First of all, talk about the car condition. The domestic FAW-Volkswagen Audi e-tron for this test drive is a test car, not a production car officially listed. At the same time, some technical parameters of the production car have not been finalized, and some data have yet to be finally calibrated and confirmed. Therefore, some "hearsay" of some data sources in this paper may be slightly different from the production version officially listed in March 20021. Please pay attention.
Let's talk about today's test drive We started from Haikou, made a short stop at the new energy auto show in downtown Haikou, and then drove south along the East Line Expressway. We stopped at Hainan automobile proving ground in Qionghai for nearly 4 hours and experienced the ability of domestic Audi e-tron to drive special roads and road conditions at the proving ground. Then continue south to stay in Haitang Bay, about 270 kilometers by car.
I believe that everyone is most concerned about the cruising range of this car. When we set out, we paid off the driving computer and planned to carry out this test. Results At noon, when other cars were used to experience the road conditions of Qionghai test center, the car was driven away by the staff and charged with some electricity, which destroyed the endurance data. Therefore, the originally planned endurance test "failed" and only the reference data of an average power consumption of about 25 degrees per 100 kilometers was obtained. The specific driving conditions are cloudy weather, the average temperature is above zero 15 degrees, and most highways drive at a speed of about 1 10 km/h, with three male passengers, * * * about 270 kg and three-person baggage about 60 kg (multiple photographic equipment).
At the time of departure, all vehicle data are cleared. As a result, the staff drove the car away to replenish the power, and the cruising range test "failed".
The part that everyone cares most about is so regretfully missed. I'll make it up for you. I'll tell you about the feeling of driving the domestic Audi e-tron all day today, as well as the driving feeling of special road conditions and roads.
This part of the driving experience is really difficult to write, because although the e-tron is a pure electric vehicle, which model produced by Audi has ever had problems in driving quality? The feeling of being smoother, quieter and more energetic than the gasoline version of Audi is what Audi e-tron brought me. The domestic Audi e-tron 50 quattro has a maximum power of 230kW, a maximum torque of 540n·m and a WLTP cruising range of 347 km. Although the power data is a little lower than the original imported version of the 55 quattro, Audi's unique driving experience is no different.
The front double wishbone and rear multi-link with air suspension have obvious effects on control and vibration filtering, especially when driving in urban areas. Crowded traffic and all kinds of emergencies, but the pure electric driving force of e-tron is definitely "going up the stairs", and it is "both ways" in crowded traffic.
If you want a pure electric SUV with relatively handy power performance and less mediocre driving, then the domestic Audi e-tron 50 quattro can completely replace the imported version to meet your needs.
Since the domestic Audi e-tron has a good power performance, it is necessary to introduce the motor system of this car.
Double motor plus Audi totem quattro
Let me talk about the drive of Audi e-tron, that is, the front and rear motors and the electrified quattro system. Audi e-tron is equipped with front and rear dual-motor system, and the motor adopts asynchronous induction motor.
Audi e-tron has asynchronous induction motors on the front and rear axles.
The front axle motor and the single-speed transmission are manufactured in the same housing, and the electronic control unit is integrated.
From the explosion diagram of the front axle motor, it can be seen that the motor and transmission are integrated in the same shell, and the structure is much simpler than that of the traditional fuel engine plus multi-speed transmission. This saves the trouble of frequent maintenance and replacement of engine oil and gearbox oil in the future.
The rear axle motor also adopts three-in-one mode, which mainly relies on the rear axle motor to provide the main power when driving smoothly, but the front axle can start working in a few milliseconds.
The internal cooling water channels of the motor extend in all directions, and the temperature control is excellent.
Audi e-tron adopts asynchronous induction motor, which will generate high temperature when it works. Although asynchronous induction motor has stronger adaptability to temperature than permanent magnet synchronous motor, it is also a "big heater" and needs a good cooling system to support it. Let's take a look at the heat dissipation structure of Audi e-tron motor system.
Most motors will make a water chamber in the middle of the shell, and the heat generated by motor operation will be taken away by the cooling liquid inside the shell. Audi e-tron not only has a water chamber on the motor shell, but also has liquid cooling inside the rotor, which is really strong enough.
As can be seen from the demonstration diagram, the coolant flows into the motor and controller assembly through the top pipe, first dissipating heat for the controller circuit board with relatively low calorific value, and then flowing into the rotor in the middle of the motor. At this time, the water temperature has started to rise. After the coolant flowing from the stator passes through the water chamber of the motor housing, the water temperature increases obviously. Finally, the heat emitted by the whole motor assembly is taken away through the pipeline near the motor transmission side.
Clever use of technology to crack trickle charging is 80%- 100%, and charging is still 50kW.
WLTP of domestic FAW-Audi e-tron 50 quattro has a nominal battery life of 347km, and the power battery is replaced by a hard-shell battery produced by contemporary Amperex Technology Co., Ltd., limited by imported LG soft battery, which is an NCM ternary lithium battery. The specific formula proportion needs to be confirmed. At present, it is said that there will be two kinds of battery packs, one is the current 95 kWh battery pack, and the large-capacity battery pack of 1 10 kWh battery pack will be provided. By increasing the battery power, the cruising range of domestic Audi e-tron is increased. However, even if the battery capacity is increased, not all the electricity is used for driving. For example, the battery capacity of the Audi e-tron imported version is 95 degrees, but the available power has become 83.6 degrees. Why?
Friends who don't know about new energy vehicles may wonder why many car companies are used to saying 0-80% when marking the time required for charging. Why not 0- 100%? The reason is that in order to protect the battery, most pure electric vehicles will reduce the charging power through software control after charging to 80% of SOC, which is called "trickle charging". A DC fast charging pile with tens of kilowatts, at this time, the power output is less than 7kW, which is no different from ordinary AC slow charging pile. When the SOC reaches 95% or even 90%, the power will be further reduced to 1-3kW, which is almost negligible. In other words, it takes about the same time for a car to charge 80- 100% as it takes to charge 0-80%. Therefore, "trickle charging" is the biggest headache for pure electric vehicle owners when charging with public fast charging piles. Wait too long for it to be full. If it is not full, I always feel that the cruising range is not enough.
Audi e-tron is a really powerful technology, which can achieve a constant 50kW charging power. That is to say, as long as the output of the charging pile is not less than 50kW, the charging power of the Audi e-tron will not be less than 50kW at any time regardless of the battery SOC. In order to verify, I used the imported Audi e-tron for charging test, and specially started to monitor the charging power and SOC changes after the battery reached 80%. Until the SOC of the battery reaches 9 1%, and the power is not less than 50kW, even slowly rising.
This is the charging curve in the special APP. You can follow the data in my white box. When the SOC on the left side is 80%, the power is 53.48kW, which is beyond the reach of most pure electric vehicles. On the right is the record when the battery SOC reaches 9 1%, and the power even slowly climbs to 54.28kW.
The electric pile tested by the imported Audi e-tron is a very common DC fast charging pile, which is a wall-mounted special call for one trailer and five trailers.
On the whole, after the SOC exceeds 80%, the charging power is still above 50kW, and the 95-degree battery can reach 1438+0 1% in 4 minutes, which is shocking enough.
As for the reason, besides the control of battery consistency and quality, the refinement of charging control, heat management and the optimization of battery internal design (I will have a special article to introduce this), there is another important reason, that is, although Audi e-tron has a large battery of 95 kWh, it has realized the "big method of pinching the head and removing the tail" through software, that is, it can only use 88% of the actual power, about 83.6 kWh
In order to make everyone understand this sentence, I decided to illustrate it with illustrations.
As can be seen from this demonstration, although the Audi e-tron has a large battery of 95 degrees, it sacrifices part of the battery capacity for battery life and the safest fast charging.
The battery always retains 8% of the power and cannot be used. This is the so-called "hidden power". ※ When the on-board instrument shows that the power is 0 and the vehicle squats, 8% of the power is actually stored in the battery;
When the battery power shows 8%, the actual power is 16%. At this time, it is about 50 kilometers away from Pavo, and the vehicle will have a low battery warning. ※.
The actual amount of electricity that can be normally charged and discharged accounts for about 88% of the whole battery, that is, about 83.6 kWh of electricity is available. ※.
※ In order to protect the battery from being overcharged, nearly 4% of the battery will be empty, that is, when the vehicle surface battery 100% is full, the battery is actually 96% full, and 4% can't always be full.
In this way, maybe you can see how Audi e-tron can still maintain the charging power above 50kW at the stage of 80- 100% without worrying about battery damage. Because at least 12% of the batteries are unavailable, in fact, on the surface, 80- 100% is actually charging 68% to 88% of the batteries, and only 8% is in the actual area above 80% during the charging process, so it is naturally fast and safe.
What is the charging speed of domestic FAW Audi e-tron within the normal range? I learned something by taking the opportunity of the staff of the automobile testing center to charge the DC fast charging pile with the output power of 100kW.
The staff took advantage of our test drive into the venue to charge the fleet vehicles, which is why we "missed" the cruising range test data.
At this time, the SOC of the vehicle is 63%, which is the DC fast charging stage. On the DC fast charging pile with a nominal power output of 100kW, the power of this pile is "full", which shows that the fast charging speed of domestic Audi e-tron is acceptable.
No matter the domestic version or the imported version, the idea of charging strategy is the same, but the actual data may be slightly different. When it is officially listed, the specific situation of the domestic Audi e-tron should be clarified.
So what does such a magical power battery look like?
There is a slight difference between domestic and imported magic power batteries.
As mentioned above, the domestic Audi e-tron battery was replaced by the hard-shell battery produced by Amperex Technology Co., Ltd., and the module thickness of the hard-shell battery itself was slightly larger than that of the packaged soft-package battery. In addition, the four modules on the back of the domestic e-tron battery pack are designed by double-layer superposition. Therefore, the car height of domestic Audi e-tron is 1.2cm higher than that of imported version.
The picture below is a schematic diagram of the battery layout of the imported Audi e-tear. The overall layout has not changed, but the biggest change should focus on the height of the battery pack. At present, the imported version of the data is 34cm, while the domestic version of the car is higher than 1.2cm, so I don't know if this data should be directly added to the battery pack.
The battery pack imported from Audi e-tron is located in the center of the underbody area, with a length of 2.28m, a width of 1.63m, a bottom thickness of 34cm and a weight of about 700kg, which is relatively large in pure electric vehicles.
At present, I haven't seen the specific data of domestic battery packs, but in theory, it won't be much different from the internal structure of imported battery packs. It is nothing more than a module composed of hard-shell batteries, and the three-dimensional size of the module composed of soft-shell batteries is slightly different.
The imported Audi e-tron power battery pack is based on 432 soft batteries, and each 12 battery is packaged in 36 modules, which are also installed in the battery pack. The power of imported 55 quattor model is 95 degrees.
This is the disassembly diagram of the imported Audi e-tron power battery pack. It can be seen that there are almost no other accessories in the battery except the battery core and the temperature-controlled liquid pipeline. Part of the hardware of the electronic control management system is arranged outside the battery pack. The advantage is that the thickness of the battery pack is only 34 cm, which hardly needs to occupy the internal space of the passenger compartment.
BJB battery external junction box: the universal interface between the internal cables of the battery pack and the external connection, which can be simply understood as the socket (patch panel) of this battery pack.
Aluminum alloy shell upper cover: the part of the battery pack in contact with the lower part of the car body is made of aluminum alloy, because it is hidden inside and does not resist high impact force.
3 1 battery module: the soft battery core inside provides power for the vehicle (domestic Audi e-tron is replaced by contemporary Amperex Technology Co., Ltd., and the hard-shell ternary lithium battery core is limited).
Battery controller BMC: The system for managing the battery pack is called BMS, and the common modes are controller and collector. Among them, the controller is called BMC, and some are called BMU, BCU, BECU, etc. The name doesn't matter, what matters is what you did. Nowadays, many car companies are popular to play with groups. What three-in-one, four-in-one or even five-in-one is nothing more than integrating OBC, DCDC, MCU and VCU into several assembly modules as much as possible. However, the BMC and the collector must still remain in the battery pack.
Anti-collision framework structure of aluminum alloy: it supports the internal framework of the battery pack when there is a collision around it, which is equivalent to human ribs. Let me talk about the role of this guy.
Aluminum alloy shell plate: It is used to support battery module and anti-collision frame, and also plays an important role in transferring heat to battery.
Aluminum alloy frame: the frame around the battery pack supports and protects the side of the battery pack, which is equivalent to a circle of paper wrapped outside the ice cream cone.
Liquid cooling system pipeline: a very important part, the hero behind the battery temperature control, I will also introduce it in detail later.
Bottom protection: the bottom shell of the battery pack is also the part directly facing the ground impact and sand splash, which needs to be very tough and impact-resistant.
Aluminum alloy anti-collision frame structure
Audi's attitude can be seen from the "aluminum alloy anti-collision skeleton structure" arranged by Audi e-tron in the battery pack, which is also one of the reasons that drag down the energy density of the system. Audi firmly chose safety between safety and obtaining higher endurance data. The first is collision safety. When the vehicle has a serious side collision and has touched the battery pack, this aluminum alloy frame can play a supporting role in the early stage, but it can collapse and absorb energy in the later stage, ensuring that the number of battery modules affected by the impact is minimized.
You can see the aluminum alloy anti-collision skeleton structure inside the battery pack, and each space is the position of a battery module. In the event of collision, the extrusion force can be offset by the skeleton, instead of letting the battery module bear the force transmission, so as to avoid the battery module from being damaged as much as possible.
What would it look like if this skeleton was taken out alone? Are these grids like closed small rooms, and this design has a greater advantage, which is to strengthen the control of the battery pack after accidental fire as much as possible. The buildings we usually live in have "fire doors", which are thicker and heavier than ordinary doors, and most of them are located in large rooms and rooms and corridors. The reason is that once a fire breaks out inside the building, the flame can be confined to a certain part through the fire door, and will not spread to other parts of the whole building.
Audi e-tron, which uses similar ideas, also plays a similar role in the anti-collision frame inside the battery pack. When a single module in the battery pack is burned by accident, the frame grid can block these modules in a separate area to avoid affecting other modules in the battery pack as much as possible. At the same time, it can greatly prolong the time for the whole battery pack to burn violently, so that the occupants in the car have more time to escape from the vehicle after the accident.
Then why do I assert that compared with the imported version, the internal structure of domestic Audi e-tron battery pack may only be different in size data, but there can be no essential structural change, just because Audi can't give up the safety-oriented design scheme. After all, in Audi's view, safety is far more important than running dozens of kilometers of cruising range.
See the help of Audi e-tron's ingenious energy recovery system for details.
Energy recovery is a major advantage of electric vehicles. The wasted braking and sliding of fuel vehicles can be recycled into reusable electric energy on electric vehicles. Audi e-tron's energy recovery is a little different. I have learned about the hardware system of Audi e-tron involving energy recovery, which really opened my eyes. The energy recovery system used by Audi e-tron is really unique.
First of all, we have a general understanding of the composition of Audi's e-tron braking system through the exhibition, including the brake disc of hydraulic braking system, electronically controlled brake pump, millimeter-wave radar, monocular camera, brake pedal, driving motor for converting kinetic energy into electric energy, and battery pack.
You may ask, why are there millimeter-wave radars and monocular cameras in the braking system? This is precisely one of the most unique parts of the Audi e-tron system.
Common pure electric vehicles will convert the kinetic energy generated by braking or sliding into electric energy by driving the motor, but not all braking and sliding are suitable for energy recovery, and sometimes misjudgment will cause trouble and even potential safety hazards. Therefore, although the energy recovery principle of Audi e-tron is basically the same, the basis for judging whether the energy recovery system is started is more intelligent and predictable, which is also the reason for introducing millimeter-wave radar and monocular camera.
In addition to judging by the preset logic of the system, Audi e-tron will also include the road ahead in the logic judgment basis of whether the energy recovery system is started or not through millimeter wave radar and monocular camera in ACC state. If the information captured by radar and camera indicates that it is suitable to start energy recovery, the system will automatically start working. This can not only avoid improper starting, avoid potential safety hazards, but also improve the efficiency of energy recovery. According to estimates, Audi e-tron's energy recovery can reach up to 30% mileage increment, and the industry is absolutely leading the ranks.
You can find the setting option of whether to turn on the prediction function from the Audi e-tron system. If you choose "Automatic", you will leave everything to the vehicle. If you select Manual, the following will appear.
When it comes to energy recovery intensity, it can be adjusted manually, and the energy recovery adjustment of Audi e-tron is very simple. The shift paddle behind the steering wheel of a traditional automobile is changed into a paddle for adjusting energy recovery, and there are three gears (0. 1g, 0.2g, 0.3g) left minus right plus. And only in the system settings mentioned in the above figure, select "Manual" to operate. Otherwise, when it is in the "automatic" position, the driver releases the paddle by hand and the setting of energy recovery disappears.
The shift paddle can be used to easily switch three energy recovery gears, with the left hand shifting down to improve the energy recovery intensity and the right hand shifting up to reduce the energy recovery intensity. Contrary to the domestic custom of pure electric vehicle logo, it needs to be adapted. It is estimated that the reason for this consideration is to determine the addition and subtraction based on the influence on the vehicle speed, rather than simply defining the addition and subtraction based on the energy recovery gear.
The display of the three energy recovery gears is not obvious, and the difference on the dashboard only appears in the white box I marked. The lightest 0. 1g cannot even be displayed; Only a quarter of the power meter in the middle gear of 0.2g has a small white spot; The strongest gear, 0.3g, only half of the power meters have white spots.
Different from the high-intensity energy recovery setting that some cars brake when the accelerator is released, Audi e-tron has almost no feeling of energy recovery in 1 gear, and the feeling of vehicle sliding is similar to that of fuel vehicles; Setting a slightly stronger second gear can feel the restraining force of vehicle energy recovery at the moment of change, but it is almost insensitive if the throttle is released; If you shift to the strongest third gear, you can feel the braking force after releasing the throttle, but it is not strong, which is similar to the feeling of a fifth-gear fuel car sliding with gear after it is engaged in the third gear.
The above is the relatively conventional energy recovery of Audi e-tron, but what I want to say below is unconventional, which is to simulate braking to achieve stronger energy recovery.
As we all know, braking is the biggest waste of kinetic energy and the best opportunity for energy recovery. However, subject to the technology and conditions, even the pure electric vehicles that need energy recovery most often use hydraulic braking system, that is, disc friction to realize deceleration braking, which is a great waste of resources. Audi e-tron has made a breakthrough in introducing kinetic energy recovery into the braking process. The front and middle sections of slow braking and heavy braking can be realized in most cases through the binding force which is almost the same as the braking intensity generated by heavy energy recovery. To put it more bluntly, in the first half of braking, the speed is reduced by the kinetic energy recovery system, and in the second half, the brake pad is supported by the brake pad, and the braking is more severe through the friction of the hydraulic braking system.
Ability to challenge special roads and road conditions
Having said so many technical things, it is estimated that many friends are already a little bored. Let me talk about something interesting first, that is, the performance of the domestic Audi e-tron in the test site.
In China, whenever the "high temperature test" of new cars is mentioned, two place names can be blurted out: "Turpan" and "Hainan Island". Although they are all high-temperature tests, the test contents in the two places are very different. I have been to these two test sites many times, and I really have a deep understanding of their differences. One is "dry heat test" and the other is "wet heat test". The test center in Turpan is located in Xinjiang, close to the famous scenic spot "Flame Mountain", where it hardly rains all the year round, and the highest temperature in summer reaches more than 60 degrees. Therefore, if the new car needs to test the state of drought and high temperature, it will choose Turpan test site.
Located at the junction of subtropics and tropics, qionghai city Automobile Proving Ground in Hainan Island has its own microclimate, which is humid and muggy all the year round. And because it is close to the sea, the humid air contains corrosive components such as salt and alkali. Therefore, if a new car needs to test its corrosion resistance in a hot and humid environment, it will choose Qionghai Automobile Test Site in Hainan Island.
We arrived in Hainan this time with a cold current from the north, so the local area did not feel the hot and humid environment. But this does not prevent us from using the complex roads and special road conditions in the venue to feel the driving ability of Audi e-tron on special roads.
The high ring road, also known as the high-speed ring road, uses the lateral slope to make the vehicle reach a very high speed. During the ride experience, the vehicle speed passes smoothly at the speed of 19 1 km/h without any pressure. At the same time, I also feel that the compression toughness of the external air suspension is very good. Under the condition of large lateral slope, it can bear huge inertial pressure and the weight of the car body and passengers, and at the same time it can cope with the vibration when driving through the joints of cement pavement.
Turn and turn back frequently in the venue, and feel the braking ability and heat dissipation ability of Audi e-tron.
When driving in a puddle, be sure to ensure that the chassis power battery is waterproof and reliable, so as not to cause safety accidents due to battery water ingress.
Salt spray test: the synthetic high-concentration corrosive brine is atomized and sprayed to test the corrosion resistance of the car body.
Don't underestimate the water droplets sprayed down. After drying, they are all salt particles, which are extremely corrosive. Driving a car in this shed is normally equivalent to a year of corrosion in nature.
After driving out of the spray tank, turn your head and prepare to drive into the pool sub-tank on the side.
Do you think this is an ordinary pool on the right? Then you are all wet. This is a high-concentration saline-alkali pool, which is specially used to test the corrosion resistance of chassis and suspension parts, and it is necessary to test the vehicle in all directions.
The environmental test has come to an end temporarily, and the following is the experience of special roads.
The first is the stone road, about 50 per hour. You can feel the bump in the car, but it is obviously filtered by the air suspension, and the amplitude is much smaller.
Not only is the road surface complex, but it also combines big turns and uphill to experience suspension in all directions. In short, although there are bumps in the car, there is no obvious discomfort.
Although the stone slab road looks close to the previous stone slab road, there are many bumps where the stone slabs are spliced with each other, and the size of the stone strips is relatively narrow. The feeling in the car has basically not changed.
A cobblestone road, as its name implies, is a road paved with erected cobblestones. Driving on it will produce a lot of subtle vibrations and a lot of tire noise. Audi e-tron runs on cobblestone road, which is smoother than cobblestone road, and tire noise is filtered to a reasonable range.
Fish scale pit road, that is, a potholed road surface as dense as fish scales, or a single pit arranged in a trot, simulates the road surface crushed by large trucks. When you drive on it, you will feel irregular and strong impact. Although E-tear filters out these shocks, your body will still swing greatly.
Simulate the original pit where the manhole cover is lost. No matter how excellent your suspension system is, you should walk slowly as soon as possible. Close to the pit one punch deep and the right-angled pit edge, you can directly bulge or even blow up the tires that are too fast.
Ramps at various angles with in-situ parking gradient. E-tron's brakes automatically prevent landslides, making it easy to start again.
Waveform road, or inclined wave road, allows vehicles to swing from side to side through this short 100 meter long section.
The washboard road is just like the washboard road. Driving slowly makes people uncomfortable, and driving fast makes people uncomfortable. If the speed is slow, people will jump up and down frequently. Fast speed is a very severe test for suspension and shock absorption.
Only a few hundred meters long, the damaged car can't be destroyed. Maintain a speed of 80 kilometers per hour, almost like sitting on a magic carpet.
The above is the special road experience project of Hainan Automobile Testing Center driving domestic Audi e-tron. It is not these roads that can prove how NB the domestic Audi e-tron is. After all, these small special road challenges are only the only way in the process of new car development. Today, we are just the "Niu Yi nine hairs" in all the testing workload. But it is precisely because I drove the domestic Audi e-tron through these special roads that I realized the Excellence of this car more deeply.
Schrodinger's assisted driving system
After the experience of Hainan automobile proving ground, we drove back to the expressway and headed for our destination tonight. On the way, the intelligent assisted driving system of domestic Audi e-tron was also tested. There are no defects, but there are no outstanding advantages or highlights. To sum up, adaptive cruise is better, and the following traffic can be trusted. However, the response of the system is still a little slow when encountering a car that suddenly merges with a traffic jam. At the same time, the lane keeping function is slightly insufficient, and it will only automatically correct the direction within the range of wheel pressing line.
But why don't I describe it here? Because after changing to another driver, the lane keeping function is surprisingly easy to use, and the problems I encountered before, such as drawing a dragon in the lane, automatically quitting in case of a bend, and failing to catch up with the lane line, are all gone. So I decided to find a chance to fully experience Schrodinger's function before making a judgment. It is unfair to avoid misjudgment of vehicle function caused by human operation or objective factors.
abstract
In a word, the domestic FAW-Audi e-tron has inherited the mantle of the imported version and upgraded the speed and braking experience to a certain extent, which is more in line with the preferences of China consumers. The legendary price of 500,000-600,000 is also about 200,000 lower than the imported version. The brand of traditional manufacturers, stable and reliable driving style and impeccable driving quality are enough to satisfy consumers who want to buy a "stable and reliable" pure electric vehicle. The specific price and technical parameters of this model will be announced when it is officially launched in March. We will wait and see.