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奥迪E-tron三电系统详解.pdf

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Vienna Motor Symposium 2020

Dr.-Ing. Joachim Doerr, Dipl.-Ing. Oliver Hoffmann, Dr.-Ing. Günther Mendl,

Dipl.-Ing. Gerhard Fröhlich, Dipl.-Ing. Roman Straßer, Dipl.-Ing. Thomas Laudenbach,

Dipl.-Ing. Siegfried Pint – AUDI AG Ingolstadt

Dipl.-Ing. G. Gulyas, Dipl.-Ing. A. Stroh – Audi Hungaria Györ

The electric drivetrain with 3-motor-layout

of the new Audi e-tron top model

Das elektrische Antriebssystem mit 3-Motor-Layout

im neuen Audi e-tron Top-Modell

Abstract

With the e-tron top model, Audi is the first high-volume manufacturer to put a BEV with a

3-motor layout and active electric torque vectoring into mass production, completing its

scalable electrical drivetrain system for the e-tron series.

The drivetrain kit for the Audi e-tron and e-tron Sportback thus comprises two battery vari-

ants (71 kWh and 95 kWh) with flexible cell technology (prismatic/pouch) and four electric

axle drives with system power outputs between 230 and 370 kW.

Forty years after the launch of the mechanical quattro drive in Geneva in 1980, the new

electric twin-coax rear axle of the Audi e-tron top model is a real technical highlight. It is

capable of applying several thousand newton metres of yaw moment to the vertical axis of

the vehicle, enhancing the dynamics of the e-tron to a highly sporty level. The outstanding

electric quattro drive of the Audi e-tron has been significantly improved once again as a

result.

41. Internationales Wiener Motorensymposium 2020

1. Introduction

With the launch of the sporty top models of the Audi e-tron and Audi e-tron Sportback, the

e-tron series gets a spectacular update in the anniversary year marking 40 years of the

Audi quattro.

Audi is the first manufacturer to put a BEV with a high-performance 3-motor layout into

mass production. A more powerful front axle drive and a highly dynamic twin-coax drive on

the rear axle have further enhanced the handling and longitudinal and lateral dynamics of

the e-tron series. The Audi e-tron top model thus becomes the sportiest electric SUV on

the market (Figure 1).

Figure 1: The electric drivetrain in the new Audi e-tron top model

As well as detailing the sporty drivetrain with the 3-motor layout, this article also summa-

rises all the improvements and drivetrain upgrades of the e-tron series since its launch.

The series has been enhanced in numerous ways heading into 2020.

In addition to the introduction of the S-Line sports package and improved energy recupera-

tion with enhanced one-pedal-feeling, numerous measures have been implemented to fur-

ther improve the vehicle’s efficiency and range. As an entry point into the e-tron world, an-

other motor variant with reduced power and a smaller battery is also available. The AC

charging power can be optionally increased up to 22 kW.

41. Internationales Wiener Motorensymposium 2020

2. Improved efficiency and extended range

Just under a year after the market launch of the Audi e-tron, the model series is being up-

graded in various ways, including by measures to extend its range. The key points are

briefly summarised below and in Figure 2 (values referred to the WLTP).

• The battery’s usable SOC capacity (SOC = state of charge; usable capacity in %) is

increased from 88% to 91%. Extensive tests have proved the robustness of the bat-

tery system. The increase in usable battery capacity is realised in full compliance

with Audi’s high quality and durability demands.

• In low-load driving mode, the front axle drive of the Audi e-tron is now fully electri-

cally decoupled, meaning the power electronics no longer pulses current into the

electric motor. The reduced energy consumption improves the efficiency of the ve-

hicle. This measure could be implemented by means of optimised power electronics

functions with no loss of comfort or agility when reconnecting the electric axle.

• The reduction in residual braking torques on the wheel brakes and the optimisation

of the brake disk cleaning function deliver benefits in terms of range.

• The highly flexible thermal management has been further optimised. This has made

it possible to further reduce both the volume flows in the coolant circuit and the

power consumption of the coolant pump.

The range of the Audi e-tron SUV is thus increased by approximately 25 km, correspond-

ing to 6%, compared to the initial launch. In the Sportback variant, the better drag coeffi-

cient additionally provides about 10 km more range in the WLTP, resulting in a total gain of

about 35 km (8.5%) compared to the basic SUV (see Figure 2). In fast motorway driving,

the improved aerodynamics of the Sportback again noticeably extends the range (relevant

for customers but not depicted here).

Figure 2: Measures to extend the range of the Audi e-tron series

41. Internationales Wiener Motorensymposium 2020

3. Flexible battery kit

3.1. Design of the HV batteries

The aim in developing the high-voltage battery was to keep as many individual compo-

nents as possible the same in the various battery variants. The main difference between

the variants is the battery cell, as well as the number of cells and their configuration. The

key distinguishing feature of the large 95 kWh variant is a second floor below the rear seat,

which contains five of the nine additional cell modules. The underbody protection, cooling

system, frame, tray, compartment structure, cover and battery junction box (BJB) compo-

nents could thus remain identical.

Figure 3 shows the high-voltage batteries with 71 kWh energy content for the Audi e-tron

50 and 95 kWh energy content for the Audi e-tron 55 and the top model.

Figure 3: High-voltage batteries with 71 kWh energy content for the Audi e-tron 50 (left)

and 95 kWh energy content for the Audi e-tron 55 and the top model (right)

The quadruple parallel (4p) configuration of 108 cells in series (108s) in the large variant

produces an overall configuration of 108s4p with a capacity of 240 Ah and a nominal en-

ergy content of 95 kWh. As the voltage level in the vehicle must be the same in all variants

(a requirement for the design of all HV components), the number of all series-connected

cells had to remain the same as in the basic model for the small battery variant. This re-

sults in a total configuration of 108s3p divided into 27 modules of 4s3p each connected

with a capacity of 180 Ah and a nominal energy content of 71 kWh.

41. Internationales Wiener Motorensymposium 2020

3.2. Selection and application of different cell technologies

Various cell technologies were assessed in detail within the complete system in relation to

the specific advantages and disadvantages of the HV batteries. When selecting the cell

technology and suitable suppliers, commercial aspects must also be considered in addition

to technical criteria, as the energy store is a significant cost unit for the overall vehicle. Ul-

timately, technically equivalent pouch cells and prismatic cells are used – among other

reasons as part of a multi-supplier strategy (Figure 4 – example assignment).

The cells, specially designed for BEV application, guarantee long life and comply with the

specified marginal operating conditions as well as delivering high energy and power densi-

ty. Correct definition of the requirements matrix is ultimately essential in terms of custom-

er-relevant features. In addition to a high degree of reproducibility of power output across a

broad temperature and SOC range, a high continuous current capacity for charging pow-

ers up to 150 kW could also be realised. The technical data of the HV batteries are sum-

marised in Figure 5 (example assignment pouch/prismatic)

Figure 4: Flexible use of cell technologies (pouch/prismatic) in the Audi e-tron high-

voltage batteries (example assignment)

41. Internationales Wiener Motorensymposium 2020

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