TECHNOLOGY - ENGINES SCHEDULE
Concept studies start: Summer 2007 Project decision made: September 2007 Single cylinder tests for combustion process development End of 2007 First engine start of V10TDI: July 2008 First track test: December 2008 First race: 12 hours of Sebring, 2009 First victory: Le Mans 24 Hours, 2010
The generator is positioned immediately behind the oil tank on the fron drive output from the camshaft gear drive is made by a short poly-V generator is decoupled from crankshaft vibrations. The starter motor is also found on the engine's left-hand side. In an e motor can be changed without problems through an access panel in th
shows that an idler gear and ratio step had to be integrated to achieve the required ratio change. The fuel pumps are no longer driven by the camshaft drive idler gear but in fact by the oil pump drive gear. The different cylinder block height has as well an influence on the camshaft drive
4.7 Cylinder head
The cylinder head is manufactured as a one-piece aluminium castin positioned centrally in the cylinder head middle is well supported by rib thus ensuring a stable combustion chamber plate. Two inlet valves and two exhaust valves are positioned parallel to th valve seat rings are manufactured from sinter alloys which were spec high loads. The valve guides are produced from copper-berylliu actuation parts consist of sodium filled steel valves, conical valve followers. The valve arrangement in the combustion chamber was cha enlarged to use the bore size best. The camshafts are steel and are hollow drilled for weight reasons. The renewed compared to the R10. A larger valve lift and valve timing optimise the combustion.
Picture 12: Comparison of gear train in V12TDI and V10TDI engines Comparison of gear train layout in V12TDI and V10TDI engines
pin bore, the gudgeon pin in the steel piston is also considerably shorter, leading Audi Sport to claim that its steel piston can equal or even fall below the weight of its aluminium version. ‘The pistons have a
combustion bowl developed specifically for the R15 engine, and due to the greater bore size of the V10, the piston surface area load increases by approximately 12 per cent for the same ignition pressure. The high thermal loads made using two piston spray nozzles necessary – one for the piston base, the other to supply the cooling channel. ‘The Pankl-supplied
connecting rods in obliquely divided steel are manufactured with an H profile, as per the R10 rod, and were optimised with regard to stiffness and minimum weight by FEA calculation.’
CYLINDER HEAD Like the block, the cylinder head is a single piece aluminium alloy casting, developed using knowledge gained from the V12 head design. Initially, the concept was tried on a single cylinder test rig with the engine adapted from the V12 development parts, using components created through rapid prototyping. The single cylinder took over the main tasks in combustion process development and was also used for durability tests. In parallel to
4.5 Ancillary components Scavenge ports with windage trays are located as dry sump/oil pump system component on the right-hand side of the bedplate. The oil and water pumps are located on both sides of the cylinder crankcase. The external gear pressure stage is positioned on the left together with scavenge stage for the turbocharger and gear shaft. The oil positioned on the side for greater accessibility. All scavenge pump stages for
filter is the
crankcase, gear shaft and turbochargers are arranged on the right-hand side. The cylinder heads are scavenged via the gear shaft. The two Bosch high-pressure fuel pumps are mounted above the oil pumps.
The R15 TDI’s single piece, aluminium alloy cylinder head, showing the location of the Bosch CRS 3 fuel injectors Picture 15: General arrangement of the R15 TDI cylinder head
The cylinder head cover with the engine mounting points is machined strength reasons. Due to integration of the camshaft bearings in the the cylinder head has a particularly high stiffness level in the upper a introduction of suspension forces via the monocoque and/or the gearb
the single cylinder test unit, the head and complete engine were designed and simultaneously calculated. ‘The injector duct housing the in-line Bosch CRS 3 piezo high- pressure injectors is positioned centrally in the cylinder head, well supported by ribs in the oil chamber ensuring a stable combustion chamber plate. Two inlet valves and two exhaust valves are positioned parallel to the cylinder axis, with the valve seat rings manufactured from sinter alloys, which were specially designed for the high loads. The
valve guides are produced from copper-beryllium alloy, while the valve actuation parts consist of sodium-filled steel valves, conical valve springs and finger followers. The valve arrangement in the combustion chamber was changed and the valves enlarged to use the bore size best. ‘The camshafts are steel and
are hollow drilled for weight reasons, while the cam contours were renewed compared to the R10, with a larger valve lift and valve timing necessary to optimise the combustion process. ‘The cylinder head cover with
the engine mounting points is machined from a solid billet for strength and, due to the integration of the camshaft bearings in this cover, the cylinder head has a particularly high stiffness level in the upper area. This allows the introduction of suspension forces via the monocoque and / or the gearbox. ‘Positioning of the gear
drive on the engine’s front face also brings advantages to the combined vehicle stiffness.’ In addition to the camshafts,
the oil, water and high-pressure fuel pumps are all driven by
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