Tài liệu đào tạo động cơ V TDI trên ô tô Audi

Audi 4.0l V8 TDI engine of EA898 series Self Study Programme 652 For internal use only Audi Service Training < Back Forward > Ξ Contents As a source of superior driving power in the premium segment, the V8 TDI engine offers high traction and ample power reserves in any driving situation The new V8 TDI continues to follow this course An electric powered compressor (EPC) contributes to good driveaway performance In addition to the main development targets, a key aim was to create a standard engine for all markets The different emission standards are differentiated by the vehicle exhaust system The state-of-the-art technologies described in this self study programme have been implemented with the following aims: The derivatives of the new engine generation will be available with the following features: • Power spread from 310 kW to 320 kW • Maximum torque of up to 900 Nm • Certification to EU6 (ZG) emission standard • Certification to EU5 and ULEV125 emission standards for export markets • High engine power output and high torque for sporty positioning in an S model • Low fuel consumption for high efficiency in the high-performance segment • Low and sustainable emissions certified to EU6, EU5 and ULEV125 exhaust emission standards for world-wide use • Spontaneous power delivery and optimal drive-away performance as well as a high level of comfort Learning objectives of this self study programme: This self study programme describes the design and function of the 4.0l V8 TDI engine of the EA908 engine series After you have completed this self study programme you will be able to answer the following questions: 652_002 • What is the structure of the components located in the inner V? • How is the coolant pump driven and how can it be switched off? • What is the voltage applied to the electric powered compressor (EPC)? • How does the charge pressure control system work? Contents Introduction Brief description and special features _ Specifications _ Engine concept with "inner hot side" _ _ Engine mechanicals Engine block Timing gear 10 Cylinder head 12 Audi valvelift system (AVS) _ 13 Crankcase ventilation system 14 Oil supply System overview 16 Oil circuit _ 18 Oil filter 18 Oil pump _ 19 Oil cooling _ 19 Exhaust gas recirculation Overview _ 20 EGR cooler _ 21 Cooling system System overview 22 Coolant module _ 24 Air supply and turbocharging Combined design cover with integrated air filter 27 Intake system _ 28 Intake manifold header 29 Electric powered compressor (EPC) _ 30 48-volt electrical subsystem _ 33 Charging group 34 Charge-air pressure control 35 Fuel system System overview 38 High-pressure fuel system _ 40 SCR system 41 Exhaust system Overview _ 42 Exhaust gas treatment module 42 Ammonia slip catalyst (version for NAR) _ 43 Engine management System overview 44 Service Special tools and workshop equipment _ 46 Appendix Self study programmes _ 47 The self study programme teaches a basic understanding of the design and mode of operation of new models, new automotive components or new technologies It is not a repair manual! Figures are given for explanatory purposes only and refer to the data valid at the time of preparation of the SSP This content is not updated For further information about maintenance and repair work, always refer to the current technical literature Note Reference < Back Forward > Ξ Contents Introduction Brief description and special features Synergy with the 3.0l V6 TDI Gen2 evo CO2 reduction measures • • • • • Innovative Thermal Management (ITM) • Concept of a fully variable oil pump • Friction reduction through the use of coated piston rings and reduced preload • Friction reduction in the exhaust turbocharger rotor • Use of engine oil 0W-20 Concept of the timing gear Concept of the cylinder heads Concept of the thermal management system Concept of the single-scroll high-pressure exhaust gas recirculation system Oil pump Audi valvelift system (AVS) • Combined oil/vacuum pump integrated in the oil pan • Fully variable oil pump flow rate control • Located at the intake and exhaust ends Chain drive for oil/vacuum pump 652_032 oil/vacuum pump 652_021 Integrated oil filter • Installed in the oil pan behind a cover Oil filter 652_022 Active engine mountings • Engine oscillation reduction 652_088 < Back High-pressure fuel system • Common rail injection system which delivers injection pressures of up to 2500 bar Forward > Ξ Contents Combined exhaust aftertreatment system • Common NOx oxidation catalyst (NOC) and SCR-coated diesel particulate filter installed in the inner V, i.e near the engine 652_017 652_023 Turbocharging • Combination of active and passive turbochargers • Inner hot side • Switching of passive turbocharger via AVS on exhaust valve side Active turbocharger Passive turbocharger 652_019 Electric powered compressor (EPC) • Complementary to conventional exhaust turbochargers • Powered by 48-volt electrical subsystem 652_015 652_024 < Back Forward > Ξ Contents Specifications Torque-power curve of 4.0l V8 FDI engine EA898 (engine code CZAC)   Power output in kW   Torque in Nm 652_050 The engraved engine code is located at the front left below the cylinder head on the protruding edge of the engine block as seen in the direction of travel Features Specifications Engine code CZAC Type 8-cylinder engine with 90° V angle Displacement in cm 3956 Stroke in mm 91.4 Bore in mm 83.0 Number of valves per cylinder Firing order 1-5-4-8-6-3-7-2 Compression ratio 16.0 : 1 Power output in kW at rpm 320 at 3750 - 5000 Torque in Nm at rpm 900 at 1000 - 3250 Fuel type Diesel to EN 590 Turbocharging VTG, active and passive turbochargers, e-actuator, electric powered compressor (EPC) Engine management Bosch CRS 3.25 Maximum injection pressure in bar 2500 bar Exhaust gas treatment NOC (NOx oxidation catalyst), SCR-coated diesel particulate filter with integrated ammonia slip catalyst Emission standard EU 6 (ZG) CO2 emissions in g/km 189 – 1981) 1) Engine speed [rpm] Depending on tyre size 652_007 < Back Forward > Ξ Contents Engine concept with "inner hot side" The exhaust turbocharger and the exhaust gas recirculation system are integrated in the inner V of the engine This compact layout follows a strict multi-level architecture which, thanks to a twinscroll exhaust manifold system, allows short gas flow paths and close-coupling of the exhaust gas aftertreatment system This concept, with a "hot side" in the inner V, provides the basis for meeting fuel economy and emission targets The exhaust gas recirculation system is located on the lowest level of the inner V The EGR cooler with U-shaped throughflow, pneumatic EGR bypass valve and electric controlled EGR valve (exhaust gas recirculation valve GX5) has been optimised for minimal pressure loss Components in the inner V Exhaust manifold Charging group Active turbocharger Passive turbocharger Exhaust gas recirculation 652_044 < Back Forward > Ξ Contents Engine mechanicals Engine block Engine block GJV450 is a completely redesigned sand-core package casting The positioning of the "hot side" in the inner V and the separate head-block cooling system have to a large extent defined the geometry of the engine block The engine block has been designed with a systematic focus on reducing wall thickness The complex part of the media supply system to the oil/coolant heat exchangers is now separate from the engine block and integrated in a lightweight aluminium transfer plate The split head block cooling configuration allows the coolant to stand inside the engine block at cold start, which results in ever faster warming up thanks to the low volume of the water jacket The cylinder liners are plate-honed to attain an optimal cylinder shape during engine operation This process is a basic requirement for reliable functioning of the piston rings with a low preload and is a key factor contributing to an optimal friction balance Oil filter integrated in the oil pan Pistons For reasons of friction and strength, the aluminium pistons with salt-core cooling port are designed as sleeve pistons with a DLC1)coated gudgeon pin After casting and premachining, the highly stressed bowl rim is re-melted by means of laser energy to produce the finest and strongest possible aluminium microstructure The piston ring assembly was designed with a special emphasis on reduced friction For example, lower piston ring preloads and piston ring heights are used A combined system of PVD (physical vapour deposition) and DLC1) layers provides the required wear resistance of the first ring (control ring) Re-melted bowl rim Salt-core cooling duct DLC1) coated gudgeon pin 1)  LC stands for Diamond like Carbon, an amorphous carbon D These strata exhibit very high hardness and are noted for having very low dry coefficients of friction They can be identified by their glossy, black-gray surface Pin bore bushing 652_026 < Back Forward > Ξ Contents Engine block Coolant pump drive sprocket Oil cooler (oil/coolant heat exchanger) Oil/vacuum pump 652_025 Transfer plate The area to the oil/coolant heat exchangers has been separated from the engine block and integrated into a lightweight aluminium transfer plate Transfer plate Oil/coolant heat exchanger Oil/coolant heat exchanger 652_008 < Back Forward > Ξ Contents Timing gear The layout for the new V8 TDI engine has been taken from the V6 TDI engine family The timing drive is, therefore, located on the flywheel side To meet the high dynamic requirements of the high-pressure pump during use of the 2500 bar injection system, the chain drive for the high-pressure fuel pump is configured as a torsionally rigid twin-shaft drive which eliminates resonance and high chain forces across the entire rev band In this engine the oil/vacuum tandem pump flange-mounted to the oil pan is driven directly from the front end of the crankshaft via a separate chain track Previous chain drive New-generation chain drive 652_027 High pressure fuel pump Chain drive Fuel pump Drive shaft Coolant pump Timing gear Chain drive Oil/vacuum pump Oil/vacuum pump 652_028 10 < Back Forward > Ξ Contents Charging group The charging group consists of the following components: • Active turbocharger with access to exhaust gas recirculation system • Passive turbocharger with compressor sequence valve • Recirculation valve Both turbochargers are regulated by speed control of charge pressure actuators Bracket of the passive turbocharger Exhaust turbocharger speed sensor G689 Exhaust turbocharger control unit J725 with V546 Passive turbocharger Compressor sequence valve Exhaust gas temperature sensor for bank G236 Charge air pipe Pressure line between the turbochargers Exhaust gas temperature sensor G235 Exhaust turbocharger speed sensor G688 Charge air recirculation module GX37 (recirculation valve) Active turbocharger Exhaust gas turbocharger control unit J724 with V465 Bracket of the active turbocharger Connecting socket of the crabkcase breather Intake tube Intake hose with silencer 652_064 Charge air recirculation module GX37 (recirculation valve) To ensure rapid spool-up of the passive turbocharger and to avoid a sudden loss of drive power to the active turbocharger, the recirculation valve is opened and the pre-compressed air from the passive turbocharger is ducted into the intake section of the active turbocharger Charge air recirculation module GX37 Rotatable flap of the recirculation valve 652_068 34 < Back Forward > Ξ Contents Charge-air pressure control To facilitate switching between the active and passive turbochargers, the exhaust gases from the two exhaust valves of each cylinder flow to both turbines in two separate scrolls – the active scroll and the passive scroll Passive turbocharger Active turbocharger This systematic separation of the exhaust scrolls into two per cylinder bank allows complete thermal decoupling of the active and passive exhaust scrolls where a steady flow through the active turbocharger is always maintained The passive turbocharger is used at engine speeds of over 2700 RPM Each cylinder bank has two integrally insulated exhaust manifolds made of cast steel Interconnection of the cylinder banks The two cylinder banks are interconnected by integrally insulated exhaust pipes To achieve an optimal balance in terms of thermal expansion, the design is a composite of Inconel decoupling elements as well as cast steel pipe and flange geometries InconelTM is a trademarked brand name for corrosion resistant nickel-based alloys designed specially for high-temperature applications 652_067 Monoturbo mode Biturbo mode On the exhaust end, the AVS switches a cam without valve lifter in position 1 for the exhaust valves of the passive exhaust scroll with the result that one exhaust valve stays closed per cylinder In switching position a cam contour with valve lifter opens the exhaust valve so that the engine runs in biturbo mode Movable cam member Passive scroll Active scroll Active scroll 652_033 652_034 Operating ranges Key: Monoturbo mode Temporary activation range of the EPC Biturbo mode Switch-over transition range   Power output in kW   Torque in Nm Engine speed [rpm] 652_091 35 < Back Forward > Ξ Contents Monoturbo mode with electric powered compressor (EPC) The electric powered compressor is active at the start of acceleration and assists driving away from a standing start The engine runs in monoturbo mode Only the active turbocharger is driven via the corresponding manifold scroll The air mass flow is increased directly by the EPC and provides a full-throttle injection rate which, given the same air ratio, is significantly higher than during operation without an EPC The higher heat content of the exhaust gas not only increases engine torque directly, but also enables the active turbocharger to spool up much more quickly Maximum charge pressure is achieved second earlier, and there is a noticeable increase in the engine torque available from idle speed upwards Exhaust valves with AVS OFF Recirculation valve closed Active turbocharger Compressor sequence valve closed Electric powered compressor (EPC) EPC bypass valve closed Throttle valve in charge air pipe closed 652_037 Monoturbo mode When the active turbocharger reaches its full performance level, it switches the electric powered compressor (EPC) off The engine continues to run in monoturbo mode and, thanks to the highly dynamic active turbocharger, is able to utilise fully the advantages of multi-stage charging Exhaust valves with AVS OFF Recirculation valve closed Active turbocharger Compressor sequence valve closed EPC bypass valve eopn Throttle valve in charge air pipe open 36 652_036 < Back Forward > Ξ Contents Monoturbo mode in preparation for biturbo mode To utilise the full performance potential of the engine at high engine speeds, the engine enters the multi-stage transition mode and is prepared for activation of the passive turbocharger as of about 2,000 RPM The individual exhaust valves (firing order) leading to the manifold scroll of the passive turbocharger open gradually so that the passive turbocharger is spooled up without a Exhaust valves with AVS partially ON sudden reduction in drive power to the active turbocharger This process takes place with the recirculation valve open The exhaust valves are gradually opened by activating the first exhaust valve and then the second exhaust valve The remaining six exhaust valves are operated simultaneously amd the firing order is activated accordingly Passive turbocharger Recirculation valve open Active turbocharger Compressor sequence valve closed 652_061 Biturbo mode When the system switches over to biturbo mode after the remaining multi-stage exhaust valves open, the recirculation valve is closed and the passive turbocharger is able to build up charge pressure and override the spring-loaded compressor sequence valve The engine runs in biturbo mode at engine speeds upwards of about 2700 RPM and, with two active exhaust valves, is able to fully utilise the high degree of charging even at high engine Exhaust valves with AVS ON Recirculation valve closed speeds The engine reaches its nominal power output of 320 kW at 3750 RPM and continues to deliver sporty performance up to 5000 RPM The maximum charge pressure of 3.4 bar is already achieved at 1500 RPM The maximum engine torque of 900 Nm is available from about 1500 RPM under dynamic full-throttle acceleration In stationary operation, maximum engine torque is already achieved at 1000 RPM Passive turbocharger Active turbocharger Compressor sequence valve open 652_038 37 < Back Forward > Ξ Contents Fuel system System overview The fuel system is subdivided into 3 pressure areas: High pressures of up to 2500 bar Return flow from the injectors at a pressure of about 14 bar Supply pressure, return pressure Return flow from the injectors High-pressure connecting line Injector, cylinder N83 Rail 2 Injector, cylinder N84 Fuel metering valve N290 Injector, cylinder N85 Injector, cylinder N86 High-pressure supply line, cylinder bank High-pressure sensor G65 Fuel return line Fuel supply line 38 High pressure fuel pump < Back Forward > Ξ Contents Fuel pressure control valve N276 Solenoid coil Injector, cylinder N30 Valve pintle Return port The fuel pressure control valve is located on the high-pressure accumulator (rail) of cylinder bank and it is used to set the fuel pressure in the high-pressure area If the fuel pressure in the high-pressure area is too high, the control valve opens a return duct so that a portion of the fuel flows from the high-pressure accumulator into the fuel return line If the fuel pressure in the high-pressure area is too low, the control valve closes and seals the high-pressure area off from the fuel return line Injector, cylinder N31 Rail 1 Injector, cylinder N32 Pressure retaining valve Return flow from the injectors at a pressure of about 14 bar Injector, cylinder N33 Spring-loaded ball valve High-pressure supply line, cylinder bank To fuel return line at a pressure of about 6 bar The pressure retaining valve is an all-mechanical valve It is located between the return lines from the injectors and the fuel supply line to the fuel system The pressure retaining valve maintains a fuel pressure of about 14 bar in the fuel return line from the injectors This fuel pressure is required for functioning of the injectors Low-pressure fuel pressure sensor G410 Fuel temperature sensor G81 652_087 39 < Back Forward > Ξ Contents High-pressure fuel system For the first time at Audi, a common rail system with a maximum injection pressure of 2500 bar is being used as the high-pressure fuel injection system Rail pressure is produced by two CP4.2 dual-plunger high pressure pumps Their stroke has been modified from 5.625 mm to 7.5 mm in order to achieve the fuel injection Rail High-pressure supply line, Injector, cylinder N33 rate needed to deliver peak engine torque By increasing the fuel injection pressure by up to 500 bar compared to the predecessor engine, it has been possible to design the fuel injectors with only a moderate increase in flow rate at the injector from 400 to 430 ml / 30 s Fuel pump Fuel return line Fuel supply line Injector, cylinder N32 Fuel metering valve N290 High-pressure supply line, High-pressure sensor G65 Injector, cylinder N31 Injector, cylinder N30 Injector, cylinder N86 Injector, cylinder N85 Injector, cylinder N84 Injector, cylinder N83 Fuel pressure control valve N276 High pressure Connecting line 652_043 High-pressure fuel pump drive To ensure that fuel delivery is in sync with the injection phase, a pulley to crankshaft ratio of : is employed To keep chain forces to a minimum, the pump is mounted to the engine in a phaseoriented fashion This makes it possible to achieve the perform- 40 ance targets for the engine while creating ideal conditions for low-emission combustion in conjunction with the improved combustion process < Back Forward > Ξ Contents SCR system Reducing agent tank Equalisation chamber The 24-litre reducing agent tank is manufactured from two halfshells as an injection moulding (not as a blow-moulded tank) This has the advantage of saving weight This means that allowance can be made in the vehicle design for the integration of baffles and a heating system adapted to the cabin as installation space To be able to hold the reducing agent which flows into the tank at a high rate, there are equalisation chambers in the upper section of the vent line and at the filler neck Since splashing reducing agent would cause the fuel nozzle to shut off, reducing agent is retained and allowed to settle in the equalisation chamber Reducing agent filler neck Reducing agent tank sensor G684 Equalisation chamber The tank sensor is an entirely electronic component and does not require float contact points An antenna (coil) and the reducing agent (capacitive fluid) form an electrical resonant circuit A change in the fluid level alters the impedance of the circuit and shifts the resonance frequency (5 MHz – 12 MHz) proportional to the fluid level Vent duct Charging port Reduction agent tank sensor G684 Fluid level [mm] Filling level and fluid level in the SCR tank Baffle Filling volume [l] Reducing agent tank heater Z102 652_059 Metering system delivery unit for reducing agent GX19 Start of range calculation Maximum filling volume 652_073 Reference For more information about quality analysis of the reducing agent, refer to Self Study Programme 632 "Audi Q7 (type 4M)" 41 < Back Forward > Ξ Contents Exhaust system Overview Exhaust gas temperature sensor (after diesel particulate filter) G648 Exhaust gas treatment module Flexible pipe Particulate sensor G784 NOx sensor G687 Exhaust gas treatment module Connecting pipe Exhaust gas temperature sensor after oxidation catalyst G495 NOx accumulator and oxidation catalyst (NOC) with a capacity of 2.37 litres Oxygen sensor G39 Exhaust gas temperature sensor G448 NOx sensor G295 Connection to differential pressure sensor G505 Exhaust gas temperature sensor (after diesel particulate filter) G648 Oxygen sensor after catalytic converter G130 652_006 Reducing agent injector N474 42 Mixer Diesel particulate filter with a copper-zeolyte SCR coating and a capacity of 5.0 litres The diesel particulate filter has a preciousmetal washcoat at the end of the exhaust gas recirculation system (refer to page 43 for further details of function) < Back Forward > Ξ Contents Ammonia slip catalyst (version for NAR) Ammonia slip catalysts For the North American Region (NAR), the SCR-coated diesel particulate filter is followed downstream by ammonia slip catalysts, which have a combined SCR and oxidising catalyst coating and perform two tasks: • Task 1: Their first task is to oxidise the carbon monoxide (CO) produced during soot regeneration to carbon dioxide (CO2) by reaction with the coating containing precious metal • Task 2: The ammonia slip catalysts also ensure that no NH3 (ammonia) leaves the exhaust system under any circumstances In this process NH3 is oxidised to N2 and H2O 652_051 Note The tail pipes must not be sealed to carry out leak testing as the backpressure will cause irreparable damage to the speakers Engine noise generation actuator R258 Rear silencer (baffle silencer) Engine noise generation actuator R257 652_003 43 < Back Forward > Ξ Contents Engine management System overview Sensors Air mass meter G70 Air mass meter G246 Power unit mounting sensor G748 Engine speed sensor G28 Power unit mounting control unit J931 Intake manifold pressure sensor G71 Intake air temperature sensor G42 Intake air temperature sensor G299 Exhaust turbocharger speed sensor G688 Exhaust turbocharger speed sensor G689 Engine cover temperature sensor G765 Power unit mounting sensor G749 Hall-effect sensor G40 Accelerator pedal position sensor G79 with Accelerator pedal position sensor G185 Brake light switch F Combustion chamber pressure sensor for cylinder 2 G6781) Combustion chamber pressure sensor for cylinder 6 G6821) Fuel pressure sensor G247 Data bus diagnostic interface J533 Low-pressure system fuel pressure sensor G410 Fuel temperature sensor G81 Biodiesel concentration sensor G8551) Water level sensor G1201) Engine control unit J623 Coolant temperature sensor G62 Coolant temperature sensor G812 Radiator outlet coolant temperature sensor G83 Oil level/temperature sensor G266 Oil temperature sensor G8 NOx sensor G687 NOx sensor control unit J881 NOx sensor G295 NOx sensor control unit J583 Oil pressure sensor G10 Exhaust gas recirculation pressure sensor G691 Exhaust gas recirculation potentiometer G212 Exhaust gas temperature sensor - G235, G236, G448, G495, G648 Catalytic converter temperature sensor G201) EGR temperature sensor G98 Differential pressure sensor G505 Oxygen sensor G39 Oxygen sensor downstream of catalytic converter G130 1) Only installed in vehicles for the NAR 44 Particulate sensor G784 < Back Forward > Ξ Contents Actuators Injector, cylinders 1 – 4 N30 – N33 Injector, cylinders - N83 - N86 Power unit mounting actuator N513 1) 1) Automatic glow period control unit for J179 Glow plug + Q10, Q13 Glow plug + Q15, Q16 Automatic glow period control unit J703 Glow plug + Q11, Q12 Glow plug + Q14, Q17 Electrical compressor control unit J1123 Charge air recirculation module GX37 Power unit mounting actuator N514 Throttle valve control unit GX3 Throttle valve control unit GX4 Exhaust turbocharger control unit J724 with V465 Exhaust turbocharger control unit J725 with V546 Coolant circuit solenoid valve N492 Fuel metering valve N290 Fuel pressure control valve N276 Diagnostic port Reducing agent injector N474 Intake cam adjuster for cylinders - F448, F452, F456, F460, F464, F468, F472, F476 Exhaust cam adjuster for cylinders - F450, F545, F458, F462, F466, F470, F474, F478 Oil pressure control valve N428 Electro-hydraulic engine mounting solenoid valve, left and right N144, N145 Intake manifold control unit GX14 Intake manifold control unit GX15 Exhaust gas recirculation valve GX5 EGR cooling bypass valve N386 EGR cooling bypass valve N387 Electric powered compressor bypass flap valve N731 Electric powered compressor coolant pump V645 Heating assistance pump V488 Pressure reducing valve N155 Thermostat for mapped engine cooling F265 Radiator fan control unit J293 Radiator fan V7 Radiator fan control unit J671 Radiator fan V177 652_018 Oxygen sensor heater Z19 Heater for oxygen sensor downstream of catalytic converter Z29 45 < Back Forward > Ξ Contents Service Special tools and workshop equipment T40320/3 Assembly tool T40355 Assembly tool 652_077 652_078 For installation of the clutch-side shaft oil seal For locking the chain tensioner in place T40356 Locking pin T40359 Counter-hold tool 652_079 652_080 For locking the chain sprocket Used for counterholding vibration damper when centre bolt for crankshaft is loosened or tightened This tool is used in combination with T40298 VAS 5161A/37 Guide plate VAS 6095/1-16 Bracket V.A.G 1763/11 Adapter 652_081 652_083 652_082 For removing and installing the valve cotters 46 For clamping the engine onto the engine and gearbox bracket VAS 6095 For checking the compression above the injector shaft < Back Forward > Ξ Contents Appendix Self study programmes For more information about the 4.0l V8 TDI engine, refer to the following self study programmes SSP 411 Audi 2.8l and 3.2l FSI engines with Audi valvelift system SSP 604 The Audi 3.0l V6 TDI biturbo engine • Audi valvelift system • Turbocharging • Sound exhaust system SSP 622 Second-generation Audi clean diesel SSP 626 Basics of Audi engine ­technology • General information about the SCR system • Engine technology SSP 632 Audi Q7 (type 4M) SSP 651 Audi SQ7 (type 4M) • SCR system • Sound exhaust system • 48-volt electrical subsystem 47 All rights reserved Subject to amendment Copyright AUDI AG I/VK-35 service.training@audi.de AUDI AG D-85045 Ingolstadt Technical revision status 06/16 ... fully the advantages of multi-stage charging Exhaust valves with AVS OFF Recirculation valve closed Active turbocharger Compressor sequence valve closed EPC bypass valve eopn Throttle valve in charge... upwards Exhaust valves with AVS OFF Recirculation valve closed Active turbocharger Compressor sequence valve closed Electric powered compressor (EPC) EPC bypass valve closed Throttle valve in charge... friction Design Flutter valve Rotor with vane cells Valve Vacuum pump cover Rotor with vacuum pump vane Input shaft Cold start valve Adjustment ring with control spring Oil pump cover Intake manifold