奥迪全系自学手册(SSP)：04-II-测验
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。
AUDI TT自学手册2
The new TT by Audi is a thoroughbred sports car. The suspension system is one of the features key to meeting this high standard. The basic TT has a con-ventional steel-sprung suspension - the so-called "dynamic suspension system". The new Audi mag-netic ride system is optional. It is a semi-active sus-pension system with magneto-rheologically controlled dampers.381_064Sport or comfort damper settings can be selected at the touch of a button.The S-line suspension by quattro-GmbH has been developed to meet the growing customer demand for vehicle customisation. This suspension is sport-ier than the dynamic suspension and reduces vehi-cle ride height by 10 mm.4Front axleOverviewAn improved version of the McPherson suspension is employed. The design of the front axle is identical to that of the Audi A3. Track width is 13 mm wider on each side than the Audi A3.AxlesDetail modifications have been made to reflect the particularly sporty character of the Audi TT. In addi-tion to the tuning parts (springs, dampers and anti-roll bars), the same axle components are used in all TT suspension variants.381_001Coupling rodAnti-roll barSpringDamperWheel bearingSubframeWishboneSwivel bearingBall joint5System components SubframeThe aluminium subframe bears the wishbones, the anti-roll bar and the steering gear of the electrome-chanical steering system. The two brackets for mounting the wishbones are now common parts.The Audi TT is living proof that sportiness and light-weight design go hand in hand. The illustration shows the aluminium components of the front axle.BracketsSubframe381_002WishboneSelf-aligning supportSwivel bearingSuspension strut Swivel bearingSwivel bearing Retaining elementWishboneBall jointSubframeBracketWishbone8Axles381_006= position of the ball joint in the Audi A3= lower position of the ball joint in the Audi TT = position of the centre of roll in the Audi A3= higher position of the centre of roll in the Audi TT381_007Anti-roll barLink rodAnti-roll barA tubular anti-roll bar is used on models with front-wheel drive, while a solid bar is used on quattro models.The link rod is a carry-over part from the Audi A3.The centre of roll is the level with the front axle in the centre of the vehicle about which the body piv-ots when subjected to lateral forces, e.g. when cor-nering.Wishbones, ball joint and bracketThe ball joint is in a lower position than on the Audi A3. The result is a higher centre of roll. Thisimproves roll stabilisation and gives particularly sporty handling.9Rear axleOverviewThe rear axle of the Audi TT is basically identical in design and function to the rear axle on the Audi A3 . The wheel carriers, damper bearings and wheel bearings are modified versions of the components used in the Audi A3. Track width has been increased by 15 mm on each side over the Audi A3.381_008Rear axle for front-wheel driveThe suspension and damping components (springs, dampers and anti-roll bars) have been adapted to the specific requirements of the Audi TT. Additional stone chip protection is provided for certain mar-kets. The trailing arms on these models are pro-tected by plastic claddings.381_009Rear axle for quattro modelsWheel bearing Wheel carrierRibbed washersWheel alignment Front axleToe and camber can be adjusted at the front axle. The toe-out values are adjusted at the track rods. Unlike on the Audi A3, left and right camber can be adjusted separately.The camber is adjusted at the connection between the wishbone and the guide bearing. For this pur-pose, the holes in the guide bearing are oblong in shape.381_012Track rodGuide bearingWishboneRear axleThe camber and toe can be adjusted at the rear axle.The adjustment procedure is the same as for the Audi A3.381_013Camber adjustmentToe adjustmentBrake systemOverviewESP:TEVES Mk60E1 withoptional Tyre Pressure MonitorFront axle brake caliper:16" for all four-cylinder models17" for all six-cylinder modelsBrake servo:10", 11", 7/8", with contactless brakelight switchwithout dual rate characteristicRear axle brake caliper:16" for all four-cylinder models 17" for all six-cylinder models381_014Brake systemFront axleEngine R4-4V 2.0l TFSI VR6 3.2l MPIMinimum wheel size16"17"Brake type FN3FNR-G Number of pistons11Piston diameter (mm)5457Brake disc diameter (mm)312340Rear axleEngine R4-4V 2.0l TFSI VR6 3.2l MPIMinimum wheel size16"17"Brake type CII 38CII 41 Number of pistons11Piston diameter (mm)3841Brake disc diameter (mm)286310System componentsFront axle wheel brakeThe brake calipers are identical in design andprinciple of operation to the brake calipers on theAudi A3. A zinc-nickel coating is now applied. Brakecalipers are optionally available in a grey finish. Thebrake discs for the 16" system have been adoptedfrom the Audi A3. The brake discs for the 17" systemare a modified version of the discs used on the AudiA3. This change was necessary due to the modifiedrim geometry of the SST wheels.The Audi TT has new brake hoses with modifiedholders on the swivel bearing compared to the AudiA3.The 16" and 17" splash plates have been adoptedfrom the Audi A3. Break pad wear is measured in aconventional fashion on the interior lining of the leftwheel brake. The 17" system is equipped with avibration damper. The damper is attached to thebrake caliper by the lower fastening bolt.381_01516" wheel brake381_01617" wheel brakeBrake systemRear axle wheel brakeThe brake calipers are identical in design and princi-ple of operation to those on the Audi A3. The brakecarriers have been modified since the Audi TT haswider rims than the Audi A3 and, because of this,the requisite clearance for the handbrake cablewould not have been assured had the A3 brake car-rier been adopted unchanged.381_01716" wheel brakeCompared to the Audi A3, the brake calipers havebeen shifted 10 mm further inwards. Two new 16"and 17" splash plates are used. The brake hoseshave been modified. In the Audi TT the transitionpoint from brake hose to brake line is located on theside member (it is located on the subframe in theAudi A3) .381_01817" wheel brakePower brake unit / brake servoIn the case of the 16" systems, 10" single brake ser-vos are used on left-hand-drive models and 7/8" tan-dem brake servos on right-hand drive models.Vehicles with 17" systems are equipped with 11" sin-gle brake servos for left-hand-drive models and with7/8" tandem brake servos for right-hand drive mod-els.For the Audi TT, no dual rate characteristic* wasapplied to the brake servo.The OHB-V function known from the Audi A3 * wasimplemented on vehicles with 3.2l VR6 engine anddual-clutch gearbox.381_019 * dual rate and OHB-V are described in SSP 313Like in Audi A3 models after November 2005, thecontactless brake light sensor is used on the AudiTT. Brake light and brake test switches are no longerrequired on the brake pedal.The pedal assembly has been adopted from theAudi A3.Brake light sensor381_020381_023Block valveInlet valveESP hydraulic unit(excerpt showing the hydraulic control device for a wheel brake)Linearised switch valves381_022no longer possible to disconnect the control unit from the hydraulic unit in the service work-the ESP Off key.Sensor unit G419The sensor unit comprises senders G200 (lateralacceleration sender), G202 (yaw rate sender) and, onmodels with quattro four-wheel drive, G251 (longitu-dinal acceleration sender) . The sensor unit hasbeen adopted from the Audi A3. The service proce-dures for calibrating the sensors are the same as forthe Audi A3.381_024Wheel speed sensors G44 - G47The wheel speed sensors for wheel speed measure-ment have been adopted from the Audi A3.Steering angle sender G85The steering angle sender is identical in design andfunction to the sender on the Audi A3.381_026ESPOperation and displaysThe functions of button E256 for ESP and TCS were extended as follows:Briefly pressing the button (<3 s) deactivates only the TCS function. TCS OFF improves traction when starting from a stop on loose surfaces (e.g. on snow or sand).TCS OFF is active up to a road speed of 70 kph. TCS is switched on automatically when this speed is exceeded.In all-wheel-drive models, TCS is automat-ically switched off again when the vehicle's road speed drops below 70 kph. In front-wheel-drivemodels, TCS is not automatically switched off when the vehicle's road speed drops below this threshold.If the button is pressed for longer than 3 s, the ESP function is switched off.When the brake is applied, TCS and ESP areswitched on again for the duration of the braking manoeuvre and remain active until a stable driving condition is restored.The ESP function is activated automatically if faults are diagnosed in the magnetic ride system or when actuating the rear spoiler.If the button is pressed for longer than 10 s, the ESP function is switched on again and cannot be switched off again until the ignition has been turned off and on again.381_025381_027TCS OFF381_027aSWITCHEDESP OFF381_027bESP / TCS ONSteering systemElectromechanical steering system EPSThe electromechanical steering system EPS which has proved successful in the Audi A3 is also fea-tured in the new Audi TT. The following modifica-tions have been made compared to the Audi A3:381_028new track rod outer joint with larger joint diameter and modified journal geometryreduced steering angle, steering rack shortened from 80 mm to 78 mmnew control unit due to newcontrol software without dsr functionIn the case of the Audi TT, the power steering assist maps are determined by the powertrain type (front wheel drive or quattro) In the case of the Audi A3, the weight of thefront axle is the determinant factor.ReferenceFor detailed information on the design and function of the EPS system, refer to SSP 313.Steering systemSteering columnA mechanical steering column is used in the Audi TT. The steering column is basically identical in design and function to the steering column in the Audi A3. The following modifications have been made compared to the Audi A3:381_029Shear element for crash safety adapted to TTLonger drive shaftLarger adjustment range:Longitudinal adjustment: ± 30 mm Height adjustment: ± 25 mm381_030Steering wheelA redesigned steering wheel is used in the Audi TT.All models are fitted with three-spoke leather-bound steering wheels with integrated two-stage airbag module. In addition to the standard version, combinations are also available of multifunction, Tiptronic and leather stitching in various colours. The skeleton is made of magnesium. The diameter of the steering wheel rim is 5 mm less than on the Audi A3. As in the Audi A3, the airbag unit is bolted. A new feature is the use cage nuts are used for tol-erance compensation.The airbag module is centred in the steering wheel with two locating pins.Audi magnetic rideOverviewThe Audi TT is the first Audi to feature Audi mag-netic ride - a new semi-active suspension system with magneto-rheologically controlled dampers. Sport or comfort damper settings can be selected at the touch of a button.381_031Shock absorber dampingadjustment warning lamp K189Vehicle level senders G76-78,G289Shock absorber damping adjustment valves N336-339ECD control unit (electronically controlled damping) J250Shock absorber damping adjustment button E387Audi magnetic ride improves driving dynamics and driving comfort for the following reasons:– reduced body movement (pitch and roll)– optimised vibration behaviour – improved road-holding – improved handlingAudi magnetic ride381_033Magnetic coil not activated Magnetic coil activatedPiston boresOperating principleWhen the magnetic coils are not activated electri-cally, the magnetic particles are arranged irregularly in the damper oil.During the piston stroke, the indi-vidual particles are forced with the fluid through the piston bores. The particle-laden suspension damp-ing fluid has a low resistance to the movement of the piston. As a result the damping force is low.When the magnetic coil is activated electrically, the magnetic particles are aligned with the magnetic field lines. Thus, long particle chains form in the vicinity of the piston.These particle chains are aligned cross-wise before the fluid enters the piston bores. During the piston stroke, individual particles break up and are forced with the fluid through the piston bores. To "break up" these chains, force must be applied, i.e. work must be done. The resistance which the piston must overcome is greater than in the case of a non-ener-gised magnetic coil, and is dependent on theamount of electrical current and the strength of the magnetic field.This allows greater damping forces to be achieved.The damping function is based on the magneto-rhe-ological effect. The prerequisite for this is the use of a special damping fluid. This magneto-rheological fluid is a suspension consisting of a hydrocarbon-based synthetic oil in which soft magnetic particles with a diameter of 3-10 µm are held in suspension.To stabilise the fluid, various additives are added. Applying a magnetic field changes the properties of the magneto-rheological fluid. The magnetic parti-cles are aligned in the direction of the magnetic field lines. This alters the flux voltage of the fluid.381_032Magneto-rheological fluid in non-magnetised stateMagneto-rheological fluid in magnetised stateMagnetic particles Magnetic fieldSystem componentsDamperThe magneto-rheological dampers are much sim-pler in design than conventional dampers. The com-plex conventional damping valves are no longer required. These have been replaced by bores in the piston through which the fluid is displaced. In addi-tion, single-tube dampers are used. The magnetic coils are integrated in the pistons.Power is supplied through the hollow piston rods along discrete lines from control unit J250. Depend-ing on engine type (4 cylinder or 6 cylinder engines), different front axle dampers are used.A singledamper is used for all engine types on the rear axle.381_034PistonsBoresCable to electrical control deviceFront axle damper Rear axle damperConnectorConnectorDamperVariable activation of the solenoid valve allows the shock absorber damping force to be adjusted over a wide range.Audi magnetic ride381_035Damping speed [m/s]Adjustment range of Audi magnetic ride Conventional damperD a m p e r f o r c e [N ]Compression (bump)Tension (rebound)Comparison of the damping force characteristics of Audi magnetic ride and conventional dampersSport settingComfort settingSport settingDamping force adjustments are made within millisec-onds. This allows the damping force to be adapted to requirements during the bump and rebound cycles.ECD control unit (electronically controlled damping) J250The control unit receives the measured data from the vehicle level sender, as well as information on the current driving condition from the ESP . The con-trol unit processes the data and thus determines the momentary activation currents for the dampers. Each damper is activated individually. The dampers are not activated when the vehicle is stationary. The control unit is located under the front passenger seat.381_036Vehicle level senders G76-78, G289The vehicle level senders are identical in design and function to those used in the Audi A6 and Audi A8. The sampling rate is 800 Hz. Design and function are described in detail in SSP 343. Measured data is read in by control unit J250 across discrete lines, processed and relayed to the headlight range con-trol, control unit via the CAN bus.Shock absorber damping adjustment button E387Warning lamp K189The button is used to select a damper setting. In standard operation the dampers are configured for comfort. A sport damping characteristic can be acti-vated pressing the button. The LED indicator inte-grated in the button indicates that the sport setting is active. Depending on dash panel variant, an addi-tional text message may appear.The signal from the button is read in by the control unit across a dis-crete line.Warning lampSystem faults are indicated by a warning lamp in the dash panel insert.The warning lamp is checked whenever the ignition is turned on.The warning lamp also comes on if the dash panel insert has been coded incorrectly.381_037381_038381_039Audi magnetic rideSpecial functionsTemperature modelThe suspension damping becomes softer withincreasing magneto-rheological fluid temperature. A software module for temperature compensation is integrated in the control unit. The rising tempera-ture is compensated by increasing the magnetic coil activation current.Likewise, the activation current is reduced at low ambient temperatures.Temperature is determined indirectly by measuring the resistance of the magnetic coil.A current of 3A is applied to the coil for the duration of 40 ms.The required voltage is determined and the resist-ance is calculated.The basic value is the resistance measured in a vehi-cle which has been shut off for at least 6 hours. The following measurements are correlated with the basic value. Based on the change in resistance, the control unit determines the actual temperature in the shock absorber damper.In addition, the temper-ature of the control unit is calculated. This is done by evaluating the electrical currents provided by the control unit to activate the coils.Temperature shut-offThe magnetic coil activation current must beincreased in order to compensate for the effect of temperature increase in the dampers. However, increasing the electrical current causes further heating of the magnetic coil.Upwards of a defined threshold temperature of (90°C), therefore, it is no longer possible for the driver to select 'Sport' mode.Emergency operation in case of failure in electrical activation of the magnetic coil In 'Sport' mode, higher damping forces are pro-duced by increasing the magnetic coil activation current. Activating the 'Sport' mode would, there-fore, cause a further increase in the already high temperature in the suspension damper. The control unit is shut down when its temperature exceeds 110°C.381_040Damping speed [m/s]Adjustment range of Audi magnetic rideD a m p e r f o r c e [N ]Compression (bump)Tension (rebound)Suspension damper force characteristic of Audi magnetic rideMost comfortable damper settingIn case of failure in electrical activation of multiple magnetic coils, the magnetic coils of all suspension dampers are no longer activated.In this case, the most comfortable suspension damping characteristic is set.Shock absorber testWhen the button is pressed for longer than 5 s, the magnetic coils are activated by the application of a constant electrical current.In this state, the shock absorbers can be tested on the test bench. The indicator LED in the button flashes when the "shock absorber test" mode is active. The system exists the mode automatically when the button is pressed again, after ignition on/off or when driving at a speed of at least 10 kph.381_041Audi magnetic ride381_042PositiveEarthPowertrain CAN bus Input signalOutput signal J250ECD control unit (electronically controlled damping) G76-78,G289Vehicle level sendersN336-339Damper adjustment valvesE387Shock absorber damping adjustment buttonFunction diagram31CAN data exchange381_043J250 ECD control unit (electronically controlled damping)System status (2,5,8)Activation of warning lamp, text display (8,5)Position of button E387 (2,5,8)Height front right, front left, rear right, rear left (4)Automatic activation ESP (2,5,8)J533 Diagnostic interface (8) Date, timeTerminal 15 -counter Mileage (km)Time not in useJ519 Onboard power supply control unit (9)Status of terminal 50J220 Motronic control unit (1)Momentary position of brake light switch, brake test switchCoolant temperatureIntake air temperature (ambient temperature)Engine torqueDriver torque inputJ104 ESP control unit (2)ESP on or offESP system statusMomentary vehicle speed ABS activeLateral acceleration Brake pressure Yaw rateJ527 Steering column electronics control unit (3)G85 Wheel angle sender Max. steering angle Steering speedStatus of terminal 30J431 Headlight range control,control unit (4)(receiver only)J285 Control unit with display in dash panel insert (5)Time not in use of the vehicleStatus of combined light (terminal 58d)Ambient temperature VINInformation sent by control unit J250Information received and evaluated by control unit J250Powertrain CAN busDash panel insert CAN busConvenience CAN bus32Service workAddressThe system can be addressed in the diagnostic tester under the address: 14 Wheel damping.System initialisation - teaching in the new standard positionThe system initialisation must be performed when the control unit J250 and/or one or more vehicle level senders is replaced. The characteristic curves of the vehicle level sender are stored in the control unitDuring the system initialisation procedure, the con-trol unit is informed which vehicle ride heights at the wheel positions match the actual measured val-ues generated by the vehicle level sender. If these assignments are known to the control unit, then all measured values generated subsequently by the vehicle level sender can be converted to vehicle ride heights. The basic system initialisation procedure is identical to the procedure for initialising the aas systems in the A6 and A8. The system initialisation can only be performed when the code control unit is coded.381_046CodingThe coding tells the control unit the powertrain type and engine type of the vehicle. The control unit accepts the new coding after ignition on/off.1 = heavy engine (6-cylinder)3 = lightweight engine (4-cylinder)3 = coupé with front-wheel drive 8 = coupé quattro381_045Audi magnetic rideFinal control diagnosticsThe shock absorber dampers can be activated selec-tively in the final control diagnostics.The shock absorber dampers are activated by apply-ing a current of 2A.Data blocksThe data blocks are used to check key system statusinformation.The temperature values calculated forthe dampers and control unit, for example, are rep-resented in data block 28.Cold startingWhen control unit J250 or shock absorber dampersare replaced, the control unit must determine theelectrical resistance values of the damper coils atambient temperature. The control unit saves thesevalues as "standard values" for purposes of temper-ature compensation (refer to "Special functions -temperature model").This function is activated automatically after igni-tion on, provided the vehicle has been out of use forat least 3 hours (e.g. even after a a cold start in themorning) . During this time not in use, the tempera-tures of the dampers have adjusted to the ambienttemperature. If the mechanic has fitted shockabsorber dampers which are already at ambienttemperature (e.g. parts sourced directly from thespare parts warehouse), the resistance measure-ment function can be started immediately by acti-vating the "Cold start" function with the diagnostictester.FlashingThe control unit software can be flashed by an exter-nal data carrier (CD, online interface) .3334Wheels and tyresOverview381_0477.5J x 16 ET 45 (1)Cast aluminium wheel painted 225/55 R 16Engine Basic wheels Optional wheels Winter wheels4-cylinder6-cylinder8J x 17 ET 47 (3)Cast aluminium wheel painted 225/50 R 179J x 18 ET 52 (5)Cast aluminium wheel polished,bicolor225/50 R 177J x 16 ET 47 (7)Cast aluminium wheel painted 225/50 R 179J x 18 ET 52 (9)Cast aluminium wheel painted 245/40 R 188.5J x 17 ET 50 (2)Forged aluminium wheel painted 245/45 R 179J x 18 ET 52 (4)Cast aluminium wheel painted 245/40 R 189J x 18 ET 52 (6)Cast aluminium wheel painted 245/50 R 187J x 17 ET 47 (8)Forged aluminium wheel painted 225/50 R 17also available optionally as SST wheel381_048Conventional wheel geometryextended hump 2381_04936Wheels and tyresLow tyre pressure indicatorOverviewIn all markets except North America the Audi TT fea-tures a newly developed low tyre pressure indicator.Being an indirect measuring system, no tyre pres-sure sensors are installed in the wheels.381_050J533J793J104J285G44G45G47G46Dash panel insert CAN bus Powertrain CAN busE492J285Control unit with display in dash panel insert J533Data bus diagnostic interfaceJ793Tyre pressure monitor control unit 2E492Tyre pressure monitor display button J104 ESP control unit G44-47Wheel speed sensorDesign and functionData processing in the Audi TT is performed by con-trol unit J793, and is no longer an integral part ofthe ESP control unit. The control unit is locatedbehind the dash panel insert.Tyre pressure monitor displaycontrol unit 2 J793381_05137Wheels and tyresDesign and functionUsing a new evaluation method, it is now possible to detect simultaneous pressure loss to at multiple wheels. Tyre pressures are monitored simultane-ously using two different concepts.1. Tyre circumference monitoring– Tyre circumference decreases as a function of loss of pressure. As a result the wheel mustrotate more quickly to cover the same distance asa fully inflated tyre. Wheel speeds are transmit-ted to control unit J793 by the ESP control unit. In the current Audi A3, the wheel speeds of thediagonal wheels are added and both diagonalsums are correlated with one another. In thisway, allowance is made for different wheelspeeds when cornering. In the Audi TT, the tyre circumferences are compared axle by axle and side by side.Allowance is made for yaw rate and steeringangle when cornering.2. Tyre vibration monitoring– Torsional vibration is excited in each tyre while rolling, due to road surface unevenness. These vibrations can be determined by evaluating the wheel speed signals. When the tyre pressuredecreases, the vibration characteristicschange.This monitoring concept, which is anadditional feature compared to the Audi A3, it is now possible to reliably detect simultaneous loss of pressure at multiple wheels, as for exampleoccurs over time at all four wheels due to diffu-sion.38。
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。
奥迪服务质量管理培训自学手册(pdf 138页)
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► QRH的设计必须高度有序，其“最紧急的”----“次紧急的”应是严格有序的。另外，QRH应该易取易放，独立存放。在其编 排中如非必要，应尽量避免条件式的条目，即使有也应该采取缩进式的排版。因为这些另人目不暇接的“如果……如果……” 会很容易导致误操作的产生。条件允许的话，可以在检查单的末尾加上“参看手册某某页”等条目。但必须保障机组成员面对 故障的处置程序可以仅仅在QRH的指令下完成，而不需要参阅手册。MEL等任何其它的指导。最后，在QRH投入使用之前还 必须送交人为因素学专家进行研究，并通过模拟紧急情况下的使用实验。
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高质量的的检查单最终还是要通过机组来操作和实施。根据检查单的实施方法，我们可以将检查单分为三类：
第一类：念做型。即一个检查员念检查单项目，另一名飞行员依照其所念条目执行并回答。这一类检查单的优点是顺序感强，机组工作负担 小。但其设计余度不高。
第二类：核对型。即飞行员先按一定程序凭记忆做完工作，然后一名飞行员念检查单，另一名飞行员核实并回答。这一类检查单余度好，但 要求飞行员严格遵守SOP，并保证其动作的有序性。
安全是对旅客最好的服务，安全是旅客对南航最大的重托。为此， 数十年来，南航在安全飞行上孜孜以求，如履薄冰，并时刻以 “安全每天从零开始”的标准要求自己，日复一日，年复一年， 承担起旅客对南航的信任与重托。当您在万米高空，天涯海角飞 行时，我们的运作指挥中心时刻跟踪者您乘坐的飞机，分分秒秒 追踪着您的安全旅程。当您乘坐的飞机，发生一点点异样时，南 航地面的机务工程师们马上就可接受到信息，他们利用“空地远 程诊断系统”时刻监护着飞机的健康状况。当您仍在空中旅行时， 他们就制定出一套“治疗”方案。飞机还未抵达目的地或备降机 场，我们的机务工程师和航材就已经在机场待命，分秒必争，排 除隐患，再次安全起飞。
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_Lernzielkontrolle_Fahrwerk_Loesung_DE
□{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}