奥迪全系自学手册(SSP)：SSP_65
奥迪全系自学手册(SSP)：A1.1_Wurms_Audi
Innovative Technologies in Current and Future TFSI Engines from AudiDr. Rainer Wurms, Michael Jung, Dr. Stephan Adam,Dr. Stefan Dengler, Dr. Thomas Heiduk, Axel EiserAUDI AG, IngolstadtSummaryOver the last 7 years the turbocharged direct-injection SI engine – designated TFSI by Audi – has successfully penetrated the market for passenger car SI engines. Thanks to its many significant advantages, TFSI technology will replace most other SI engine concepts in the near future, just as TDI technology did in the past.As the pioneer and technology leader in TFSI, Audi has continually enhanced its TFSI technology since its first production fitting of a direct turbocharged engine in Europe and NAR in 2004. In 2011 Audi launched what is already its third generation of four-cylinder inline TFSI engines onto the market. Once again, this third generation incorporates many innovative technologies applied to an SI engine for the first time anywhere in the world.In addition to the Audi Valvelift System, for the first time the engine has a cylinder head with integrated exhaust manifold and complete cylinder firing sequence separation, an electric wastegate actuator, an innovative thermal management system and a completely new mixture preparation system in order to comply with future exhaust emission standards.The presentation details the design and working principle of the new technologies in the third generation TFSI engine. It also looks ahead to potential further technology advances for future SI engines.1 IntroductionExhaust gas turbocharging has a long-standing tradition at Audi. Since the initial launch of a turbocharged petrol engine in 1979, Audi has been continually advancing its turbocharger technology.There were two outstanding events, however, which dictated the future of Audi engines – and ultimately then also of petrol engines in general. Whereas in the period from 1979 to 1995 Audi turbocharged engines were deployed only in specialist sports designs and in a few high-end applications, the launch of the four-cylinder inline 1.8l 5VT in 1995 marked the breakthrough for the turbocharged engine as a widely accepted standard power unit for passenger cars.The introduction of TFSI technology in 2004 then saw the beginning of a new era in petrol engine technology.Fig. 1: History of petrol engine turbocharging at AudiTFSI enabled torque and power output – and especially low-end torque and dynamic responsiveness – to be significantly improved, meaning that TFSI engines suffered hardly any disadvantages compared to induction engines with the same power output. Quite the contrary in fact: the high torque even at low engine speeds made TFSI engines highly appealing to drivers. The high compression ratios made possible by TFSI, and the downsizing and downspeeding advantages it delivered, brought further significant reductions in consumption both under testing and in customer applications.In the years following 2004, Audi continually advanced its TFSI technology. Key milestones were the launch of the EA888 engine series in 2006, marking the second generation of TFSI technology and for the first time featuring a flushing charge cycle. The combination of TFSI and the Audi valvelift system implemented for the first time in 2008 represented a further major advance. This enabled a specific torque of 175 Nm/l to be realised for the first time in a non-sport design. Thanks to the significant increases in low-end torque and the improvements in dynamics, the 2.0l TFSI engine could be combined with long gear ratios and retained its good levels of driveability even from low engine speeds. Maximising downspeeding potential also enabled consumption to be greatly reduced.Other milestones in the history of TFSI from Audi were the launch of the S3 engine in 2007 and the introduction of a TFSI design onto the North American market – thelatter development also for the first time enabling compliance with stringent SULEV exhaust emission limits. In 2010 a Flexfuel version of the 2.0l TFSI engine was launched, capable of running on fuels with different ethanol contents up to and including E85.In the summer of 2011 Audi launched the third generation of its four-cylinder inline TFSI engine onto the market. This engine generation is again characterised by a large number of innovative technologies, some of which are being deployed for the first time in mass production. The next section deals in detail with the technologies and performance data of the third generation.Fig. 2: Development of Audi petrol engine turbocharger technology (four-cylinder inline engines 1995-2012)Alongside the developments in technology, the launch of turbocharged and TFSI engines also significantly reduced the fuel consumption of Audi models as well as of many other Group models. As shown in Figure 3, the NEDC consumption (presented here for a B-class saloon (Audi 80 / Audi A4) with a 6-speed manual gearbox) of the latest version of the A4 is 86 g CO2, or almost 40%, lower than a notionally calculated 1995 model with a five-cylinder inline 2.3l induction engine. And at the same time all key performance characteristics were also improved – in some cases significantly. The major portion of the reduction in CO2 demonstrated (over 85%) was achieved by advances in engine development. Alongside improvements to mechanical and thermodynamic efficiency, the implementation of thermal management measures and an automatic start/stop function, most of the CO2 improvements were brought aboutby the introduction and advancement of turbocharging and TFSI technology. Downsizing and downspeeding strategies alone reduced the NEDC CO2 emissions of the B-class models investigated here by 50 g.Fig. 3: Trend in CO2 emissions of Audi turbocharged petrol engines (B-class 1995-2012)2 The third generation 1.8l EA888 engineAs already described, in the summer of 2011 Audi put into production the third generation of its four-cylinder inline TFSI engine. The first of this new generation is the 1.8l EA888 TFSI in the new Audi A4. The 1.8l TFSI once again incorporates a large number of new and innovative technologies, some of which are being deployed for the first time in a mass production engine.2.1 Base engine – Optimised friction and thermal managementMany new, efficiency-enhancing measures have been implemented even in the base engine model. As shown in Figure 4, the main components relevant to friction were completely redesigned. In addition to a conventional optimisation of the piston-liner friction, the balance shafts were in part mounted on roller bearings. Also, the crankshaft bearings were reduced in size and, more specifically, adapted to the load demands of the 1.8l TFSI engine. The complete oil circuit was also revised, and the pressure and volumetric flow controlled oil pump was reconfigured. For the first time switchable piston cooling nozzles are also employed, in order to realise additionalpotential particularly during the heat-up phase and under low loads. This represents a further implementation of variability in the crank drive as in other areas.Fig. 4: 1.8l EA888 Gen.3 – Measures to optimise frictionFurther significant advantages in terms of fuel consumption were achieved by means of an actively controlled thermal management system (Figure 5). One of the technical highlights of this is the first use of an electronic coolant thermostat (Figure 6). This makes it possible to leave the coolant standing after the engine starts, as a result of which the engine warms up much more rapidly. Once a modelled component temperature is reached, a first rotary slide opens a small cross-section, causing a mini-volumetric flow to slowly move the coolant. The engine continues to warm up much faster than at the otherwise normally much higher volumetric flows.As the engine continues to warm up, in a likewise temperature-controlled sequence first the oil/water heat exchanger is activated by way of the electronic coolant thermostat and then the gear oil heat exchanger is activated by an additional switching valve. Only when the specified coolant temperature of 107°C has been reached does the coolant thermostat mix-in cold water from the main cooler, so regulating the coolant temperature under map control to the specified temperature.Fig. 5: 1.8l EA888 Gen.3 – Thermal management measuresFig. 6: 1.8l EA888 Gen.3 – Electronic coolant thermostatAs well as controlling the heat-up process in order to optimise fuel consumption, the coolant thermostat also enables demand-based engine temperature control. As already mentioned, in the lower part load range a high, fuel consumption optimised coolant temperature of 107°C is set. Under higher loads the coolant temperature is gradually reduced based on map control. Under full load, the electronic coolant thermostat can very rapidly lower the coolant temperature down to 85°C, thereby reducing the tendency to knock and so likewise delivering benefits in terms of efficiency. This means that, ultimately, the optimum coolant temperature to achieve maximum efficiency can be set for any operating point.The thermal management system in the Audi A4 is rounded off by an autonomous heating system. A switching valve and an electric heating pump enable the heating circuit to be deactivated or, as necessary, allow heating mode to be activated while there is still coolant standing in the engine block or if the volumetric flow by the main coolant pump is low. In the latter case the heat is drawn only from the cylinder head with the integrated exhaust manifold. In both cases, the engine block in particular – and thus the piston liner assembly – heats up much faster than without the thermal management measures, resulting in further fuel consumption benefits.Fig. 7: 1.8l EA888 Gen.3 – Temperature curve in the NEDC with autonomous heating compared to 1.8l EA888 Gen.2Figure 7 shows the temperature curve of the third generation 1.8l EA888 in the NEDC with autonomous heating compared to the second generation 1.8l EA888. The more rapid rise in coolant temperature and the higher operating temperature of the third generation engine are clear to see. Overall, enhancements to the thermal management system helped cut the engine's CO2 emissions in the NEDC by approximately 2.5 g.2.2 Combustion process and thermodynamicsFor the new third generation EA888 engine the tried and proven TFSI combustion process has been optimised further in a wide variety of aspects, both to further improve robustness in terms of knocking and spark advance at mean pressures increased up to 22 bar and to optimise combustion stability under the changed conditions due to the integrated exhaust manifold in terms of residual gas behaviour and air ratio. In addition to this, the charge motion induced by the inlet port without the tumble flap activated has been increased once again. As a result of the optimised, slightly retracted position of the high-pressure injector, mixture homogenisation has been further improved, and at the same time a positive side-effect has been achieved in the reduction of the temperature load on the injector.To achieve the required increase in power output allied to much improved spontaneity and optimised full load fuel efficiency, the Audi valvelift system (two-stage valve lift change-over of the exhaust camshaft) familiar from the 2.0l TFSI predecessor engine was adopted and for the first time combined with a camshaft adjuster on the exhaust side to provide maximum degrees of freedom in controlling the charge cycle.Fig. 8: 1.8l EA888 Gen.3 – Dual injection systemThe third generation EA888 also for the first time features a dual fuel injection system (Figure 8). Alongside a high-pressure direct-injection system with system pressure increased from 150 to 200 bar, a low-pressure injection system has also beenintegrated into the VTS (Variable Tumble System) flange which injects into the upper area of the inlet ducts. Using the dual injection system allows the optimum fuel injection to be selected in every load range (intake manifold injection under low loads and direct injection under medium and high loads), so enabling a further reduction in CO2 emissions while at the same time complying with future emission limits.Fig. 9: 1.8l EA888 Gen.3 – Combustion process / ThermodynamicsAs shown in Figure 9, alongside the usual variability in terms of ignition and injection timing and wastegate control, the third generation EA888 now exhibits seven additional variabilities so as to ensure optimum charge motion and mixture preparation, as well as attaining the ideal mixture of air, fuel and residual gas, at every operating point, thereby maximising thermodynamic efficiency. Implementing an engine with so many degrees of freedom poses an extreme challenge to the applications engineers.2.3 Turbocharging and full-load performanceAlongside direct fuel injection, turbocharging is the core technology of the TFSI technology. In this context, too, a wide range of new technologies have been deployed alongside detail optimisation measures. Figure 10 shows the principal full load control components.Fig. 10: 1.8l EA888 Gen.3 – Turbocharging control componentsA technical 'highlight' in this respect is without doubt the cylinder head with integrated exhaust manifold (Figure 11), put into production by Audi for the first time in the third generation EA888.Fig. 11: 1.8l EA888 Gen.3 – Cylinder head with integrated exhaust manifold Integrating the exhaust manifold into the water-cooled cylinder head means that the exhaust gas is cooled on its way to the turbocharger. In combination with a cast steelturbocharger, the engine can thus be run in the upper load range at approximately 100°K higher combustion temperatures, which means thermodynamic efficiency can be significantly improved and consumption under high load can be greatly reduced.Achieving a thermodynamically and thermomechanically optimised package of gas ducts and cooling ducts posed a particular challenge during the development of the cylinder head, especially with regard to production feasibility and castability on a mass production scale.With regard to coolant transport, a strategy of 'keeping the coolant flow under control at all times' was pursued right from the start. The coolant flows are adjusted and divided by way of defined cross-sections in the cylinder head gasket, with 75% of the total coolant flow being routed via the integrated exhaust manifold. The remaining 25% bypasses the integrated exhaust manifold, flowing directly from the cylinder block into the cylinder head. High flow speeds in the coolant ducts permit greater heat transport and thus intensive cooling, particularly of the critical web areas, and so safely prevent local boiling of the coolant.Fig. 12: 1.8l EA888 Gen.3 – Combined simulation "CCM+" (CFD and FEM)From the very beginning, development work was supported by the intensive use of CFD calculations. To be able to simulate the complex effects inside the integrated exhaust manifold with sufficient accuracy, alongside established CFD and FEM methods a number of new simulation methods also had to be developed, enabling CFD and FEM calculations to be combined and optimisation measures to be interlinked.First, classic CFD simulations were used to produce the basic design of the gas and water cores and combined with FEM methods to thermomechanically optimise thecylinder head. As there is intensive coupling between the exhaust gas and cooling water flows and heat transport in the aluminium within a very tight space – that is to say, involving extreme temperature gradients – in this project all three areas (gas, water, aluminium) were also calculated in a single simulation model for the first time (Figure 12, left). This methodology enables retroactive effects of the component temperatures on the fluid temperatures and the resultant heat flows to be simulated more accurately.The development of the integrated exhaust manifold cylinder head revealed that, as well as the stationary cooling design, the load cycles involving negative load and speed changes are also a key factor. Immediately after such a change of operating state, firstly the large amount of heat stored in the material is discharged into the cooling water and, secondly, the cooling water volumetric flow and pressure decrease dramatically due to the slow water pump speed caused by the low engine revs. The hot water jacket areas are particularly at risk of boiling in this context, which in the long term may result in harm to the cooling water.Extreme cases of such load cycles, as well as rapid shutdowns, were analysed both on the test rig and by simulation. In the final integrated exhaust manifold configuration, from an integral viewpoint a comparable level to the predecessor engine was attained in terms of short-time boiling intensity (Figure 12, right). This simulation methodology, too, was deployed for the first time in the course of the integrated exhaust manifold development.Fig. 13: 1.8l EA888 Gen.3 – Gas transport in integrated exhaust manifold and turbochargerExtensive CFD simulations and measurements were also carried out on the fired engine in order to configure the gas ducts. To prevent interaction between the cylinders in the lower and mid engine speed ranges especially, a long ignition sequence separation, extending into the turbocharger, was implemented. At the same time, the gas ducts were configured such that the flow takes place with as little loss as possible, and is always routed directly towards the turbine (Fig. 13). Ultimately, this reduced the flow losses and push-out work, as well as lowering the residual gas content in the cylinders, across the entire engine speed range. The impulse energy onto the turbine was also increased. Overall, despite the restrictions imposed by the package, the integrated exhaust manifold configuration delivers almost identical performance to that of an external exhaust manifold in terms of flow technics and gas dynamics.The turbocharging system is an entirely newly developed mono-scroll turbocharger (Figure 14). The aim of the turbocharger design was to combine good low-end torque with maximum power output and very high performance. The basis for this design was the RHF4 turbocharger from IHI, with various improvements made to the rotor assembly, the spirals, the housings and to all the flow-carrying parts and components.Fig. 14: 1.8l EA888 Gen.3 – Turbocharger with electric wastegateThe turbocharger turbine housing is made of cast steel 1.4837, and so permits a turbine inlet temperature of 980°C. For the first time at this high exhaust gastemperature, it was possible to fabricate the turbine wheel in Inconel 713 C instead of MAR. The compressor rotor is milled from a solid block, which delivers advantages such as greater high-speed strength and better acoustics.The third generation 1.8l EA888 features the first use by Audi of an electric wastegate actuator. This enables even faster and more precise control of the wastegate than the previously used actuator with a pressure cell. Active opening of the wastegate under part load enables the base charge pressure to be lowered. This results in additional savings in fuel consumption both in the NEDC and in customer applications. The active opening of the wastegate also permits faster catalytic converter heat-up, resulting in lower cold-start emissions.For the first time at Audi the oxygen sensor has been positioned ahead of the turbocharger turbine. This allows for a considerably earlier dew point end, and thus early enabling of lambda control after the engine starts, as well as providing good individual cylinder recognition.Extensive CAE optimisation work was carried out on both the turbine and compressor sides. Figure 15 shows both CFD simulation models in one view. On the turbine side, the CFD simulations in the complete system are analysed with the integrated exhaust manifold gas routing in the cylinder head, the turbine housing (including impeller), the wastegate, the oxygen sensor upstream of the turbine and the exhaust system through to downstream of the close-coupled main catalytic converter. The aims here were to optimise the integrated exhaust manifold gas routing in conjunction with the turbine inlet, the flow to the oxygen sensor, the wastegate design, and to ensure a very good flow to the catalytic converter.Fig. 15: 1.8l EA888 Gen.3 – CFD simulations of the turbocharger systemOn the compressor side the CFD model includes the air induction, the compressor including all inlet points (e.g. from the crankcase ventilation) as well as the dump valve and the charge air duct. The aim was firstly to develop gas flow to and from the compressor that was as loss-free as possible and neutral with regard to the performance of the compressor, and secondly to find the best possible position for the inlet points and the recirculation valve. In this context the simulations identified considerable potential both with regard to reduce pressure losses and in terms of compressor efficiency.On completion of the extensive optimisation work, the turbocharger of the third generation 1.8l EA888 engine exhibited better low-end torque, and in particular faster responsiveness, than other turbocharger design concepts currently on the market and in development, while attaining the same power and torque data. It thus represents the current benchmark in turbocharger technology.The outstanding result is also illustrated again in Figure 16, in which the full-load torque and dynamic torque curve of the new third generation 1.8l EA888 engine are compared against the data of its predecessor and against the second generation 2.0l EA888. The significant advantages over the second generation 1.8l engine are clear to see, as is the fact that the third generation 1.8l engine is practically equal to the larger-capacity second generation 2.0l both in terms of torque level and dynamic torque curve.Fig. 16: 1.8l EA888 Gen.3 – Full-load torque and dynamics compared to 1.8l EA888 Gen.2 and 2.0l EA888 Gen.2For the new Audi A4 in the 125/132 kW class, this ultimately made it possible to replace the existing 2.0l engine with the new 1.8l unit, and so not only realise the aforementioned improvements in thermodynamic and mechanical efficiency but also to achieve a further improvement in CO2 emissions of 6 to 7 g in the NEDC by means of downsizing, without customers having to accept compromises in terms of performance.3 Future developments in TFSI technologyThe questions for the future will be how the direct-injection petrol engine will continue to be developed, and what potential it offers in particular with regard to further reductions in CO2 emissions.3.1 Base engine – Optimised friction and thermal managementAs already demonstrated, fuel consumption improvements were achieved in the past in relation to optimisation of friction and thermal management based on continuous detail optimisation and the introduction of variability.Fig. 17: Further development of TFSI technology – Friction and thermal managementThere remains significant potential to be realised in future. Detail optimisation in relation to engine friction will mean that engines will be tailored ever more precisely to their specific applications. In terms of thermal management, although the early approaches implemented have realised considerable potential, there still remains significant potential for improvement. This is, however, conditional on the introduction of further variability. The improvements in fuel consumption brought by optimising friction and by thermal management fundamentally offer the benefit of reducing losses while having little cross-effect on other optimisation measures, so that the respective gains can be combined almost completely.3.2 Combustion process and thermodynamicsWith regard to the combustion process and thermodynamics, improvements in the past were achieved thanks to the introduction of direct fuel injection and largenumbers of variabilities, as well as by stretching the operating parameters to their limits. In conjunction with the conventional λ=1 combustion processes, however, the existing potential in this regard has now been largely exhausted.But for some considerable time there have been new technical ideas in circulation which seek to realise further potential based on new combustion methods or cylinder deactivation. But the lean-burn methods, homogeneous charge compression ignition (HCCI), variable valve lift control or cylinder shut-off, all target the lower part-load range and utilise similar physical effects (derestriction, reduction of heat losses). Consequently, it is in most cases pointless to combine the methods as, once a technology has delivered its advantages, few further benefits are achievable.Fig. 18: Further development of TFSI technology – Combustion process and thermodynamicsLow-pressure EGR or methods involving extended expansion (Miller/Atkinson Cycle) tend to promise more in the way of efficiency advantages in the mid and upper load ranges. These two methods also utilise similar physical principles, so ultimately once again it only makes sense to apply one of the two. Combining them would deliver very little additional gain. The disadvantages of both methods, however, are that they require an increased charge pressure and that they reduce the full-load torque and nominal power output. To compensate for this, in order to avoid compromises in terms of performance, turbocharger design concepts involving increased charge pressure supply are required.So, all in all, there remains significant potential for reducing consumption by thermodynamics-related measures as in other areas. The potential is estimated at 5 to 10 percent, and will doubtless be gradually realised in future.However, one point needs to be considered in this context. In the past, car-makers had great difficulty in introducing new combustion processes, as – in addition to their advantages – they in most cases also entailed a wide range of disadvantages relating to exhaust gas after treatment or combustion stability and smooth running, and as a consequence were mostly withdrawn from the market again after a short time. In this light, it is doubtless more likely that there will be an evolution of the current λ=1 combustion processes rather than any revolutionary introduction of new methods.3.3 TurbochargingThe core technology in the rapid developments seen over recent years was without doubt turbocharging – also of course in conjunction with the introduction of variability enabling the charge cycle to be controlled ever more optimally. On the other hand, due to that rapid past development some limits have today already been reached.As a consequence of the improvements in torque of TFSI engines, in many vehicle design concepts the gear ratios have been extended so far in recent years that further extension would bring no benefit, so little further downspeeding potential exists. For mono-turbocharger concepts, in Audi's view a specific torque of approximately 175 Nm/l today likewise represents a useful limit, in order still to safeguard adequate low-end and starting-off torque and dynamic responsiveness, thereby ensuring good driveability in all situations.Consequently, in Audi's view the key challenges of the future in terms of turbocharging concepts are to improve starting-off and low-end torque and dynamic torque build-up – that is to say, ultimately, the rapid availability of high charge pressures even from very low engine speeds. In this respect, too, there are already a number of technical ideas in circulation for the future development of turbocharging technology.Fig. 19: Further development of TFSI technology – TurbochargingHowever, the turbochargers themselves are today for the most part fully optimised, and as such offer only limited potential. Turbocharger developers are investigating a number of technologies in terms of aerodynamic or mechanical optimisation, but at present they are frequently revealing only minor potential improvements at still very high cost, so their application in mass production would appear unlikely at any time in the near future.Research has likewise been ongoing for more than 10 years with regard to variability on the turbine and compressor side, though to date only in a few number of cases they have been turned into production applications, as they often offer few advantages in the totality of their properties and, again, entail relatively high cost.The third possibility to advance turbocharger technology and the associated concepts – and the one doubtless offering the highest potential in technical terms – is a。
奥迪全系自学手册(SSP)：Q7_drive
驱动扭矩 1000 Nm 恒定 变化量
后轴扭矩 前轴扭矩
制动力矩 EDS
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6-速手自一体变速器.
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加速及 方向控制.
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Q7 -传动系统
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后传动轴 链条
Torsen 差速器 输入轴
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前传动轴
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行星齿轮. (I)
行星齿轮
太阳轮
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外齿圈 行星齿轮架
Q7 -传动系统
行星齿轮. (II)
行星齿轮
r1
r2
r3
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太阳齿轮
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行星齿轮架
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工作原理 (扭矩传动流程).
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行星齿轮架 太阳齿轮
外齿圈
外齿圈壳体
输入扭矩
后传动轴Sheຫໍສະໝຸດ t 8 ✓行星齿轮摩擦片 壳体
输入轴
Q7 -传动系统
自锁定差速器 + EDS.
The New Audi Q7.
Q7 – 传动系统
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Q7 -传动系统
技术亮点简介
n 6-速手自一体变速器 / 6-速手动变速器 (只配备3.6 FSI). n quattro® 全轮驱动系统，动态可调分配扭矩.
转速补偿
转速补偿
分配扭矩 [%] 差速锁定范围
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自锁定差速器: 在冰雪路面打滑的扭矩极限值为 250 Nm的冰雪路面
奥迪Q5混合动力四驱车自学手册说明书
AudiService TrainingA udi Q5 hybrid quattro自学手册 ４８９仅供内部使用 奥迪Ｑ５混合动力四驱车获取更多资料微信搜索蓝领星球2Ａｕｄｉ Ｑ５ ｈｙｂｒｉｄ ｑｕａｔｔｒｏ（奥迪Ｑ５混合动力四驱）车是奥迪公司第一款高级ＳＵＶ级的完全混合动力车。
在经历了三代Ａｕｄｉ ｄｕｏ混合动力轿车后，Ａｕｄｉ Ｑ５ ｈｙｂｒｉｄ ｑｕａｔｔｒｏ是第一款采用两种动力形式的混合动力车型（这种混合动力是一种最新的高效并联式混合动力技术），其动力像Ｖ６发动机，油耗像四缸ＴＤＩ发动机。
德国奥迪公司在混合动力技术方面已经有２０多年经验了。
奥迪公司早在１９８９年就推出了第一代Ａｕｄｉ ｄｕｏ混合动力轿车，该车是以Ａｕｄｉ １００ Ａｖａｎｔ Ｃ３车为基础开发而来的。
该Ａｕｄｉ ｄｕｏ混合动力轿车用一台五缸汽油发动机驱动前轮，用一台９ｋＷ（１２ＰＳ）可切换电机驱动后轮，使用镍－镉蓄电池来储存电能。
两年以后，又推出了另一款Ａｕｄｉ ｄｕｏ混合动力轿车，它是以Ａｕｄｉ １００ Ａｖａｎｔ ｑｕａｔｔｒｏ Ｃ４车为基础开发而来的。
在１９９７年，奥迪公司成为首家小批量生产完全混合动力汽车的欧洲汽车生产商，该款Ａｕｄｉ ｄｕｏ混合动力轿车是以Ａ４ Ａｖａｎｔ Ｂ５车为基础开发而来的。
该车使用一台６６ ｋＷ （９０ ＰＳ）的１，９ｌ－ＴＤＩ发动机和一台水冷式２１ｋＷ（２９ＰＳ）电机来提供动力，使用安装在车后部的铅－凝胶蓄电池来提供电能。
这两种动力装置都是驱动前轮的。
该车使用１５５ ｋＷ （２１１ ＰＳ）的２，０ｌ－ＴＦＳＩ＊发动机，该发动机以智能而灵活的方式与４０ｋＷ（５４ＰＳ）的水冷式电机配合工作，可以让用户享受到运动型的行驶性能。
该电机由小巧的锂离子蓄电池来供电。
489_020489_021489_022本自学手册的学习目标：本自学手册讲述了Ａｕｄｉ Ｑ５ ｈｙｂｒｉｄ ｑｕａｔｔｒｏ（奥迪Ｑ５混合动力四驱）车的整个车的情况，您在学习完后，应能回答下述问题：489_023与前面提到的两例研究成果一样，量产的Ａｕｄｉ ｄｕｏ混合动力轿车也是采用这种具有前瞻性的插电式（Ｐｌｕｇ－ｉｎ）设计，其蓄电池可以连接在插座上来充电。
奥迪C7培训手册
一览 ＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿ ２６ ＡＴＦ－加热／ＡＴＦ－冷却 ＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿ ２８ ＡＴＦ－冷却 ＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿ ３０ 挡位识别传感器 Ｇ６ ０ ４ ＿＿ ＿ ＿ ＿＿ ＿ ＿ ＿ ＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿＿ ３２
Ａｕｄｉ １００轿车外形经典而简朴，对２０世纪７０年代轿车的外形影响很大。
了令人振奋的设计特色。
该车为整个一个车型系列奠定了基础 － Ｃ级轿车，这个系列中产生了很 Ａ ｕ ｄ ｉ ． Ａ ６ ． ’ １ １ 的 安 全 性 和舒适性更佳，具有符合时代潮流的运动特性，
多具有传奇特色的轿车。人们不会忘记２０世纪８０年代的空气动力学性能
更低的燃油消耗，采用轻型结构使得灵活性更好、重量更轻了，动力
世界冠军是哪种轿车，以及源于该系列中的Ａｖａｎｔ车的独特而漂亮的车 尾。当然也忘不了２０世纪９０年代Ｃ５车那流线型的表面以及圆滑的车尾，
奥迪全系自学手册（SSP）：TISteeringcolumnswitchmodule
Contents:General function description Page 3Steering column electronicsmoduleCoil spring moduleSteering angle sensor Page 4Steering column switchCCS switch Page 6Ignition starter lock administrationElectronic steering wheel moduleSelf-diagnosis Page 7This trainer information is structured forself study programme 254 – Audi A4 2001and is not aWorkshop Manual!For maintenance and repair workplease use the currenttechnical literature.Function descriptionThe steering column electronics–J527 takeover the tasks of the steering column switchmodule and consists of the following:•Wattless signal processing of thesteering column switches – also CCS,•Evaluation of the ignition starter switch•Administration of the multi-function andtiptronic steering wheel•Control of the steering wheel heating•Diagnosis of all steering wheel andsteering column switch functions•Evaluation of the steering angle sensorand information transfer via the driveCAN busAll the individual components of the steeringcolumn switch module can be replacedindividually.Steering column electronicsThree steering column electronics versionsare available with different functions•Low-line (standard)- Turn signal switch recognition- Wiper switch recognition- On-board computer control- Horn switch- Steering angle determination•Mid-line with additional- CCS – switch recognition- Multi-function steering wheel control- Tiptronic function in steering wheel•High-line with additional- steering wheel heatingDue to the various wirings of the processor,refitting of the steering wheel is notstraightforward. The correct modulecombination must be therefore be checkedbeforehand.Coil spring moduleThree different versions of the module areavailable, depending on the steering wheelelectronics module.There is a coil spring module with1 band > airbag and horn only (standard)2 bands>with steering wheel operationfor tiptronic/multi-functionbuttons4 bands> with steering wheel heating Steering angle sensorThe visual unit of the steering wheel sensor islocked into the coil spring module and cannotbe replaced individually.Steering column switchThe relevant switch position is recognised viathe steering column electronicsmicroprocessor due to the voltage drop at thepull-up resistors.The switching current of the wattless switchesis between 10 and a maximum of 35 mA.The relevant switches can be checked via themeasured value blocks of the self diagnosisor via resistance measurement.Wiper switch PIN 1+6Resistance values (Tolerances are not taken into account)Rest position8703 O Step 1332 O Flick wipe332 O Intermittent1013 O Step 22513 O Washer switchPIN 1+5Rest position8703 O Windscreen washing332 O Rear window wiping1013 O Rear window washing2513 O Interval wipe potiPIN 1+2Switch defective9070 O Step 1240 O Step 2630 O Step 31380 O Step 42880 O On-board computerswitchPIN 1+3Rest position8703 O Reset332 O Cursor up1013 O Cursor down2513 OTurn signal PIN 1+6Resistance values (Tolerances are not taken into account)Rest position0 O Right2131 O Left681 O Main beamPIN 1+5Rest position0 O Headlamp flasher2131 O Main beam681 O Alarm for taxisPIN 1+3Rest position8O Pressed0 O Radio for taxisPIN 1+2Rest position / Switchdefective8O Pressed0 OCCS switch horizontal PIN 1+5Resistance values (Tolerances are not taken into account)Rest position 8371 O Resume2181 O Soft off681 O CCS switch, verticalPIN 1+6Rest position8371 O Accelerate2181 O Decelerate681 O CCS switchEngaged offPIN 1+7Rest position8O Engaged OFF 0 O CCS switchSet buttonPIN 1+2Rest position8O Set pressed 0 OSteering wheel heatingThe steering wheel heating is activated via the seat heating switch on the driver’s side independent of the heating level. The switch-on information is transferred by the climate control unit via the convenience CAN bus.When switched on, the heater is supplied with power for 2 seconds and is then set to a temperature of 21°C via an NTC in the steering wheel crown.Tiptronic buttonsWhen engaging the gear lever in the tiptronic gate, an earth potential is applied to the switch. The locating light is dimmed with the terminal 58s.Dimming of the switch lights is via theconvenience CAN bus from the dash panel insert. Testing via self diagnosis is possible.Self diagnosisAddress word16 – steering wheel electronics with ignition ON.Despite answerback in the diagnosis tester the steering wheel electronics respond.The actual steering wheel electronics module is interrogated via the steering wheel electronics.The self diagnosis is performed via the CCE, i.e. if the steering wheel electronics module isdiagnosed it is carried out via the convenience CAN bus > steering wheel electronics > steering column electronics > CCE > K-wire > diagnosis tester.Central Convenience Electronic (CCE)Steering column switch moduleSteering wheelmoduleKWP1281 via K-wireKWP1281via K-CANasynchronous interfaceEntry into fault memory (02)If the faultis displayed, adaption of the steeringcolumn electronics to the vehicle must be performed.Refer to …Adaption“Final control diagnosis test (030)In the final control diagnosis test the following functions can be activated depending on the available version.DisplayFunctionL o w -L i n e M i d -L i n e H i g h -L i n e Illumination / Switch and instrumentsLocating light is switched onX X XHeated steering wheelSteering wheel heating is switched onX Radio louder Radio volume increases X X Radio quieter Radio volume decreases X X Radio station search, upwards Upward search is started X X Radio station search,downwardsDownward search is started X X Telephone memory Telephone memory isdisplayedX X Next telephone memory Next telephone memory isdisplayedX X End Final control diagnosis test iscompletedX X X01794Control unit – wrong chassis numberCode (07)Measured value blocks (08)A chassis number is stored in channel 81 and is used for anti-theft protection.Please observe the procedure as described in …Adaption“.Input signals001Ignition starter switchTurn signalHeadlamp flasherMain beamsVersionsCodeUnallocated = 0XSteering wheel version0 = Standard steering wheel 1 = 3-spoke sports steering wheel2 = Multi-function steering wheel with radio control3 = Multi-function steering wheel with radio/telephone control4 = Multi-function steering wheel with radio/telephone and voice control system XSteering wheel version 0 = no tiptronic on steering wheel, no steering wheel heating1 = Tiptronic on steering wheel2 = Steering wheel heating3 = Tiptronic on steeringwheel with steering wheel heatingXOptional extras0 = No on-board computer no CCS1 = On-board computer (FIS)2 = CCS4 = On-board computer and CCS XRear wiper 1 = without 2 = withX0/1 > P-Contact0/1 > S-Contact (86s)0/1 > T. 750/1 > T. 150/1 >T. 50not actuatedleftrightnot actuatedactuatednot actuatedactuated002Horn Wiper,front Intermittent Wiper,frontnot actuated actuatednot actuatedIntermittent stepStep 1 (flick wipe also)Step 2Step 1Step 2Step 3Step 4not actuatedactuated003Wiper,rear:Wiper,rear:On-board computer(FIS)Unallocatednot installed not actuated actuated not installednot actuatedactuatednot installednot actuatedReset switch (645)On switch (643)Switch (644)Mid and high-line onlyCCS switch unit004CCSON/OFFCCS set CCS currently unallocatedON OFF not actuatedactuatednot actuatedacceleratedeceleratestored offReactivationSteering wheel module – tiptronic steering wheel005Switch down Switch up Steering wheelheatingTemp sensornot installed not actuated actuated not installednot actuatedactuatednot installedOnOffnot installedxx °CSteering wheel module – MFS (multi-function steering wheel)006MFLCommunicationMFLVersionFault inMFS?OK Not OK …Version…YesNo007MF button1MF button2MF button3MF button4not actuated actuated not actuatedactuatednot actuatedactuateddisabledenabledMWB 007/008F – door 0 F – door 1BF – door 0BF – door 1not installedDoor rl 0Door rl 1not installedDoor rr 0Door rr 1127Radio Telephone Language inputRadio 0 Radio 1Telephone 0Telephone 1Language 0Language 1Adaption (10)When installing a component that has already been used in another vehicle, adaption must be performed, as the chassis number is stored in channel 81 of the measured value block.The adaption must be activated using a control unit code (steering column electronics = 111).If the code number has been entered incorrectly 3 times in a row the adaption is blocked for a defined time frame.The …current“chassis number is transmitted by the dash panel insert via the convenience CAN bus after adaption has been carried out. When a new replacement part is used, this process is carried out automatically during initial operation.。
奥迪全系自学手册(SSP)：ENGINE
BAF 1.8 92/5900 170/3500 81.0 86.4 10.3 RON 95 ME7 有 有 有 有 无 有 有 有 有
Bora/Golf
发动机高级培训
AB025
发动机代码
AUM
排量
1.8
功率
110/5700
扭矩
210/1750..4600
缸径
81.0
冲程
86.4
压缩比
9.5
燃油标号
喷射凸轮
高压腔 高压腔
泵活塞 电磁阀座
电磁阀针阀
供油管 喷油针阀
发动喷射的控制-缓冲塞阻尼作用
在预喷射循环，喷嘴针阀行程被液力 “阻尼垫”阻尼。因此，可以准确控制 喷射量。
如图，在前1/3行程，喷嘴无阻尼打开，
将预喷射油量喷入燃烧室。
当缓冲塞堵住喷嘴壳体的内孔时，针 阀上部的燃油只能通过泻油间隙排入喷 嘴弹簧室，从而形成一液力阻尼垫，限 定预喷射循环的针阀行程。
95.5
压缩比
19.0
燃油标号 最低
CN 45
发火顺序
1-3-4-2
自诊断
有
催化转化器
有
废气再循环
有
增压
有
Bora/Golf
发动机高级培训
AB025
发动机代码 排量 升 功率 扭矩 缸径 冲程 压缩比 燃油标号 最低 喷射及点火系统 爆震控制 自诊断 催化净化器 废气再循环 增压 进气歧管转换 凸轮轴调整 二次空气系统 电子油门
高压腔
泵活塞
喷嘴电磁 阀 收缩活 塞 喷嘴弹 簧
喷嘴针 阀
发动机高级培训
AB025
·主喷射循环开始
喷嘴针阀关闭后短时间内，高压腔内 压力立即重新上升。这时喷嘴电磁阀仍 然关闭，泵活塞下移。约300bar时，燃 油压力高于喷嘴弹簧作用力，喷嘴针阀 再次上升，主喷油开始。喷射过程中， 进入高压腔的燃油多于经喷嘴喷出的燃 油，压力不断上升，最高可达2050bar。
奥迪全系自学手册(SSP)：Kalibrierung Rückfahrkamera2
倒车摄像系统的校准在完成车辆的检修工作后，可能需要对倒车摄像系统进行校准，例如完成下面的工作后：t拆、装倒车摄像头－Ｒ１８９ －t更换倒车摄像系统控制单元 － Ｊ７７２ －t出现交通故障后修理过行李箱盖t车轮定位工作t修理前、后桥准备工作要想进行校准工作，必须将车辆停在坚固且平坦的地面上。
在测量过程中，车内不得坐人。
测量中车辆不可移动，不得打开和关闭车门。
行李箱盖应关上。
– 将ＶＡＳ５０５１接到车上。
– 将转向角传感器－ Ｇ８５置于０位（摆正车轮）。
所安装的测量装置一览1 - 左测量片2 - 右测量片Seite 1 von 5WI-XML3 - 用于支撑距离测量仪的右侧角钢4 - 塑料座q３个，在校准板底部q可以调节，用于修正校准板的水平状态5 - 校准板上的划线激光q接通和关闭见使用说明书6 - 距离测量仪q操作说明见使用说明书7 - 校准板上的水平仪q用于检查校准板的水平状态8 - 用于支撑距离测量仪的左侧角钢9 - 校准盘上的测量区q距后桥１．４７ｍ － １．９０ｍ（尺寸－Ａ－）安装及调整测量装置– 检查一下轮辋有哪个分度圆。
– 将车轮接收器调至合适状态。
– 为此要拧紧分度圆上车轮螺栓的三个转接头。
– 将测量片放到两个车轮接收器上，并用夹紧螺栓固定。
– 将车轮接收器放到后车轮的车轮固定螺栓上。
于是车轮接收器就被“Ｏ型箍定位在转接头内并被固定住了。
说明– 接通校准板上的激光－１－并校准整个校准板的位置，使得激光束经后雨刮器轴照到车后部。
– 按压距离测量仪上的ＯＮ按键接通测量仪。
在激光的作用下会出现下面的显示内容。
– 请您像图示那样手持距离测量仪－２－，要将其靠紧在校准板的一侧，因此测量仪必须紧靠在角钢上。
– 必须保证距离测量仪发出的激光束照到测量片的大端－１－。
如果没有达到这个状态，那么必须用车轮接收器上的夹紧螺栓对测量片进行相应的调整。
– 用一支手按图示把住距离测量仪，这时应能看到激光束照到测量片上。
奥迪全系自学手册(SSP)：Q7_Lernzielkontrolle_InsassenschutzII_Loesung_DE
□{0>Beschleunigungssensor<}0{>加速度传感器<0}
□{0>Reedsensor<}0{>簧片式传感器<0}
□{0>Hallsensor<}0{>霍尔传感器<0}
{0>Frage 10
Wie viele Treibladungen hat der Fahrerfrontairbag im Audi Q7?<}0{>问题10：Audi Q7的司机安全气囊分几级起爆？<0}
{0>ist ein pyrotechnisches Bauteil<}0{>是一个烟火式部件<0}
{0>und kann nach Aktivierung nicht wieder verwendet werden<}0{>且在爆炸后不能再使用的<0}
{0>und kann nach Aktivierung wieder verwendet werden<}85{>且在爆炸后可以再使用的<0}
{0>Hybridgasgenerator einstufig<}0{>单级混合气体发生器<0}
{0>Rohrgasgenerator mit Feststofftreibsatz<}0{>固体燃料的管状气体发生器<0}
{0>Hybridgasgenerator zweistufig<}0{>二级混合气体发生器<0}
{0>Prüfen Sie Ihr Wissen<}100{>考考你<0}{0>Name:<}100{>姓名：<0}{0>Datum:<}100{>日期：<0}
奥迪全系自学手册(SSP)：Q7_EX307_ Kraftuebertragung
P
14 I/VK-35, 11/2005
R N D S
Inhalt
EX 307 Audi Q7 Technik – Kraftübertragung / Verteilergetriebe
tiptronic – 信号的DSO-图象
P/R/N/D/S
Tip- 通道 Tip +
3
4
21
A = 10 针插头，接车辆线束/变速器 B = 4针插头，接车辆线束/变速器 C = 10 针插头， 接显示单元Y26
换档操纵机构 (该例中使用的是 09D 变速器)
13 I/VK-35, 11/2005
信号 P/R/N/D/S
8 9
6 7 3
信号 tiptronБайду номын сангаасc
选档杆位置显示单元Y26
6-档-自动变速器 09D
8 I/VK-35, 11/2005
09D
Inhalt
EX 307 Audi Q7 Technik – Kraftübertragung / Verteilergetriebe
ATF- 冷却
•节温器调节ATF冷却 •单独的 ATF- 冷却器 (空气-机油-热交换器)
ATF- 冷却器
选档杆位置显示单元 Y26
插头连接 A 选档杆传感器控制单元J587（带 有tiptronic 开关F189）
插头连接 C
12 I/VK-35, 11/2005
Inhalt
EX 307 Audi Q7 Technik – Kraftübertragung / Verteilergetriebe
自动变速器的换档操纵机构
奥迪全系自学手册(SSP)：SSP274_Der Phaeton-Infotainment System
Da das Infotainment einer ständigen Weiterentwicklung unterliegt, kann dieses Selbststudienprogramm nur den momentanen Stand der Funktionen wiedergeben.
Funktionen des Infotainments:
● Audio/TV (Radio, CD-Player, Fernsehen)
● Telefon (Handy, Adressbuch-Verwaltung)
● Navigation (Zielführung, Zielinformationen)
● Telemetrie (Stauwarnung, Alternativstrecken)
● Fahrdaten (Entfernungsdaten, Verbrauch, Tankstopp)
Service.
Selbststudienprogramm 274
Der Phaeton Infotainment-System
Konstruktion und Funktion
Das VOLKSWAGEN-Infotainment ist ein elektronisches System, über das eine Vielzahl von Funktionen wie Klima, Navigation, Telefon, etc. zentral verwaltet und bedient werden kann.