For four decades, Audi has been setting the pace with permanent quattro all-wheel drive and thus initiated a paradigm shift in powertrain technology in the automotive world and in motorsport. The brand is now using the knowledge it has accumulated in this area since 1980 for the next step. The electric quattro in the models of the e-tronrange marks Audi’s next milestone achievement in the age of electric mobility. Enjoyable driving and efficiency are fused into a total package.

Audi combines quattro and e-tron into a powerful combination of high performance and notable economy. The company mass-produces an all-wheel drive system that is highly variable, dynamic and precise while making efficient use of the available energy.

Why does Audi use electric all-wheel drive?

“For us, the electric quattro is the perfect combination of powerful performance and high efficiency,” says Michael Wein, Project Leader All-Wheel Drive Control Systems. “We combine the efficiency advantages of a driven axle with the traction and dynamic performance of an all-wheel drive system.” 

In the current e-tron model range, only the rear wheels propel the car in good traction conditions, while the motor for the front-wheel drive concurrently runs without being energized. Since the motor is an asynchronous type, there are no inherent electrical drag losses, so that this drive layout consumes a correspondingly low amount of energy. The front axle – within milliseconds and unnoticeably for the driver – is additionally activated only as needed – for instance, when there is a demand for high driving dynamics, high torque transfer, or in the case of a low coefficient of friction due to wetness, mud or snow.

What is so unique about electric quattro drive compared to competitors?

Audi is the first manufacturer to enable highly variable torque distribution in the e-tron S due to the drive topology featuring one motor at the front axle and two electric motors installed in a housing on the rear axle. In combination with sophisticated control and regulation, the electric quattro, due to its single-axle operation with variable, unnoticeably additional activation of the front axle, resolves the conflicting aims of dynamic performance and efficiency. 

Audi integrates functions such as electric torque vectoring on the rear axle, wheel-selective torque control due to a braking intervention with the mechanical differential, and high recuperation performance in an electric powertrain. Additionally, drivers can adjust the high variability of the system to their personal preferences by individual program selections.

When do e-tron and e-tron S models activate their electric all-wheel drive?

The electric all-wheel drive is active in situations of degrading grip on road surfaces with low coefficients of friction, in particularly dynamic driving conditions, when the driver demands high traction power, or when maximum recuperation is desired – in other words, the recovery of energy during braking and deceleration. If the driver decelerates the car to a level of 0.3 g, the electric motors act as generators, using the car’s kinetic energy and converting it into electrical energy which, in turn, charges the battery. This applies to more than 90 percent of all braking maneuvers in everyday driving situations. Only when stronger pedal pressure is applied, the system additionally and seamlessly activates the hydraulic wheel brakes. For instance, in a braking event at 100 km/h, the e-tron S can recover kinetic energy with output of up to 270 kW, compared to 250 kW in the Formula E electric racing series. If the driver demands full power while accelerating, the e-tron S models provide a total boost of 370 kW and torque of 973 Nm. Whether in drive or recuperation mode: interconnected control models always select the best torque distribution.

What opportunities does electric quattro open up compared to conventional all-wheel drive?

In the Audi e-tron models, one electric motor each drives the front and rear axle. By contrast, the e-tron S versions use one motor on the front axle and two on the rear axle. With electric torque vectoring – in other words, specific torque development left and right – the e-tron S provides quattro drive on the rear axle with even greater agility.

The key advantage: Without a mechanical connection between the two electric motors on the rear axle, the functions of a controlled transverse differential lock and thus the functions of a sport differential have been achieved within a single system purely by means of software-based activation. 

Consequently, thanks to intelligent drive control, Audi has implemented active and fully variable torque distribution in transverse direction on the rear axle.

How did Audi achieve this high variability in the electric drive system?

Audi combines an electric powertrain architecture – a novelty in high-volume production – with sophisticated control units in which all the key software components and their network integration have been developed in-house.

Compared to a mechanical all-wheel drive, this results in a fast-response drive system. For instance, latency in the case of electric torque vectoring – in other words, the time gap between the sensor measurement and active torque distribution – amounts to just 30 milliseconds. This is merely around a fourth of the response time of a mechanical system. In addition, electric drives provide clearly higher torque levels. Up to 220 Nm more torque can be allocated to the outside wheel in a cornering situation which, due to the transfer ratio, equates to as much as 2,100 Nm per wheel. This is how the drive system generates the desired yaw moment in cornering: The car correspondingly rotates around the vertical axis in the cornering direction and thus feels particularly agile.

When the coefficient of friction on snow or ice is low, traction can be optimized with great precision as well: The respective friction coefficient of the driven wheels is measured and, due to the torque allocation, used in an ideal way, thus enhancing overall traction.

How is this precision control achieved?

Intelligent interlinking is the prerequisite for this software function. The drive control unit (DCU) distributes torque between the electric motors. The best possible energy conversion efficiency is decisive for optimizing efficiency. The integrating control unit of the Electronic Chassis Platform (ECP) uses sensor signals to monitor the car’s driving condition and calculates the ideal distribution of longitudinal and lateral torque. It integrates the vehicle dynamics control of the quattro, in other words, electric torque vectoring as well as wheel-selective torque control via the braking intervention on the front axle.

At the dynamic limit, on the e-tron S, the wheel brake slightly decelerates the inside front wheel in cornering and on the e-tron, the front and rear wheels. Thus, via the effect of the mechanical axle differential, more torque is distributed to the outside and the car follows the steering command in the cornering direction with particular agility. The traction control system (TCR) acts at one-millisecond intervals. This is achieved because individual functional components of the electronic stability control (ESC) have been shifted into power electronics directly on the electric motors. 

Can the driver influence the characteristics of the electric quattro?

Drivers can adapt the electric quattro as desired via two controllers. The Audi drive select system, which is standard equipment for the e-tron models, offers seven profiles: comfort, auto, dynamic, efficiency, individual, allroad and offroad. Thus, among other things, the electric all-wheel drive as well as the suspension and other systems can be adapted to the road conditions and personal preferences. 

The electronic stability control (ESC) system contains four programs: Normal, Sport, Offroad and Off. In offroad conditions, it optimizes stability, traction and brake control, and activates the standard hill descent control system. In addition, drivers can select three levels of deceleration recuperation: In level 0, the car coasts, in level 1, the car slightly decelerates. In level 2, which has a deceleration range of up to 0.13 g and recuperates the largest amount of energy, drivers experience a strong one-pedal feel. In manual mode, the car retains the previously selected recuperation level.

Article source: www.audi-mediacenter.com

A good 20 years ago, Audi opened up the sporty premium compact market segment with the first S3. Now the brand is presenting the new generation – an S3 Sportback and an S3 Sedan. Its 2.0 TFSI engine produces 228 kW (310 PS) of power and 400 Nm (295.0 lb-ft) of torque. Both models (S3 Sportback: Combined fuel consumption in l/100 km: 7.4 (31.8 US mpg); Combined CO2 emissions in g/km: 170–169 (273.6–272.0 g/mi); S3 Sedan: Combined fuel consumption in l/100 km: 7.3–7.2 (32.2–32.7 US mpg); Combined CO2 emissions in g/km: 166–165 (267.2–265.5 g/mi)) accelerate from 0 to 100 km/h (62.1 mph) in 4.8 seconds. A seven-speed S tronic, the quattro drive with intelligent control, and an S-specific sport suspension with optional damper control deliver the power to the road effortlessly. A number of other new features – including the operating concept, infotainment, and assist systems – round off the high-tech character of the S3 models.

 

Characteristic design and lighting

The new S3 models3 display their dynamic character from the very first glance. The front is dominated by the Singleframe with its large rhombus-patterned grille and impressive air inlets, while the housings of the exterior mirrors have a gleaming aluminum look. The shoulder of the body extends in a strong line from the headlights to the rear lights. The areas below are curved inward – a new element of Audi’s design that places a stronger emphasis on the wheel arches. 

The new S3 Sportback4 and the S3 Sedan5 can be fitted with matrix LED headlights on request. Their digital daytime running lights consist of a pixel array made up of 15 LED segments, ten of which form two vertical lines. At the rear end, the large diffuser and the four exhaust tailpipes accentuate the sporty look. 

Powerful drive

With 228 kW (310 PS) of power and 400 Nm (295.0 lb-ft) of torque, the new S3 models3 are powered by the 2.0 TFSI engine3. High-tech features like the Audi valvelift system (AVS) – which adjusts the lift of the intake valves as required – mean that the combustion chambers are well filled, while thermal management helps to ensure high efficiency. Both models3 accelerate from 0 to 100 km/h (62.1 mph) in 4.8 seconds on the way to an electronically governed top speed of 250 km/h (155.3 mph). The driver can use the standard series Audi drive select system to make the sound of the powerful four-cylinder turbo engine even crisper.

The seven-speed S tronic with lightning-fast gear shifts and freewheeling function and the quattro all-wheel drive deliver the torque to the road. The hydraulic multi-plate clutch in front of the rear axle is fully variable and moves between the front and the back as required, combining dynamic performance with stability and efficiency. It is managed by the modular dynamic handling control – a new system that closely links the quattro drive to the Electronic Stabilization Control (ESC) and the controlled dampers that are available optionally. 

Dynamic suspension

With its four-link rear axle and progressive steering, the standard suspension offers everything that is required for pleasurable driving. It lowers the body by 15 millimeters (0.6 in). Audi can also install the series S sport suspension with damper control on request. Valves control the oil flow in the dampers so that they adapt to the condition of the road, the driving situation, and the driver’s requests in an individual and ongoing in a few thousandths of a second. The spread between comfort and dynamism is even wider than for the predecessor model. 

The new electric brake booster ensures strong and spontaneous deceleration. All four brake disks are internally ventilated. The brake calipers come in black as standard, with red offered as an option. The S3 models3 come with 18-inch wheels as standard, with 19-inch wheels available optionally.

Generous space concept

Compared with their predecessors, the new S3 models3 have grown in size: The Sportback4 and the Sedan5 are three centimeters (1.2 in) and four centimeters (1.6 in) longer respectively, while both models are three centimeters (1.2 in)wider. 

The five-door car is now 4.34 meters (14.2 ft) in length, while the four-door is 4.50 meters (14.8 ft) long. Other than minimal differences, the two body variants are identical in terms of width (1.82 m (6.0 ft)), height (1.43 m (4.7 ft)) and wheelbase (2.64 m (8.7 ft)). The interior offers greater shoulder room and elbow room. The luggage compartment of the S3 Sportback4 holds between 325 and 1,145 liters (11.5–40.4 cu ft) depending on the position of the rear bench seat, while the Sedan5 has a capacity of 370 liters (13.1 cu ft). 

Sporty interior 

The strikingly sporty design of the new S3 models3 continues on the inside – with the new, compact shifter for the seven-speed S tronic and decorative aluminum or carbon inlays whose design evokes the cut of the headlights. The cockpit is focused on the driver. The distinctive air vents form a single unit with the instrument cover, underlining the sporty character. A 10.25-inch digital display is offered as standard. Alternatively, the Audi virtual cockpit and its “plus” version can be selected. Both have a 12.3-inch diagonal, with the latter also offering three different screens. The optional ambient lighting package plus delivers targeted lighting effects in the dark. The sport seats have been newly developed, and their standard series upholstery is largely made from recycled PET bottles, accentuated by stylish contrasting stitching.

In the middle of the instrument panel is a 10.1-inch touch display embedded in a large black panel. It recognizes letters entered by hand and provides acoustic feedback. As an additional operating level, the infotainment can also be voice-controlled using natural language as standard. Audi also supplies a head-up display as an option. 

A new generation of infotainment 

The MMI operating concept of the new S3 models3 is powered by the third generation modular infotainment platform (MIB 3). Its computing power is ten times higher than that of its predecessor, it performs all tasks relating to connectivity with LTE Advanced speed, and it has an integrated Wi-Fi hotspot. Route guidance is flexible and accurate. Navigation offers predictions on the development of the traffic situation, high-resolution satellite images from Google Earth, and information about the traffic flow. Individual settings, such as frequently selected destinations or air conditioning preferences, can be stored in up to six user profiles. 

The Audi connect online services also include car-to-X services, which help with finding available parking spots on the roadside or allow the driver to surf the green wave by communicating with traffic lights in cities like Düsseldorf and Ingolstadt. Connectivity between the new Audi S33 and the user’s smartphone is free of charge via the myAudi app, as well as via Apple CarPlay, Android Auto, and the Audi phone box – which links the device to the vehicle’s antenna and charges it inductively. 

Another feature is the Audi connect key, which authorizes the customer to lock and unlock the car and start the engine via their Android smartphone. For HiFi fans, the Bang & Olufsen premium sound system with 3D sound delivers a particularly spatial soundscape.

Helpful driver assist systems

The driver assist systems in the new S3 models3 also demonstrate Audi’s technical expertise. Audi pre sense front, swerve assist with turn assist, and lane departure warning all have the potential to prevent accidents and are included as standard. Further assist systems, such as lane change and exit warnings as well as the cross-traffic and park assist systems, are available optionally. The adaptive cruise assist helps with longitudinal and lateral guidance. It maintains the speed and distance to the vehicle in front and assists with lane guidance by means of gentle interventions in the steering. The efficiency assist supports an economic driving style.

Scheduled: Market launch and prices

Presales of the new compact S3 models3 start in many European countries in August 2020, with the first vehicles being delivered to dealers from beginning of October. In Germany, prices for the S3 Sportback4 start at €46,302, 53, while the S3 Sedan5 is listed at €47,179, 83. The market launch is accompanied by the limited “Edition one.” It comes in Python Yellow (Sportback) or Tango Red (Sedan) paint finishes with black accents and has 19-inch wheels, and fine Nappa leather sport seats.

 
Article source: www.audi-mediacenter.com

In June 2020, the next generation of a lighting technology premiered in the Audi Q5: digital OLED technology. With organic light-emitting diodes (so-called OLEDs), Audi was a pioneer as far back as in 2016. Now digitalization is ringing in a new age. This technology promises to improve road safety and is the first to allow for personalization of the taillight signature.

Dr. Werner Thomas, OLED technology project manager at Audi, explains: “Headlight technology has seen a rapid evolution at Audi in recent decades. In addition, we have been decisively driving the development of rear-lighting systems.” The latest milestone achievement: now the brand is the first automobile manufacturer to digitize the taillights. 

Why does Audi focus on OLED technology?

OLED light sources are panel radiators – unlike point light sources such as LEDs using semiconductor crystals. The benefits of OLEDs: Their light is extremely homogeneous. It is infinitely dimmable and achieves very high contrast. It can be split into segments. These segments are individually controllable and can develop diverse levels of brightness, with minimal gaps between the segments. The lighting unit does not require any reflectors, optical fibers or similar optics. This makes OLED units very efficient, lightweight and flat, which considerably increases design freedom.

An OLED lighting element is just one millimeter thin, while conventional LED solutions require much greater installed depths of 20 to 30 millimeters. The energy requirement of an OLED is once again significantly lower than that of LED optics if the latter are to achieve similar homogeneity. Audi’s OLED technology made its production debut in the taillight of the Audi TT RS2 in 2016. Up to now, Audi models using OLED lighting technology have had up to four individually controllable, complex lighting segments that could be used for an individual, defined lighting design.

What benefits do Audi’s new digital OLEDs offer?

The larger number of individually controllable segments can now be randomly activated, with continuous variability of brightness. In the Q5, three tiles of six units each, in other words 18 segments per lamp, are currently used. The high precision and great variability offer light designers a wealth of opportunities, using just one type of hardware. Q5 customers opting for digital OLED technology have a choice of three signatures in the taillights when purchasing their car. In the “dynamic” Audi drive select mode, the lamps additionally switch to another signature. Moreover, animation effects such as coming-home/leaving-home lighting scenarios can be implemented, plus the dynamic flashing light has been integrated in the new lamp units as well.

How exactly do digital OLEDs differ from established OLED technology?

“Up to now, we have been using OLED segmentation with the Audi TT RS3 and A8 for designing signature lighting. This has changed with the Q5,” says OLED technology project manager Dr. Werner Thomas. “Here the taillights turn into a kind of display on the outer shell, which will provide us with ample opportunities and prospects in terms of design, personalization, communication and safety going forward.” Thus, the year 2020 marks the threshold of a new age: a pure medium for signal functions is now additionally becoming a medium for displaying diverse types of content.

How do digital OLED lamps improve road safety?

In the new Q5, Audi has implemented a proximity detection feature for the versions using digital OLED taillights. When another road user approaches a stationary Q5 from the rear within less than two meters, all the OLED segments light up. When the Q5 starts to move, it returns to the original light signature. This is just an initial example of the automobile’s car-to-x communication with its surroundings. Subject to legislative approval, predefined warning symbols are conceivable in the future as well. The development and approval of the first dynamic turn signals is a good example of Audi’s effective engagement in collaborating with approval authorities. The developers present potential technologies and then adapt them as needed – which facilitates the homologation and approval of new ideas and concepts. Audi also shaped the developments around the digital OLEDs in advance in a way that made legislative approval possible for the Q5 in spite of differences in taillight design. Thus, the roads are becoming safer with lighting technology from Audi.

How will the development in this area continue?

Going forward, clearly more segments per taillight are conceivable, allowing for even greater personalization of signature lighting. For instance, predefined symbols might be displayed to provide other road users with early warnings of hazards such as slippery roads or the tail ends of traffic jams.

Article source: www.audi-mediacenter.com

With positions one to five in the first race at Spa-Francorchamps (Belgium), title defender Audi had a dream start into the new DTM season. Outstanding driver in Saturday’s 1-2-3-4-5 success was the Swiss Nico Müller from Audi Sport Team Abt Sportsline.

 

“This result is simply fantastic for Audi,” said Head of Audi Motorsport Dieter Gass. “After the tests before the season we didn’t expect this. Today was all about good tire management – and Nico Müller was simply in a class of his own.”

The Swiss started into the 2020 DTM on Saturday morning with a fastest time in the wet free practice session. In qualifying, he narrowly had to admit defeat only to his teammate Robin Frijns, who secured his first pole position in the DTM. In the race, Müller fended off an attack by René Rast in the famous Eau Rouge corner shortly after the start. On lap five he passed his teammate Robin Frijns on the long uphill straight and then gradually pulled away from the rest of the field. At the finish, Müller had a lead of almost 20 seconds – a small world in the DTM.

“Being able to climb onto this special podium with the Swiss flag on the Swiss National Day makes me very proud,” said Müller after his fifth victory in the DTM. “Spa is a magic racetrack. Driving on it with the Audi RS 5 DTM is a lot of fun. My thanks go to Audi Sport and my boys at ABT Sportsline. There was no practice here on Friday. The free practice session took place in the wet. We only knew where we stood in qualifying. Putting both cars on the front row and winning the race by such a margin is simply mega.”

With Jamie Green from Audi Sport Team Rosberg in second place and Loïc Duval from Audi Sport Team Phoenix in third place, drivers from all three Audi factory teams finished on the podium. Green fought his way forward from grid position eleven to second place with a late tire change and strong overtaking. Duval stopped on the same lap as Nico Müller and managed his tires as good as the winner in the longer second stint.

Duval’s teammate Mike Rockenfeller was running second five laps before the end of the race but dropped back to fourth with deteriorating tires. Robin Frijns fared even worse, relegated to ninth place after his initial lead due to heavy blistering on the rear tires. “After the start everything went well, but after five or six laps the tires suddenly started to deteriorate badly,” Frijns said. “We'll have to find out what the issue is until tomorrow.”

René Rast also had to fight with unusually high tire wear. The reigning DTM Champion was second at times but had to come to the pits for a second tire change shortly before the end of the race. From tenth, Rast fought his way forward to fifth. “Nevertheless, the race was kind of a nightmare,” said the Champion. “I managed the tires at the beginning, but still they went down. I tried to manage the second set even more but the drop was even bigger.”

For the second race on Sunday (from 12.55 CEST live on SAT.1 in Germany), temperatures in Spa are predicted to be slightly lower than on Saturday. 

Article source: www.audi-mediacenter.com

Audi presents the SQ7 and the SQ8 with new TFSI engines. The brand is thus responding to the worldwide trend toward sporty gasoline engines in the high-performance SUV segment. The Audi SQ7 and SQ8 feature numerous high-tech suspension components and offer new connectivity and assistance functions. They will launch on the European markets beginning in autumn 2020.

 

Ample power: The 4.0 TFSI

With its output of 373 kW (507 PS) and 770 Nm (567.9 lb-ft) of torque, the 4.0 TFSI gasoline engine propels the large Audi SQ7 and SQ8 extremely powerfully. The sprint from zero to 100 km/h (62.1 mph) takes just 4.1 seconds; acceleration from 80 to 120 km/h (49.7 to 74.6 mph) just 3.8 seconds. Top speed is electronically governed at 250 km/h (155.3 mph). Depending on the equipment chosen, the SQ7 consumes between 12.1 and 12.0 liters of fuel per 100 kilometers (19.4 – 19.6 US mpg), corresponding to CO2 emissions of 278 to 276 grams per kilometer (447.4– 444.2 g/mi). For the SQ8**, these figures are also 12.1 to 12.0 liters (19.4 – 19.6 US mpg) and 276 to 275 grams CO2 (444.2 – 442.6 g/mi)).

The biturbo V8 is a high-tech engine. The cylinder on demand (COD) system temporarily deactivates four cylinders during moderate driving, thus reducing fuel consumption. The two twin-scroll turbochargers reduce backpressure and optimize gas exchange for improved filling of the combustion chambers. They are located in the 90-degree V of the cylinder banks. This layout results in short gas paths and spontaneous response even at low rpm. In the exhaust system, two mode-controlled actuators modulate the eight-cylinder sound. Oscillating coils in the active engine mounts minimize the transmission of vibrations to the body by generating counterphase vibrations. These overlap the engine vibrations and largely eliminate them.

For sporty movement: Power transmission and suspension

An eight-speed tiptronic and quattro permanent all-wheel drive transfer the superior power of the 4.0 TFSI to the road. The Audi SQ7 and SQ8 come standard with two sporty chassis components: the adaptive air suspension sport with controlled dampers and all-wheel steering. At low speeds, the latter turns the rear wheels by as much as 5 degrees in the opposite direction, which improves agility and reduces the turning circle. At speeds of 60 km/h (37.3 mph) and above, they turn slightly in the same direction for improved stability at higher speeds and during fast changes of direction.

The advanced suspension package includes another highly effective module: electromechanical active roll stabilization (eAWS). When driving straight ahead, the system, which actuates the stabilizers via electric motors, provides for a high level of ride comfort. It also reduces roll during fast cornering. This package also includes the sport differential, which shifts torque between the rear wheels as needed during fast cornering. Handling is even more agile and precise as a result.

The electronic chassis platform (ECP) is the central controller that interconnects most of the controlled chassis systems. Drivers experience this close interaction as maximum handling precision. They can choose between seven driver profiles in the Audi drive select system: comfort, auto, dynamic, efficiency, allroad, offroad and individual.

The Audi SQ7 comes standard with 20-inch wheels, with wheels up to 22 inches optionally available. With the SQ8, the standard size is 21 inches with 22- and 23-inch wheels optional. Both cars feature front brake discs measuring 400 millimeters (15.7 in) in diameter. Their black calipers sport S badges. Audi also offers particularly powerful and durable carbon fiber ceramic discs for the front and rear axles. In this case, the brake calipers are painted anthracite gray. New features in infotainment, connectivity and driver assist systems round out the two models’ technology package. They make driving and parking even easier, more pleasant and more comfortable.

Article source: www.audi-mediacenter.com

 

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