奥迪全系自学手册(SSP)：01-II-介绍

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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
Q7 -传动系统
6-速手自一体变速器.
Sheet 11 ✓
加速及方向控制.
Sheet 3 ✓
Q7 -传动系统
部件分布. (I)
后差速器 Sheet 4 ✓
分动齿轮变速器
前差速器
Q7 -传动系统
部件分布. (II)
后传动轴链条
Torsen 差速器输入轴
Sheet 5 ✓
前传动轴
Q7 -传动系统
行星齿轮. (I)
行星齿轮
太阳轮
Sheet 6 ✓
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
外齿圈
太阳齿轮
Sheet 7 ✓
行星齿轮架
Q7 -传动系统
工作原理 (扭矩传动流程).
前传动轴 (链条传动)
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
Sheet 1 ✓
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
差速锁定范围
Sheet 2 ✓
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

奥迪培训教材第二章

奥迪基础知识运用——事故车报价与维修第一节致晋级到第二章学习的同仁致各位同仁：首先祝贺你顺利通过了第一章基础知识的学习与测试，相信第一章的内容已经在你的脑海中清晰可见，这样很好。

为第二章《基础知识的运用——事故车报价与维修》的学习打下了坚实的基础。

对于第二章的学习各位主编推荐给你的学习方法如下：第二章的主要内容就是报价，尤其是事故车的报价更能将第一章的内容加以巩固。

第一章我们都学过了配件查询软件如EPC，ETK或电子目录等的使用方法，第二章就是运用这些软件练习查询出正确的配件编号，并根据编号查询出配件报价。

看起来很容易，实际做起来还是有些难度的，所以提醒各位，不要眼高手低，一定要认认真真的多加练习。

在练习时一定要掌握几个要点：1.首先要确定你对车间报料单上称呼的配件名称是完全理解的（当然这里面“理解”的含义不仅仅指报料单上配件名称你能念下来，更重要的是报料人报的这个配件名称你要知道是什么配件，避免意会的错误，如报料人报的这个配件是指A，你意会成B），当对报料单上配件名称不理解时一定要找报料人进行实物的核实，严禁单纯依靠报料人在软件图上指出的配件为准。

这样不仅对你业务能力的提高一点好处也没有，而且有时由于报料人可能看不懂我们的软件图而指错。

所以这一点在做时一定不要怕麻烦，不懂的一定要不断的核实实物。

2.对于配件的报价要多加练习，尤其要多加练习事故车单子的报价，因为一方面练习得多了，就会熟能生巧，提高效率，另一方面对事故车报价的多练习会让你对汽车细致的结构更加熟悉，能使你在工作中举一反三更加游刃有余，业务能力会得到快速的提升。

3.这里推荐给大家个练习的方法：首先工作之余每天要给自己定个目标，比如规定自己每天要练习两个或几个事故车的查询，如果没查完就不下班（可以是以前我们修过的事故车的单子自己拿来查询）然后在查的过程中发现自己查错的地方要单独找个本子作下记录，并分析下自己查错的原因，如此坚持一个月到两个月，你自己便可以发现自己比其它没有这样做的同事水平高多了。

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Q5混合动力四驱车自学手册

自学手册 489仅供内部使用Audi Q5 hybrid quattro 奥迪Q5混合动力四驱车AudiService Training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。

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。

另外，其电机在车辆减速时可以回收能量。

在电动模式时，Audi duo混合动力轿车的最高车速可达到80 km/h；要是以TDI发动机作为动力，其最高车速可达170 km/h。

这种设计理念是非常超前的。

奥迪在开发混合动力技术的同时，也开发了单独依靠电力即可长途行车的一系列轿车 -- e-tron，这些车也都采用了这种插电式（Plug-in）混合动力技术。

Audi A1 e-tron干脆就是纯电动动力车了，该车在增程发动机和动力前轮之间根本就没有任何机械连接。

因此，Audi A1 e-tron是为在人口密集的市区使用而设计的。

489_020 489_021 489_022Audi 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。

奥迪全系自学手册(SSP)：Q7_Lernzielkontrolle_InsassenschutzII_Loesung_DE

□{0>Drucksensor<}0{>压力传感器<0}
□{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_Lernzielkontrolle_Fahrwerk_Loesung_DE

{0>Nimmt das aas-Steuergerät am Nachlauf des CAN-Antrieb teil?<}0{>自适应空气悬架（aas）控制单元参与驱动CAN-总线的延时功能吗？<0}
□{0>Nein, 120 Sekunden nach Erhalt des letzten Eingangssignals geht das Steuergerät in den sleep Mode.<}0{>不，最后一次接收到输入信号后120秒，该控制单元进入休眠模式。<0}
Prüfen Sie Ihr Wissen
{0>Frage 1<}100{>问题1<0}
{0>Wird für den Q7 ein vollwertiges Reserverad angeboten?<}0{>Q7车都有一个完整的备用车轮吗？<0}
□{0>Nein, generell nicht.<}0{>不，一般没有<0}
□{0>Vor der Systeminitialisierung wurde das Steuergerät nicht kodiert.<}0{>在系统初始化前，没有给控制单元编码。<0}
□{0>Bei aas im Q7 ist keine Systeminitialisierung mehr erforderlich.<}0{>Q7车的自适应空气悬架不再需要进行初始化。<0}
□{0>Ja, unabhängig von der Karosserievariante<}0{>是的，不管车身是什么样的都有<0}

奥迪全系自学手册(SSP)：Q7_EX307_ Kraftuebertragung

P/R/N/D/S – 信号的DSO-图象
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A3自学手册1

目录
页码
导言 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 04
钢板８
“激光拼焊板＂ห้องสมุดไป่ตู้是根据尺寸加工的，材料强度不同的金属板。
ＳＳＰ２９０＿０７１
车顶隐形接缝车顶和侧壁边框通过激光进行无缝焊接。
激光焊缝的整体长度为３米。
Ａ－Ａ截面图
车顶激光焊接的隐形接缝外侧围板
Ａ－Ａ截面图
车身一览
这种稳固的上部结构保证了整体抗弯和抗扭性在Ｔｒｉｍｍｅｄ－Ｂｏｄｙ（修剪实体）结构上增强了２０％。
装备和材料的独特性再次将奥迪车型典型的高标准带入到了紧凑型车中。
网关作为独立的控制单元
Ｖ６发动机４
直接换档变速箱
白车身变更
ＳＳＰ２９０＿０１８
空调调节装置可以分开独立调节
电动助力转向系统５
简单扼要
０４款奥迪Ａ３轿车一瞥在以下的图例中将显示相对前任车型所更改的数值。
引言
凸肩宽度
车身
白车身
车身轻型结构
在考虑下列要求的同时， — 被动安全性 — 扭转强度 — 震动舒适性 — 声学性能重点是对轻型结构的研发。
上部结构
上部结构的强度是通过现代化的连接技术来实现的。现在车型上的激光焊缝和粘接长度比前任车型的要多、要长。在上部结构中，高强度和超高强度金属板的重量分配提高到了近５０％。
发动机