The outer, stationary stator and the rotor housed within it make up the two main components of a three-phase asynchronous motor. The stator is a sheet package made up of thin electrical sheets that are magnetically conductive. The three three-phase current phases from the power electronics are connected within these copper wire coils. They produce a circumferential (spinning) magnetic field when a voltage is applied to them. The rotor is carried along with the excitatory rotating magnetic field of the stator with a low rotational speed difference, i.e. asynchronously, by the rotating field of the stator. The electric motor in the car functions as a traction motor if the rotor rotates more slowly than the rotating magnetic field. Alternatively, it can function as a generator, transforming kinetic energy into electrical energy. The asynchronous motors are extremely efficient because they do not experience any electrically induced drag losses when they are deenergized. Additionally, they have the ability to temporarily enhance their output, maximizing the car’s performance in boost mode. They offer additional benefits in addition to being incredibly light thanks to the aluminum rotor, including: They are exceptionally sturdy and require little upkeep. Additionally, the construction of the electric motors does not include the use of rare earth elements.
In This Article...
Audi valvelift system (AVS)
Variable valve control is a technique that is used in the Audi valvelift system (AVS). Audi employs it for various purposes in several engines, although each engine’s operating principle is the same: The camshafts, which have cam profiles with various curves, are mounted with sleeves. The sleeves are moved axially a few millimeters by electromagnetically activated pins that enact into spiral-shaped grooves on their outer outlines. Depending on where the sleeve is, either the low cam or the high cam opens the valve.
The intake valves are affected by the AVS in the new 3.0 TFSI, the 2.9 TFSI, and the 2.0 TFSI with 140 kW (190 hp). According to engine load and speed, it modifies their lift and timing (opening duration) over two levels, which in turn regulates the volume of air that is admitted. The lift and opening durations are relatively brief in part-load operation. Throttle losses can be significantly eliminated if the throttle valve is left open. The AVS switches to a higher lift and delayed valve closing at higher loads. The size of the charge in the combustion chamber grows, and the engine can aspirate air freely for higher torque and power.
The AVS adjusts the lift of the exhaust valves in select gasoline engines with four cylinders and in the 2.5 TFSI with its five cylinders. In especially in the low rpm range, this lowers flushing losses in the combustion chamber and guarantees adequate exhaust gas flow to the turbocharger. Increased torque and dynamic engine response are the outcomes.
When driving at a moderate speed, the technology in the 1.4 TFSI serves to deactivate half of the cylinders, which lowers fuel consumption. While the active cylinders run at the greater efficiency levels found in higher load regions, the deactivated cylinders typically operate without losses, such as compressed gas springs.
This technology is also featured in the 4.0 TDI. Here, the two turbochargers are controlled by the Audi valvelift system and switched in accordance with a staged plan. A dual-flow manifold system contains distinct channels that carry the exhaust gases that each cylinder emits from its two exhaust valves. One of the two turbochargers is supplied by every channel. The AVS maintains one of the two exhaust valves closed at low loads and engine speeds so that the whole exhaust flow reaches the so-called “active” turbocharger. The second exhaust valve opens as engine speed rises, turning on the second turbocharger in the process. When necessary, additional AVS units mounted on the intake camshafts control how much intake air is charged into the combustion chambers.
B-cycle process
Audi’s B-cycle combustion technology is an efficiency innovation for gasoline engines. It has been especially created for driving in the part-load range, which predominates during everyday driving. Fundamentally, the approach is comparable to the Miller cycle. However, by incorporating more compression, turbocharging, and the Audi valvelift system, Audi engineers have radically upgraded it (AVS). The outcomes: Drivers who drive in a conservative manner enjoy the benefits of a small displacement engine’s fuel efficiency; on the other hand, those who drive aggressively enjoy the dynamic performance of a large engine.
Three TFSI enginesa 2.0 TFSI variation, a 3.0 TFSI V6 engine, and a 2.9 TFSI with biturbo chargingutilize the B-cycle combustion method. The combustion process’ primary characteristic is an unusually quick opening time during induction in part-load. Before the pistons hit bottom dead center, the intake valves of the V6 TFSI already close at a crank angle of 130 degrees (BDC). Throttle losses are decreased by this as well as higher induction manifold pressure. Since there is still just a little amount of new air being introduced, the compression phase doesn’t start until the piston has passed the BDC point. This enables combustion to occur with a relatively small combustion chamber capacity and a high geometric compression ratio of 11.2:1. The lengthy expansion phase is in contrast to the brief compression phase. Greater engine output at the same fuel consumption is the end result, which greatly increases efficiency.
The lower cylinder charge in the traditional Miller cycle reduces torque and power output. By utilizing turbocharging and the two-stage Audi valvelift technology, Audi has countered these consequences (AVS). The AVS of the V6 TFSI closes the intake valves later under higher load and engine speed; the opening time is raised to 180 degrees crank angle in the 3.0 TFSI and to 200 degrees in the 2.9 TFSI. Valve lift rises from 6.0 to 10 millimeters at the same time. The engine revs vigorously and produces an amazing output as the cylinder charge rises significantly.
The B-cycle combustion mechanism in V6 engines heavily relies on the injector’s central location in the combustion chamber. This creates a shape near the intake valves that, when combined with the inlet ducts, allows for focused swirling of the gas charge, improving combustion.
Cylinder on demand
Cylinder deactivation is a component of the efficiency system cylinder on demand (COD). It is used in some of Audi’s engines, including the 1.4 TFSI and the 5.2 FSI. The mechanism disables half of the cylinders in the top gears at low to medium engine speed and load. The four-cylinder engine only uses two cylinders when operating COD. One of the cylinder banks in the V10 is disabled.
Due to the Audi valvelift technology, the COD system also closes the valves in the TFSI in addition to turning off fuel injection and ignition. The cam units are moved by pins that are extended by magnets. These sleeves engage into the spiral curves on the outside of the cam units to transfer two different cam profiles several millimeters onto the camshafts. The valves are kept closed by the valve springs when the profiles, also referred to as “zero-lift” profiles, rotate over them.
The driver hardly even notices the switchover because it just takes a few milliseconds. The operating points in the active cylinders one and four change to higher load, increasing efficiency, while the deactivated cylinders virtually follow with no losses, such as compressed gas springs at low pressure. The deactivated cylinders are revived when the driver steps on the gas pedal. In the customer’s actual driving, the COD system can cut fuel usage by several tenths of a liter per 100 kilometers.
S tronic dual-clutch transmission
With the S tronic dual-clutch transmission, you may have the efficiency of a manual transmission with the ease of an automatic. It comes in a wide variety of types and variations with six or seven gears. For engines positioned longitudinally, Audi has created a customized version of its seven-speed S tronic transmission. The gear wheels for every gear are positioned sequentially on one output shaft in this design. On the other hand, the four variations for transverse mounted engines have a design with two output shafts. This makes construction more compact. There are three versions of the six-speed S tronic for transverse engines, and there are two of the seven-speed version. Three types of longitudinally installed engines are also available, one of which is made specifically for quattro technology and another of which is mounted at the back of the R8 as a sporty version. What the consumer wants in the car and the torque to be transmitted determine which variant pairs best with which engine.
The S tronic features two multi-plate clutches that control various gears. For the odd-numbered gears 1, 3, and 5, the massive K1 clutch distributes engine torque to the gear wheels through a solid shaft. Around the solid shaft rotates a hollow shaft. The K2 clutch, which is either inside the K1 clutch or parallel to it, is where it is attached. The even-numbered gears 2, 4, and 6, as well as reverse, are driven by this K2 clutch. Although there is always activity in both transmission subunits, there is only ever one connected to the engine. For instance, the second transmission structure’s fourth gear is already engaged while the driver accelerates in third gear. As the clutch adjusts, the shifting process happens. While K2 engages, K1 disengages. They are completed in just a few hundredths of a second and with almost little loss of propulsion power. The S tronic shifts so quickly, easily, and comfortably that the driver rarely notices when the gears shift.
The electronics and hydraulic actuator units are housed in a small, sturdy unit called the mechatronics module. The gear shift’s speed may be adjusted thanks to its control concept, which also allows for fine control of the necessary force. The multi-plate clutches are operated with the highest level of accuracy. The seven-speed S tronic is extremely responsive when navigating and operates in stop-and-go traffic as well.
There are numerous applications for the seven-speed S tronic. The “D” and “S” programs are available in automatic mode. To manually shift, drivers can utilize the shift paddles or selector lever on the steering wheel. The high-performance models also have Launch Control, which maximizes the car’s acceleration power when it starts from a standstill. Engine rpms up to 9,000 are supported by the sportiest seven-speed S tronic for longitudinally mounted engines.
The S tronic has many advantages in all of its variations, including a high level of efficiency, clever management, and a wide spread with high gears and lengthy gear ratios. As a result, the advanced transmission can frequently increase fuel efficiency when compared to a manual gearbox. Further increasing efficiency, its two dry clutches don’t require their own oil supply to function. The Audi start-stop mechanism is coupled with all S tronic iterations. The most recent S tronic for longitudinally mounted engines providesshift-by-wire technology in addition to an unique pressure reservoir system, which is a requirement for many assistance systems that lead to assisted driving.
Electric all-wheel drive
The electric all-wheel drive combines an all-wheel drive’s grip and driving characteristics with a single-axle drive’s efficiency. It provides the optimal drive torque distribution between the two axles is continuously and totally variable regulated. When compared to traditional quattro technology, it only takes about 30 milliseconds between the system sensing the driving situation and the torque from the electric motors kicking in. The rationale is that with electric all-wheel drive, electricity is simply dispersed rather of a mechanical clutch being engaged. And it only takes a tiny bit of time. The complete quattro performance is therefore ensured, even in instances where there are abrupt changes in the coefficient of friction and harsh driving conditions.
To attain the best efficiency, the Audi e-tron often uses its back electric motor. The drive torque is typically distributed with a bias toward the rear axle for efficiency reasons. The electric all-wheel drive will shift torque to the front axle as needed if the driver requests more power than the rear electric motor can provide. Additionally, this occurs in advance of slide occurring in snowy circumstances, when cornering quickly, or if the automobile understeers or oversteers. The wheel-selective torque management works in tandem with the electric all-wheel drive to provide excellent traction in a variety of weather conditions and on varying terrain.
Electric powered compressor
When there is insufficient power for a significant torque build-up in the exhaust stream, such as during engine start-up and acceleration at very low engine speeds, the electric powered compressor (EPC) supplements the work of the turbocharger(s). As a result, it allows for immediate responsiveness and dynamic start-up performance. Sporty drivers will value the passing power and quick power delivery while exiting a bend. EPC technology helps drivers maintain low fuel usage and low revs by preventing excessive downshifts.
A 48 volt continuous voltage is used by the EPC. It is located behind the intercooler in the intake air route and is operational in either of the following two operating states: The bypass closes and the EPC precompresses the air flow during startup. The combustion chamber will now be filled to a greater extent. The bypass flap closes and the intake air goes into the EPC, where it is compressed a second time, when the load needed from the accelerator is high while the amount of energy in the exhaust gas is low. The compressor wheel of the EPC is accelerated to up to 70,000 rpm in around 250 milliseconds by a small electric motor with an output of up to 7 kW.
Is driving an Audi automobile enjoyable?
Audi, formerly dubbed “a sinkhole of service difficulties” by Consumer Reports, is now the highest-ranked European brand in the publication’s yearly reliability rankings. According to the survey, Audi, one of several luxury brands owned by Volkswagen (VLKAF), has significantly improved in recent years.
How do Audi drivers behave?
Which company is led by affluent consumers, and which by risk-takers? What do high earners prefer, and what do students choose? Which company is masculine and which appeals to women?
Stereotypes of automobile drivers as perceived by the German populace are shown in a recent representative research with 1029 participants that was published in the Frankfurter Allgemeine Zeitung. We’d like to share nine (verified) cliches with you.
The Audi driverattractive and audacious
Audi has undoubtedly experienced a rapid rise in recent years. From the perception of a dull, humdrum jalopy driven by seniors to a posh sedan even the German Chancellor drives, it was a long journey.
The poll is proof positive that Audi is the car of choice for climbers. The driver appears less determined and haughty than Mercedes and BMW drivers, and he is also perceived as being more humorous. He is less rich and younger than a Mercedes driver, but he has greater sex appeal, according to the pattern.
The BMW driverwild and male
“Sheer Driving Pleasure” is a tagline that BMW customers have been exposed to for years, yet in an era of diminishing polar ice caps, automakers must be ecologically responsible.
BMW is particularly environmentally conscious and boasts of “efficient dynamics.” However, this is only mildly appealing to people. BMW drivers are viewed by them as possible speeders. Only the Porsche driver loses control more. Although not yet as successful professionally as the Porsche driver, the BMW driver is also seen as being similarly sporty and conceited.
The Fiat driverslim and restrained
Germans unquestionably view Fiat as a women’s automobile. Thus, very young women with relatively modest salaries, workers or basic employees without a university degree sit behind the wheel of a Fiat.
She is seen as being moderately athletic, not at all haughty, outgoing, and reserved.
The Ford drivercorpulent and shy
The Ford driver is subjected to a lot of animosity: No driver is thought to be more unattractive and unathletic, according to the survey. The unfortunate Ford customer is elderly and somewhat removed from the executive suit. He is only reputed for his modesty.
Fortunately, we may offer him some solace: The image comes from the person we imagine inside the car, not from the person who actually drives the car. And frequently there are planets between them.
The Mercedes driverserious and bourgeois
The Mercedes driver has three recurring traits: he is older (over fifty), considerably more serious than all the other drivers, and has a reputation for being a petty bourgeois. So a settled independent worker who is very haughty and conventional, unathletic, and rather obese is driving a Mercedes.
Smart, a youthful subsidiary brand of Mercedes, makes vehicles that are incredibly attractive. The respondents picture a sporty young woman driving an environmentally friendly runabout.
The Mini driveryoung and sexy
Female drivers make up the majority of Mini drivers. The Little Briton has more female fans than any other brand. Aside from Porsche and Mercedes, no brand is more manly than BMW, according to the parent company from Bavaria. Mini is the go-to vehicle for women, if there is such a thing.
The Mini’s driver is in his or her twenties (30 or younger), ideally a student with what is assumed to be a modest income. This means that she needs a sponsora mother, father, or husbandto assist her in paying for the zippy car. They probably enjoy it because the Mini driver embodies the ideal stereotype of a woman: attractive, cosmopolitan, upbeat, athletic, and daring.
The Opel driverhonest and good-humoured
The survey indicates that Opel’s marketing strategists have only fair success in making the brand appear young and seductive. The Opel driver’s modesty is his best quality. However, things quickly turn unpleasant: those driving an Astra or Corsa stand out for being ugly, unathletic, and philistine. At least the Opel driver still finds humor in everything. He’s thought to be a lot happier than a Mercedes buyer.
The Peugeot driverpretty and cosmopolitan
German automakers have a hard time picturing a woman driving one of their vehicles. If she wants to be considered stylish, she must either get into a Mini or Smart or a vehicle from a foreign manufacturer. Peugeot is first in line.
The French brand is associated with a certain understated cosmopolitanism in the minds of Germans. The average Peugeot driver is a middle-aged female employee who makes a respectable living, is courteous and modest, fairly attractive, thin, and good-natured.
The Volkswagen driverhappy and modest
Due to the fact that Volkswagen sells a lot of cars to diverse demographics, the brand’s image is somewhat ambiguous: the VW driver represents the middle class, who is moderately educated, has an average salary, and is neither too young nor too old. He is neither extraordinarily athletic nor wholly unproductive. He is decent, cosmopolitan, and brazen to a certain extent.