Audi connect plus services as standard. IT0 for countries without Audi connect.
[1] - EL0 means “without connect”
- EL1 means “vehicle-specific services or e-tron services only”
- EL3 means “infotainment services only”
- EL5 means “all services”
- NZ0 means “without call function”
- NZ2 means “EU eCall only”
- NZ4 means “private emergency call”
[14] For the North American market only
[15] If an Audi phone box is fitted, two smartphones can be connected via handsfree profile at the same time using the Bluetooth interface.
[16] Japan only

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 Reference
For more information on MIB3, please refer to SSP 679 "Third-generation modular infotainment matrix" and SSP 680
(refer to chapter “Infotainment and Audi connect”).

Control unit 1 for information electronics J794

685_066

In the Audi Q4 e-tron, control unit 1 for information electronics J794 is based on MIB3 High or MIB3 Premium, depending on the
MMI version.

J794 is the master for the following tasks/control units:

› Displays and operation
› MMI display J685
› Driver side volume regulator E67
› Radio
› Navigation (the GPS signal is received from emergency call module control unit and communication unit J949 and transmitted
to J794 via Ethernet)
› Sound
› Audi music interface/Audi Smartphone Interface
› USB hub R293 and USB connection 1 U41
› Wi-Fi
› Bluetooth
› A2B
› MOST bus
› Monitoring microphones in roof module

Unlike on the Audi models previously equipped with MIB3, control unit 1 for information electronics J794 has a separate Ethernet
connection on the Audi Q4 e-tron. The transfer speed of the Ethernet connection between data bus diagnostic interface J533 and
control unit 1 for information electronics J794 is 1 Gbit/s, which is ten times faster than in an Audi A3 (type 8Y). The images for the
instrument cluster (control unit in dash panel insert J285) or the navigation display are now also transferred via Ethernet. There is
no longer an LVDS or MOST bus connection between J794 and J285 as there was on previous MMI systems.

J794 is seated behind the glove box and has the following features:
› Radio with phase diversity, FM dual tuner (very high frequency) and background tuner
› DAB dual tuner

171
› 3D navigation on SSD with 3D city models (MMI plus and MMI pro only)
› Audi connect infotainment services (IT3/IT4) with three-year licence period (depending on country)
› Wi-Fi hotspot with a bit rate of up to 150 Mbit/s (depending on country)
› Internal audio amplifier with up to 180 W
› Speech dialogue system
› One image output for MMI display with 1540 x 720 pixels
› One image output for head-up display with 1440 x 540 pixels (MIB3 Premium only)
› Ethernet with 1 Gbit/s
› Audi music interface with 2x USB-C sockets
› Audi smartphone interface with 2x USB-C sockets
› Bluetooth interface for 2x HFP, A2DP and MAP
› Audi phone box (9ZE) or Audi phone box light, for wireless charging (9ZV) only (depending on the country)
› SONOS Premium Sound System with up to 580 W (combined output of J794 and J525)

Control unit 1 for information electronics J794 is connected to data bus diagnostic interface J533 via the display and operation CAN
and Ethernet. The mobile network and GPS data, for example, are exchanged via Ethernet. The diagnostic address of J794 is: 005F
– information electronics 1.

Reference
Information on volume control E86 and the USB-C connections can be found in SSP 680 (refer to chapter “Infotain­
ment and Audi connect”).

MMI display J685

Depending on the vehicle equipment, either a 10.1” or an 11.6” MMI display is fitted in the Audi Q4 e-tron. The only main differ­
ence between the two MMI displays is the number of pixels - the pixels are the same size on both displays. The 10.1” display has
1540 x 720 pixels and the 11.6” display has 1768 x 828 pixels. The outer dimensions of the displays are identical on both versions.
However, they can easily be distinguished from each other using the colour of their connector: a black connector means 10.1”; a
white connector means 11.6”.

Control unit 1 for information electronics J794 always provides a 1540 x 720 pixel image to the displays which the 10.1” display
can show without further ado. To supply 1768 x 828 pixels, the 11.6” display converts the received image accordingly. Put simply,
it extrapolates the pixels accordingly.

685_067

Sound
The Audi Q4 e‑tron can be equipped with three different sound systems.
› Basic sound system
› Audi sound system

172
› SONOS Premium Sound System

The Audi sound system and the SONOS Premium Sound System have a new feature which is being implemented by Audi for the first
time and concerns the emergency call loudspeaker (loudspeaker for emergency call module R335). In the Audi Q4 e-tron, this is
used for playing all audio media, not just for the emergency call. As part of this, the emergency call loudspeaker is connected di­
rectly to emergency call module control unit and communication unit J949 and is integrated in the various sound systems as the
centre loudspeaker.

Control unit 1 for information electronics J794, as the master control unit for sound, sends the audio signals intended for the cen­
tre loudspeaker to emergency call module control unit and communication unit J949 via A2B (Automotive Audio Bus). J949 then
sends an analogue audio signal to emergency call loudspeaker R335. There are two versions of the emergency call loudspeaker to
meet the requirements of the relevant sound version. They can easily be distinguished as they have either a two-pin or a three-pin
connection. The three-pin connection reveals that the loudspeaker is a centre loudspeaker for the SONOS Premium Sound System.

685_068

Reference
For more information on A2B, please refer SSP 679 (refer to article “Sound”).

Basic sound system (8RE)

The entry level basic sound system has four loudspeakers and a total power output of 60 W. The two loudspeakers in the front
doors are activated in pairs via a channel. One pair of loudspeakers consists of a treble and a bass loudspeaker.

The loudspeaker in the dash panel is only used for the emergency call on this sound system.

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685_069

Audi sound system (9VD)

The Audi sound system has eight loudspeakers and a total power output of 180 W. Alongside the centre loudspeaker and the loud­
speaker pairs in the front doors, this system also features a wide band loudspeaker in the rear doors and a subwoofer in the lug­
gage compartment.

The centre loudspeaker in the dash panel is, as on the SONOS Premium Sound System, connected to emergency call module control
unit and communication unit J949.

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685_070

SONOS Premium Sound System (9VS)

As the best sound version, the SONOS Premium Sound System provides its sound via ten loudspeakers. It has a total power output
of 580 W. Like all sound systems, the system has speed-dependent volume control (GALA) and no interior microphone.

685_071

175
On the SONOS Premium Sound System, all loudspeakers are activated via a separate channel. The exception is the subwoofer,
which is supplied by two channels. This means that there are eleven channels in total. To cover these eleven channels, the subwoof­
er and some loudspeakers are activated via digital sound package control unit J525. As control unit 1 for information electron­
ics J594 is the sound master on MIB3, J525 is purely an amplifier in the Audi Q4 e-tron. J525 receives the information to activate
the loudspeakers from J794 via A2B.

685_072

Schematic overview of all loudspeakers in the SONOS Premium Sound System

685_073

Aerials
All radio aerials are in the rear window on the Audi Q4 e-tron. The mobile phone aerials are located on the roof and under the rear
bumper. There is also a Wi-Fi aerial and a Bluetooth aerial in the vehicle interior.

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Radio aerials

Depending on vehicle equipment, the Audi Q4 e-tron has up to three aerial amplifiers which are secured to the rear lid. Which am­
plifiers are actually fitted depends on exactly which equipment is fitted in the vehicle.

Depending on the country of delivery, the equipment on offer may vary. The illustration shows the maximum number of radio aer­
ials which may be fitted.

685_115

Roof aerial

Roof aerial R216 is a Volkswagen component. Depending on vehicle equipment, the roof aerial has the following individual aerials:
› A mobile network aerial (emergency call module aerial E263)
› A GPS aerial (GPS aerial R50)
› In the North American market, a satellite radio aerial (satellite tuner aerial R172)

177
685_074

Mobile phone aerials

The Audi Q4 e-tron has up to three LTE aerials along with a Wi-Fi and a Bluetooth aerial. Their functions correspond to the previous
aerials and only mechanical adjustments have been made.

The LTE aerial on the roof and the LTE aerial under the rear bumper (left-side) are responsible for transmitting mobile network data
to emergency call module control unit and communication unit J949. For this, the LTE aerial on the roof is the main aerial. It both
sends and receives data. The LTE aerial under the bumper (left-side) is used to receive data to increase the data transfer speed.

The LTE aerial under the rear bumper (right-side) and the corresponding aerial amplifier for mobile telephone R86 are fitted if the
vehicle is equipped with the optional Audi phone box (9ZE).

The Wi-Fi aerial and the Bluetooth aerial use the same aerial type. The ultimate decision as to the channel to be used (and there­
fore on their specific function) is taken by the connection on control unit 1 for information electronics J794 The Wi-Fi aerial is loca­
ted under the dash panel and the Bluetooth aerial is located under the storage compartment in the centre console.

The illustration shows the maximum number of mobile network aerials which may be fitted. They may vary according to equipment
and country.

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685_116

Emergency call module control unit and communication unit J949

The Audi Q4 e-tron uses the fourth generation Online Communication Unit (OCU4) as emergency call module control unit and com­
munication unit J949. The control unit has the following functions and characteristics:
› LTE-capable mobile network module
› Two LTE aerial connections
› GPS module to record vehicle position
› One GPS aerial connection
› One integrated backup aerial
› Two outputs for emergency call loudspeaker (new)
› One emergency battery
› Microphone input via A2B (new)
› One 1 Gbit/s Ethernet connection (new)

Because loudspeaker for emergency call module R335 (emergency call loudspeaker) also assumes the function of the centre loud­
speaker in the sound system, J949 must provide a higher power output to the loudspeaker. Two pins are used in parallel to achieve
this increased power output. As a result, J949 has two pins for the positive supply and two pins for the negative supply of the loud­
speaker. The “departing” wires are merged into one wire later in the wiring harness. The different emergency call loudspeakers are
fitted with different connectors so that they do not get mixed up during installation.

A total of three microphones are fitted in front roof module WX3. They send their signal to J949 via A2B. They are used for the
hands-free system, the emergency call and the roadside assistance call. The microphones are diagnosed via control unit 1 for infor­
mation electronics J794 rather than via J949. Their address word is therefore “005F – information electronics 1”.

The emergency call button is also located in the roof module. It is connected directly to J949 and sends its signal via discrete wires.
The roadside assistance call button is permanently integrated in the roof module. Its status is recorded by the roof module (front
roof module RX3) and transmitted to onboard supply control unit J519 via LIN bus. J519 places the status of the roadside assis­
tance call button on the CAN bus to gateway J533, which in turn transmits the status to J794 via CAN bus.

179
Like J794, J949 now has a separate Ethernet connection with a transfer speed of 1 Gbit/s. The Ethernet connection is mainly used
to transfer mobile data for Audi connect. J949 is a passive node of the immobiliser.

OCU4 diagnosis takes place both via connect CAN and via Ethernet. The diagnostic address is: 0075 - Emergency call module.

Reference
For further information on the OCU, refer to SSP 679 (refer to article “J949 in the OCU version”).

Note
Online roadside assistance is not available in the Audi Q4 e-tron at market launch and will be introduced later.

180
685_075

181
Audi connect (depending on country)
Depending on the country, the Audi Q4 e-tron may already have the Audi connect vehicle-specific services as standard. If MMI plus
is fitted, there will also be Audi connect infotainment services. The basic infotainment services are then fitted as standard equip­
ment.

The mobile data for the Audi connect services are received by the OCU (J949) and distributed via Ethernet to the control units which
perform the functions. In the Audi Q4 e-tron, the services are split between three control units: emergency call module control unit
and communication unit J949, data bus diagnostic interface J533 and control unit 1 for information electronics J794. How the serv­
ices themselves are distributed can be compared with MLB (modular longitudinal matrix) vehicles. J794 performs the Audi con­
nect infotainment services. J949 is responsible for the emergency call services and the roadside assistance call. J533 performs the
Audi connect vehicle-specific services.

Data transfer for the Audi connect services in an Audi Q4 e-tron takes place via two servers (backend). The WirelessCar backend
originally operated by Volkswagen is available for the vehicle-specific services. The infotainment services are provided via the ODP
(One Digital Platform) backend previously operated by Audi. However, the licence information is called up from the Wireless­
Car backend. The infotainment services are also controlled from there. All backends are now operated by CARIAD, which is a Volks­
wagen Group company. On the Audi Q4 e-tron, these two different data sources need to be taken into account for diagnosis.

Note
Vehicles in China and the USA are provided with mobile data via their market’s own backend.

The licence period varies depending on the service; this is shown on the MMI via the menu Settings > General > Licence information.

Note
The roadside assistance call is not available at market launch and will be activated in the vehicles at a later date.

685_076

Some services are listed below under their general category.

Audi connect vehicle-specific services

The vehicle-specific services include:

› Private emergency call
› Roadside assistance call
› Audi service request
› Vehicle status report
› Car finder

The following e-tron services are also in this category, for example:
› Remote charging (immediate charging only)
› Remote climate control

182
Audi connect infotainment services

The basic package of Audi connect infotainment services (IT4) includes services such as:
› e-tron route planner
› Online traffic information
› Online traffic sign information
› Hazard alerts
› Parking information
› Point of interest (POI) search
› Online news
› Weather

The Audi connect plus package (IT3) includes (in addition to the services from the basic package) services such as:
› Satellite map
› Extended 3D city views
› POI search with speech control
› Online radio
› Amazon Alexa integration

Note
Not all services are available in the Audi Q4 e-tron at market launch.

183
Servicing, inspection & roadside/breakdown as­
sistance

Service interval display

The following service intervals are displayed:

Mileage-based service intervals and time-based service intervals

684_054

Time-based service intervals

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Depending on the country-specific requirements, the service intervals are displayed either based on mileage and time or on time
only without a kilometre/mileage limit.

The value displayed in the mileage-based service events field is 30,000 km for new vehicles and is counted down in 100 km blocks.
The field for the time-based service event shows the day, month and year that the service is due. Thirty days before the service
event is due, the number of days remaining is shown in the instrument cluster and the MMI. The service interval display must be
reset using the vehicle diagnostic tester.

184
Roadside/breakdown assistance
Important notes on
› safety regulations
› charging
› manual release mechanisms
› warning labels
› and the maintenance connector

can be found in the relevant chapters of this self-study programme and in the Owner’s Manual.

Towing away with a tow rope or tow bar (important: ignition must be on, transmission position N)

› Maximum towing speed: 50 km/h

› Maximum towing distance: 50 km

Recovering vehicle only on a breakdown truck or special transporter

› If warning lamp lights up on driver information system with driver message:

“Vehicle must not be towed. See owner’s manual”

› Warning lamp comes on

› Vehicle has no power/current

› Defective transmission unit

Towing/pushing vehicle in an emergency

› Walking speed, 100 metres maximum

Note
It is not permitted to “miss out” service events. The information provided in the up-to-date service literature applies.
Maintenance intervals are displayed when the maintenance tables are created.

185
All rights and technical modifications reserved.

Copyright
AUDI AG
I/VH-53
service.training@audi.de

AUDI AG
D-85045 Ingolstadt
Technical status 02/2021