36 Studenten basteln vier Tage lang in der Audi R8-Manufaktur in an innovativen Lösungen, um den Materialfluss in der Logistik zu verbessern.
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Der neue Audi Q5 hält mit seiner optionalen Luftfederung adaptive air suspension für jede Fahrsituation die ideale Bodenfreiheit bereit. So hat der Fahrer stets die Wahl zwischen Komfort und dynamischem Fahrverhalten.
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Verbrauchsangaben Audi Q5:
Kraftstoffverbrauch kombiniert in l/100 km: 5,2 – 4,9; CO2-Emission kombiniert in g/km: 136 – 129
Angaben zu Kraftstoffverbrauch und CO2-Emissionen bei Spannbreiten in Abhängigkeit vom verwendeten Reifen-/Rädersatz.
Weitere Informationen zum offiziellen Kraftstoffverbrauch und den offiziellen spezifischen CO2-Emissionen neuer Personenkraftwagen können dem "Leitfaden über den Kraftstoffverbrauch, die CO2-Emissionen und den Stromverbrauch neuer Personenkraftwagen" entnommen werden, der an allen Verkaufsstellen und bei der DAT Deutsche Automobil Treuhand GmbH, Hellmuth-Hirth-Straße 1, D-73760 Ostfildern oder unter www.dat.de unentgeltlich erhältlich ist.
Audi stellt sich der Digitalisierung – im Fahrzeug und in der Produktion. In der sogenannten Smart Factory ist der Mitarbeiter nach wie vor der entscheidende Erfolgsfaktor, denn er treibt die intelligente und vernetzte Fabrik Stück für Stück voran.
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Verbrauchsangaben Audi A3: Verbrauchsangaben Audi A3: Kraftstoffverbrauch kombiniert in l/100 km: 7,1 - 3,7; CO2-Emission kombiniert in g/km: 163 - 98; Audi RS Q3: Kraftstoffverbrauch kombiniert in l/100 km: 8,6 - 8,4; CO2-Emission kombiniert in g/km: 203 - 198
Further information on official fuel consumption figures and the official specific CO2 emissions of new passenger cars can be found in the EU guide "Information on the fuel consumption, CO2 emissions and energy consumption of new cars", which is available free of charge at all sales dealerships, from DAT Deutsche Automobil Treuhand GmbH, Hellmuth-Hirth-Straße 1, D-73760 Ostfildern, Germany and at www.dat.de.
30 years of quattro mean 30 years of Vorsprung durch Technik – and also 30 years of success. From 1980 through late 2009, Audi built some 3.3 million vehicles with a quattro drivetrain. In the premium segment, the brand is now the world’s leading manufacturer of passenger vehicles with permanent all-wheel drive. Audi once again demonstrated its leading position by selling over 316,000 vehicles of this kind in 2009. The current model lineup includes more than 120 quattro versions; a number of models are available exclusively with all-wheel drive. In addition to volume-production vehicles, the dynamic S and RS models also play key roles.
The first Audi quattro debuted at the Geneva Auto Show in March 1980. It had been developed under the guidance of Dr. Ferdinand Piëch, who was the development director at the time. That boxy coupé – now referred to as the Ur-quattro – rocketed into the echelon of speedy sports cars thanks to a five-cylinder turbocharged engine generating 147 kW (200 hp) from 2.1 liters of displacement.
The Ur-quattro’s all-wheel-drive system was as efficient as it was elegant.
A hollow shaft running through the transmission obviated not only a heavy transfer case – typical of the times – but also an auxiliary shaft to the front axle. Audi had developed the first permanent all-wheel drive for sporty, volume-produced cars. A bevel-gear differential distributed power equally to the front axle and rear axle. On slippery surfaces, the driver could manually lock it as well as the rear-axle differential.
Starting in 1982, quattro technology gradually made its way into all model series. In 1984, Audi unveiled the Sport quattro: a supercar with an output of 225 kW (306 hp) as well as a shorter length and wheelbase than the Ur-quattro. The “short one” – which served as a homologation version for the World Rally Championship – is now a highly sought-after classic. The “long” quattro was produced until 1991; starting in 1989, it featured a four-valve engine delivering 162 kW (220 hp).
In 1986, Audi introduced a new self-locking center differential in series production. This differential also operated strictly mechanically and highly intelligently. The name Torsen was derived from the words “torque” and “sensing.” Specially toothed worm gears inside the differential could redistribute the engine’s power at lightning speeds, sending as much as 75 percent to whichever axle had better traction. Thanks to the Torsen differential’s flexibility, the anti-lock brake system was invariably effective – another major advancement.
The first TDI quattro appeared in 1995; since 1998, even the compact Audi models with transverse-mounted engines have been available with four driven wheels. They make use of a special technology. An electronically controlled multi-plate clutch is mounted on the end of the propeller shaft and supplied with oil from an electric pump. When the oil pressure forces the plates together, they transfer more torque – up to 100 percent under extreme circumstances – in a continuously variable manner from the front axle to the rear axle.
The classic quattro drivetrain unleashed yet another innovation in 2005: a new self-locking center differential with asymmetric/dynamic torque distribution. During normal driving, it distributes power at a ratio of 40:60 between the front and rear axles. Should it become necessary, this differential can send as much as 60 percent of torque to the front and as much as 80 percent to the rear. The self-locking center differential is configured as a planetary gear and works strictly mechanically.
The quattro portfolio is presently spearheaded by the Audi RS 6. Its twin-turbocharged V10 engine delivers 426 kW (580 hp). The high-performance R8 5.2 FSI quattro sports car relies on a naturally aspirated 5.2-liter unit for its 386 kW (525 hp). On account of its special technical concept and large mid-engine, it has a very specific quattro drivetrain. The heart of this system is a viscous coupling at the front axle that includes a package of plates that rotate in a viscous fluid. The coupling normally sends roughly 15 percent of the power to the front – and up to 30 percent if needed.
In 1990, Audi launched its first S model. Thanks to its sporty power and sophisticated style, the S2 Coupé would prove to be the first Audi in a new and successful line. Audi S models have always been technological titans. The latest S4 was launched in 2008 and features a sport differential, a high-end solution that actively distributes engine torque between the rear wheels in accordance with a given driving situation.
This torque vectoring is accomplished by two superposition gears at the differential, which are operated by an actuator via multi-plate clutches. When the driver steers or accelerates in a curve, much of the torque flows to the outside wheel – in turn perfectly re-orienting the car. The system thus nips in the bud any tendency toward understeer or oversteer.
The RS models, a product line begun by the RS 2 Avant in 1994, comprise the dynamic spearhead of Audi’s model range. These models, which have been built by quattro GmbH since 2000, also boast new technologies time and time again. The new RS 5 Coupé features the latest innovation in quattro technology: a crown-gear center differential and torque vectoring. Audi is once again extending its lead over the competition.
The latest innovation: the crown-gear differential Dieter Weidemann, quattro Drivetrain Development Kai Volkmar, Stability Control Systems Development
Exactly 30 years after the first quattro was unveiled, Audi presents a new and innovative leap forward in its permanent all-wheel drive system for longitudinal engines. The quattro drivetrain with crown-gear differential and torque vectoring debuts in a new high-performance coupé: the Audi RS 5.
Inside the new center differential are two rotating crown gears that owe their name to the crown-like design of their teeth. The rear crown gear drives the propeller shaft to the rear-axle differential while the front crown gear drives the output shaft to the front-axle differential. The crown gears mesh with four rotatable pinion gears. They are arranged at right angles to each other and are driven via the differential’s housing by the transmission output shaft.
Under normal driving conditions, the two crown gears rotate at the same speed as the housing. Their specialized geometry results in deliberately unequal leverage effects: as standard, 60 percent of engine torque is distributed to the rear-axle differential and 40 percent to the front.
If the torques change because one axle loses grip, then different rotational speeds arise inside the differential; axial forces cause the adjacent plate packages to press against one another. The resulting self-locking effect subsequently diverts the majority of the torque to the axle achieving better traction; up to 85 percent can flow to the back. Conversely, if the rear axle has less grip, the opposite happens; up to 70 percent of the torque is correspondingly diverted to the front axle.
Thanks to this even wider range of torque distribution, the crown-gear differential surpasses its predecessors to facilitate even better traction. Forces and torques are redistributed utterly consistently and without delay. The mechanical operating principle guarantees maximum efficiency and instantaneous responsiveness. Other strengths of the crown-gear differential include its compactness and low weight: at 4.8 kilograms (10.58 lb), it is roughly two kilograms (4.41 lb) lighter than its predecessor.
Audi combines the crown-gear differential in the RS 5 – and in all other models that feature it – with an intelligent software solution in braking management: torque vectoring. An advancement of the ESP with electronic axle-differential lock standard on many front-wheel-drive models, it can act on each of the four wheels. This new system makes cornering even more precise and dynamic.
During cornering at high speeds, the software uses the driver’s steering input, the lateral acceleration, and the desired degree of acceleration to calculate the optimal distribution of drive forces to all four wheels. If the software detects that the wheels on the inside of the curve – which are under a reduced load – would otherwise soon lose their grip, then it slightly brakes these wheels; gentle application of the pads onto the brake discs at minimal pressure suffices. Various drive torques generate an additional steering torque, which stops any wheel slippage the moment it starts. This assistance is provided smoothly and continuously. The car remains neutral noticeably longer; understeer while turning and accelerating is practically eliminated. Last but not least, the ESP intervenes later and more gently – if any intervention at all is necessary.
Further information about the official fuel consumption figures and official, specific CO2 emissions of new passenger cars can be found in the “Guide to fuel consumption, CO2 emissions and electricity consumption of new cars,” which is available free of charge from all sales outlets and from DAT (Deutsche Automobil Treuhand GmbH), Hellmuth-Hirth-Strasse 1, 73760 Ostfildern-Scharnhausen, Germany (http://www.dat.de).