Audi Plug-In Hybrid Q7 e-tron 3.0 TDI Quattro

The Q7 e‑tron quattro is a highly efficient parallel hybrid. Its 3.0 TDI engine and electric motor achieve system values of 275 kW (373 hp) of power and 700 Nm (516.3 lb‑ft) of torque. The sprint to highway speed takes 6.0 seconds, and acceleration continues up to 225 km/h (139.8 mph)

Fuel consumption of the Audi Q7 e‑tron according to the ECE standard for plug-in hybrids is just 1.7 liters of diesel per 100 kilometers (138.4 US mpg) – corresponding to CO2 emissions of 46 grams per kilometer (74.0 g/mi). The SUV covers up to 56 kilometers (34.8 mi) on electricity alone in the NEDC. Together with the TDI engine and its 75 liter tank, it gives the Q7 e‑tron quattro a total range of up to 1,400 kilometers (869.9 mi). Audi leads the competition with these values.

Top technology: the 3.0 TDI
Audi uses one of its most modern power units as the combustion engine – the 3.0 TDI. It produces 190 kW (258 hp) and 600 Nm (442.5 lb-ft) of torque, the latter between 1,250 and 3,000 rpm. The V6 diesel is state of the art in every regard. The rings and bolts of the oil-cooled pistons are optimized for minimum friction; the crankcase and cylinder heads have separate coolant loops. The thermal management system provides for high performance and efficiency. The camshafts are particularly lightweight hollow shafts; oil pump operation is fully variable.

The common rail injection system develops a system pressure of 2,000 bar. The emission control components are integrated into the engine package. The large NOx storage catalytic converter is directly downstream of the turbocharger’s turbine outlet. It is only active at low exhaust temperatures. In most situations, the nitrogen oxides are broken down by the diesel particulate filter with SCR coating. The exhaust gas recirculation (EGR) uses a main and a pre-cooler to cool the recirculated exhaust gas as needed.

One effect of the plug-in hybrid concept is that the 3.0 TDI engine is often only activated in kickdown situations, even when cold and under high loads. Modified cylinder liners and piston rings as well as a sensor that measures the quality of the oil therefore protect the engine. The engine control unit uses a dual-core processor for high computing performance.

With its crankcase of high-strength vermicular-graphite cast iron, the V6 diesel tips the scales at barely more than 190 kilograms (418.9 lb). The TDI and eight-speed tiptronic are connected to the subframe of the front axle or the body at five points. Active engine mounts – a global first in a diesel engine – largely eliminate vibrations by utilizing electromagnetic oscillation coil actuators to induce phase-offset counter oscillations. The engine mounts are active while driving with the combustion engine running and at idle.

Smooth and fast: the clutch
The so-called hybrid module is mounted between the 3.0 TDI and the eight-speed tiptronic. Inside it are the electric motor and the K0 clutch, which is directly upstream of the torque converter. When the electromechanically actuated dry-plate clutch opens, it disconnects the diesel engine from the drivetrain. The clutch is smooth and fast, closing in just 80 milliseconds.

 

 

The 3.0 TDI harmonizes extremely well with the electric engine, which makes its 350 Nm (258.1 lb‑ft) of torque almost immediately and holds it constant until roughly 2,550 rpm. Its maximum output is 94 kW. The rotor of the permanently excited synchronous machine revolves around the stator. The external rotor principle provides for high power and torque density. Cooling is integrated into the stator bar.

Comfortable and efficient: the eight-speed tiptronic
The eight-speed tiptronic is a classic torque-converter transmission. It changes gears softly, quickly and spontaneously. Its high gear number allows the engine to operate at the ideal load point, while the spread of 7.1:1 enables a long ratio at the uppermost gear for low rpms and low fuel consumption. The transmission includes an rpm-adaptive mass damper that greatly reduces engine pumping. The 3.0 TDI can be operated at a low engine speed of 850 rpm. The transmission is decoupled from the engine when the Q7 e‑tron quattro is stationary.

Another strength of the automatic transmission is its high efficiency. The basic design of the wheel sets and shift elements alone provides for low drag torque and high efficiency. The two oil pumps operate at low pressure; a heat exchanger integrates the transmission into the engine’s thermal management system. A hydraulic accumulator safeguards the start-stop function: Technical details such as sophisticated venting make the eight-speed tiptronic capable of off-road use and fording.

The driver of the Q7 e‑tron quattro can operate the transmission in the automatic modes D and S or shift manually using the elegant selector lever on the center tunnel console or the shift paddles on the steering wheel. Commands are generally transmitted electrically (shift-by-wire).

17.3 kWh of energy: the lithium-ion battery
The high-voltage battery in the Audi Q7 e‑tron quattro is efficiently installed beneath the luggage compartment so that it barely affects the space for luggage. It provides 17.3 kWh of energy at a rated voltage of 308 Volts. Its housing shells are made of robust aluminum sheet or cast aluminum. The large lithium-ion battery, which together with the electronic components weighs 202 kilograms (445.3 lb) comprises 168 prismatic cells arranged in 14 modules with 12 cells each. There are seven modules per level.

Cast cooling tubes run below the two levels. The liquid cooling ensures that the battery remains in a suitable temperature range during operation. The Audi Q7 e‑tron quattro generally drives on electric power, both at the height of summer and at below-freezing temperatures during the winter.

The battery cooling system, which also covers the charger, forms a separate low-temperature cooling loop. If necessary, it can be connected to the coolant loop for the climate control system or the second low-temperature (LT) loop, which cools the electric engine and power electronics and operates at slightly higher temperatures. A dedicated control unit coordinates all switching actions.

The power electronics under the floor panel of the driver’s area convert the direct current from the battery into three-phase current for the electric motor. They also generate the 12 V electricity for the low-voltage consumers on board. The technical concept for the power electronics, which are likewise protected by an aluminum housing, ensures high phase currents and a long service life.

Versatile: the charging concept
The Audi Q7 e‑tron quattro comes standard with a universal charging cable that in addition to a graphical display also includes plugs for household and industrial outlets. A cable for public charging columns is also standard. Audi also offers an optional Audi-design charging dock for home garages. The SUV’s charging connector is located on the left side. In addition to a status LED, there are also two pushbuttons that allow the customer to choose between immediate charging and timer-controlled charging.

Thanks to the new multi-phase charging technology, a full charge takes only around two-and-a-half hours on a 7.2 kW industrial outlet, or around eight hours on a household outlet depending on the capacity of the charging infrastructure. Audi offers its customers a partnership with the utility LichtBlick SE, whose electricity is generated with 100 percent renewable energies. If the customer opts for “Audi Energy,” his or her entire household will be supplied with environmentally friendly electricity.

Audi Q7 e‑tron quattro drivers can fill up in Germany with electricity and diesel fuel using the “Audi Charge&Fuel Card,” which offers simple billing and attractive, transparent rates. The no-fee card issued by Volkswagen Financial Services is accepted at more than 1,200 public charging stations and over 10,800 gas stations. An app for iOS and Android smartphones shows the way to the nearest station.

The Audi connect portfolio includes special online services that enable drivers to remotely control and operate numerous functions of the Q7 e‑tron quattro from their smartphones. For instance, they can call up the car’s status – such as the battery’s charge status, the electric range, a variety of service information or even its location. Furthermore, drivers have the option of starting and stopping charging or setting the timer to reflect when they next plan to drive the car. In this case, they can specify in detail at what time on what days they want to drive off with the battery fully charged.

Comfortable and convenient: preheating and cooling
Thanks to the electric compressor and the high-voltage electric auxiliary heater, the interior can be cooled down prior to driving in the summer or preheated in winter. The customer can schedule his or her time of departure and drive off immediately thanks to the electric preheating or cooling. The function can be remote-controlled via the MMI in the car or the Audi MMI connect app. Preheating or cooling works regardless of whether the car is connected to the charging infrastructure, provided that the high-voltage battery has a sufficient charge. Audi also offers conventional auxiliary heating.

Intelligent: the hybrid management system
While driving, the hybrid management system controls the operating states of the Audi Q7 e‑tron quattro intelligently, flexibly and with high efficiency. The driver can choose between four modes. EV mode prioritizes electric driving, while in hybrid mode the decision regarding the drive type is left largely to the hybrid management system. In battery hold mode, the system stores the available electrical energy and charges the battery in battery charge mode.

The spacious SUV generally starts in electric mode. To activate the combustion engine, the driver has to press down on the active accelerator (another innovation from Audi) beyond a certain point of resistance. The point at which this occurs is based on the requirements of the hybrid management system. A pressure point must also be overcome for boosting, in which both the engine and electric motor work together at full power.

S mode of the eight-speed tiptronic and battery charge mode are configured for high recuperation rates, with energy recovery beginning as soon as the driver takes his or her foot off of the accelerator. Using the shift paddles on the steering wheel, the driver can change gears to select the degree of recuperation in steps. The recuperative brake system enables a controlled split between the electrified drivetrain and the conventional friction brake. This enables a majority of the energy to be recovered when the car is braked, increasing the electric range of the Audi Q7 e‑tron quattro. All light braking actions, which represent the majority during normal driving, are also performed using the electric motor. Changeover occurs with moderate or sharper deceleration, when the hydraulic wheel brakes are used.

If hybrid mode is active, speed is below 160 km/h (99.4 mph) and the eight-speed tiptronic is in mode D, the Audi Q7 e‑tron quattro switches to coasting as soon as the driver takes his or her foot off of the accelerator. The TDI and electric motor are deactivated. If the SUV approaches a slower car ahead, a traffic circle or town limits, coasting ends in favor of recuperative braking.

Foresight: the predictive efficiency assistant
Even if route guidance is disabled, the predictive efficiency assistant uses the route data to alert the driver about situations where it’s advisable to slow down. In the Q7 e‑tron quattro, this system enables a predictive operating strategy and automated hybrid management. The system recognizes curves, traffic circles and intersections, downhill slopes, town limit or speed limit signs – in many cases long before the driver sees them. A corresponding “foot from gas” message then appears in the instrument cluster or Audi virtual cockpit as well as in the optional head-up display. If the assistant screen is active, detailed graphics can be seen. If the driver wishes, the system itself will control the freewheeling function of the eight-speed tiptronic within certain parameters (in terms of speed and accelerator pedal gradient), so that the new Audi Q7 e‑tron quattro will roll at idle toward the slow-driving zone, such as at a traffic circle.

In combination with the predictive efficiency assistant, speed is automatically adjusted when entering built-up areas and to observe speed limits as well as on bends and at intersections, also when using coasting mode.

The data provided by the standard MMI navigation plus, the front-facing camera (also standard) and the radar sensors of the optional adaptive cruise control are used to recognize the traffic situation. The predictive efficiency assistant evaluates these data for the hybrid management system.

Even before starting out, the system computes the ideal hybrid strategy – even over longer distances – with consideration of real-time traffic information from the MMI navigation plus. Underway, the predictive efficiency assistant generates a detailed image of the route to a distance of three kilometers (1.9 mi). On approaching speed limit and town signs, bends, traffic circles and intersections, the system visually signals the driver to release the accelerator pedal. At the same time, the active accelerator pulses once against the sole of his or her foot.

Thanks to its hybrid drive, the new Audi Q7 e‑tron quattro also leaves a good environmental footprint. The computational consideration of its life cycle – from obtaining the raw materials through production to recycling after 200,000 kilometers (124,274.2 mi) – yields a total CO2 equivalent which, if run on Audi Energy, is 41 percent below the figure for the diesel-powered counterpart. The figures are slightly higher in production due to the energy input for the battery materials, but after around just 37,000 kilometers (22,991 mi) (renewable electricity generation – Audi Energy) the new Q7 e‑tron quattro outpaces a pure diesel vehicle in terms of its environmental footprint.

quattro drive and chassis
The self-locking center differential of the quattro permanent all-wheel drive is integrated into the housing of the eight-speed tiptronic. Lightweight and compact, its optimized locking range provides for excellent traction and handling characteristics. Under normal driving conditions, the center differential distributes the power between the front and rear axle in a 40:60 ratio.

If the wheels of one axle lose traction, the purely mechanical component can redistribute the power with no delay – up to 70 percent to the front and a maximum of 85 percent to the rear. The self-locking center differential works closely with the wheel-selective torque control. During fast cornering, the control software uses finely modulated interventions to brake the inside wheels, which are under a reduced load. This makes the SUV’s self-steering behavior even more agile and precise, and the grip even better.

Sporty agility and top comfort: the chassis
The Q7 e‑tron quattro handles highway runs comfortably and with aplomb. It masters winding interurban roads with precision and agility. Compared with the previous generation of the Q7, its center of gravity has been lowered by 50 millimeters (2.0 in), in part due to the lower installed position of the engine.

The SUV’s chassis is over 100 kilograms (220.5 lb) lighter, with the axles alone accounting for 60 kilograms (132.3 lb). Redesigned five-link constructions of aluminum and high-strength steel guide the wheels front and rear.

The pivot bearings are forged aluminum; the propshafts of the front axle are hollow. The elastomer bearings and the separate springs and dampers at the rear axle respond extremely sensitively.

Audi offers the adaptive air suspension – a pneumatic suspension with adjustable damping – as an option. It is managed via a newly developed chassis control unit that controls all the body control systems in the Audi Q7 e‑tron quattro. The system varies the body’s ride height depending on the situation. On the highway, the body is lowered by as much as 30 millimeters (1.2 in), which improves stability and the flow of air around the car. When driving slowly off-road, ground clearance increases by up to 60 millimeters (2.4 in). Sports suspension is also available as an option.

The electromechanical power steering is very efficient. It provides a direct, precise steering feel and works closely with several driver assistance systems. Its servo boost adapts to the driving speed.

A central control unit called ECP (Electronic Chassis Platform), which governs all body control systems, regulates the operation of the shock absorbers within milliseconds for each wheel individually, for example. Electromagnetically actuated valves inside vary the flow of hydraulic fluid – this concept allows an especially large spread between sporty and comfortable rolling. The position of the car relative to the horizon in the lateral and longitudinal directions is computed in the ECP and shown on a display in the MMI.

Up to seven modes: Audi drive select dynamic handling system
Audi drive select, the standard dynamic handling system, incorporates multiple technical components, including the eight-speed tiptronic, electromechanical power steering, the engine characteristic and the engine sound of the 3.0 TDI. It also controls the optional adaptive air suspension. If the car is equipped with the air suspension, Audi drive select offers seven modes: efficiency, comfort, auto, dynamic, individual, allroad and lift/offroad.

The Q7 e‑tron quattro comes from the factory equipped with standard 19- or optional 20‑inch wheels with an e‑tron specific design and 255/55‑series tires. Audi also offers 21‑inch wheels.

Large, internally ventilated discs with a diameter of 400 millimeters (15.7 in) up front stop the SUV safely and reliably. They are gripped by six-piston aluminum calipers. The electromechanical parking brake features convenient hill hold and startup functions.

Off-road, the Audi Q7 e‑tron quattro benefits from its high ground clearance (up to 245 millimeters (9.6 in)) and the greatest possible axle twist. An optional display presents the pitch and body roll angle; standard electronic hill descent control maintains the desired speed. An off-road mode for the electronic stabilization control ESC is also standard.

The equipment and data specified in this document refer to the model range offered in Germany. Subject to change without notice; errors and omissions excepted. All technical data stated are provisional.