Encounter Audi Technology Magazine

The Audi Technology Magazine
ultra
Lightweight Design
Performance
valvelift system
Mindset
Recycling Urban Mobility
LED
hybrid
Matrixbeam
Recuperation
CFRP
connect
S tronic
Ergonomics tiptronic drive select
ASF
R tronic MMI
Efficiency
e-tron
travolution Aerodynamics Night View Assistant LTE Technology
TDI
assist Virtual Reality
TFSI
Passion
Design
Le Mans
e-Performance
TCNG
multitronic Start/Stop System
Quality
Head-up display
side assist
pre sense
balanced mobility
lane assist
Skills
Dynamics
quattro
The Audi Technology Magazine
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Dear reader,
The world today faces enormous challenges. Within the next 20 years, the majority of the population will live in urban areas, and natural resources will increasingly become a con sciously valued commodity. Against this backdrop, the automotive sector is also entering what is surely the most exciting technological shift of its history. The challenge lies in being able to continue to guarantee people mobility that is both individual and sustainable. The keys to this are dedication and a wealth of ideas, because times of change are also moments of bold ideas. Again and again, we demonstrate that Audi is creating these kinds of ideas at the right time. 40 years ago, we brought the slogan Vorsprung durch Technik to the world stage. With innova tions like quattro drive, the Audi Space Frame and LED technology, we have given form to this statement. Since then it has been both our driving force and our guiding principle.
Hermann Hesse once said: In order to create the poss ible, we must keep attempting the impossible. Our engineers live and breathe this conviction every single day with all the guts it takes. They research and investigate until their visions can become reality. With passion is the only way to describe how they set about addressing the challenges of the future, and come up with clear an swers to them. In this technology magazine, you will find out a great many interesting and exciting things about this very special Audi standard. It is a cross section of topics that mean a great deal to us at Audi ones with which we want to shape the mobility of tomor row; ones with which we apply our Vorsprung durch Technik in the service of our customers and our responsibility. Efficient internal combustion engines, lightweight de sign, the networked car, electrification these are our focal points, as they are in this magazine, too. But we also want to surprise you with the unexpected. Read, for instance, how we are currently rein venting our core competence with the e-tron quattro. Or how we find inspiration from the animal kingdom. To go boldly ahead of our time I think that this motto is not just representative of this technology magazine, but also of a promise that we have made to the future. It takes people with the courage to attempt something new, without compromise and with out fear of failure. Discover for yourself what it is that drives these people and what ideas they stand for at Audi. Enjoy. Warm regards
During the next 20 years, the automotive sector will undergo what is surely the most exciting technology shift of its history. The keys are dedication and a wealth of ideas. Rupert Stadler
Rupert Stadler, Chairman of the Board of Management of AUDI AG.
Encounter Technology
Contents
20 Era of revolution Interview with Board Member for Development Michael Dick 28 Every gram counts Lightweight design as a mindset
Mindset.
36 42 Swarm intelligence Nature as a role model 48 54 Think global Technology scouting at Audi 64 56 Mobility 2050 Design trends for the decades to come
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e-tron quattro Driving fun for the electric age
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Light box Innovations in lighting technology
90
Artwork The lighting workshop
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balanced mobility On the road to CO-neutral mobility
connect The car as part of the networked world
100
From TDI to e-tron The Audi driveline strategy
106 Perfection Quality without compromise
High voltage The Audi A1 e-tron starts fleet testing
Skills.
118 New thinking Patents at Audi 126 quattro concept Design is applied art 138 XX factor Women in Technical Development 150 Testing facilities The most important development tools 162 Aerolution Detail work in the wind tunnel
The seeing diodes A new dimension in pedestrian protection
Passion.
174 The sound magicians Tuning sound systems 180 184 Testing to the extreme On the road all over the world Tanto Amore Building engines by hand 146 188 Paint and leather Passion for the best materials 194 200 Future Urban Mobility New mobility in the mega cities Le Mans Audi enters a new prototype
4 Encounter Technology
120
Encounter magazine Technology at its best
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Virtual reality Engineers as lawyers to the customer
Sound of the future The sound of electromobility
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TechWorld Tomorrows technologies
The start of a new era Audi is heading into the age of electromobility with the A1 e-tron. One first step is fleet testing in Munich.
Sound as an art form the future Audi e-tron vehicles need their own distinctive sound. Specialists are creating it in the sound lab.
The future is bright Audi is the leading brand in lighting technology. Engineers build on this leadership with a constant stream of new developments.
Voltage, vivacity, velocity Audi is developing a new drive system, the e-tron quattro. It takes the brands all-wheel drive philosophy into the future.
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Emotions as sculptures Audi is already experimenting with design ideas for the year 2050. The conceptual models combine aesthetics with technology.
Virtual worlds in Design Check, development engineers examine new models for their usability, assisted by virtual reality.
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quattro reloaded the quattro concept brings together lightness and performance, clad in a spectacular new design.
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Color & Trim the selection of stylish colors and materials is one of the brands domains and a classic competence of Audi Design.
With love the Aventador LP 700-4 is the new top model from Lamborghini. Its production combines state-of-the-art technology with precision craftsmanship.
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Mindset.
Contents 20 Era of revolution 28 Every gram counts 36 balanced mobility 42 Swarm intelligence 48 connect 54 Think global 56 Mobility 2050 64 Perfection
Mindset It was the courage to innovate that put Audi on top. The company wants to expand its leadership with a stream of new ideas and a clear philosophy.
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Driven by Innovation Michael Dick is the Member of the Board responsible for Technical Development at AUDI AG. In interview, he talks about challenges, new competences and the goal of CO-neutral mobility.
Era of Revolution
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Emotion the engineering boss is impressed every time he looks at one of the show cars. After all, they represent ideas for the future of the brand. Precision every detail of the Audi e-tron Sypder is meticulously thought through. The design of the exterior and interior is closely integrated.
Audi e-tron Spyder concept idea for an open sports car with mid-engine and plug-in hybrid drive.
Interview Hermann Reil
Photos Myrzik und Jarisch
Herr Dick, for some time, it appeared that the automobile was a mature technology with all its significant innovations long established. However, we are now facing revolutionary changes. Michael Dick: For us automotive engineers, the instinct to innovate has always been strong things have never really stood still at Audi. But its true, of course Ive been in the auto industry for more than 30 years and it has never been as exciting and challeng ing as it is now. Which is the most critical challenge? Dick: The key factor for the future is how we combine the social change taking place throughout the world with the enor mous progress being made, especially in electrics and electronics, to create unique products. Only when we make consistent use of technological progress across all fields in new kinds of drives, and in the opportunities presented by the networking of knowledge and function will we be able to ensure individual mobility for the fu ture that conserves resources. And we are absolutely committed to pursuing this approach.
Will this future be dominated primarily by electromobility? Dick: In the long term, yes whereby the overall eco logical account can only be balanced once electric vehicles are driven using regenerative energy. Hybrid vehicles are an important stepping stone towards electrification. For the next years, how ever, the classic internal combustion engine will continue to dom inate. And for this reason, we will keep making further significant progress in the field of fuel economy and emissions after all, even a hybrid is only as good as its combustion engine. e-tron stands for electromobility at Audi but in the most diverse forms Dick: All Audi e-tron vehicles run on electricity alone; that is what they have in common. They could be plug-in hybrids*, which are charged at standard electrical outlets and have an electric range of at least 30 to 50 kilometers enough for many daily needs. On reaching this limit, the customer can continue driving with the combustion engine in the usual manner and without any restriction to comfort and usability. Thats why I am a strong believer in this technology. And the purely electric car? Dick: Battery-powered vehicles will, from the outset, have a greater range of at least 100 kilometers, which is enough to cover most everyday driving needs. Overall though, the purely elec tric car will find its application largely in urban areas. One particu lar concept we are working on is a fleet test of the Audi A1 e-tron, which will take place this year. It has a small combustion engine as a range extender* that can power a generator for charging the bat tery while driving. This keeps the car moving on electricity, even when there is no charging station nearby. In time, the term e-tron will come to be associated with Audi electric cars in the same way that quattro is with all-wheel drive.
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* See glossary, pp. 204207
Michael Dick With the show cars, we are communicating our design strategy. The current Audi A3 concept demonstrates that even a compact notchback can look really dynamic.
Prototype unfortunately, such a sophisticated combination of carbon and polished alu minum cannot be realized on series production wheels yet.
Is there any connection between e-tron and quattro? Dick: Of course there will be. With the e-tron quattro, we are networking these two worlds in an intelligent way to bring Audis hallmark dynamics into the electric car. We are developing a system that separates lateral dynamics from traction to create an unbeliev able level of driving fun, even under purely electric drive. The e-tron quattro combines the best Audi genes with innovative technology this will set Audi well apart from its competitors in future, too. You were not a big fan of hybrid drive for a long time. Have you now come to terms with the idea? Dick: Thats true, earlier solutions did not convince me. And even today, the TDI is still superior to the hybrid in many Eu ropean driving situations when it comes to fuel economy. But we have made significant progress in this field and achieve excellent performance and fuel economy figures with our new Q5 hybrid and the forthcoming A6 and A8 hybrids, all of which have powerful best- in-class features. Nevertheless, I very much see the full hybrid as a bridging solution to the plug-in-hybrid, which can also be charged at a standard electrical outlet. Diesel, gasoline, hybrid, electric which strategy are you pursuing in view of this enormous breadth of drive technology? Dick: You forgot about alternative fuels, which is also something we are working on intensively. It is clear to us that future model ranges must be able to do it all. Starting with the successor to the A3, all new models will accommodate all current types of drive, all the way to pure electric drive. Whether we then produce all of the variants will depend on how the markets develop and, of course, the costs.
What role will be played in that by the classic internal combustion engines, TDI and TFSI? Dick: Easy the most important by far. For the foresee able future, the combustion engine will remain the central driving force, especially when we consider the global benchmark. There fore, we will continue to work hard on its efficiency, paying increas ing heed to the entire energy chain from its generation through storage to its consumption within the vehicle, plus the entire pro cess chain involved in manufacturing a car. This is where you can see that the carbon footprint of an electric car, taking into account its complex battery and the German electricity mix, is not yet partic ularly convincing. For this reason, we are taking a new approach with Audi balanced mobility in order to implement our overall strategy of reducing CO emissions. As an automaker, you are taking on a whole new scale of responsibility. Dick: Our long-term goal is clear CO-neutral mobility. We are, or course, first and foremost an automaker, but we also have a social responsibility and are thinking well beyond our core busi ness when it comes to this issue. Under the heading Audi balanced mobility, we are pushing forward with innovative ideas. Using wind turbines, which we are building together with our partners in the North Sea, we are enabling our e-tron models to run with absolutely zero emissions. The most exciting part, however, is surely the Audi e-gas project. Here we are using regenerative electricity to make hydrogen and methane, in order to drive our future TCNG* models. This is a completely new approach to the storage of regenerative energy, but certainly not a matter of science fiction. The pilot phase of the project is complete and we are now taking the next step to build a facility for generating methane or synthetic natural gas to industrial standards. I should also mention that any credible CO strategy must also incorporate one of Audis core competences lightweight design. How does that manifest itself? Dick: The new Audi A6 is the perfect example of where we stand. It is lighter than its predecessor and consumes less fuel. Its higher proportion of aluminum pays for itself in just 5,000 ki lometers. We have set high targets here each future vehicle gen eration must be lighter, considerably lighter, than its predecessor. Which materials are you working with on that? Dick: With the intelligent material mix! The vehicles that we build in future will have a high degree of material flexibility. The basis for this is the right material, in the right amount, in the right place. That can be an intelligent mix of high-strength steels with aluminum, magnesium or fiber-reinforced composite materials. I am specifically not limiting that to CFRP*, as this field continues to produce all sorts of interesting materials. Working together with the Voith Group, we are seeking to drive forward the industrializ ation of fiber-reinforced polymers for high-volume automotive applications.
Ive been in the auto industry for more than 30 years and it has never been as exciting and challenging as it is now. Michael Dick
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Premium visible carbon features increasingly alongside aluminum as a design element. In the interior, Michael Dick prefers reduction and clarity.
Michael Dick The Audi Nuvolari quattro from 2003 is one of the forefathers of our current design language and therefore also one of the milestones in our success.
In this time of so many technological breakthroughs, you surely need a great many new competences within the company. How do you manage that? Dick: Electrification is a good example. We currently have around 500 employees in Technical Development who are working exclusively on electromobility. Around half of them come from with in the company people with a specific interest in the field and who have undergone extensive training on the subject and they have brought with them their know-how from their previous areas of activity. The second half are people we pulled in from outside, who bring with them additional expertise after all, Audi is a highly at tractive employer and that stands us in good stead. This is a healthy mix for completely reconfiguring our drive technology. We also operate a host of joint ventures for development projects, with which we are currently generating quite a bit of know-how in the software area. This is the only way we can secure Audis hallmark product characteristics; it is the only way to make sure that an Audi is always an Audi. Are the key innovations coming only from electrics and electronics? Has progress in the classic areas of automotive engineering such as steering, braking and suspension now reached its limits? Dick: Every limit is only temporary. In every area, tomor row brings another innovative idea to make it even better. Even in the field of handling and comfort, the core elements of every car, we will continue to see major innovations. Most of them result from a combination of mechanics and electronics. The e-tron quattro is an example of this; our approach to driving without lateral forces is another. This will facilitate a completely new driving experience.
But electronics and software are always the big keywords. Will the car become part of a fully integrated and networked second world? Dick: This is a significant part of our product strategy under the heading Audi connect. Every Audi will be extensively networked with its surroundings and not just with the internet, but with owners smartphone, with other vehicles, parking garages and infrastructure components such as traffic signals. This networking makes traffic safer, but also more free-flowing, thus reducing CO emissions. The number of functions and possibilities is con stantly growing. Is this manageable for the driver? Dick: Reduction, simplification, clarity those are the keywords for me in describing the interior and operating concepts of the future. Audis central interface remains the Multi Media Interface MMI*, which will be intensively developed for future gen erations. Our unique touchpad is a key element, fully program mable displays are another. It also presents the opportunity for stronger differentiation between the individual model ranges. The Audi TT and R8 are pure driving machines, while an A6 or A8 covers a broader spectrum. And, in all this innovation, we mustnt forget the meaning of the individual functions to our customers. The WLAN* hotspot in the A6, A7 and A8, for example, is resonating extremely well. The same will apply to the new Audi online traffic information service. These are innovations with a value that is immediately ap parent to the customer. What is the function performed in your mind by Audis show cars? Dick: First and foremost, we use them to communicate our design strategy. The Audi Nuvolari quattro from 2003 is one of the forebears of our current design language and therefore also a milestone in our enormous success. The current Audi A3 concept shows its further development in the near future. It is clear proof that a compact notchback can look truly dynamic. The Audi e-tron Spyder goes a few steps further a minimalist driving machine with a new combination of exterior and interior design. But it wont just be the form that clearly differentiates an Audi from the competi tion in future. The fine craftsmanship of the interior and our overall Vorsprung durch Technik are just as much a part of Audis genes.
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Light Entertainment
Every gram counts At Audi, lightweight design is a fundamental principle, a mindset. Not just in the bodyshell, but throughout the entire vehicle, development engineers are battling against each unnecessary gram.
124 g
1,500 g
Audio amplifier
An intelligent cooling concept reduces the number of cooling ribs on the new amplifier (below) a perfect example of lightweight design.
Rear wheel mount

The rear wheel mounts on the Audi A4 are made using an aluminum diecasting process. Optimized topology (above) makes them considerably lighter geometric lightweight design in action.
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30 g
116 g
A-pillar cladding
For the A-pillar cladding (left), a new manufacturing process pumps air bubbles into the plastic. Throughout the interior, one kilogram has been saved by using material-based lightweight design on all trim pieces.
Secondary air pump mount

The secondary air pump ensures that the engine rapidly reaches operating temperature after cold start. Its new mount (above) is made from just one folded piece instead of two welded components.
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800 g
200 g
Tunnel cross member

The Audi A8 has a tunnel cross member that supports the rear end of the tiptronic. In the V8 TDI (above), the part is made from ultra-light magnesium and from aluminum in all other engine variants.
Front wheel hub

Why does a wheel hub have to be circular? Intelligent detail optimization (left) saves weight.
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500 g
Enjoy an interactive 3D experience of Audi lightweight design. Take the marker included with the Dialog magazine, download the application and experience lightweight design in new augmented reality.
Dr. Lutz-Eike Elend, Head of the Audi Lightweight Design Center We are combining the different material sectors with each other.
Suspension cross-brace
The right of the two suspension cross-braces in the engine compartment is considerably lighter than the left it is made from formed aluminum profile.
Text Johannes Kbler
Experts in dialog Dr. Lutz-Eike Elend, Head of the Audi Lightweight Design Center, and Heinz Hollerweger, Head of Total Vehicle Development, talk about lightweight design in the bodyshell and the vehicle as a whole. Audi has been the leading brand in lightweight design for many years. Why is this issue so important? Heinz Hollerweger: Lightweight design influences many characteristics that are extremely important to our customers. Light weight design means agility, maneuverability and speed, and it also means lower fuel consumption 100 kilograms of weight make a difference of 0.3 to 0.5 liters per 100 km. With targeted light weight design, we influence the weight distribution in the vehicle and the height of the center of gravity. Until a short time ago, the trend was increased weight across many models, even at Audi. Why? Dr. Lutz-Eike Elend: Alongside an increased desire for comfort on the part of our customers, the most important driver was tighter safety requirements. For crash tests in particular, we had to size the structures appropriately in the areas that absorb energy.
Hollerweger: There were also further regulatory re quirements including emissions laws. Today, however, we assume that the increases resulting from legislation have now stopped. There is very little additional safety that can now be achieved through weight, but a great deal through active safety with sensors that can avoid accidents altogether. On the new A6, overall weight has been reduced by 80 kilograms compared with the preceding model partly due to the many aluminum components in the bodyshell. What is the role played by the bodyshell in lightweight design? Hollerweger: It is the starting point for all initiatives; it sets a whole spiral in motion. A lighter bodyshell enables smaller brakes and lighter running gear. When the vehicle is lighter, we can reduce the size of the engine and transmission. That way, the crash loads are lower and we can make the bodyshell even lighter that is how the spiral keeps turning downward. Dr. Elend: On the A6, everybody worked on further op timizing the lightweight design in terms of materials and construc tion. The front-end suspension strut mounts are a good example for both in fact. On the preceding model, they were welded together from ten steel parts. We have now replaced them with a single al uminum casting and saved ten kilograms per car. And we were able to attach parts of the suspension directly to the suspension strut dome a new kind of function integration. Hollerweger: We took a close look at the load paths throughout the bodyshell and optimized their geometry to make them as straight as possible for good distribution of forces. We usually use form-hardened steels for this, with a hardness of up to 1,500 Megapascals. They bring us further weight savings due to reduced wall thicknesses.
The new A6 represents Audis next big step in bodyshell design, the transition to Multi-material Space Frame. What does this term mean? Dr. Elend: The Space Frame that we developed for our aluminum bodyshells is characterized by extruded profiles rigidly bound into cast nodes, with the surfaces closed off and stiffened with panels. This delivers high bodyshell stiffness, which in turn is the measure of precision, sporty handling and comfort. We adapted this Space Frame principle for the new A6, which has a passenger cell made largely from steel panels. Until now, Audis aluminum and steel bodyshells had little in common. Does the Multi-material Space Frame put an end to this separation? Dr. Elend: We are taking a broader approach with all of our models. Even the A8 no longer has a purely aluminum space frame; its B-pillars are made from form-hardened steel. We are combining the different material sectors more and more with each other, with the target of gradually bringing the Space Frame prin ciple into large volume production. Hollerweger: With every part, we ask ourselves how we can make it lighter. No material is sacred to us in every place, we use the right material for the right function. Materials technology is developing very rapidly. We already have a colorful mix of steel in a variety of hardness classes, a wide variety of aluminum alloys, magnesium, polymers and glass. Which materials possess the greatest lightweight potential for the future? Dr. Elend: We are thinking in all directions a large part of our capability lies in making good predictions, which is where our virtual methods give us the advantage. In general, we see a great deal of potential in fiber-reinforced polymers*. At the moment, we are using carbon-fiber in some vehicles, but we are looking at a wide range of synthetic and natural materials. One important aspect in this respect is always the overall energy footprint of the material. Hollerweger: The consideration of the entire chain is surely one of our strengths. How much energy is required to make the material in the first place; how can it be recycled at the end? Only if the material can demonstrate a saving in operation versus production does it make sense for lightweight design. CFRP*, for example, requires considerably greater energy in production than steel or aluminum, and we are not yet certain how it can be recy cled. It is for precisely this reason that there is such a strong prefer ence for aluminum at Audi.
But lightweight design at Audi is much more than material science Dr. Elend: With the versatility that we apply to our work, a question that is always coming up is how we can bring the indi vidual materials together. In the bodyshell area in particular, bond ing technology is a key factor. This is a field in which Audi has a very long tradition and an equally impressive leadership in experience. Successful lightweight design is always teamwork. It starts when everybody knows the opportunities offered by one project to the lightweight design work of another. That is a mindset in this com pany; it lives in the Audi genes and in our team. Other than the bodyshell, where else can you save weight? Hollerweger: Downsizing* the engine can provide an initial spark. When it comes to drive, we have cast iron, aluminum and magnesium materials that we are continually developing. Fiber composite materials are also a conceivable option for the future, such as polymers for oil pump casings. We achieve especially sig nificant effects in the engine and wheels when we reduce the rotat ing masses with their moments of inertia. We can also foresee fiber composite materials in the interior, in areas such as seating struc tures. And, in electronics, we are helped by the increasing network ing and integration of components and sensors. It sounds like the next Audi models could be considerably lighter. Hollerweger: Yes, they will be. The weight reductions will vary for an important volume model, we are striving to achieve an order of magnitude of around 10 percent. And the electric drives of the future? Hollerweger: This give us a whole host of new chal lenges. The batteries will initially lead to weight increases. In an electric-only car, we may save on the combustion engine, but the electric motor can conceivably be half its weight, and the battery easily weighs 160, 170 kilograms, which means well have to work even harder on the conventional components. Dr. Elend: The new drive concepts offer us the chance for a revolutionary new architecture and a whole new construction, which is why we are taking another detailed look at the bodyshell. We are moving away from the notion of always using profile to build longitudinal beam structures and thinking about new ways of cre ating stiffness. The new fiber-reinforced materials offer us a great deal of design freedom. Does the future of lightweight design already have a name as far as you are concerned? Hollerweger: Yes it does. We call lightweight design Audi ultra the term represents the Audi approach at the spearhead of lightweight design.
Heinz Hollerweger, Head of Total Vehicle Development Lightweight design is a mindset at Audi.
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balanced mobility Audi breaks new ground. The company is aiming to take a leading role in the sustainable management of natural resources, with the main goal of achieving CO-neutral mobility.
balanced balanced mobility mobility

Text Johannes Kbler Photos Myrzik und Jarisch
Derived from nature oxygen and chemically bonded energy made from CO.
When Reiner Mangold talks about Audis e-gas project, you can sense his fascination for the topic. Imagine a chain of energy sources that begins with wind power, i.e. with regenerative energy, explains the project leader. At the end of this chain, we will generate electricity, hydro gen and methane gas the fuel for our cars. And then imagine that our technology also has the potential to solve the problem of stor ing wind and solar energy, which is, unfortunately, not always avail able exactly when we need it. Under the headline Audi balanced mobility, the com pany is breaking new ground it wants to take on a leading role in the sustainable management of natural resources, with the main goal of achieving CO-neutral mobility. Rupert Stadler, Chairman of the Board of Management of AUDI AG puts it this way: Audi balanced mobility means mobility in equilibrium with people, with its new values and with the environment. Audi balanced mobility stands for the balance between economy and ecology. The Audi e-gas project will be a milestone on this road. Mangolds colleague Reinhard Otten explains the concept: The first major element in the Audi e-gas project is wind turbines. We are investing in four large installations in an offshore wind park in the North Sea. Each of the wind turbines generates 3.6 mega watts and can produce around 53 GWh of electricity per year. Part of that will be used to manufacture 1,000 A1 e-trons and run each of them for 10,000 miles per year according to the principle for mulated by Audi boss Rupert Stadler: Our e-tron models will run on sustainably generated electricity.
The second key element of the project is the e-gas in stallation. The first installation of its kind in the world is scheduled to enter service in 2013 in Werlte, Emsland and will be capable of using up to 6.3 MW of wind energy. The e-gas facility comprises two main components the first is the electrolyzer. With clean electric ity i.e. with the electricity generated by the nearby Audi wind turbines it splits water into its two elements, hydrogen and oxygen. The hydrogen can then be used to drive fuel cell vehicles such as the Audi Q5 HFC. However, as this is not yet ready for series production, it will initially not be used directly, but instead transferred to a methanation facility where it will be catalytically bonded with car bon dioxide (CO) to make methane. The process is coupled to a waste biogas facility run by energy supplier EWE the CO it supplies for the methanation process would otherwise be discharged into the atmosphere. The planned facility can produce around 1,000 tonnes of methane per year, incorporating 2,800 tonnes of CO.
Reiner Mangold, Head of the Audi e-gas project Use excess eco-electricity and convert CO into fuel this idea has enormous potential.
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1 Wind energy Audis offshore wind turbines produce clean electricity around 50 million kilowatt hours per year. 2 Power grid the wind power is fed into the public grid, where it is then distributed. 3 Charging station an intelligent charging strategy stabilizes the electricity grid during charging of the A1 e-tron.
1
The Audi e-gas project The plan is a central element of Audi balanced mobility. Audi is building an all-new chain of energy sources wind power generates electricity, hydrogen and methane.
CH
O
1
End product methane a combustible gas with a high energy content.
2 5 3 6
1 min 300 km
Natural power ultimately, one minute of wind is enough for a 300 km drive with the A1 e-tron.
CO
4
3 Hydrogen production the first step is to split water (HO) into hydrogen (H) and oxygen (O) using electrolysis. 4 e-gas production the second step is for the facility to produce methane from hydrogen and CO. 5 e-gas storage the methane from the facility is fed into the public natural gas network.
1 Wind energy large offshore wind turbines produce clean electricity. 2 Power grid part of the wind electricity flows from the grid into running the e-gas facility.
6 e-gas fuel station 1,500 Audi A3 TCNGs can each drive 15,000 km per year on e-gas. 7 Audi A3 TCNG every gram of CO emitted by the A3 TCNG was previously bonded by the e-gas production process.
Goal Audis e-tron models will run on clean eco-electricity.
Hydrogen and e-gas production The e-gas facility consists of two main components. The electrolyzer produces hydrogen and the methanation facility downstream produces the e-gas.
Electrolysis the water (HO) in the tank is broken down into its components parts oxygen (O) and hydrogen (H). The process runs on eco-electricity.
In January 2001, Audi tested on-location a small labo ratory installation with 25 kW. From the outset, it was able to pro duce synthetic methane to natural gas quality from exhaust gases containing CO the new climate-neutral fuel was born. It is suit able for driving Audis future natural gas vehicles like the A3 TCNG*, scheduled for launch in 2013. The methane will be fed into the German natural gas grid and thus into the CNG fuel station network, where it will re place imported fossil-fuel derived natural gas. 1,500 A3 TCNGs will each be able to drive 15,000 km per year on the volume of gas ex pected from the pilot installation in Wertle; with an excess of 150 tonnes of e-gas. This can be stored in the public network and used as required by other consumers for example, by combined heat and power plants that will then be able to produce eco-electricity and heat on days with little wind and sun. The carbon footprint of the Audi e-gas project is highly attractive at the end of the clean energy chain are well over 30 million kilometers of climate-neutral driving per year for the new e-tron and TCNG models. Reinhard Otten is already thinking ahead. For me, the most fascinating thing about the Audi e-gas project is that it doesnt only enable climate-friendly mobility, but can also solve outstanding problems relating to the sustainable energy economy, says the Audi engineer. Eco-electricity, hydrogen and methane are important to our lives in the 21st century and especially so for future mobil ity, continues Otten. In the mid-term, e-gas technology can es tablish an energy supply structure that is 100 percent regenerative and also highly flexible. Within it, the relative proportion of the three energy sources balances out in accordance with need.
Audi engineer Uwe Heil The carbon footprint for the entire vehicle lifecycle matters.
Audi engineer Reinhard Otten The e-gas project can solve many problems associated with the sustainable energy economy.
Methanation hydrogen (H) is thermo-chemically bonded with carbon dioxide (CO) to make methane (CH). The by-pro duct is water.
The future of energy supply in Germany belongs to re newable energies. Their production, however, is subject to the fluc tuations of nature that will become increasingly difficult to accom modate as the proportion of electricity production rises. The concept of methanation with the help of regenerative energy is the solution to that problem the electricity grid is coupled to the underground gas network, where excess capacity can be stored for months. The potential of the gas network is a stunning 217 Terrawatt hours (TWh); energy storage devices can currently store just 0.04 TWh. The energy can be fed back into the electricity grid as required using electricity reconversion. Our e-gas technology has the potential to give new di rection to the discussion on the expansion of renewable energies, says Michael Dick, Member of the Board of Management respon sible for Technical Development. We are taking the initiative our selves and complementing e-mobility through an equally climatefriendly concept for the long term. Audi has completed the project planning phase of the e-gas project; now comes engineering and construction planning. The company intends to invest a sum measuring in the high tens of millions in the Elmsland location and the wind turbine facilities. Project partners are plant manufacturer SolarFuel, the Center for Solar Energy and Hydrogen Research (ZSW) in Stuttgart and the Frauenhofer Institute for Wind Energy and Energy Systems Tech nology (IWES) in Kassel. These three partners have worked together to develop the prototype for the methanation system and to verify the impact of the technology on the energy system through exten sive simulations.
Information Audi and the environment
Audi takes very seriously its responsibility to manage natural resources in a conservative manner. Alongside the e-gas project, are a great many other environmental activities they cover all aspects of the automotive value chain and even extend well beyond it. Audi operates its own environmental foundation and has planted forests close to its factory locations for the purpose of researching CO conversion in trees together with partners from the field of science. The company is also an associated partner in the international consortium Desertec Industrial Initiative, which is seeking to produce solar energy in the deserts of North Africa and the Middle East. Audi considers every single process within the com pany as part of the big picture. Even during vehicle development, engineers are taking ecology into consideration. This applies to the individual components and how they are constructed, as well as the efficiency of the production processes, energy needed to run equipment, water circuits in the factories and logistical pro cesses. The photo-voltaic installations that produce electricity on many of the hall roofs protect resources, as do the car trains to the North Sea port of Emden, which are driven by eco-electricity.
Around 70 percent of the emissions generated by a car in the course of its life are in its operation, which is why Audi is working continuously to reduce fuel consumption. TDI and TFSI engines both of which were developed by the brand automat ic transmissions and the modular efficiency platform still hold a great deal of potential. The term Audi connect refers to the net working of the vehicle with its environment; it can improve traffic flow and minimize congestion. Lightweight design technologies grouped under the term ultra also make a major contribution to a healthy carbon footprint. Weight reduction is not an end in itself for us. It is far more important to achieve a minimal carbon footprint for the entire vehicle lifecycle, explains Uwe Heil, another colleague of Mangolds. In the new Audi A6, the bodyshell incorporates many aluminum components. We have created a carbon footprint for it that includes all process steps from material production through component manufacture and fuels to recycling. At the end of the day, we are seeing that lightweight design initiatives, together with further efficiency measures pay for themselves in less than 5,000 driven kilometers compared with the preceding model. The greenhouse gases for the new A6 are down by 13 percent. In the long term, customer expectations will become even more differentiated which is why Audi is expanding its port folio ever further. On top of todays internal combustion engines come specially modified TCNG units, while second-generation biofuels will also bring CO reductions to other engines. This year sees Audi begin sales of its hybrid vehicles, like the Q5 hybrid quat tro. The e-tron models that can drive for longer distances on elec tricity alone will appear shortly afterward. All these innovations are mosaic pieces in a grand image of the future the concept of CO-neutral mobility.
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p(jam-end detection) =
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Photo: Getty Images
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Model Roman Schindlmaister and Jens Krause agree that there is much about the behavior of swarm animals that can be applied to road traffic.
Text Lisa Fting
The importance of good schooling Is the group smarter than the individual? Not always, but the behavior of animal swarms provides the model for the future networking of vehicles. Professor Jens Krause, Fish Ecologist in Berlin, and Roman Schindlmaister, responsible for vehicle concepts at Audi, in dialog on swarm intelligence in fish and in cars.
Roman Schindlmaister: At Audi, we use a range of different communications chan nels to link vehicles with each other or with the environment. The new Audi online traffic information system and the travolution pilot project are initial examples of this. The aim of the networked car is to enable our customers to travel more safely, quickly, in greater comfort and more efficiently. Are we already talking here about swarm intelligence? Jens Krause: I just sat down again with a robot researcher and a theoretical biologist to define the term swarm intelligence. We are always coming up against classification issues. The question is: When does collectivity become especially intelligent? Not every thing that seems collective necessarily has swarm intelligence. There are many situations in which the mass does something that is be neath the average level of the individual. That happens when we cut off the head and connect the group blindly. Communication between vehicles can create a network that enables considerably more efficient navigation for the individual. The group enables some thing that the individual cannot do alone. For a biologist, this fulfils the definition criteria of swarm intelligence. Schindlmaister: It will obviously be some time until we have larger volumes of cars with car-to-X communication*. Which raises the question: How many cars must be equipped with the ability to network? How many information sources do we need in order to give the customer a benefit in traffic through communica tion? How does that work in a school of fish?
Krause: Just 15 to 30 individuals able to exchange in formation can form a competent network. It takes only a couple of individuals within a group to inject new momentum, around five to ten percent. Another important factor is the area across which the user-relevant information is gathered. If we take the example of a city center or an even smaller zone, you dont need many ve hicles in order to gather and exchange helpful information. Schindlmaister: Exactly this kind of situation is a topic for us. If I am traveling in Munich, I am not interested if there is congestion in Dsseldorf or Berlin. Therefore, we are also thinking in terms of spaces. In our travolution project, traffic lights give in formation to vehicles equipped with car-to-X communication. We have established that only five to ten percent of all cars need access to this information in order to bring the rest of the vehicles into op timum traffic flow. Krause: The advantage of your system is also that the information is exchanged with other vehicles in real time. With fish, it is usually the case that the more individuals involved in a decision process, the longer it takes. This factor of time is not an issue in an electronic network. The system processes the information extremely quickly, thus creating an intelligent network. These kinds of struc tures are highly robust, flexible and suited to continuous updating. These are the key factors in swarm intelligence that release enor mous potential. Schindlmaister: Among drivers, there are hesitant and more pro-active characters. Can you also detect this in schools of fish? Krause: Yes, definitely. A large proportion of swarm in telligence is based on diversity. There are explorative, risk-friendly and risk-averse fish. In our schools, we find distinct indications of personality characteristics. Often, it is the combination of a range of different individuals that makes group performance particularly strong. The two important sources for swarm intelligence are the independent gathering of information and the combination of di verse individuals.
Photo: Getty Images
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Schindlmaister: Traffic situations change very rapidly. Im thinking of the end of a traffic jam that suddenly appears or ex tends. It is very difficult to get information on the end of the traffic jam from a central location. However, it only takes a few vehicles in the jam itself to be able precisely to define its endpoint. The infor mation can be passed on in order to warn following traffic. Krause: In this case, the proportion of the vehicles in a traffic jam that possess this information is also surely relevant. Schindlmaister: We can work with relatively few cars when it comes to warning about the end of a traffic jam in particular. We can assess the end of a jam with just one to three percent. Krause: And that can give you a real safety benefit. Schindlmaister: An intersection with traffic lights is basically a bottleneck that two streams of traffic must negotiate in turns. Animal swarms seem able to navigate bottlenecks incred ibly well. How do they do that? What kinds of mechanisms avoid traffic jams in schools of fish? Or do fish have something akin to traffic jams, too? Krause: There are surely traffic jams in the animal word, too. The impressive thing about swarm animals is their enormous capacity for reaction, i.e. the ability to act rapidly and to react to others. This kind of involuntary behavior can also be observed among humans. Think about waiting at a red light. Often, someone will drive forward and the neighboring car will instinctively follow, even if the driver is in the middle of a conversation. Certain processes function unconsciously and demonstrate that the human being is clearly a swarm animal. Schindlmaister: How do fish communicate? Krause: Fish possess a lateral line* that senses pressure waves transmitted by other members of their school. Fish can also localize via their sense of smell. Their sense of sight is extremely important, too. We use these in experiments with robot fish. They look exactly like the other members of the school. Using a highspeed camera, we can show that the fish dont move in a fully syn chronized manner. There are deviations. Its just that fish can reorga nize themselves far more quickly than a human being could. The outcome is this extremely synchronized behavior, which reduces the number of collisions and traffic jams. Schindlmaister: When it comes to traffic, swarm intel ligence doesnt always make sense. Information concerning a road closure, for example, can be issued centrally to all road users from an external location. In other situations, self-organization and the exchange of experiences can be far more efficient than centralized information. Krause: Will we reach a point where, similar to biologi cal systems, there is consideration of the benefits to the individual versus the benefits to the community? Schindlmaister: In our school, there are of course many fish that are used to considering mobility as individuality. On the other hand, we also know that we are reaching our limits in cities, for instance. With our networked vehicles, we can facilitate a return to mobility here. Our systems give the driver clear instruc tions that he can follow. However, the customer has the option to decide whether he wants to or not. That is the approach we take with all of our systems thats our philosophy. Krause: Where do you rank the responsibility of the driver? The stronger the collective elements become, the more we face the issue of how much responsibility is still in the hands of the driver.
Information Swarm intelligence

travolution In the travolution pilot project, Audi considers road traffic as a total system. As an element of this, engineers have established communication be tween cars and traffic signals. This reduces stop times, braking and acceleration phases and thereby fuel consumption. The travolution system also offers the opportunity to pay automatically via mo bile communications for fuel and parking.
Formula
Jens Krause is Professor of Fish Ecology at the Humboldt University in Berlin and at the Leibniz Institute for Freshwater Ecology and Inland Fisheries. His research is concen trated on the mechanisms and func tions of group life among animals. He uses experiments to look closely at swarm intelligence and collective behavior. Krauses team has developed a robot fish that is recognized by other fish as one of their kind. Using the fundamentals of collective be havior, Krause is also examining social networks.
The robot fish closely resembles a real stickleback and is fixed to a very powerful magnet. Skids minimize friction along the underside. A robot arm beneath the aquarium leads the fish through the tank. The paths followed by the artificial stickleback appear in programming language on the computer. The benefit of this technically simple test structure is its flexibility. A stickleback can quickly be transformed into a guppy.
Fish group together into schools in order to give them a higher probability of detecting an aggressor. The probability of a single fish detecting a risk is a=11%. The more fish (n) in a school, the greater the probability of identifying the aggressor the many eyes principle. If vehicles are networked with each other, the driver benefits from the same effect. The probability that one vehicle can detect a danger and, most im portantly, pass that information on to others, varies in accordance with the proportion of those equipped with the communications module. If, at the end of the jam, there is already a swarm of n vehicles, there is a high probability, even with just a few suitably equipped vehicles, that the infor mation will be passed on: p (jam-end detection) = 1(1a)n
Example 1
a = 5%; n= 35 (3 lanes, jam-end at precisely 100 meters): p (jam-end detection) = 1(10.05) > 83 %
Example 2
a = 2%; n=70 (3 lanes, jam-end at precisely 200 meters): p (jam-end detection) = 1(10.02) > 75 %
Schindlmaister: This is a key issue, the aspect of the personal how to I feel as an individual? For us, the defining prin ciple is that the driver will always be master of the vehicle. We see these systems primarily as assistance systems. I consider it wrong to take responsibility away from the customer. The technology must always be supportive and driving should always be fun. But who is the decision maker in a school of fish? Krause: The fish at the front or around the periphery have a higher likelihood of seeing something in the immediate sur roundings. Therefore, these are the ones most likely to execute a change of direction. Others then react to this. This means that the one that is the first to do something new is in possession of exclu sive information. By passing this on to the others, the entire group can then avoid an obstacle and thus becomes an intelligent school.
Roman Schindlmaister Responsible for Concept Development at Audi.
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Photo: Getty Images
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connected
New connections The world of data is becoming increasingly interconnected and Audi is driving this development process. Cars with the four rings are learning to communicate with their environments with their owners, with the infrastructure and with other vehicles. Car-to-X
The future starts now intelligent cars can communicate with their environment, making traffic more fluid, fuel-efficient and safe.
Data in the cloud

A medium-term project lots of data for things like music and navigation can be relocated from the hard drive to a server on the internet.
Audi online traffic information

The first stage of Audi connect precise information on traffic density derived from data received from other vehicles.
Illustration: Oliver Kentner
With Audi, passengers have full access to the internet. Our next step will be high-speed data transfer using the new LTE standard. Ricky Hudi
LTE
Ricky Hudi Head of Development, Electrics/Electronics
Smartphone
Contact with the car smartphone apps play an important role in communications between driver and car.
Text Thomas Imhof
Ricky Hudi, Head of Development, Electrics/ Electronics at Audi is in an enviable position. He is one of the first people with the opportunity to test all the future technologies his engineers have up their sleeves. Like on his return from a skiing vacation in South Tyrol: I was heading north at the beginning of January, over the Brenner pass toward Kufstein and the Inntal intersection, recalls Hudi. There is often congestion there, but you dont receive a warning from the TMC* until you enter the network area for the German traffic channels, which is usually too late and often irrelevant. On this particular day, however, this was not a problem for Audis electronics boss. In his A8, the new Audi online traffic information system calculated a detour well before he even reached the Brenner pass. The new congestion monitoring system, which will enter series production this year, maintains an overview of the selected route without third-party assistance and is bang up to date. The data that it uses come from around one million devices that trans mit their current location at frequent intervals via the cell phone network to a mobile communications provider. The provider uses this information to derive a differen tiated traffic density image for the roads network and an Audi driver can use this knowledge to his benefit. If he enters his route, he re ceives a precise preview of traffic flow on the individual parts of his
route. In contrast to TMC, this also includes non-autobahn and city roads. If the route is clear, the dominant color is green; for slow moving traffic or congestion this changes from yellow through or ange to red. In this case, the Audi online traffic information system identifies the problem in a short text message and immediately cal culates a sensible alternative route that doesnt lead directly into the next traffic jam. The service is now up and running in central Europe, France and Italy. Further European countries will follow shortly. On that day in January, the MMI* screen in Ricky Hudis A8 was very colorful. The Californian is still pleased with his successful maneuver around the problem: I saw exactly how the traffic was building up on the other side of Innsbruck. But, by then, I was already on the back roads over the Zirler Berg and Seefeld. Once on the empty Garmisch autobahn, it was a free run into Munich, while the radio announced a 110 km tailback between Rosenheim and Munich. The Audi online traffic information system is an initial, key element in the array of new networking solutions that the brand is bringing together under the heading Audi connect. Hudi: The last decade was marked by the networking of in-vehicle electronic systems. The new decade will be characterized by the ability of cars to network with their environments with the communications world of the customer, with other vehicles and the infrastructure. This gives the car a certain capacity to think, see and communicate. The world of data is becoming increasingly intercon nected and Audi is at the head of the charge driving this process. We reached the fundamental decision at an early stage to intro duce the UMTS* mobile communications standard into our cars, says Ricky Hudi. That was the strategic starting point that now puts us clearly in front of the competition. We are the leading edge.
e-tron
Whether it is mobility planning or charge management our customers will be able to configure many aspects of future e-tron models remotely. We are currently testing this new technology in practice. Ricky Hudi
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Our cooperation with Google is groundbreaking and we are expanding it bit-by-bit. We started with Google Earth and we are now introducing Google Street View and Google POI Voice Search. Dr. Peter Steiner
Google
Dr. Peter Steiner Head of Development, Infotainment
In the networked world, demands are increasing at break-neck speed the brand with the four rings meets them with new solutions. Audi connect stands for the fascinating new field of car-to-X communication* for the interaction of the car with the owner, with other vehicles and the traffic infrastructure. One aspect is the approach taken with the new Audi etron models. Special smartphone apps* will enable users to check battery charge status remotely or, in summer, to cool the interior of the car efficiently while the battery is being charged. In the me dium term, this function can be expanded to cover remote diagnos tics in advance of an appointment, the car provides the service center with all its important status information. Car-to-X technology offers enormous potential to make traffic safer and more free-flowing and thereby to save fuel. Audi has established important fundamentals in its travolution project. In Ingolstadt, 25 sets of traffic lights communicate with test fleet vehicles they inform them when their signals will change and what the optimum speed would be between each of them. The in telligent green wave can reduce CO emissions at stop lights by 15 to 20 percent.
Audi is further expanding its expertise with the simTD* (Safe and Intelligent Mobility Test Deutschland) large-scale test program, which is underway in the Frankfurt metropolitan area. The project partners involved, including five further German ve hicle manufacturers, are working on simTD across all angles and opportunities concerned with the car-to-X field of technology. This covers topics such as advance warning of congestion, of black ice or an accident at an intersection, or even information on available parking spaces. The communication can run on LTE via a service provider or via Automotive W-LAN using this communications standard (WLAN 802.11p) vehicles can spontaneously network with each other. Ricky Hudi has exciting ideas for pushing forward with the big issue of Audi connect. One development objective could be autonomous driving, at least in frequently slow-moving commuter traffic. By the end of the decade, we aim to have achieved the goal of being able to drive autonomously in those situations where ac tive driving is no fun, announces the 43 year-old. If I want to drive myself, thats what I do. If I want to relax, I allow myself to be driven and thus make better use of my time. Hudi stresses, however, that in all of this, electronics can never become an end in itself. It is either a supporting element for things like engines, transmissions or braking systems; or it is a fas cinating element, as in infotainment, lighting technology, user inter faces and displays. At Audi, we develop new solutions that have not only practical, but also sensual components.
Our young customers particularly appreciate the entertainment functions, while A8 drivers are more fascinated by technical highlights. Audi customers are generally very in tune with IT, more than is the case for all the other brands. Ulrich Beeskow
At the end of 2009, Audi began to equip its vehicles with online services, And this filtered very quickly down from the A8 to the new A1, stresses Ulrich Beestow, Head of Development, Navi gation and Communication. He knows that, while younger customers particularly appreciate the trendy entertainment functions, A4 and A6 drivers place a lot of value on congestion recognition. A8 cus tomers, on the other hand, are fascinated by technical highlights like Google Earth* graphics. Audi customers are generally very in tune with IT, more than is the case for other brands. The elegant 3D map graphics displayed by the large Audi navigation system can be fused with images from Google Earth; Audi is currently the only automaker worldwide to offer this service. In our case, the Google images arent sent to the screen from a hard drive, but from online and to an accuracy of 30 meters, stresses Peter Steiner, Head of Development, Infotainment. In Germany, this will soon be followed by the Google Street View function with which the driver can view the destination in advance on the MMI screen, from a steering-wheel perspective and through 360 degrees. This year will see Audi further expand its cooperation with Google with the online search function Google POI Voice Search*. Engineers have tested the new function for the first time in the San Francisco metropolitan area. After pushing the voice-operation button, we asked for destinations such as seafood restaurants. In a matter of seconds, the request was posted to the Google server and, just as quickly, the addresses of the nearest establishments appeared on the navigation display, reports Ricky Hudi.
Data transfer for all Audis telephone and online ser vices is facilitated by a UMTS module. It is integrated into the Blue tooth* online car phone and transports data at a rate of up to 7.2 MB per second. The module also delivers specially prepared weather reports and news into the car and offers travel planning support. Ricky Hudi continues: All of these functions are highly attractive, but they shouldnt distract the driver from his main task that of driving the car. For this reason, we select the most appro priate features and prepare them in such a way as to deliver the greatest possible benefits. Passengers, on the other hand, have full access to the internet with Audi the WLAN* hotspot in the UMTS module can support up to eight mobile devices. We were the first automaker to put a hotspot into a vehicle. We offer factory- fitted UMTS with a reception-optimized external antenna, says Peter Steiner. The next-generation mobile communications standard with the acronym LTE (Long Term Evolution) will make data transfer even faster; it is set up for a data transfer rate of up to 100 MB per second. Audi has already shown an A8 equipped with this technology. Ulrich Beestow outlines the timeframe: We are currently running the first pilot projects in the countryside and expect widespread introduction in Germany before 2014. This super high-speed data connection will be especially beneficial to young users of social net works, who frequently send videos and other large files via internet. Skype*, too, the video telephone system that is particularly popular in the US, will also be made faster and more reliable by LTE.
IT
Ulrich Beeskow Head of Development, Navigation and Communication
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Audi Urban Mobility Stanford, USA Audi A8 with Long Term Evolution Paris, France
Project Working together with students from Stanford University and the Volkswagen Electronic Research Lab, Audi has developed an autonomous vehicle. In future, cars like the Audi Urban Mobility tech nology showcase could drive themselves in stop-go traffic, thus taking the load off the driver.
Audi travolution Ingolstadt, Germany
OLED Seoul, South Korea
Project
Project
Audi and Alcatel-Lucent are bringing the Long Term Evolution (LTE) mobile communications standard to production maturity for in-car application. LTE mobile communications technology enables signifi cantly faster access to online services like Google Earth and Google Street View, and facilitates the exchange of larger quantities of data.
Since 2006, Audi Ingolstadt has been investigating car-to-X* technology with its travolution research project. When cars are networked with other vehi cles, infrastructure and traffic lights, CO emis sions in city traffic can be reduced by up to 15 per cent.
Project
Samsung from South Korea is using organic LEDs (OLED) for computer screens. OLEDs save en ergy and improve image contrast compared with standard monitors. Audi technology scouts see the potential for OLED technology* in many areas of the vehicle.
Biofuel Baja, Mexico
Project
The company BioFields wants to produce secondgeneration biofuels in Mexico. It will still be some time until the fuel is available at German fuel stations. Nevertheless, Audi technology scouts are already looking into the advantages and disad vantages.
Audi Tongji Joint Lab Shanghai, China
Project
Apps Cupertino, USA
In order to be able to react quickly to trends in the field of e-mobility, Audis feelers stretch well beyond Germany. Working with Tongji University in Shanghai, Audi engineers are monitoring current developments in Chinas mega city and are testing the electrification of the Audi A6L.
Project
These days, it is commonplace for telephones to facilitate applications, known as Apps*, as popular ized by computer manufacturer Apple. Audi, too, wants to offer its customers cell-phone software that could, for example, allow them to check the charge status of their A1 e-tron.
Text Julio Schuback
Think global
New technologies are emerging all over the world. A team of trend hunters seeks out the most innovative ideas and checks their feasibility for automo tive applications. Ten years ago, Audi Electronics Venture (AEV) was founded. It was set the task of complementing the activities of Technical Development with research into the field of electronics and software, to deliver innovative inspiration to Audis electronic engineers. Since then, AEV scouts have been identifying new trends and technologies and networking Audi engineers with experts. In carrying out their task, the trend hunters use con tacts with universities and scientific sites on the internet. They at tend congresses and trade fairs, like the Consumer Electronics Show in Las Vegas. At this, the worlds largest trade fair for entertainment electronics, for example, the scouts meet with colleagues from the USA, monitor developments from around the world and provide the technical minds in Germany with important food for thought on future technologies.
The tech scouts offer Audi development engineers a number of information platforms. In a newsletter, they describe new technologies and collect links that the engineers can use to investigate trends in greater depth. The AEV database enables en gineers to investigate background knowledge on electronics and software issues. The task of examining new technologies for their feasibility in traffic is usually the source of lively discussion between technical development engineers and AEV scouts. In identifying future technologies, the scouts are look ing years ahead. For example, they identified the current megatrend in 3D recognition* ten years ago as demonstrated by the cooperation with PMDTechnologies GmbH from Siegen. In 2002, AEV scouts analyzed the potential of Photonic Mixing Detectors* (PMD) and, in a technology roadmap, recommended a joint venture between scientist Prof. Dr. Rudolf Schwarte and AEV. The semi-conductor elements developed by Dr. Schwarte now play a major role in next-generation assistance systems. For example, the sensors currently used in gaming consoles are very well suited to pedestrian recognition. Over the next few years, Audi will put 3D pedestrian protection into series production, thus fur ther improving its active assistance systems.
3D Technology Tokyo, Japan
Project
Audi is breaking new ground in the representation of navigation destinations with Google Earth* and Google Street View. In order to represent the route even more realistically, Audi development engineers are monitoring 3D screens, like those used by Toshiba and Hitachi for entertainment electronics.
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Mobility in the year 2050 What will cars look like in 39 years? Even Stefan Sielaff doesnt really know the answer to that. But Audis Head of Design is certain about one thing in the decades to come, a car must still possess the power of emotion and aesthetics.
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Robustness and aerodynamics the theme of this design. Lightness and dynamics the impression conveyed by this design language. 56 Encounter Technology 57 Encounter Technology
The sketch book this is where Stefan Sielaff keeps his ideas for the distant future of mobility. Water walkers and co. avatars is what Sielaff calls the three-dimensional representations of new design ideas.
Text Christian Gnthner
A small black notebook just 8 by 12 centi meters in size. Its contents? The future! Or at least a few ideas on it. Designers always live in the future, must constantly anticipate developments. This is where Stefan Sielaff, Head of Audi Design, sketches the mobility of the future of the year 2050. That might seem a long way off. But even the longest journey begins with the first step, the first idea. What do we know today about 2050? We know at least this much and its a deciding factor: The basic parameters of mo bility will change dramatically. In 40 years, the majority of people, up to 90%, will live in mega cities. Even today, this applies to more than half. Therefore, the need for individual mobility will surely be different. This change will be further magnified by new technolo gies, by stricter regulations and by enormous changes in society. New types of drive are, however, just one aspect when it comes to making vehicles more efficient. For Stefan Sielaff, the issues of lightweight design and aerodynamics are just as much part of the picture. In order to banish harmful emissions from city centers, vehicles must have zero emissions, which means they must run on electricity, for example or whatever else is possible in 40 years time. The car will be part of a fully networked data world. Issues like connectivity, car-to-X communication* and swarm intel ligence will help in that process.
A glance into his sketch book offers some clues as to the direction of Stefan Sielaffs thinking. One drawing evokes an asso ciation with an airplane: Every gram that I take out of the vehicle increases its range. At the end of the day, the cars mustnt just look lightweight, they must also be lightweight. Aerodynamics, on the other hand, is no longer as decisive for traffic in mega cities, be cause it doesnt start to play a major role until upward of 80 km/h. In large cities, I generally drive at 30 to a maximum of 70 km/h. But out of the city, the issue will play a bigger role than ever. Because of the enormous space requirements in urban areas and restrictions in parking options, there will also be some changes to a cars size and basic form. It makes a pretty big differ ence whether a car is three or five meters long. Technology has made it easier for us designers to play around with vehicle formats. With electric-only drive, for instance, there is no longer a drivetrain. The motors can be mounted directly at the wheel hubs and supplied with power from the battery via cable. This creates design freedom, because there is no longer such a pressing need to consider weight distribution. A decisive factor for the evolution of automotive design is the technological layout of the future, based on associated in novations. This is why Audi Design is located within Technical De velopment. Stefan Sielaff is certain that the next major design step will only be possible after a leap forward in technology. Only when we introduce truly blockbusting innovations into the vehicle, can we achieve a really significant step forward in design. In the begin ning, internal combustion engines were simply nailed to the bot tom of horse-drawn carriages, and the driver sat above on the coach box. At some point, however, it became apparent that this layout was not the best one and a completely new vehicle architecture was developed. In principle, we are still using this classic three-box ar chitecture today engine at the front, then the passenger cabin and the trunk at the rear.
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An avatar themed on aerodynamics How can we use surface design, use blades and air that run through the vehicle to optimize an object, and what impact does that have on the design? asks Stefan Sielaff.
An avatar with almost floating forms Like here, where the surfaces are connected with precise edges and hang together well, it immediately creates a positive feeling, says Stefan Sielaff.
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Information Design in 10 or 15 years Interior This is where we will definitely see a reduction, i.e. a visual calming, but not a systemic one. There will be a stronger interaction between vehicle and driver that wont be controlled via additional buttons or great complexity, but through linking the vehicle with personal devices. Exterior On the outside, the issue of efficiency will continue to be the focal point lightweight design in any event and, for faster vehicles, definitely aerodynamics. We will have vehicles that are also visually lighter.
New approaches Stefan Sielaff is certain that brand new production techniques in the decades to come will also enable completely new design.
But how might the new layout look? And what about the associated vehicle architecture and the corresponding charac teristics of the design language? This is another field where the Audi Design team is working hard on the future and turning thoughts into three-dimensional models. Sielaff prefers to call them ava tars thee-dimensional representations of an idea. The exterior and interior designers experiment with the development of form. What is the next stage in vehicle design? How do designers interpret Audi values, especially lightweight design and efficiency? How could the surfaces and proportions fit together in future in order to convey these values even more powerfully? For Stefan Sielaff and his team, this process is enormous ly important: Just like a chef has to replenish himself with experi mentation, or a classical musician that can let himself go in other genres like jazz, we have given the entire exterior team and the guys from interior design the freedom to test themselves. Each of the avatars displays Audi genes, although, in some cases, in an extremely abstract interpretation. The water walker design for example looks more like an organic object that can stand on water only because of its surface tension. Neverthe less, this is expressed in a form that, to some degree, resembles a conventional car that of lightweight design taken to extremes. Another avatar interprets the issue of robustness: Aerodynamics was surely the topic here. How can we use surface design, use blades and air that run through the vehicle to optimize an object, and what impact does that have on the design? A third avatar, which is also themed on aerodynamics, is a sculptural work with very thin walls. The vehicle architecture constructed from strips looks extremely light. This kind of form will be made possible by new materials and a self-supporting sub-struc ture. All manner of things will be conceivable in bodyshell design by the year 2050, including highly robust cellular structures. Pro duction techniques will be revolutionized, allowing us to conduct design experiments with almost floating forms.
The 49 year-old designer hints that work is already un derway on initial projects that are, of course, secret. Suspension components are freestanding; body and interior are pressed like a tub in a single piece. This saves on lots of heavy add-on parts such as seat frames. You just have to adjust the steering to fit the size of the driver, which delivers enormous weight savings. Of course, this shell technology has an impact on the design; it looks lighter than it does on solid structures. There is one thing, however, of which Sielaff is absolute ly certain. In the decades to come, cars must still deliver emotion. He finds the model with the gently flowing strips particularly aesthetic. Like here, where the surfaces are connected with precise edges and hang together well, it immediately creates a positive feeling. The designer is speaking here of a sculptural sensation. This will al ways be important, regardless of what vehicles in 2050 ultimately look like, be it stretched and light or more compressed and higher. It is already our motto that a car must be driving, even at a stand still it must exude dynamism, speed and movement. The fundamental appreciation of true beauty is very similar for all people around the world. It has a lot to do with the golden ratio and proportions. And it will stay that way. Sielaff: The majority of people feel either positive or negative about certain forms. We see that in both architecture and fine art. And that will also be the case for the means of transport for the year 2050.
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Masterful Werner Zimmermann, Head of Quality Assurance at Audi, at the master jig for the Audi Q5.
Perfection!
Quality without compromise Excellent quality and reliability are more than a characteristic of the Audi brand they represent a commitment that is lived and breathed every day.
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1 Seating test Werner Zimmermann checks whether the comfort in the rear of the Audi Q5 meets his high standards. 2 Finger test You can barely feel it, but the joint on the interior trim of the Q5 A-pillar has to be exact and even.
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Text Bernhard Ubbenhorst Photos Myrzik und Jarisch
Perfect lines, sporty character and dynamic elegance. The bodyshell of the Audi A5 Coupe cuts a fine figure even here on the master jig. The solid looking struc ture inside made from aluminum profile, on which all the bodyshell components are mounted, disturbs this overall impression just as little as the many measurement markings lined up along the body shell joints just like the chalk markings of a tailor at the seams of a made-to-measure suit. The master jig is a key instrument in quality assurance, and the benchmark for everything, explains Werner Zimmermann, Head of Quality Assurance at Audi, while casting a critical eye over a bodyshell joint. We talk here about a so-called zero-reference area, in which we match all components perfectly with one another. Despite all the modern digital methods available for virtual model ing, this actual master jig is absolutely indispensible for us. At the exterior master jig, the dimensional accuracy of individual compo nents and their interaction with the whole is analyzed and cali
brated. This is where the fine tuning of Audis hallmark joints and radii takes place on everything ranging from the body panels to add-on components like bumpers and light assemblies. This is where the tenths of a millimeter that define the quality of an Audi come into play. Werner Zimmermann leaves nothing to chance. Take a look for example at the shutline around the fuel cap on the A5 Coupe. It is not exactly the same size all the way round. On the master jig, we are more than simply objective in our adherence to measurable criteria; the subjective view of the whole is just as im portant. The shutline around the fuel cap has to have different di mensions top and bottom in order for the viewer to see it subjec tively as perfectly even. Uncompromising quality is a fundamental value of the Audi brand; reliability and longevity are an absolute must for all products. However, for the Audi brand, the meaning of quality goes well beyond the reliability that is so highly prized by customers. Quality encompasses all those areas that a customer can experi ence in our cars with all of his senses. Quality is something you can hear, feel, touch and smell in an Audi, says Werner Zimmer mann, while inspecting the interior master jig of an Audi Q5. That involves not just the functional criteria, such as the clearance of the component, its firm seating and ease-of-assembly, as well as the sound it makes in operation, but also the visual, tactile and smell characteristics of the materials involved.
4 3 Measurements the actual value is compared with the required value at numerous measurement points. 4 Distinctive the front end of the vehicle has a major impact on Audi precision.
Precision!
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Made-to-measure every joint is measured and adjusted to within tenths of a millimeter.
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1 3 Joint imaging every joint is measured three-dimensionally and documented using computer-aided imaging processes.
1 Dimensions a laser scanner is used to create three-dimensional images of details to be optimized. 2 Microcosmos the scanning electron microscope enables the analysis of surfaces to a resolution of up to 1.0 nanometer with a maximum magnification of 900,000 to one.
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More than 2,200 people work in Audi Quality Assurance making sure that these uncompromising characteristics are also infused into every new model. Even during product planning and development, Quality Assurance is taking pre-emptive action. We accompany the entire development process, from the Pre-Produc tion Center all the way through to subsequent series production, explains Zimmermann. While working through the development process his people use a variety of testing techniques, including state- of-the-art analysis procedures of the sort you would hardly expect to find in vehicle manufacturing like computer tomography* more familiar from the medical sector, which facilitates in-depth nondestructive examination of complex components. Another is the use of a scanning electron microscope* to seek out flaws on the surface structures of paint and joint seams down to the very last nanometer. I would also include our lighting studio among these hi-tech pro cesses. That is where we make sure there is color harmony in our cars. A colored interior made up of several different materials can result in a so-called metameric* mismatch when viewed under different lighting conditions, whereby the same color is perceived differently depending on the material. Our objective is to achieve a harmonious overall effect, regardless of material and lighting conditions. Continual developments in vehicle technology also pre sent Audi Quality Assurance with a never-ending to-do list. The grow ing proportion of electronic components requires the very latest analysis methods and, most importantly, people suitably qualified in the field of electronics and information technology.Zimmermann explains: Our semi-conductor lab is an incredibly well-equipped
facility for the examination of electronic components. The right ex pertise and state-of-the-art analysis technology are indispensible for effective quality management*. Quality assurance must keep pace with every new development. Our highly specialized employees are our most important asset. They are already planning today the qual ity management necessary for the electromobility of tomorrow. At Audi, the same high quality standards are applied to the same degree across all components to the engine and trans mission, as much as to the bodyshell and interior. Quality assurance in drive technology is among the most complex and sophisticated processes in Werner Zimmermanns area. We play a preventative role at every stage in the development of drive technology. The reliability and durability of the powertrain is the basis for the cus tomers perception of quality. Even the most loyal customer would not accept carelessness in this particular area. The most important instrument in this aspect of qual ity assurance is the validation run. It takes place at the end of the development and testing process and before the commencement of series production. During that process, Zimmermanns team examines the engine and transmission within the complete vehicle under real-life customer usage conditions over many thousands of kilometers, under all imaginable driving and climatic conditions and in market-specific traffic situations. This ranges from stop-andgo driving in cities through high-speed driving to traversing offroad terrain. This uncompromising dedication to quality is deeply rooted in the minds of the people in all areas of the company. Werner Zimmermann sees this as the decisive competitive benefit. I dont have to persuade anyone of the necessity of this approach. From board member to production line worker, everyone at Audi is an integral part of the quality assurance process. In this field, stagna tion is a step backward and the entire workforce is perfectly aware of this. The drive for and commitment to perfection, down to the tiniest detail, is apparent in every conversation you have with the people here. They are proud of their high-quality products and dont require any further motivation. This carries over to our external sup pliers, who are well aware of the zero-tolerance approach we apply to all components, and are deeply committed to our procedures. Werner Zimmermann sees great challenges ahead: Au tomotive manufacturing will face a completely new set of problems in many areas in future. Electromobility and new materials and jointing technologies for lightweight design require investment in the area of quality assurance, too, if these extremely high standards are to be maintained. A further challenge lies in the growing vol umes. Local production facilities are required in growth markets such as China, where the same quality standards are implemented as in Europe. In addition to that is the expansion of the dealer network it goes without saying that all these new customers must receive good service after their purchase, too. The high quality of Audi service is also part of our uncompromising quality philosophy, says Zimmermann. The general principle for the future is, only when you invest in quality from the very beginning and throughout the entire production chain, can you create products to the very highest standard that delight our customers and inspire the motivation of all Audi employees.
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Skills.
Contents 74 e-tron quattro 82 Light box 90 Artwork 94 The seeing diodes 100 From TDI to e-tron 106 High voltage 118 New thinking 120 Encounter magazine 126 quattro concept 132 Virtual reality 138 XX factor 146 Sound of the future 150 Testing facilities 162 Aerolution 170 TechWorld
Skills Audis major strengths include the abilities of every single employee. It forms the basis for perfection and innovation.
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e-tron quattro
Into Cold 1 with the e-tron quattro Even when we are running on electricity the driving fun will still be there. It will be even greater, in fact. With an all-new drive system, the electric quattro, Audi is working on a fascinating combi nation of dynamics and efficiency and not just on Scandinavian ice.
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Test equipment the prototypes control devices are mounted in the luggage compartment. The power electronics for the plug-in hybrid are in the engine bay.
Inspection Head of Chassis Development Dr. Horst Glaser beneath the e-tron quattro. The battery is perfectly placed in the center tunnel.
Text Hermann Reil
Driving fun in e-mode Even in all-electric operation, the Audi A5 e-tron quattro dances incredibly dynamically across the ice.
The sun had risen at 6.13 a.m., but was still struggling to fight its way through the morning mist. The warmth of its rays leave not a trace the minus 14 de grees Celsius on the thermometer feel like minus 20 in the light breeze. Our exact location is, of course, confidential. Cold 1 is the simple designation for this test facility somewhere in the north of Europe very far north. It is most definitely cold, throughout the entire winter, which lasts for a very long time in this region. Engineers use this place to work on innovative ideas and on perfecting future models. They drive prototypes over the ice flats of a lake-filled land scape, or along the winding roads of never-ending forest. Functional development, tuning drives, endurance testing this is about the future of the brand. These are perfect quattro conditions. An ice-silver me tallic Audi A5 comes round the final curve of the test course in a slight drift, turns into the straight, accelerates and leaves a glittering
cloud of ice in its wake. Permanent all-wheel drive with intelligent force distribution ensures and not just here that dedicated drivers are rewarded with outstanding dynamics and the very finest in driv ing pleasure. quattro is the absolute epitome of sporty driving. And that will always be the case, regardless of the type of energy that propels us. This Audi A5 is a prototype for an important part of the future under its skin is an all-new kind of electric quattro drivetrain. On current models, the front and rear axles are connected via a drive shaft and a differential. This sophisticated mechanical center differential guarantees the spontaneous and optimum dis tribution of driving forces. With the new crown-wheel center differ ential and wheel-selective moment control, Audi has made a further definitive refinement to the quattro principle both technologies deliver precise and neutral handling. The sport differential then actively distributes the forces between the two rear wheels, to ba sically push the car into the curve. Not only is this solution virtually perfect, it is also superior to the competition in many respects. However, the impending era of electromobility expands the possibilities available to engineers into a whole new dimension. Be it all-electric drive or a hybrid concept, the vehicle of the future comes with high voltage and this can be used to drive powerful elec tric motors, on the rear axle, too. And thus, the idea of the electric quattro was born.
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The electric quattro Drive layout 2

Electric motor/generator Mounted between the combustion engine and transmission, it delivers propulsion to the front axle, on its own or as boost for the combus tion engine. It generates electrical energy via recuperation under braking or from the power of the engine.
The quattro for the electric era Audi is continuing to develop its all-wheel drive expertise with the electric quattro. Intelligent force distribution raises dynamics and safety to an all-new level, while delivering groundbreaking efficiency.
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Combustion engine Depending on the operating mode, highly efficient TFSI or TDI engines can drive the front wheels directly and/or deliver electrical energy for the battery and rear-wheel drive via the electric motor/generator.
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Power electronics Regulate the connection between the battery (direct current) and electric motor (alternating current).
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High-voltage wiring Connects battery, power electronics and electric drive. Orange is the standard signal color for high-voltage wiring.
Transmission Part of the hybrid drive unit. A number of different transmission technologies are possible.
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Battery Lithium-ion battery unit with integrated cooling system; charged by the electric motor, largely via recuperation, or at an electrical outlet. This enables all-electric drive.
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Electric rear-wheel drive Innovative unit consisting of electric motor, differential and two superimposing gear units for active force distribution to the rear wheels; enables optimum traction and superior handling. The direct connection between the electric unit and the wheels has very low losses and enables maximum efficiency in both drive and energy recuperation under braking.
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Illustration: Steven Pope
e-tron quattro
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Satisfied Dr. Horst Glaser, Head of Chassis Development, runs a few laps with one of the first prototypes.
Experience the e-quattro in motion. www.encounter.audi.com
Fast the precisely controllable and fast-reacting electric motors enable the very best acceleration, even on ice a whole new level of quattro excellence.
Concentrated engineers Dr. Ralf Schwarz, Clemens Burow, Michael Wein, Jrgen Bader and Andreas Kastl check the test results.
The concept was defined in the e-Performance project house*, among Audis electric blue-sky thinkers. Around 30 engi neers from all development fields work here in a kind of think tank, concentrating on new ideas for electromobility this is where the first e-tron was created. The question for us was How do we com bine electric drive with amazing dynamics on our future models, explains Dr. Michael Korte, who leads the e-Performance project team. The ideas did not take long to sketch out. This was followed by many hours of work spent on prototype design and software de velopment. And now, one of the first technology prototypes is al ready blasting its way through the Scandinavian snow the result of the team spirit and passion of the e-Performance project team. One more lap and the A5 returns to the pits. Dr. Horst Glaser gets out. He is more th an satisfied. Its fascinating how good and how easy this system already is to drive, absolutely predictable and extremely precise, is the verdict of Audis Head of Chassis De velopment. The innovative interplay of the mechanical and electri cal elements already works amazingly well. This is nothing less than a technical revolution. A hybrid drive is mounted over the front axle of the e-tron quattro applied in the same way as in the Audi Q5 hybrid, as an efficient combination of gasoline engine, electric motor and auto matic transmission. The mechanical drive shaft on the e-tron quattro,
however, is replaced by a drive-by-wire* system. This creates space in the center tunnel, which is used as the perfect crash-safe location for the battery. It also means that the luggage space is fully re tained and axle load distribution perfectly balanced. The battery is sized to enable the e-tron quattro to function as a plug-in hybrid* charged at either an electrical outlet or by the combustion engine and drive for short distances on electric power alone with zero local emissions. The heart of the e-tron quattro sits between the rear wheels in place of the classic differential. In one casing, a powerful electric motor and a mechanical torque vectoring system* work together as a newly devised unit. This means that the driving forc es are individually distributed two superimposing gear units and electro-hydraulically controlled multi-disc packages direct most of the power to the outer wheel and thus assist in steering the car into the bend. In principle, this sport differential functions on the elec tric quattro in a very similar manner to the system in Audis me chanical all-wheel drive, both under load and in overrun (coasting) conditions. This gives us classic quattro handling, regardless of the amount of drive applied to the rear axle at any given point, says Dr. Ralf Schwarz, Head of Chassis Development for Hybrid and Electric Vehicles. Theoretically, you could also achieve this torque
vectoring system with separate motors for the right and left rear wheels, but certainly not with the positive effect of the e-tron quattro. Because the distribution of forces is purely mechanical, the system consumes no useful electrical energy making it an intelligent com bination of the mechanics and electronics. The all-wheel drive control on the electric quattro drive system continually evaluates the current driving conditions using extensive sensor data, and variably distributes the driving force determined by the driver in just fractions of a second to both axles up to 100 percent front or rear. Thus, additional force can be di rected to the rear axle when the front wheels are already fully en gaged handling lateral grip. Then comes the force distribution between left and right in principle, each rear wheel can be indi vidually controlled. Dr. Schwarz enthuses, We have completely new possibilities here, because electric motors respond extremely quickly. This is a dream for chassis engineers, and it takes us to the next level when it comes to active safety. Dynamics and driving fun are only one side of the coin; the other one is just as shiny superior efficiency. A core issue for every electric or hybrid vehicle is recuperation* the recovery of energy under braking for lower consumption and greater range. Both electric motors on the front and rear axles are also individu ally controllable during braking, and function with maximum ef
fect. This process is so efficient on the electric quattro that the hy draulic brake the energy annihilator is rarely required under normal driving conditions. And by using torque vectoring in reverse, the last drop of energy can be recuperated even while cornering. Audi has more than 30 years of quattro experience and will continue to expand its leadership, Dr. Horst Glaser is certain. The chassis boss is sitting once more in the silver A5, and is now driving up the serpentines to a hill in Cold 1 in full drift, of course, yet without a sound. Even in all-electric mode, the prototype delivers an impressive helping of driving fun. So when will Audi customers be able to experience this? This is when, for the first time, Dr. Glaser becomes somewhat mo nosyllabic. There is still a long way to go from prototype number 1 to the first customer vehicle. Series development to perfect matu rity is likely to take a few years. But Dr. Glaser is certain of one thing, Even in the age of electromobility and maximum energy efficiency, there will be no lack of dynamics and driving fun at least in an Audi.
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Experience the laser fog lamps on video. www.encounter.audi.com
See video footage of this innovative lighting technology. www.encounter.audi.com
Brilliant Innovation Audi is steadily expanding its leadership in lighting technology LED headlamps with matrixbeam, adaptive rear lights and fog lights featuring laser t echnology are just a few exciting examples.
Light box
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Innovative light the combined light beam only becomes visible in the fog inside the plastic box.
1 Test the person in the light tunnel with the flashlight is simulating an oncoming vehicle. The individually controllable LEDs immediately dim the light beam in this area, thus avoiding dazzle. 2 Sensitive the adaptive rear light regulates its brightness using a range sensor. Its intensity increases in foggy conditions.
LED with matrixbeam Audi is expanding its leadership even further with the individually controllable arrays.
Text Andreas Fingas
Experience animations showing the functions of LED with matrix beam. www.encounter.audi.com
Some innovations in the field of automotive technology may perhaps seem somewhat modest at first. In reality, however, they overcome a real issue and represent clear progress in safety and everyday usability. An innova tive fog lamp is one example of this kind of progress; a light that sends a clear warning signal to the vehicle behind when visibility is poor, yet does not dazzle once conditions have cleared up even if the driver forgets to switch it off. Or a rear light unit that automatically adjusts its intensity to suit the visibility conditions. Lighting techni cians at Audi have found this kind of solution. With a whole host of innovative ideas, they intend to continue the expansion of Audis leading position in the field of lighting technology. The future of lighting is in a fog at Audi, jokes Stephan Berlitz. The reality is that the Head of Lighting Development for Audi has a very clear view of the future. He is talking about those problematic weather conditions, especially in fall and spring, when visibility and driving safety is significantly compromised. Of course, every modern car is equipped with powerful fog lamps. However, their situation-appropriate operation appears to over-challenge some drivers.
Berlitz is convinced that the solution lies in lasers. His team is developing a light that, when bundled together in parallel with the light from a laser beam, projects a triangle into the fog behind the vehicle. A warning triangle, if you will, that indicates to traffic behind that it should keep its distance, says Berlitz. The trick in good weather conditions and clear visibility, the laser beams are invisible. In fog or rain, however, the beams bounce off the water particles in the air and are clearly apparent. It goes with out saying that the lasers are positioned in a way that does not dazzle following traffic. Berlitz has a further ace up his sleeve for greater safety in poor visibility adaptive rear lights. Using a visibility sensor, this system can recognize how good or bad the current visibility is and automatically adjusts the intensity of the rear light accordingly. This is a further means of reliably ensuring that the traffic behind is not dazzled, while at the same time always delivering the opti mum warning effect. Lighting as a design and safety element has played a major role at Audi since xenon-plus headlamps were introduced in the late 1990s. At the start of the 21st century, Audi was the first manufacturer to use the full potential of light-emitting diodes LED daytime running lights entered series production for the first time in 2004 in the Audi A8. Then, in 2008, the company revolu tionized vehicle lighting with the first full-LED headlamps, which appeared in the R8 high-performance sports car. This lighting is now available in the A6, A7, A8 and R8. These visually distinctive LED headlamps are maintenance free, long-lasting and extremely energy efficient for low beam, each unit uses only around 40 watts, even less than xenon-plus technology. The LED headlamps also in corporate an all-weather light and an autobahn light, the high beam assistant switches automatically between low and high beam.
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Full LED headlamps in the Audi A8 The latest-generation headlamp is an extremely complex hi-tech construction.
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Heat sink Reflector for autobahn light and high beam Cooling pins Cooling fan Control unit for indicator, parking light and daytime running light Control unit for cornering light and all-weather light Control unit for low beam, high beam and autobahn light Low beam frame Low beam group (10-lamp module) Lens Flexboard for indicator, parking light and daytime running light Cover Reflector for cornering light and all-weather light Heat sink Cover Thick-wall lens for parking light, daytime running light and indicator Cover Facing for low beam
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1 Forward thinker Stephan Berlitz heads up advanced lighting development at Audi.
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Daytime running light
Indicator
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High beam
However, the individually controllable light-emitting diodes offer lighting engineers an even greater array of new op portunities. Stephan Berlitz would like to expand Audis leading position in this technology with the next innovation LED with ma trixbeam*. This technology sees each individual LED array* illumi nate a defined segment of the road and can be switched on or off individually. A camera mounted on the rear view mirror registers vehicles in front and oncoming. Using this data, and by intelligently switching the individual LED arrays, the beam of light can then be dimmed around these other road users. This way, illumination of the road is always at the optimum level, without dazzling oncoming traffic or those driving in front.
We have a safety advantage if we know what lies around the corner. Adaptive cornering light dynamically adjusts the light beam to match the rotation of the steering wheel and the direction of the vehicle. This further enhanced road illumination delivers the best possible visibility when cornering, resulting in greater safety. The function has thus far been available as adaptive light technol ogy in combination with xenon-plus headlamps. However, the solution is also being prepared for LED headlamps and comes with even more foresight. This future, na vigation-based cornering light illuminates a curve even before the driver has begun to turn the steering wheel in the corresponding direction. The system uses data from the navigation system and GPS location device to calculate the route immediately ahead and turns the headlamp beam automatically in the right direction. In future, the driver will be able to follow his own light. Stephan Berlitz and his team are also thinking well be yond this level. Thanks to technological progress, there are ever more ways to generate light and to apply it to a car in a way that is both safety-relevant and aesthetic. One of these new developments is OLED technology* Organic LEDs. Between two conductor plates is a reactive organic gel that starts to glow as soon as an electric cur rent is applied, explains Berlitz. One key advantage is that light bodies such as this can be extremely thin, like a flexible film of light that can be fitted in and on the car in virtually any way and thus integrated into the vehicle design.
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OLED Light from organic light-emitting diodes will enable completely new design. True illuminants can be created using the flexible films of light.
1 Body of light with OLED technology, designers are no longer restricted to single-point light sources. 2 Man of the decade Dr. Wolfgang Huhn, Head of Light and Sight for AUDI AG received a top award.
A The flexible films of light can illuminate a host of different bodyshell areas B When the driver approaches the rear of the vehicle, the light flows to the trunk opening. C If the person continues onward to the drivers door, the light follows him to the door handle.
Initial designs have already been created. For example, a system like this can recognize when someone is approaching the vehicle. Should the driver move toward the trunk, light will flow to this area and form an outline around the rear opening. The driver continues round to the door, the light follows him and flows around the drivers door opening. He climbs in and the light follows him into the interior, tracing its way around certain interior contours like the steering wheel. The inside of the doors can also be accented with OLED lighting to emit a soft glow. OLED technology is also relevant when it comes to safety. While the car is being driven, sensors on the bodyshell can detect objects on its periphery. In a dangerous situation, the OLED on the doors change color, indicating to the driver the source of the prob lem. If, for example, a cyclist pedals past on the right of the car, the lighting in this area changes to a signal color, attracting the atten tion of the driver in the appropriate direction.
The application possibilities for OLED technology are extensive and will have a major influence on the design of future Audi models. This means that designers are no longer restricted to creating light on a vehicle in points or lines. The way is now open to surfaces, says Andr Georgi, who is responsible for headlamp design at Audi. In contrast to other vehicle makers, the designers sit right alongside Berlitzs development team. Not only are we geographically close, we also always find a way to bring technology and design together perfectly. Cooperation with external development teams and uni versities like Karlsruhe, the seat of the German testing agency for automotive lighting, the Technical University of Darmstadt, Hanno ver University and Cologne University are a constant source of new innovations for Audi lighting design. Experienced and creative com pany experts then add what it takes to ensure that Audi keeps ex panding its Vorsprung. One good example of that is Dr. Wolfgang Huhn, Head of Light and Sight for AUDI AG. Website DrivingVisionNews.com selected Huhn as its Man of the Decade in 2011 for his enormous dedication to highlighting the importance of lighting technology to safety and design. I am particularly happy to have received this honor, commented Huhn, because it is awarded by colleagues and experts in the field of lighting technology.
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The Lighting Workshop To convert the nonentity of a 3D data set into a physical model is almost an art form in itself at the very least, it is a fine piece of craftsmanship. This is the kind of enlightening one-off created at Audi.
Artwork
Fine, superfine, ultrafine, microfine even the tools show the precision of the work carried out in Audis lighting workshop.
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Text Andreas Fingas
The contrast with the neighboring series production in Ingolstadt couldnt be greater. There, precision robots work on thousands of vehicles per day, with all processes exactly defined. There, vehicles are manufactured to the highest quality on a production line. In the lighting workshop, however, there are no robots. Here, the finest craftsmanship is called for, with an extremely fine touch and an enormous degree of skill. Because, from literally nothing, this is where the most complex one- offs are created the headlamps and rear lights for prototypes and show cars. This work requires a lot of patience and attention to detail, explains Hans Gressmann, Head of Model-Making. His de partment is key to the rapid development process at Audi. This is the place where not only the ideas of the designers are translated into real models, but also the innovative technologies of the light ing engineers. Ultimately, the illuminating works of art created here dont just look perfect, they also function perfectly. Tiny files, the finest sandpaper and a very sharp eye are the most important instruments used here. Julia Robl sits beneath a daylight lamp with a large magnifying glass in the center at an expansive work table, filing, sanding and polishing. If the Industrial
Specialist in Plastics and Rubber files off just a fraction too much, then a component in which many hours have already been invested is ruined. Her only measuring instrument at this stage is her eye. Absolutely focused, she removes the finest of layers from the plastic work that will continue for several hours to come. Women quite simply have more patience for this kind of thing, she reckons, casting a provoking smile in the direction of her male colleagues at the table. It takes around five weeks for the model of a headlamp to emerge from a design sketch. The model makers have a range of different materials with which to work, with plastic and aluminum being the most important. But this is not just a matter of crafts manship, but also of high technology. Using a process called rapid prototyping*, parts are built up in layers as if with a three-dimen sional printer. Stereolithography is among these technologies a laser shoots from above into a vat of liquid epoxy resin. Where it hits, the resin hardens and the part is gradually created in layers of 0.05 to 0.1 millimeters thick. Further delicate parts are produced from a solid block of aluminum using a five-axis, high-speed milling machine. Using these methods, the individual elements of the headlamp module are made, then painted or chrome plated. Each of the up to 80 parts in all fit together perfectly, until finally the headlamp or rear light unit is complete each a one-off. In the meantime, Johann Reitinger, the electronics tech nician in the model-making department, prepares the layout for the circuit boards, makes them using milling technology, fits them with light diodes and then connects the wiring. Ultimately, all the functions like daytime running lights, parking, tail and fog lights must work perfectly. Only then can the engineers in lighting devel opment evaluate the model in their lighting studio and compare it against their calculations generating clear evidence of the real pro gress brought by the innovative LED technologies. There is a similarly close working relationship with Audi Design. We can only work this precisely and efficiently because we are in constant dialogue with the designers. They deliver the ideas and stay with them through the origination process until we have the finished model, says Head of Model-Making Hans Gressmann. The close networking between the designers, the engineers from lighting development and the workshop benefits all parties. The designer is assured that his idea is being realized the way he imagined it; the engineer gets to see his ideas as functioning hardware. Once a model has cleared all the hurdles to reach series production, the information then flows to the firm contracted with manufacturing the headlamp. Once in series production, the time for handcrafting is over making headlamps is ultimately robot work, too.
Materials plastics and aluminum are the key elements used in one-off production.
Tools craftsmanship is the basis for model-making, complemented by state-of-the-art technology.
Wired every lighting unit from the workshop is fully functioning.
Smoothed every part receives top quality surface finishing.
Fitted alongside design models, this is also where lights for show cars are made.
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PMD imagery left, a grayscale image; right, d istance information.
The seeing diode

Driver assistance systems Audi is developing an innovative system for anticipatory pedestrian protection. At its heart is a new kind of sensor that can make precise, three-dimensional distance measurements.
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Audi models will be able to anticipate the threat of an accident involving pedestrians. Often, accidents will be avoided and, almost always, the consequences mitigated.
Todays crash sensors react when the impact occurs. With the PMD diode, Audi is teaching cars to see.
Experience this innovation in pedestrian protection in video form. www.encounter.audi.com
Text Johannes Kbler
Driving a car through a bush is not exactly easy for most people. The bush, however, is only virtual a data set in a simulation but it looks very real. It is part of a small town with streets and intersections, with cars and people and a park. The simulation is calculated to run on the dy namic section of the Audi test track facility near Ingolstadt, which is a huge expanse of asphalt. Dr. Frank Hnsel, an engineer with an external Audi ser vice provider, dons the data helmet and its goggles catapult him immediately into the virtual park. Hnsel starts the A4 allroad quattro, drives unaffected through the bush and onto the road. On the left is a bus stop in front of a school; the road in front bends sharply to the right. At the next intersection, Hnsel stops briefly and gives way to a blue A4 approaching from the right. Did you just see the horse on the side of the road? he asks. Our programmers threw in a couple of extras. The data helmet serves the Audi development engi neers as a smart alternative to a stationary simulator, which is more complex to manipulate and still cant convey the same impression of reality. Dr. Karl-Heinz Siedersberger from the Audi driver assis tance systems project team explains why: The movements that the simulator creates to fool the eye differ from the impressions delivered by the balance mechanism in the inner ear. Even if we were to move the driver cell with a huge hydraulic actuator, it would be virtually impossible to realistically simulate an emergency braking maneuver. The helmet, on the other hand, that originated from defense technology can easily be used in a test car. The signals are transmitted via a high-speed graphics card to the goggles from a box full of computers, monitors, batteries and modems mounted where otherwise the passenger seat would be. The technology com municates with a refined GPS positioning system at the test track that measures to within an accuracy of two centimeters. A so-called head-tracker uses laser beams to follow the movements made by the drivers head; the image in the goggles is adjusted accordingly. In parallel, Audi engineers use a second simulation pro cess that they conceived themselves. In this augmented reality, the driver sees the real surroundings; other road-users are then super imposed via the semi-transparent goggles. That could be a car that takes his right of way, or a child that suddenly runs onto the road. With both simulation technologies, it is possible to determine pre cisely how the driver responds in this kind of dangerous situation.
The findings flow into the layout for the new Audi driver assistance and safety systems including the system for anticipa tory pedestrian protection, which will make its debut in a forthcom ing new model. The aim is to anticipate accidents with pedestrians, explains Dr. Ulrich Widmann, Head of Development, Vehicle Safety for AUDI AG. In many cases it will enable us to prevent them and, in almost all cases, we will be able to mitigate their consequences. Widmann outlines the scale of the task with a series of figures. Twelve percent of accidents in Germany involve pedestri ans, he says. In 2008 and 2009, there were around 600 deaths per year and, in many Southern and Eastern European countries the numbers are far higher. Unfortunately, children account for a dis proportionately high number of those involved. More than three quarters of accidents happen while crossing the road, where the pedestrian is usually not concealed. In every second pedestrian accident, the driver brakes either too little or not at all. Audis pedestrian protection system monitors the road in front of the car and recognizes crossing pedestrians. In critical situations, a complex series of calculations takes place they take into account the possible time of impact, the current speed of the car and the anticipated path of the pedestrian. Using these param eters, the system decides whether to initiate an emergency braking maneuver. All these calculations are required in order to avoid fre quent false alarms. If the Audi is travelling at 30 km/h when the emergency braking begins in a traffic calming zone, for instance it comes to a halt in time. At a starting speed of 50 km/h, it loses around 20 km/h before the collision. According to research carried out by Audi, if the impact takes place at 20 km/h or less, there are usually no series injuries incurred by the pedestrian.
Dr. Ulrich Widmann, Head of Development, Vehicle Safety Better than all passive solutions.
Small and smart Prototype of the 40,000 pixel chip.
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Development tool the Audi data helmet in use on the test track.
Audi has been supporting PMD technology intensively for years a far-sighted investment in the future.
Alongside the intelligent simulation technology, engi neers have also developed new methods for theoretical calculation. Based on facts from the relevant accident databases including Audis own material they can use these to predict very reliably the effectiveness of their system. The outcome is that our technology offers pedestrians considerably better protection than all passive solutions, i.e. measures taken in the construction or design of the bodyshell, says Dr. Widmann. Plus, the driver benefits, too. The key prerequisite for the pedestrian protection sys tem is the capability to generate precise three-dimensional dis tance measurements. Simple cameras and radar sensors are not suitable for this; stereo cameras have disadvantages, too. Audi uses a radical new kind of slimline technology created in-house the so-called PMD diode (PMD=Photonic Mixing Detector). PMD technology is a fascinating piece of hi-tech. A light source sends a beam of invisible infrared light into the area in front of the car at 10 millisecond intervals. It is reflected by any objects there and sent back to the sensors mounted in the base of the rear view mirror. Detectors in the sensor measure the running time of the light beam and compare it with a reference signal thus gen erating information about the distance of the objects.The measure ment is taken in exactly 6.6 billionths of a second. The photons, converted to electrons, are separated from each other in a so-called charge carrier swing, enabling them to be formulated into pixels. Each pixel takes its own distance measure ment. Together they deliver a differentiated image and conduct reciprocal validation, explains Torsten Gollewski, Head of Electro nics Systems, Vehicle Safety.
Torsten Gollewski, Head of Electronic Systems, Vehicle Safety Many conceivable applications.
Based on current technology, the chip integrates 1,024 pixels on a silicon surface measuring around 2.0 x 0.5 centimeters. The next generation, which is currently under development, offers chip sizes of 40,000 to 100,000 pixels enabling exploitation of the grayscale image also delivered by the chip. With PMD technol ogy, the distance and the grayscale are measured by just one camera, bringing significant benefits in terms of packaging and design. PMD technology is a perfect example of Audis innova tion philosophy its compelling from every perspective. Thanks to their included angle, which can cover up to 90 degrees, the sensors are able to monitor a wide area. They are also suitable for systems with rapid reaction times, such as the adjustment of restraint sys tems, because they generate new data images 100 times per sec ond. They can clearly identify stationary objects, meaning they will initiate braking ahead of stationary cars and thus avoid many rear end collisions. They are not disturbed by rain or harsh sunshine and they also work in the dark 60 percent of all fatal pedestrian acci dents take place at night. The new technology is well-suited to many applica tions. The car of the future will be able to perceive its surroundings with even greater precision, says Gollewski. Todays crash sensors dont react until the impact occurs which is like walking blindly into a wall. With PMD diodes, we are giving cars the power of sight. Dr. Ulrich Widmann continues: We can use PMD sen sors wherever we want to recognize the surroundings for lateral distance in highway construction areas, as an addition to our ACC* radar-based cruise control or for safe reversing. In the medium term, it can also serve as a night vision device. Plus, we can monitor the interior to see the seating position of the passenger, in order that the airbag be correctly deployed in the event of a collision. Or imag ine that one day you can operate your Audi via gestures recognized by sensors. Audi was intensively involved in the development of the PMD diode. Ten years ago, the newly established Audi Electronics Venture (AEV), the brands electronics think tank, became aware of the first prototypes developed by Professor Rudolf Schwarte, a scientist from Siegen. In 2002, both sides established a joint venture called PMDTechnologies GmbH. Gollewski, who was Head of Strategy and Finance for AEV at the time, was one of its first Managing Directors. It was always our idea to seek out small, innovative companies and to provide them with support, he explains. AEV is the fast-moving service boat alongside Audis big technology tanker. It offers start ups a flexible docking station. The PMD diode is already established outside the auto motive industry. Robots and forklift trucks, for instance, use them to see. Large entertainment electronics companies are also em bracing the new technology wholeheartedly. The diodes are cur rently making a big name for themselves as an addition to video gaming consoles, with production costs falling sharply as a result of their success. PMD diodes, developed by Audi, can make our world more colorful and entertaining and, above all, safer.
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Audis drive strategy Audi is at the forefront of progress in the field of automotive drive with technologies ranging from TDI through TFSI to the electric motor.
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Illustrationen: Steven Pope
New development the 3.0 TDI with twin turbocharging is set up for 230 kW (313 hp).
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Text Johannes Kbler
Axel Eisers world is a highly complex ma trix. Be it the fine subtleties of thermody namics or the CO substitution potential* of individual energy car riers the Head of Development, Complete Engine is someone who thinks in many directions. Eisers task is both demanding and fas cinating in equal measure. He formulates Audis future drive strat egy a scenario that plays out on completely new territory. The automotive industry is undergoing significant up heaval, says Axel Eiser. In society, new values are becoming in creasingly important, especially the protection of resources, the environment and the climate. This changes the image that customers have of the automobile. We want to steer this development from the very front. The concept with which Audi is creating the mobility of the future rests on four sturdy pillars. The brand will continue to expand its leading role in internal combustion engines with the TDI and TFSI. In parallel, engineers are working on a sustainable fuels strategy and on drive electrification on hybrid and electric vehicles. Axel Eiser is certain that the TDI and TFSI will remain the most important drives in passenger cars for many years to come. Both technologies are original Audi developments. The first directinjection turbodiesel with electronic control appeared in 1989 in the Audi 100, a 2.5 liter five-cylinder with 88 kW (120 hp). Since then, harmful emissions from TDI engines have been reduced by 95 percent, while power output has risen within the same period by more than 100 percent, and torque by 70 percent. It is in recent years, however, that Audi has achieved its most significant progress. An A8 2.5 TDI from 2001 generated 132 kW (180 hp) and consumed 9.0 liters of diesel per 100 km. The latest generation of the luxury sedan produces 150 kW (204 hp) with the 3.0 TDI and consumes just 6.0 liters per 100 km. This is an amazing figure but not enough. Eisers team is working on bring ing fuel consumption even lower and, at the same time, making the exhaust even cleaner with the help of sophisticated clean diesel technology, too. With TDI, emissions remain the biggest task for the future, says Eiser.
The most recent product to come out of Audis engine workshop is the 3.0 TDI with 230 kW (313 hp). Axel Eiser can barely contain his enthusiasm when he describes its technology: Biturbo charging with two turbos in series, lots of modifications around the cylinder heads and on the pistons. The new engine is the top version in our second-generation three-liter range, which we introduced in 2010. It is a truly sporty diesel with immense power and a wonder ful tone. Audi is writing its second success story with its gasoline engines. It was as far back as the early nineties that the brand started down the route of downsizing*, with engineers replacing displace ment with forced induction. The TFSI, which debuted in 2004 with Eisers involvement, added direct injection to the equation. One of Audis top power units is the 2.0 TFSI it has been voted Engine of the Year five times in succession since 2005. The ideal complement to downsizing is downspeeding*. Audis high-torque turbo engines fit perfectly with a broader spread of transmission ratios that have longer ratios in the higher gears to reduce engine speed. In the overall area of drive, we have reduced fuel consumption by around 25 percent over the last ten years with downsizing and downspeeding, says Axel Eiser. How great is the savings potential for the next ten years? The curve will flatten, but 10 to 15 percent is realistic, says Eiser. One tool for achieving this target is Audis modular efficiency plat form. The brand has been packing more and more new features into its engines over the last few years regulated oil pumps, innovative thermal management, the start/stop system and the recuperation system*. A great deal of effort is also being applied to classic issues the internal friction of all engine components continues on a
Axel Eiser, Head of Development, Complete Engine The sector is undergoing significant upheaval.
Compact the disc-shaped electric motor in the Audi Q5 hybrid quattro generates 40 kW (54 hp).
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When we think about fuels and drives, our calculations always take in the whole picture. We take a well-to-wheel approach. Axel Eiser
Information The four pillars of mobility
Short trips under 200 km
mid-sized trips Internal combustion engine
Long distances over 500 km
TFSI TDI
Internal combustion engine
Internal combustion engine with biofuel Fuel cell electric vehicle (FCEV)
Fuels
Battery electric vehicle (BEV) BEV with range extender Plug-in-hybrid (PHEV) Full hybrid (HEV)
e-tron
downward path, TDI injection pressures will increase toward 2,500 bar and combustion processes are being further optimized. Useful tools for all of this include sophisticated methods for simulating charge movement and combustion. Eiser reckons that around 20 percent of the improve ment in fuel consumption over the last ten years has been thanks to new efficiency technologies. This is a field where Audi has plenty more aces up its sleeve. Soon, we want to recover heat from the exhaust line and feed it into the thermal management system. We would like to make oil and water pump regulation more intelligent and their control more precise. And we are working on the next phase of our Audi valvelift system for gasoline engines. If we use valve lift control to deactivate individual cylinders when the engine is under partial load, we can create an engine-on-demand. This means that a V8, for instance, would temporarily also run as a four cylinder. The third element of Audis drive strategy takes the form of second-generation biofuels. They can be made using cellulose, i.e. wood and straw, as well as organic waste, and are therefore no longer a competitor to food production. Their CO footprint is al most neutral, because the carbon dioxide released during combus tion was originally absorbed by the plants from the atmosphere while they were growing. Our calculations always take in the whole picture, stresses Axel Eiser. If you think about fuel or energy car riers, you cant just look at the emissions released from the exhaust. It makes much more sense to consider the well-to-wheel implica tions*, starting from the original fuel source and ending with pro pulsion energy at the wheel. In this calculation, an electric vehicle only comes out better than an efficient TDI when it uses a large pro portion of sustainably generated electricity. In this holistic scenario, Audis new e-gas project could deliver a major breakthrough. The company is producing electricity from wind energy and hydrogen from electrolysis, which is then converted into synthetic methane. This powers Audis new TCNG* vehicles equipped with modified TFSI engines. These cars would come very close to Eisers ideal figure of 20 grams of CO per km in the well-to-wheel calculation.
Power source the battery in the Audi A1 e-tron stores 12 kWh of energy, enough for a distance of 50 km.
Wind, hydrogen, gas Audi has set itself on the path to CO-neutral mobility, which is where electrified drives, the fourth pillar in the strategy, come into play. In 2011, the brand will begin series production of the Q5 hybrid quattro, with the e-tron models following a little later. The term refers to all vehicles that can cover long distances on electric power as pure electric cars like the R8 e-tron, with a range extender* like the A1 e-tron or as plug-in hy brids* like the e-tron Spyder technology study. In Axel Eisers tech nology matrix, each of the new concepts fulfils a different purpose. The all-rounders will be the plug-in hybrids. With second-genera tion biofuels, they achieve outstanding CO balances over long dis tances and drive with zero local emissions in the city. Electric-only vehicles, on the other hand, will be primarily city and second cars. When it comes to electromobility, there are still many questions needing answers, on the associated costs and on the tech nology. Audi works on a concept without knee-jerk reactions and without compromises. Engineers pursue an integrated approach ranging from locating the battery in the ideal place for center of gravity to interior heating with a heat pump this minimizes loss of range resulting from heating and cooling. In Axel Eisers thinking, the future of mobility is a mo saic made up from many small pieces. It will be marked by diversifi cation, by different technologies side-by-side and by energy sources. The future will see the global market present a diverse range of de mands depending on the available fuel resources, legal require ments and local ecological issues. For this scenario, Audi is now in the process of taking strategic steps the brand is pursuing a broad-based approach. Our customers will be able to choose from a wide range of drive technologies, says Axel Eiser. We will offer the best solution for each market and for each customer.
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High voltage!
Audi A1 e-tron The era of electromobility starts now: The compact A1 e-tron begins fleet testing in Munich this summer. Audi has built the participating cars with great care, in large part by hand.
An urban type the A1 e-tron in the Salvator garage in downtown Munich.
Munich aglow An A1 e-tron from the test fleet pays a visit to its forthcoming beat, in this case Ludwigstrae. The fleet test is scheduled to last for six months.
Running on electricity at the Siegestor Audi expects to derive important information from the fleet test on how customers and cars conduct themselves.
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Information A1 e-tron fleet test

Munich This summer, Audi starts a fleet test in Munich with the A1 e-tron. The first wave will see 20 cars run for a period of six months on the streets of the Bavarian capital. Audi will monitor closely how they behave in everyday operation and how they are ac tually used by the customers. One of many aspects is data communication via smartphone between the driver and the car. The fleet test in Munich illustrates the broad ap proach that Audi is taking to the issue of electromo bility. Specialists from a diverse array of company departments technical development, electromo bility strategy, the pre-production center, IT man agement, customer service and sales are working very closely together. Car dealership group Mahag is managing the test vehicles on the ground. Fur ther external project partners involved are energy supplier E.ON, the City of Munich public services department and the Technical University of Munich. The scope of the test includes the establishment in the greater Munich area of 200 new charging sta tions fed with electricity generated from renewable sources. The German Federal Ministry of Transport is also supporting the test as part of a promotional program.
A1 e-tron
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Illustration
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Range extender module Fuel tank for range extender Lithium-ion traction battery High-voltage wiring High-voltage distribution module Air conditioning compressor Electric motor DC converter Charging device
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Zero local emissions Audi conceived the A1 e-tron specifically for urban areas. Distances of up to 50 km can be covered on electric drive and with zero local emissions. A range extender, which charges the battery as required, also enables longer distances.
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Text Johannes Kbler
A highly charged city The Middle Ring by night the A1 e-tron parked in front of the Mnchner Tor office complex.
Roland Wenzel is a typical Bavarian one that is not easily flustered. As Build Con troller in the Pre-Production Center (VSC) at the Ingolstadt plant, he coordinates a great many details and is continually solving is sues great and small that arise every single day. This year, Wenzel has been managing a particularly exciting project the build of 20 Audi A1 e-trons for the fleet test in Munich that is scheduled to start this summer. The pre-production center in Ingolstadt is a large, ele gant building completed three years ago. Almost 1,000 people work here, many of them in a hall bathed in light that covers an entire floor of the building. Within the Audi organization, the VSC is an important connecting element between technical develop ment and production it was created in 2006 out of organizations from both areas. Between the start-of-development of a new model and its start-of-production, the pre-production center realizes a whole host of tasks, including the complex job of building everything from prototypes to pre-production vehicles. Around 3,000 of them leave the building in Ingolstadt and its sister facilities at the Neckarsulm and Brussels plants every year. In the case of the A1 e-tron, the build process is a little more complex than usual, as Roland Wenzel explains. Before the 20 fleet vehicles are assembled in Ingolstadt, they have already been traveling through Europe for a few weeks. The body-in-white is built on the production line at the Audi plant in Brussels, over seen by the local VSC, before making its way to Ingolstadt for an initial visit. This is where bodyshell specialists conduct their modi fications particularly to the floorpan at the rear of the car, where the range extender* module is located. Further modifications af fect the area beneath the rear seats, the floor panel and the center tunnel around the gear stick. The bodyshells then head back to Brussels, where they are painted the A1 e-tron is finished in a light glacier white, with its contrasting roof arch in Daytona grey. Parts of the equipment, too such as the headliner and glazing are installed in Brussels. The partially assembled vehicles then travel to Ingolstadt for the second time for the installation of around 250 special compo nents, approximately half of which are associated with its electri fication. For the first cars, this phase took nine weeks, now it takes just six. 30 VSC workers are involved in the assembly, with almost 50 Ingolstadt employees in total working on the A1 e-tron.
Pre-assembled block the range extender module.
A lot of things have to be worked out first, explains Dr. Joachim Columbus, Head of Build Control at VSC Ingolstadt. I mean things like the build order or the changes that we agree with our colleagues in Brussels. We are always finding points here and there that we can improve compared with the original design. We document them precisely, because we are always thinking about possible series production that is generally our main task. The build of the A1 e-tron in the VSC is like a huge tech nology puzzle. Battery assembly takes place on a raised platform. The lithium-ion unit stores 12 kWh of energy and can be fully charged in around three hours with a 230 volt supply. It takes the form of a T the narrow longitudinal bar fits under the center tunnel, while the broad, two-layered cross bar is beneath the sheet metal in the rear bench area. Specialists in the pre-production center have constructed a special assembly wagon for its installation. Its work surface can be tilted in four directions, facilitating the perfect positioning of the approximately 140 kg battery. Finally, 16 screw fasteners con nect it to the bodyshell. We have a highly qualified team here in the VSC, explains the head of the technical center Stefan Kreut mayer. Many of those involved worked during the 90s on the Audi duo, which was the first series production Audi with hybrid drive. They gathered a great deal of important experience at the time with high-voltage technology. Nevertheless, the work on the A1 e-tron demands new qualifications relating to the associated legislation. These range from a sensitizing, i.e. a short introduction, to the highest level of expertise, the Lead Specialist in Electrical and Electronics (VEFK).
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1 Commissioning Testing the hardware and software. 2 Assembly step Installation of electric motor and transmission.
Roland Wenzel stops at a workbench, on which stands a compact, black rectangular box: That is the range extender mod ule ready for assembly with all its peripherals and the acoustic capsule. The core component in the sub-assembly is an ultra-com pact single-disc Wankel engine with a chamber volume of 254 cm. The entire block weighs just a little over 60 kilograms including generator, some of the power electronics, cables, radiator, subframe, intake and exhaust system. During assembly, we fasten the module to four large supports on the underside of the load surface, explains Wenzel. The range extender has no mechanical connection to the driven front wheels its job is to charge the battery as required via the 15 kW generator. The A1 e-tron has a range of 250 km, at least 50 km of which can be driven on electricity alone, supported by recuperation* during braking and deceleration. The driver can control its intensity in five levels via paddles on the steering wheel; a special display supplies information on the cars range and oper ating status. Roland Wenzel continues on his rounds. On another ve hicle lift, the electric motor and transmission are being built into the front end of the vehicle. The permanent magnet synchronous motor can rotate at up to 12,000 r/min, generates a constant out put of 45 kW (61 hp) and a peak output of 75 kW (102 hp). Its 240 Nm of torque are available virtually from standstill. If required, the electric motor accelerates the A1 e-tron from 0 to 100 km/h in 10.2 seconds and onward to a top speed of 130 km/h. Its transmission is a standard seven-speed S tronic, albeit radically simplified only one fixed ratio is necessary. At a neighboring assembly station, two mechanics carry out the next process step on another A1 e-tron. They are fitting the orange high-voltage cables and the cooling water hoses into the engine bay; a few of them run through the right longitudinal beam to the rear end of the car. The drive components of the A1 e-tron have to be kept cool that applies to the electric motor, which can heat up to 180 degrees, to the battery, the range extender and the large power electronics unit that converts the direct current from the battery into alternating current.
3 Glance into the hall Vehicle build for the fleet test. 4 Meeting Roland Wenzel (left) with his team. 5 Head of Build Control Dr. Joachim Columbus.
The coolant volume in the A1 e-tron is greater than in the series-production car and is circulated by two pumps. Just like the air conditioning compressor and the brake servo pump, they are driven electrically. Two charging units, a DC converter between the high and low-voltage networks plus a distributer and fuse box complete the technology at the front end of the A1 e-tron. All these components must work together smoothly in operation, which is why the commissioning of the electrical system is afforded particular attention. Two specialists with a check list and a laptop make sure that all wiring sets fit perfectly and the software components in the control unit communicate with each other fluently. Friederich Teufel, Process and IT System Integration Specialist, sits at one of the completed vehicles. He is part of the group of experts tasked with handling the fleet test in Munich. Teufel and his colleagues want to know how the A1 e-tron vehicles behave in everyday urban operation how, for example, the com munication functions via the customers smartphone, and much more. At Audi, there are development engineers, IT experts, qual ity assurance specialists and sales strategists who are all equally interested in the results of the fleet test in Munich. The resulting protocol will cover key parameters. Every A1 e-tron from the fleet test is equipped with a hard-disc data log ger in the trunk. A range of customer questionnaires completes the overall result. Be it the build process in the VSC or the fleet test in Munich, Audi is moving into the era of electromobility with a holis tic concept and with the uncompromising standards of the brand.
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Information Patents at Audi

Audi currently holds around 7,000 patents world wide, with around 600 new patent applications submitted every year. The key topics are lightweight design, production processes and engine technology. The importance of patents to corporate success remains very high. A patent protects new technical inventions and allows the holder to prevent others from exploiting them commercially. This is the only way that individual innovation can also lead to financial success.
Interview Daniel Schuster
New Thinking
Not so patently obvious Thinking, trying, convincing as an inventor, Norbert Ennings brain is working overtime every single day. With intense curiosity, he develops innovative solutions, builds models and discusses with his colleagues. Every idea has value even when it doesnt make it to series production.
Herr Enning, are you a true dyed-in-thewool inventor? Norbert Enning: To a certain extent, yes; although I would rather call myself an innovator. So you dont wear a white coat or toil at your workbench smeared with oil? Enning: Very rarely. These days, most work takes place at the computer. The old days were different. You say the old days, for how long have you been an inventor at Audi? Enning: Ive been working in advanced engineering for 30 years and have seen quite a few patents come together in my time. In fact, I probably have the most patents of anybody here at Audi. Always working alone? Enning: No, of course not. Many patents were created within a team. Thats why the certificate always lists the inventors involved in a patent. After an innovation workshop, it is often diffi cult to tell exactly which idea came from whom. Does that mean that an invention can be planned? Enning: We dont simply develop things out of thin air. Every working day presents a series of clearly defined problems. If I then have an innovative idea or come up with an unconventional solution, I take the issue to the next level. And what kind of things have you taken to the next level? Enning: Solutions for pedestrian protection, roof con cepts, door hinges and so on. A lot of things are small details, es pecially in the patents for the Audi Space Frame*. My first 25 pat ents were concerned largely with aluminum. My colleagues and I actually received an award for that work in 2008. The Inventor of the Year from the European Patent Office. Enning: That was a real highlight for us. We received the award for a special patent relating to the first Audi A8. This particular honor is given for those inventions that have proven them selves in practice. How does that work? Enning: Its bit like an Oscar. The patent offices from the individual countries enter their recommendations. Then the European Commission selects three nominees from each category ours was industry. The winner is then announced at the awards ceremony it self: And the winner is Were you surprised? Enning: It was certainly very exciting. And then, when we were announced as the winners, we were incredibly proud. We were honored with an international award for Audi and for Germany. As an employee, does the patent belong to you? Enning: As an employee, I am the inventor. That is stat ed on every specification. But the holder of the patent is AUDI AG. Is a patent worth anything for you? Enning: If a patent is ultimately put into production there are, of course, royalties. The amount is based on the volume produced over the model life.
After all these years, do you have a favorite patent? Enning: I have so many. But I am especially proud of the Al2 open end show car. I was only supposed to support the design department as a technical project manager. But I had this crazy idea of recessing the entire rear hatch into the bumper and rolling the whole roof forward over the windshield. That was a tricky number. Right up to the very end, all bets were against me. But we managed to make it work. Is it possible to buy the roof today? Enning: Sadly, no. Overall, perhaps 10 to 20 percent of patents make it into series production. But that is something that is very particular to me because Im involved at a very early stage of advanced engineering. The ratio is naturally much higher for my colleagues in production development. Is that satisfying? Enning: It is a fundamental reality of advanced engi neering. We are, after all, meant to be thinking way into the future. If someone has a problem when their ideas end up in the waste paper basket, then they are in the wrong job, although sometimes it does hurt. Do you have any particularly painful memories? Enning: Years ago, I developed a retractable hard top for cabriolets, and was even allowed to make a model of the idea. Then the strategic decision was taken to go with folding roofs. That obviously put an end to the issue. Can anybody at Audi invent something and patent it? Enning: Anybody who comes up with a great idea can submit a patent suggestion. In many cases, all I needed was an A4 page with a sketch and four explanatory sentences. The idea just has to be clever and, above all, new. Do you have a recipe for clever ideas? Enning: Think and just believe within yourself that you can do something different. And what comes after the idea? Enning: The patent department checks whether the idea is patentable or not. Then an application is submitted to the patent office, where it is checked again. From submitting an applica tion to actually being granted a patent can take six to ten years. Why does it take so long? Enning: You have to ask the people in the patent office about that. The normal process should take on average between two and four years. What are you working on right now? Enning: In electric car concepts, current batteries can not be located in the crash zone. I believe, however, that we will eventually even be able to incorporate cells into impact protection areas. I have had a few thought on this and patented them. You are obviously a few years ahead of us. So what does the future look like? Enning: We have to fulfill peoples mobility desires with minimal energy usage. As a lightweight design freak, I dont yet want to believe that the battery-powered car is the only right way. There is definitely plenty of room here for patents.
New ways Norbert Enning devised an innovative roof design for the Audi Al2 open end show car.
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Magazine Technology in its highest form Audi sets the benchmarks in many fields with its solutions. Here is a little journey through some of the most diverse topics.
62 decibels (A) The sound of music
The hearing threshold of most people is 0 dB (A); the pain threshold starts at 120 dB (A). Vehicle acoustics experts at Audi work primarily with relatively low frequencies in the area between 40 and 70 dB (A). Tuning the sound of a car is always a balanc ing act; the composition of the frequencies and their change over time is what defines the sound. Low fre quencies are perceived by the human ear as powerful, while higher ones are more fast-moving and sporty. However, if the high frequencies are poorly balanced, the sound can be perceived as sluggish or thin. A rapid swelling and ebbing of levels or frequency components creates a sound pattern that, if correctly modulated, delivers attractive effects.
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V8 engine The art of engine sound
Can you see sound? You can in vehicle acous tics. The fan of orders used by Audi engineers visualizes the frequency spectrums of an engine (vertical) against engine speed (horizontal). The multiples of engine speed so called orders emerge as lines around which the sound energy is concentrated. The fan of orders in the image (below) shows the rich tone of an Audi V8 gaso line engine.
Frequency increases with engine speed Fan of orders of a V8.
Sound design An internal combustion engine undergoing acoustic analysis.
Lamborghini Forged Composite

Carbon fiber-reinforced polymers are among the most compelling materials for lightweight automo tive design especially for sports cars. Lamborghini has particular experience with CFRP*, having used this in credibly lightweight yet extremely stiff material in the super sports cars from SantAgata Bolognese for more than 30 years. The new Aventador LP 700-4 even fea tures a full monocoque made from CFRP. With the technology showcase Sesto Ele mento, Lamborghini is taking yet another big step into the future. The chassis, the entire bodyshell and a host of mechanical parts are made from carbon fiber. And a brand new kind of material also makes an appearance while regular CFRP materials are based on long, woven fibers, so-called forged composite is made from short fibers just a few centimeters long. Around 100,000 interwoven fibers per square centimeter result in a ma terial that is only one third the density of titanium, but even more robust.
Voith GmbH Development partner

The Voith Group is a heavyweight in indus trial equipment manufacturing, but also in regenera tive energy recovery. A quarter of the worlds hydroelec tric power is produced using turbines and generators from Voith Hydro. Plus, Voith has been working inten sively for many years on the application of CFRP, in areas like lightweight components for paper machines or in drive technology. Audi and Voith want to pool their expertise in a development partnership, with the aim of the coop eration being to drive forward the use of fiber-reinforced materials for high-volume automotive production.
Razor sharp sports machine 570 hp, but only 999 kilograms the Lamborghini Sesto Elemento concept car.
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CFRP
V8
Special ship offshore wind carrier with Voith drive for erecting wind parks on the high seas.
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A new dimension of comfort Driving without lateral forces

Audi has developed a chassis technology that compensates for the lateral forces that arise when cornering. A video camera monitors the course of the road ahead of the car. The suspension is regulated in accordance with this information ahead of time, before lateral forces are generated a major advance on cur rent systems. The active tilt makes the ride a good deal more comfortable and passengers can work or read in peace.
Experience the new comfort dimension on video. www.encounter.audi.com
3.5 watts Audi A1
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99 grams of CO Audi A3
The Audi A3 and A1 each emit 99 grams of CO per km in their most efficient versions with the 1.6 liter TDI an average fuel consumption of 3.8 liters of fuel per 100 km. Alongside the engine, it is technologies from Audis modular efficiency platform the start/ stop system and recuperation* that are major con tributors to this excellent figure. The A3 1.6 TDI also features a longer final drive ratio, refinements to the slightly lowered bodyshell and special tires optimized for rolling resistance.
The power consumption of each of the tail light units on the A1, populated by 54 LEDs, is just 3.5 watts. The SuperRed LEDs emit an intense, deep red light and work together to form a light sculpture with a three-dimensional look. Their compelling features include a high degree of energy efficiency and extremely long lifecycle. Audi, the leading brand in lighting tech nology, offers a diverse range of LED solutions across its entire model lineup for daytime running lights, for taillights and full-LED headlamps.
Double U-form the rear lights of the Audi A1 in LED technology.
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1,800 Nm of torque Audi RS 5
1,800 Nm that is the maximum possible torque differential that the sport differential can dis tribute between the rear wheels. The sport differential is a high-end axle drive. When turning into or accelerating through a corner, it diverts the bulk of the forces to the outer wheel positively pushing the car into the corner. Audi delivers the sport differential for the RS 5 and a series of further models with longitudinally mounted engines.
1,240 kilograms Audi TT

1,240 kg with this curb weight, the TT 1.8 TFSI undercuts its competitors in the compact sports car segment by a good 100 kilograms. The basis for this is the ASF bodyshell made from aluminum with steel components in the rear area. With 118 kW (160 hp), the highly efficient four-cylinder turbo engine delivers plenty of power for dynamic performance each hp has to move just 7.8 kilograms.
Extreme stiffness the B-pillars of the A4 are form-hardened at 950 degrees Celsius.
950 degrees Celsius Audi A4

Around 950 degrees Celsius is the tempera ture at which the B-pillars of the A4 bodyshell are formhardened. The steel blanks are heated to this extreme temperature in a continuous furnace and directly after ward quenched to around 200 degrees in a water-cooled press tool creating an extremely hard microstructure. Many Audi models from the A1 to the A8 feature formhardened panels in their passenger cells.
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210 kilograms Audi R8
The aluminum bodyshell of the R8 weighs in at just 210 kg. It was conceived using the Audi Space Frame (ASF)* principle extruded profile and cast nodes form the load-bearing structure that is then enclosed and further stiffened by aluminum panels. Compared with conventional steel structures, ASF technology achieves a weight advantage of around 40 percent. The Audi A8, TT and TT Roadster also have ASF bodyshells, enhanced with steel components.
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1.3 kWh Audi Q5 hybrid quattro
The lithium-ion battery of the Audi Q5 hybrid quattro stores 1.3 kWh of energy. A sophisticated air cooling system keeps the battery at the correct temper ature over long distances, leading to increased perfor mance. The Audi Q5 hybrid quattro has 180 kW (245 hp) system output and 480 Nm of system torque, both of which deliver sporty performance at an average fuel consumption of just 6.9 liters of fuel per 100 km.
Slimline layout the key components in the Audi Q5 hybrid quattro.
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600,000 touches Audi A8
The driver can touch the touchpad of the MMI* Navigation plus 600,000 times with no noticeable detriment to its surface. The sensitive control panel is a groundbreaking innovation from Audi. The driver in puts the navigation destination or telephone number by tracing the letters or numbers on the touchpad with his finger. That way, he can keep his eyes on the road, because the system delivers an acoustic response after each input.
0.8 bar Audi A7 Sportback
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76.5 Gigahertz Audi A6
76.5 GHz is the operating frequency of the radar sensors on the adaptive cruise control (ACC)*. The system automatically regulates the distance to the ve hicle in front through braking and acceleration. Audi delivers ACC in a range of variants. The latest version covers the entire speed range from zero to 250 km/h, thus assisting the driver even in stop-and-go traffic.
3,000 music titles Audi Q3

The hard drive of the new Audi Q3 can store around 3,000 music titles. It is part of MMI Navigation plus, a high-end system with a large, retractable color screen that can display a three-dimensional map image. At a later point under the name of Audi connect the compact SUV will also feature internet access. The Blue tooth* online car phone connects the Q3 to the web via UMTS*, while a WLAN* hotspot forms the link to the occupants smartphones and laptops.
The supercharger on the 3.0 TFSI operates at a relative pressure of 0.8 bar. The mechanical charger, located between the cylinder banks of the V6, is driven directly by the engine. Two charge air coolers bring the hot compressed air back down to temperature allow ing even more oxygen into the combustion chambers. With its very high efficiency, the powerful 3.0 TFSI en gine is a classic example of the Audi downsizing* phi losophy the replacement of displacement by forced induction.
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Design is applied art He puts Italian flair into the cars of the future: Wolfgang Egger, 48, Head of Design, Audi Group. He learnt the language of beauty and his passion for materials in the land of love. A conversation with Wolfgang Egger on working with carbon, the harmony of the A-pillar and the futuristic appeal of the quattro concept.
quattro!
The Audi quattro concept for Wolfgang Egger, it strikes an arc from the historical roots of the quattro idea to the future of the Audi design language.
Future good design must also always be a statement of vision, says Wolfgang Egger, it must look boldly forward and anticipate the future.
Interview Melanie Goldmann
Herr Egger, you work in Audis Munich design studio. What is the appeal of this studio? Wolfgang Egger: Munich has a great many facets. You can sense the lifestyle and the trends of the future. This is a place where our ideas and thoughts on the car design of tomorrow can emerge and grow freely. We are based in Schwabing, which is a part of the city that constantly presents itself from a new angle. Here I can go to a fine Italian restaurant or a very basic student bar, and can meet all sorts of people ranging from lovers of modern art to traditional craftsmen. Is the quattro concept backward-looking or more forward-thinking? Egger: The quattro concept can be both. It is rooted in history and, at the same time, shows the way into Audis future. The vehicle concept of the Ur-quattro, lightness combined with a com pact, high-performance engine and quattro all-wheel drive, was a revolution at the time for Audi. And precisely this concept is a fit for the present day, too, where extreme efficiency is the order of the day. Herr Egger, when designers celebrate anniversaries, they like to use retro design. Why dont you? Egger: Retro design is not good design! And far more importantly, retro is not a fit for Audi. Good design must always also be a statement of vision. Retro is romantic and narcissistic, but doesnt show a way forward. For me, design means looking boldly forward and anticipating the future. When you drew the first line of the quattro concept, did you have a clear image in your head at this point? Or is good design created bit-by-bit? Egger: For the quattro concept, the basic idea was there from the very start. Then we created the fundamental design ele ments that make the car unmistakable. We have a sharp hood, the kink in the roofline and then the flat run into the rear end. The ex treme pillar rounds off the concept. Through these features alone, the car is already very characteristic. Do you have a favorite detail on this car? Egger: It is always about the big picture, because not until every detail on the car and its proportions are right can we truly have a complete work of art. There is, however, one area that I am particularly proud of the arc at the A-pillar. In the 1970s and 1980s, this area had a hard edge. But on the quattro concept, we consciously gave this corner a more futuristic interpretation and used a harmonious arc. What is the most distinctive element of the quattro concept? Egger: The C-pillar. It has a powerfully trapezoidal form and therefore carries the genes of the Ur-quattro. Back in the 1980s, this gave the car a very distinctive character. And that is also the case with the modern C-pillar of the quattro concept. Its clear at first sight that this is an Audi. And who knows, perhaps we will soon see this type of C-pillar in series production.
Unlike on series-production cars, the rings are pressed into the C-Pillar. Why? Egger: That is in homage to the Ur-quattro and indicates the hand-crafted character of the quattro concept. We intentionally used stamped impressions in a few areas on the carbon faring at the rear, for example; it clearly bears the letters quattro. And the door sills, too, feature this reference to the Ur-quattro. You are a designer for a car company. And you have to know a lot about technology. When did you acquire this knowledge? Egger: A car cannot be a statement for the brand until the design and technology are perfectly matched. And, in my regu lar work with engineers, I learn more and more every day. Over the years, you develop a feel for and understanding of this field. I ex perienced something similar when I, as a German, studied in Italy. In the beginning, I believed I would never understand the Italians. But you live your way into the culture faster than you think. As you can see, it has stayed with me to this very day. What can young designers learn from you? Egger: I am always saying to them: Dont fall in love with your own design. You must always maintain a healthy distance and critically assess your own ideas. Design is applied art. We work for the brand and for the customers, not for ourselves. Audi lives the principle form follows function. Does that mean that you as a designer must always place your requirements behind those of the technical demands? Egger: No. The ideal condition is the equilibrium of both aspects. The design of a car must represent the technology in its styling. If you look at the hood of the quattro concept, you can see at first glance how much power lies beneath. It is no coincidence that we used a very muscular line there. And the asymmetrical engine ventilation on the hood is a powerful characteristic with a function. How did you manage to create such a minimalist design for the interior of the quattro concept? Egger: Reduction is steered largely by intuition. It is important that the customer uses the functions instinctively. And that leads us automatically toward a minimalist design. In the quattro concept, we concentrated the functions behind the steer ing wheel, thus de-cluttering the center console. Less is more. We will continue to develop this principle going forward. For the first time, you use a combination of carbon and leather in an interior. How do these very different materials work together? Egger: The idea is not to put the carbon in direct contact with the leather, but to use piping in between. This provides a clear separation between the two materials and creates an effect that tells the story of its hand-crafted character. The white piping traces the basic concept of the interior with a fine stroke that runs through the entire cockpit. Why carbon of all things? Egger: Carbon is still a young material and we are right in the middle of exploring the full potential of its technical charac teristics. So far, interiors have been dominated by materials like aluminum or wood and leather. Now, our designers are busy re searching the use of carbon as a material of the future. Like the early days of a love affair you want to get to know the very last fiber of the other persons being.
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Unique Wolfgang Egger considers the quattro concept to have a very strong character, from the sharply drawn hood to the extreme C-pillar. The interior combines carbon and leather.
How do you close this gap and build a wealth of experience? Egger: We live with the material, and make conscious use of it at our design studios here in Munich. This enables us to apply the beauty and emotionality of carbon consistently and to translate it into our design. What does that mean in practice? Egger: Our carbon ski for example. We designed and built the ski over a period of three years. This is how we develop an affinity to the material and learn how to work with its sophistication. Is there already a direction in which carbon will be used in future at Audi as a design element? Egger: Absolutely! You can see that quite clearly on the quattro concept. Carbon was used primarily to underscore technical features such as the rear spoiler and diffuser. This idea for the rear diffuser, incidentally, came from race car design. The next step will be to use carbon in unexpected places. The large carbon surfaces in the interior of the quattro concept already offer some indication. Does creativity sometimes fail you? Egger: When a car is completely finished, there is al ways a moment of utter emptiness. I have to achieve closure with all of the old stuff if I am to create space for completely new ideas. On a day-to-day basis it is important to build on the team. That also means motivating one another. Sometimes its like a domino game when the first stone is laid, the ideas follow one after the other. Do you have a particular method for regaining you creativity? Egger: I like to eat out. And cooking is also a kind of de sign. The chef in my favorite Italian restaurant is always combining different flavors. This kind of variety is a constant source of inspira tion for me. You go to a lot of furniture trade fairs. With what intention? Egger: The major trends in color and material combina tions make their first appearance primarily in fashion design, they then filter into furniture design and after that they are picked up by automotive design. What new trends do you expect to see this year in Milan? Egger: At the furniture show, we are sure to see plenty of white/gray combinations. When put together with red, these colors have a very futuristic feel and are a wonderful fit for Audi. Last year, for instance, shoes in this color combination were hugely popular at fashion trade fairs. We are already testing out whether white/red/gray also works in a car interior. The Ur-quattro celebrated its 30th anniversary last year. Will the quattro concept be celebrated in 30 years? Egger: I have a soft spot for beautiful classic cars and will keep a space free in my garage for the quattro concept until it reaches the right age. So far, the Alfa Spider has been my favorite, but the quattro concept can beat that. On its 30th birthday, we can take it for a spin. Thats my dream!
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Big, very big the 6-meter wide powerwall provides enormous enlargements in the very highest resolution, enabling even the tiniest details to be discussed by the team.
Luggage the digital version of the shopping basket. Even bicycles and strollers are stowed as data models in the cars. Seat cover in their virtual forms, equipment, trim and surfaces can quickly be modified.
Text Hermann Reil
Virtual
An entire corner full of golf bags, with vari ous sets of clubs, with and without a trolley. A storeroom full of suitcases of all shapes and sizes, from a range of brands and made from widely differing materials. And what about the cup holders from the narrow aluminum cans preferred in Japan, through the distinctively shaped 0.6 liter bottles that are used only in China, to the XXL cups preferred by Americans its all there. Handbags, sunglasses, umbrellas, bicycles, even a teddy bear and a washed-up washing machine all belong to the expansive stores in the Design Check department, part of Bodyshell Develop ment at Audi. Here it is obviously all about usability, about everyday practicality about the supposedly simple, but yet so complex de mands that customers make of their cars. A persons requirements are as individual as their lifestyle and as different as the items with which they would like to surround themselves while mobile. And of course, there are those things they want to stow simply, trans port safely and use easily. The technicians in Design Check test all of this at various stages of the automotive development process, and they do this in parallel within two very different worlds in the physical reality of the actual vehicle body and prototypes using the items from the store, but also in the virtual reality of three-dimen sional data models. Along the development path of a new Audi, Design Check means the examination and review of the bodyshell and interior layout. This is where the newly developed sub-assemblies come together for the first time, this is where individual parts come to gether to create a car or at least a model of a car. Design Check is for ensuring that everything fits together and for assessing ergo
nomics and usability. It is our task as development engineers to offer the customer a distinctive product with a unique character, says Peter Fromm, Head of Development, Vehicle Body. We define that character when Audi engineers develop an Audi, they do so with an appreciation of customer expectations and demands across the various markets. We are the customers lawyer, says Heiko Khne from Design Check, as his colleagues bring a wagon full of suitcases into the hall and start packing the luggage for a round-the-world trip into the vehicle body model of the new Audi Q3. Half a centimeter can make the difference between taking something with you and leaving it behind, between satisfaction and irritation. Customer usage habits are, of course, taken into consideration during design and construction, but nothing can beat the real-life check. It is not just a matter of single centimeters of width in the load space; it is also about the motion sequence while loading, or the ergonomics of the center armrest. A cup holder must securely accommodate containers of every shape and size, and must also be ergonomi cally easy to reach.
Peter Fromm, Head of Development, Vehicle Body When Audi engineers develop an Audi, they do so with a clear apprecia tion of customer expectations and demands across the various markets.
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Check regardless of how helpful virtual reality may be, the physical reality check is still important. The base program covers a wide range of suitcases.
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Solid a new vehicle goes through the design check in several phases, first as a model cut from solid material. Handicap the full spectrum of golf bags is a must-have.
We run through the most diverse range of usage scenar ios, explains Khne, indicating his store from professionals on business trips, through all manner of hobby sports to family outings; from weekend shopping to a quick trip to the bakery. Hooks for shop ping bags are just as important as maximum capacity with the seat backs folded. We have had clinics entirely dedicated to the best space for stowing a handbag, or the perfect cubby for a key, says Khne, referring to the classics in every stowage concept. At the end of the day, a bunch of keys should never rattle in an Audi. Scien tific advice is also sought: We carried out a study with the Technical University of Chemnitz into the optimum cup holder layout. Design Check takes place very early on in the process, so that it can also influence the development process. At minus 33, i.e. 33 months prior to start-of-production, Christian Ziller and his team build the first virtual models from data supplied by the various development engineers. The first real models come into play at minus 27, with the exterior form cut from solid plastic blocks. Later comes a true vehicle body model, with parts made using rapid prototyping* with the laser-sintering process* there are, of course, no molds available at this early stage. This model is at first glance, at least very close to a real car. The third stage is to build a prototype using prototype parts from suppliers. In parallel to Heiko Khnes actual models, Christian Ziller works on refining his virtual model the powerwall* in Design Check is 6 meters wide and 2.50 meters high, enabling it to display a full-scale representation of even a luxury-class model. The data set is so detailed and the projection system so good that it will deliver a top quality image at virtually any magnification. Ziller: We developed this visualization system with partner companies. This level of quality was a first in the automotive industry.
The real and virtual worlds are of more or less equal im portance, because the large projection wall enables those working with virtual reality to assess a vast range of trim, color and mate rial variations. Every one of Audis series production models can be individualized to customer requirements to a very large degree, and that presents problems for development engineers working in the physical world. The data models are quicker and easier to change. The front seats alone in the new Audi A6 are available in several thousand variants if you take into account all of the trim and mate rial options. For the one-offs created by Audi exclusive, the number of possible variants heads toward infinite. There are more than 5,000 variants just for the front door trim of an Audi A8. We offer our customers a virtually inexhaustible range of options. But this presents us with an enormous degree of complexity, of the kind handled by no other vehicle maker in the world, explains Vehicle Body Manager Peter Fromm. And every single variant must, of course, be to the same high level of quality. The Audi interior is the global benchmark and we are doing everything to make sure it stays that way. Peter Fromm is convinced that monitoring customer usage habits will become even more important in the years to come. The car is increasingly becoming a living space on wheels. For Fromm, this means that clarity is a keyword for the interior design of the future, clear design, reduction in form, simple operation and above all harmony. The customer senses that everything simply fits well in an Audi. And he feels good there.
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Portrait of a Pioneer. Uschi Weps began work 27 years ago as the first female engineer in the Technical Development department of AUDI AG. Today, she heads up a 19-strong development team responsible for model line management and tech nical project control for the Audi A3 and TT family.
Information Dream job engineer

How AUDI AG makes technical professions interesting to women. Anyone wishing to get women interested in technology has to start early. Thomas Sigi, Member of the Board of Management for AUDI AG responsible for Human Resources is sure about that: We have to get women and girls enthusiastic about professions in technology or physics before they choose an apprenticeship or college course. Making things, experimenting, scrutinizing technology at the Girls for Technology Camp, young women im plement their own technical projects over a period of several days. They experience up close how Audi technology is created and can introduce their own ideas. School girls also experience the excitement of technology at Girls Day. Once a year, they can watch over the shoulders of female engineers and technicians. And perhaps this will pique their interest in themselves embarking on an apprenticeship at Audi or in studying engineering at college.
Text Agnes Happich
Mathematics and Physics were her favorite subjects at school. When Uschi Weps speaks of her youth, of her route into technology, the engineer has to smile. One meeting changed everything. When I rode a motorbike for the first time, my heart just exploded. The bike had this amazing sound and looked absolutely fascinating. The engine and suspension were perfectly matched. It was sheer driving fun. At the age of 18, she built herself a motorbike from a vast array of individual components. It is her name that is entered under vehicle manufacturer on the vehicle registration document. Her love for motorbikes, cars and their technology was also what led her to study mechanical engineering, and finally to Audi. She was the first woman to hold an engineering position in engine development. My boss told me later that my colleagues repeatedly voiced concerns to him about having chosen a woman for the job. In the end, it was his curiosity that won. From the very beginning, she was the center of attention. That was nothing new for me. At university, the proportion of women was around one percent. If you are always operating in a male-dominated field, it is simply part of the routine. Her self-confidence and her determi nation helped her through this situation. I have always gone my own way. If I had wanted to prove that I am a better man, it would not have worked out. Her path at Audi took Uschi Weps from engine develop ment to the TT sports car, the development of which she accom panied from the initial design stage. Many of her ideas went into the development work. Does that make the TT a womans car? Absolutely not. Obviously, Im pleased that there are also so many women who love and buy the TT because that increases the overall number of Audi customers, says Weps with a laugh. She does not appear to have a very high opinion of girls cars. We women dont want a girls car. It is the same need for freedom, technical excellence, aesthetics and clever detail solutions that fascinate both women and men. It is important to conceive a car that inspires all customers. For instance, in order to ensure that smaller people are able to op erate a car just as comfortably as tall people, we adjust the ergo
nomics throughout to suit. Weps has been active in this area beyond the development of the TT and the A3. For instance, it is very im portant for us at Audi that an open tailgate is easy to reach. At 1.6 meters tall, if Uschi Weps can reach the tailgate with her arm out stretched then, according to Audi engineers, a car has passed the Uschi test. The threads of the entire technical development func tion run together with Uschi Weps. At the early stage, around four and a half years prior to start-of-production, she works with those in concept development and various specialist disciplines to estab lish the features of a new vehicle concept. Once the fundamentals have been outlined, they are defined in the form of technical objec tives in a specification document. It is on this basis that Weps mon itors deadlines, technology and costs and ensures that the techni cal objectives defined at the beginning are adhered to. In her job, it is very important to connect engineers from all areas, because even the tiniest changes in one area of development can often have a direct effect on others. In a new project, there are many steps to go through and decisions to be taken before sign-off, all in accordance with her agreed timing plan. The proportion of virtual development under taken grows from vehicle project to vehicle project and helps us to save development time, says Weps. Alongside simulations, how ever, there is still plenty of real test driving, which puts Uschi Weps behind the steering wheel for 30 percent of her time, largely on test tracks. She evaluates every technical detail and all customerrelevant vehicle characteristics, bringing to bear a great deal of experience and dedication. How does Uschi Weps feel when she sees her Audi A3 or her TT on the road? Proud, comes the im mediate response. My team and I are unbelievably proud of what we have achieved together. Uschi Weps is a pioneer, the first of her kind. She paved the way for many young female engineers that came after her and are still to come. Many things have changed since Weps first began her professional career. The acceptance of women in technical professions has improved significantly over the last 20 years. Weps, however, is not a fan of mandatory female quotas. You dont do women any favors with that. Qualified women will always find a qualified job. A far more effective approach than female quotas in her opinion is to incite an interest and passion among women for technical professions in the first place. That starts in childhood. Parents should watch their children closely and specifically encour age technical interests among girls, reckons Uschi Weps. After a moments thought she adds, I am often asked whether its impor tant for more women to make a concerted effort to enter technical professions. And I say to that a definite yes. When women and men work together in a team, it encourages creativity. Processes are made more efficient through this kind of cooperation. Women should influence priorities and decisions. It is enormously impor tant to get women enthusiastic about technical professions.
Even once the enthusiasm for technology has been sparked, the company sticks with these budding technicians and engineers as they travel their professional path. The people in Audi Human Resources start by specifically targeting women at jobs fairs and universities. We are very keen to attract gifted female students and engineers, explains Thomas Sigi. It was for this reason that Audi established the Ing.Day. At the end of March this year in the Audi Training Center at Munich Airport, female students and qualified engineers had the chance get to know more about Ger manys most popular employer. Because Ing.Day was so well received by female technology enthusiasts, the one-off event is now being turned into a series of events. Audi also promotes prom ising young talent at the universities via mentoring programs, whereby female engineers from the company are assigned to mentor one student each. A woman starting work for Audi today no longer has to worry about choosing between career and children. Flexible working, part-time models and teleworking make it easier for female employees to balance family and professional life. During pater nal leave, too, mothers remain part of the team and participate in training programs, which eases the return to working life. Audi also supports its female employees and not just those from technical development when it comes to childcare. The company works with several nurseries and pre-schools and makes places available to the children of Audi employees. When it comes to combining job and family, the opportunities at Audi are many and varied. And we are continuing to develop this program to make the conditions even more attractive, says Doris Walle, Equal Opportunities Officer at Audi.
The XX factor
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Text Agnes Happich and Ina Hmmerling
Her empire is the middle

Name: Sonja Pichler-Wilhelm Age: 30 With Audi since: 2009
Women in the driving seat There are many routes into technology. Female Audi employees present themselves and their work.
Job: Component Development Engineer, Center Consoles. I coordinate and carry out the design and testing of the center consoles from the concept phase through to start-of-production. Education: BSc in Automotive Engineering Miscellaneous: The interaction of creativity and technical precision is also a hobby of mine. With photography, I can combine both and relax at the same time.
Before when cars had fewer electronics repairing cars was a hobby of mine.
Profession(s)
Variety is her thing
Name: Susanne Jacob Age: 29 With Audi since: 2004 Job: Development Assistant, Vehicle Body. I have a very varied job. On the one hand, I coordinate and organize the strategy pro cess within the vehicle body development function. I am also the central inter face with the controlling department on personnel issues. My most important task, however, is to pull together, prepare and make available at the right time all the nec essary information for my departmental manager. On top of that, I provide the dayto-day contact between staff and the head of department. Education: BSc in Mathematics. I did my degree while I was working for Audi and then went to work for the vehicle safety department. In 2008 I went to work as a project engineer on the exterior of the Q3 and Q5. Miscellaneous: My experience as a project manager also helps me in my private life. When my house was being built, I didnt need a construction manager. I han dled it myself.
The Communicator
Name: Melanie Stbler Age: 27 With Audi since: 2007 Job: Project coordination, product and process technology for the assembly of the successor to the Audi Q7. Education: I studied Multi-Media and Communication. For my final thesis, I conducted virtual analysis of ergonomic concepts. Miscellaneous: Since 2009, I have been in Audis Top Employee Program. As part of this program, I am studying for my Master of Automotive Electronics in parallel to my job. The technical focus of the course provides an excellent bal ance for my first, less technical, studies in Communication.
Name: Silvia Merkouris Age: 36 With Audi since: 2007 Job: Project Controller in the pre-produc tion center. My tasks are many and varied. I coordinate the schedule and the budget from the first design model through to the first production vehicle. Education: BSc in Commercial Engineering Miscellaneous: I like to climb in my free time which also demands the right technology. I also like to build model cars and airplanes with my daughter.
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Good Vibrations: She makes them happen.

Name: Melanie Schuder Age: 31 With Audi since: 2005 Job: Build Controller in the pre-production center. I am responsible for ensuring that prototypes and pre-production vehi cles are completed on schedule. I make sure that all the necessary parts are in the right place at the right time. Education: BSc in Commercial Engineering Miscellaneous: Even as a child, I was the one who hooked up all the technical appliances in our household. Perhaps because I was the only one who actually spent time studying the instructions.
After graduating from high school, I decided to study engineering. I found it fascinating how my father was always able to fix up all kinds of broken household appliances.
Name: Sonja Czeschlik Age: 29 With Audi since: 2007 Job: Planning, implementation and coordination of tire testing at home and abroad, as well as tire sign-off. I am responsible for making sure that the A1 can roll off the production line. Education: BSc in Commercial Engineering Miscellaneous: Sonja Czeschlik is the mother of a 1 year-old daughter. A full-time job and family can be com bined at Audi.
Name: Dr. Jutta Blobner Age: 38 With Audi since: 2000 Job: I head up a team of engineers that optimizes the acoustics and vibration in the car. We handle the Audi A1, A3 and the TT. Education: While I was studying me chanical engineering, I had an internship at Audi in technical development. I en joyed my time in engine development so much that I went straight back to the same department once I had completed my studies and my Ph.D. Miscellaneous: I am glad that I know a bit about technology. My small son (2 years old) is very interested in all kinds of vehicles, farming equipment and air planes and I am able to answer a lot of his questions.
To this day, my mother still calls me when she is having trouble with the newfangled tech nology of household appliances.
Name: Susana Moranchel Caballero Age: 34 With Audi since: 2007 Job: Project Controller in the pre-pro duction center. I prepare the mid-size models for series production. Education: BSc in Mechanical Engineering
As a child, the only thing about Barbie that interested me was Kens Ferrari.
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If it doesnt work one way, itll work another.
Name: Alexandra Kohne Age: 32 With Audi since: 2002 Job: As the Technical Project Manager for cross-model projects, I work together with experts in networked systems. We use these across all models. These kinds of systems include thermal management or start/stop. Education: BSc in Mechanical Engineering Miscellaneous: I now have a real toolbox and love to go shopping in IKEA, so that I can then put everything together myself.
The components in our cars are extensively networked, which is why I work with a great many different people.
Name: Karin Hnig Age: 40 With Audi since: 1999 Job: I head up a department that develops and signs off Audi accessories, such as rear seat entertainment, child seats, roof racks and aerostyle packages. I also work on a wide range of special issues from show car build to special vehicle build. Education: I studied Vehicle Technology. However beauty and grace were not part of the course. Therefore, I decided to follow it up with a course in Technical Design. That was hugely enriching for me on a personal level, too. Miscellaneous: All the women on my mothers side of the family were strong per sonalities. My grandmother in particular was a powerful influence. I believe it was thanks to her that I got into manage ment. From her, I learnt to enjoy working with and for people thats when fas cinating products almost seem to create themselves.
The sight of an engine moves me.

Anna Trevissoi has been working for Automobili Lamborghini in SantAgata Bolognese in northern Italy for seven years. The speed of her rise matches that of the car for which she is responsible. Today, she is the Technical Project Mana ger for the new Lamborghini flagship. Ms Treissoi, you are one of the few female engineers here at the home of Italys super sports car brand Lamborghini, and Project Manager for the Aventador, no less. Describe your working day. Anna Trevissoi: I put together a timing and cost plan for the project, arranged the technical tasks and managed the flow of information between the Lamborghini departments and Audi. But my first job was to make sure I had the best engineers on my team. The Aventador was the first car that you worked on from the very start. How did you feel the first time you saw it in all its glory? Trevissoi: Not just I but my whole team had given our all for this car! I never thought that the sight of an engine would move me. But when we started up the Aventadors engine for the first time, it was a very emotional moment we all held our breath. It sounds like you enjoy your job very much. What do you like best about it? Trevissoi (laughs): The test drives in Nard [Pista di Nard, test track in southern Italy]. Every time I fly round the track with our test cars, I think to myself how lucky I am to be an engineer with Lamborghini. Have you too driven the Aventador on the test track? Trevissoi: Of course! The feeling is amazing. You just lightly touch the gas pedal and you can immediately feel the power of the engine. The acceleration and shift times especially in Corsa mode, i.e. the race mode are impressive. And thanks to the Aventadors stable chassis, precise steering and highly responsive all-wheel drive, even an inexperienced driver can feel safe and, most importantly, have fun. Do you have a dream car? Trevissoi: I sure do! The Aventador!
The best gift from my childhood was a mini toolbox.
Name: Julia Halbei Age: 37 With Audi since: 2007 Job: Project Manager for the development of new fuel tank systems. Education: BSc in Chemical Engineering
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Photo: Wolfango
Sound development the Audi e-tron Spyder in the sound lab.
The Sound of the Future

Quiet is the new loud The electric car is no longer a futuristic notion. Audi is working at full power on the development of its e-tron models, including the composition of their sound.
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Text Leonie Thim
Chicago in the year 2035. Detective Del Spooner is driving through a tunnel in his Audi RSQ when he is suddenly attached by robots. The music speeds up, a single tone swells accompanied by a futuristic whoosh the jet engine in the RSQ. At that moment, when the music seems to overwhelm the listener, the tension releases and the rhythm be comes less frenetic Del Spooner escapes the robots. This scene from blockbuster movie I Robot gives moviegoers an idea of what the mobility of the future could look like and of how future Audi models might sound. At Audi, the future has already begun. Dr. Friedemann Vogel is an acoustics engineer in the Vehicle Physics department. He creates, modulates and composes the Audi sound. For the last two decades or so, Vogel has been designing the sound of internal combustion engines. Now we are entering a new era and quiet is the new loud. Large absorption surfaces clad the walls of the white room. Every movement sounds dull in the sound lab, there is no echo. Some people can feel sick in here, says Vogel. Because the sense of balance is located in the ear, If the learnt relationship between relevant environmental stimuli is not right, some people can react with dizziness or nausea, explains the acoustics engineer. When it comes to his daily work, this peace and quiet in the lab is crucial, as this is the only way that the direct sound of the car can be measured without reflection from the walls. Standing on the four rollers of the test bed is the e-tron Spyder, the study of an open-top sports car with a plug-in hybrid drive*. In contrast to the unlimited freedom of the Hollywood sound inventors, acoustics engineer Vogel faces initial specific guide lines in designing the sound of the e-tron not only must the driver be able to feel his acceleration and braking maneuvers, he must also be able to hear them. The electric cars motor noise should be clearly discernable, despite wind and road noise pedestrians must be able to hear when and from which direction it is approaching. Before a model enters series production, it is Vogels job to adjust both the exterior and interior noise. You could think of Dr. Friedemann Vogel as Audis com poser, because both composers and acoustics engineers have a feel for good sound. Music is a matter of taste, and is also dependent on mood. It can fascinate the senses, but never over a long period of time; there is virtually no music that a listener can handle inces santly. The lovelier the melody, the greater the risk of it getting on my nerves eventually, explains Vogel. But a driver has to enjoy a cars acoustic backdrop over a very long period. I experience qual ity, sportiness, engine refinement and performance delivery to a large extent through my hearing. Sound plays a heavily underval ued role in the purchasing decision, says Vogel. A human beings senses register some stimuli conscious ly and some unconsciously. A good engine is not just about power, but rather about the overall experience. This includes the sound, explains Vogel. The driver should step out of the car feeling good, without necessarily knowing why. The sound is also always an indi cation of a healthy engine. In order to prepare this sound for volume production, the acoustics engineer must take into account the physical funda mentals of vibration theory, mechanical engineering and vehicle technology. His instruments are measuring devices, microphones and computers. However, his work certainly doesnt afford him the freedoms of a composer, because the speed of the engine changes continuously and with it the sound. There is no beat, no scale as there is in music. The car responds to the drivers orders and is always playing a different piece, depending on the driving situa tion, describes the acoustics engineer.
In a conventional car, it is the construction of the engine and the charge cycle that determine the sound the ignition se quence of the cylinders, as well as the form and design of the ex haust system. An electric engine, on the other hand, has no cylinders. Its sound is more evocative of a train pulling away than of a car. External noises, especially tire noise are not audible until it reaches 25 km/h. But that is precisely the advantage. Silence is a virtue, states Vogel. Electric drives generate not only less noise, but also fewer vibrations that can lead to bodyshell droning. In the past, acoustics engineers worked mainly on damping these loud humming noises. More critical for electric engines are high frequencies that can quickly be perceived as irritating. How futuristic should the sound of the e-tron be? How conservative should it remain? Design proposals range from largely background noise to penetrating. One thing is certain whether it is a compact car like the A1 e-tron or a sports car like the e-tron Spyder, every electric model will have its own distinctive sound. But with the same DNA, says Vogel. An Audi should always be recognizable as an Audi in its sound, too. In order to make the e-tron models audible when they are driving slowly, Vogel and his colleagues are working on an active sound design. In the sound lab, acoustics engineering record the sound characteristics of the e-tron and then remove all the disruptive influences caused by factors such as tires or wind. Then they start work on tuning the sound of the drive. The sound has to display a clear structure, explains Vogel. It correlates precisely with the power delivery. In the case of the e-tron Spyder, we want to convey the sense of an elegant athlete neither intrusive nor pretentious. Damping and absorption materials made from fiber matting or felt, various kinds of foam for sealing or damping acoustics engineers have a wide range of options for tuning the sound of the engine alone. The R8 e-tron enters low-volume pro duction in 2012. It will sound amazing.
Dr. Friedemann Vogel The e-tron sound will have its own Audi DNA.
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The Audi e-tron Spyder An elegant sports car in its acoustics, too.
Information How a car generates noise
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Internal and external noises
The internal sound of a car is particularly multi-facetted, because a diverse range of sub-assemblies function as sound sources. Even although there are no legislative re quirements, the general objective is to keep this as low as possible. External noise, too, is derived from many different sources. Lawmakers stipulate that the so-called drive-by noise under ac celeration be no greater than 74 dB (A). The overall noise level can be broken down to the following sources:
3 4
Noise sources
1 Engine 2 Intake system 3 Tires / road surface 4 Transmission 5 Exhaust system 6 Wind noise
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Testing equipment and test cells are among Audis most important development tools. Using them, engineers are able to evaluate the fore casts derived from simulation work against the ac tual object, sparing themselves and the environment countless kilometers of test driving. Audi operates sev eral hundred test cells each one of them a hitech piece of equipment. They address the classic fields of engine, transmission and suspension, but also drive batteries for the e-tron and hybrid models, power electronics components and driver assistance systems. Some test cells are for the purpose of test ing individual components, others are set up for subassemblies. On its largest facilities, Audi tests its com plete vehicles, sometimes under simulated extreme climatic conditions. A few months ago, a large new de velopment and test center for electrified drives went into operation at the Ingolstadt plant. Mean while, the second construction phase of the engine test center at the Neckarsulm plant remains underway until 2012. At this plant alone, the next few months will see the number of engine test stands rise to 54.
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Elastokinematics test cell suspension kinematics and elastokinematics have a huge influence on the dynamics, stability and comfort of the running gear. A robot turns the steering wheel, while the equipment simulates the forces generated on the road.
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Hybrid transmission test cell the combustion engine, electric motor, transmission and differential interact on the large driveline test beds for hybrid vehicles. Only the battery and wheels are generally still missing; they are replaced by a simulator and an electric dynamometer.
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Electronic breadboard Audi engineers test the highly complex interplay of electronic and electrical components on equipment like this. The image shows the so-called breadboard that incorporates the electronics of an Audi A6. An expert is checking the bus communication.
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Electric motor test cell the electric motors must withstand up to 100,000 km under tough conditions, which equates to up to 300,000 km in customer hands. The electricity that they consume is fed back into the grid.
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Assistance systems test cell Audi offers highly complex driver assistance systems in many of its models. A dedicated test cell serves to verify their functions and to carry out high-precision calibration and adjustment to suit their area of operation.
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1939 the Horch 930 S was a major achievement of the pre-war era, and not just in terms of aerodynamics.
2010 despite its unique form with its elegant, flat rear end, the Audi A7 Sportback, too, achieves an excellent figure.
Aero
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lution
Fine tuning in the wind tunnel Audi aerodynamicists combine unique design with excellent acoustic comfort, safe handling and the best possible efficiency. This can be achieved only through extensive detail development.
0.42
drag coefficient The Horch was way ahead of its time, but is now nevertheless 72 years old.
1 Potential with the level of knowledge they have today, Audi aerodynamicists can naturally see plenty of room for improvement on the Horch. 2 Silence the Audi A7 Sportback is the quietest car in its class thanks to detailed refinements carried out in the aeroacoustic wind tunnel.
Text Christian Gnthner
Aerodynamics is something for people who cant build engines. Dr. Moni Islam can only smirk at the famous quotation from Enzo Ferrari. The Head of Aero dynamics and Aeroacoustic Development at Audi knows of a great many automotive milestones that made history not just with their engines, but also their aerodynamics. His job is much more about combining unique design with the very best handling characteris tics and, through systematic detail development, further increas ing the efficiency of the vehicle. An early example of successful aerodynamics is the Horch 930 S it celebrated its premiere at the 1939 Frankfurt Auto Show, was extremely advanced for its time and had a major impact on the design language of many post-war models. With the 92 hp from its V8 engine, the Horch 930 S had a measured top speed of 178 km/h a best-in-class at the time. And no wonder, the aerodynamics were also top notch recent testing in the Audi wind tunnel put its cd figure at 0.42. Back then, luxury sedans comparable to the 930 S achieved figures of around 0.60.
In 2011, Dr. Gerhard Wickern, an aerodynamicist at Audis Wind Tunnel Center, obviously sees plenty of room for im provement. With the knowledge we have today, just a few changes to this Horch would make it considerably more aerodynamic. The basic form of the exterior skin is not yet ideal, a covered, smooth underbody would reduce turbulence and, in a third step, the flow of cooling air would have to be addressed. The Horch 930 S was created during an earlier heyday of aerodynamic development in Germany. In 1982, the four rings de livered a further milestone with the C3 generation of the Audi 100 as the aerodynamic world champion, it made history with a cd value of 0.30. The streamlined form of the lightweight bodyshell and the high waistline were seen as particularly revolutionary, and enabled what were extremely low fuel consumption figures in those days. With even better fuel consumption, an aluminum bodyshell and a cd figure of just 0.25, the Audi A2 from 1999 underscored the ex pertise of Audi engineers and its aerodynamicists in particular. With the elegant, stretched line of its rear end, the Audi A7 Sportback would appear to deliver the antithesis of this. But, thanks to the integration of aerodynamics in the very early phase of the development process, the five-door coupe, too, is the aero dynamic best-in-class with a cd figure of 0.28. It is our goal to en able excellent design and not to inhibit it, stresses Dr. Moni Islam. The retracting rear spoiler was decided on agreement with the wind tunnel team. This means that the rear can remain smooth, while optimizing handling at high speeds. The aerodynamics are heavily influenced by the design. Aerodynamicists work on the total vehicle concept. We take part in vehicle and component development from a very early stage, clarifies the 41 year-old aerodynamic engineer Dr. Islam. If you want to achieve progress in aerodynamics, you have to know where the greatest potential lies. Many vehicles are very similar in their basic form; the big differences are in the overall package the di mensional concept and the vehicle technology. Exterior, under body, engine bay components, radiator, wheels, tires, suspension components everything counts. We acquire the relevant knowl edge and dive right into the details.
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Full power behind the 5-meter-diameter blower system is a driving force of no less than 2.6 megawatts.
Lord of the winds Dr. Moni Islam heads up Aerodynamic and Aeroacoustic Development at Audi.
298.7
km/h wind speed It goes without saying that high-speed measurements are par for the course in Audis wind tunnel center. After all, the successful Le Mans racing cars are among the vehicles optimized here.
Dr. Islam, what makes the Audi wind tunnel unique? Listen to the answer on video. www.encounter.audi.com
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96 speakers The patented noise cancelation system makes the Audi wind tunnel one of the quietest in the world and creates the perfect conditions for acoustic optimization.
1 Full of ideas Dr. Gerhard Wickern was extensively involved in the development of the Audi wind tunnel center and developed the noise cancelation system. 2 Perfect the optimized form of the mirror casing significantly reduces interior noise. 3 Forerunner the Horch 930 S is early proof of the importance of aerodynamic development.
Dr. Islams team uses computer simulations to analyze and improve details of airflow along the vehicles outer skin, the underbody and in the engine bay. In order to achieve increasingly ambitious aerodynamic targets, we have to be able to take a very deep look into the airflow, he explains. That is why we work with huge computers that have up to 2,500 networked processors in order to resolve the airflow details. We continue to develop the computational methods, and anybody looking at the trade litera ture on the subject will see that we play a leading role. One focal point of day-to-day work is the improvement of aeroacoustics, for instance those around the sealing and glazing concepts. The wind tunnel team has been running ingenious aero acoustic tests in Ingolstadt since 1999. The combined knowledge has long been fed into series production models, which is why the Audi A7 Sportback is now the quietest car in its class. Concave mir ror microphones* and head simulators*, for example, are used to measure and minimize the sound generated by the exterior mirrors. With the optional acoustic glass, which is a laminated glass incor porating a special acoustic film, virtually no sound is able to find its way into the interior. In order to eliminate problem noises arising from air flow around the vehicle, the engineers need the perfect backdrop. Here at Audi, we have the worlds quietest wind tunnel, claims Dr. Gerhard Wickern with certainty. The aeroacoustics* specialist was extensively involved in the development and construction of the new Audi Wind Tunnel Center, and his patented noise cancel ation system is state-of-the-art. Alongside the combined aerody namic/aeroacoustic wind tunnel, Audi also operates a special engine cooling wind tunnel and a climatic wind tunnel. Before it goes to market, every vehicle goes through the various wind tunnels around 250 times. Employees clock up 6,500 hours of testing per year across the three facilities.
Dr. Islam is convinced that aerodynamics and aero acoustics will become increasingly important, especially for electric and hybrid vehicles. With these drive technologies, it is possible to recuperate* energy from the movement of the vehicle. This means that part of the energy used for accelerating the vehicle can be re covered. However, that does not apply to energy required to over come drag. Thus, the relative proportion of aerodynamics within the overall losses increases in comparison with the other compo nents of energy consumption. For the aerodynamic team, the development target re mains simple going forward Best in Class. Right now, the Audi Q3, Q5, Q7 and the latest generation of the Audi A8 hold the number one slot in aerodynamics. The Audi A6, A7 and A8 are the quietest cars in their respective classes. The demands set of every new ve hicle generation are already defined in the eyes of the aerodynam icists the optimization of the aerodynamics down to the very last detail of the bodyshell, underbody and engine compartment, the minimization of noise in the interior through systematic aeroacoustic development and the development of new airflow concepts con cepts for minimizing consumption with new types of drive. It is simply a matter of time until the brand with the four rings sets the next milestone with optimum aerodynamic characteristics and a technically perfect engine.
Dr. Wickern, who else benefits from the Audi wind tunnel? Hear the answer on video. www.encounter.audi.com
Information Drag coefficient

The drag coefficient or cd value is a measure of how easily a body slips through the air. The cd value of a perpendicular panel is 1.0. Modern passenger cars achieve an average cd of 0.30. In the wind tunnel, the cd figure is measured using a standard six-compo nent scale at 140 km/h, because it stabilizes at 80 km/h and is no longer dependent upon speed. 140 km/h lies exactly in the mid dle of this stable zone. cd = Fd p u A
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Think smart!
Steering a car with the power of thought what may sound like sheer fantasy has long been under test at the AutoNOMOS innovation lab. Scientists at the Free University of Berlin are conducting intensive re search into vehicle control via telepathy. Having already controlled their test vehicle via iPhone, iPad and eye movements, they have now moved onto brainwaves. When driving by thought, the so-called brain driver is fitted with a sensor cap on his head. It records his brainwaves and compares them with bioelectric sample waves that have previously been clearly inter preted by the computer as commands. Because each command thought such as right, left, accelerate or brake generates a specific pattern, it can be trans lated by the computer into an action. The test vehicle is equipped with the necessary technology. Sensors, la sers, radar devices and a GPS facilitate the recognition of other road users, lane markings, traffic lights, speeds and distances. As futuristic as the new control system may sound, it still has significant shortcomings. For one thing, the computer processes the flow of data consid erably more slowly than the human brain, which ex tends the time it takes to implement the commands. And for another, the artificial intelligence lacks spon taneity and is unable to react adequately to traffic irre gularities. Therefore, it will take some time for the brain driver to become king of the road.
For further information go to www.autonomos.inf.fu-berlin.de
TechWorld Only those prepared to look beyond their own confines can truly assess and build on their progress. Technology news from around the world.
Plant your car!
Brain Driver
Flying car
Just lift off the road in a car a dream that was once confined purely to film and TV. But now, a fly ing car is actually entering low-volume production in the USA. American company Terrafugio developed this fly/drive combo known as The Transition and has re ceived the necessary special authorization from the US Federal Aviation Authority. On the road, the vehicle travels with frontwheel drive and its wings folded. All that is required to prepare it for take-off is the deployment of its wings. In the space of 20 seconds, the car is converted into a small aircraft with a wing span of 8 meters. In the air, the 6-meter long flying car can reach a speed of around 185 kilometers per hour thanks to its rear propeller. According to its manufacturer, it has a range of 787 kilometers. However, the flying two-seater is not al lowed to take off directly from the highway, but only from an airport runway. A sport pilot certificate is also required as is a sufficiently large wallet. Its purchase price is no less than 200,000 dollars. Nevertheless, ac cording to a Terrafugia spokesperson, around 70 indi viduals have already placed orders for the flying car.
For further information go to www.terrafugia.com
Steering wheels made from pineapple leaves? Dashboards and window winders made from banana trees? Brazilian scientists at the University of Sa Paulo have succeeded in deriving nano-fibers from plant ma terial. This means that parts of a vehicle cockpit could, in future, be made from plant-fiber composites, with new plant-fiber materials potentially replacing the plastics currently in use. The leaves and stems of pine apple plants are apparently best suited to the manufac ture of cellulose nano-fibers. In contrast to convention al plastics derived from mineral oils, the plant fibers are renewable and biologically degradable. Furthermore, cellulose nano-fibers are in credibly lightweight, meaning that a car made entirely from plant-based synthetic components should weigh considerably less than one made from conventional syn thetic materials. Less fuel would be the result good for the environment and the drivers wallet. Plus, according to researchers, plant-fiber composites are three to four times stronger and more heat-resistant than current plastics. And they are less susceptible to damage by gasoline and water. According to the Brazil ian research team headed up by Alcides Leo, it should be possible within the next two years to build as least some interior equipment from the new plant-based synthetic materials.
For more information go to www.usp.br
Print your bike!
Friendly virus
A revolution in the field of production tech nology is making its first appearance on two wheels. The so-called Airbike is the first bicycle to be printed from nylon powder. The nylon bike is fully functional and just as robust as aluminum or steel models. The new manufacturing process is called Additive Layer Manufacturing (ALM). It is similar to 3D printing and builds the bicycle in layers. The nylon powder is applied in layers and a laser cuts the required shape into each layer. Even moving parts and special structures like wheel spindles or the saddle are not a problem. The laser can be so finely controlled that it can give the nylon powder a variety of different characteristics from rubber-like softness to the hardness of steel. Behind the revolutionary development is a team of British EADS engineers seeking new light weight solutions for aerospace applications. Compared with conventional manufacturing processes, elements printed using the ALM technology are up to 65 percent lighter with the same degree of strength.
For further information go to www.eads.com
3D
Brain power the brain driver controls his vehicle with his thoughts but the control computer functions considerably more slowly than the human brain.
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Air
Be it for notebook, smartphone or electric car, the aim of future power batteries must be to store more energy in less space. Researchers around the world are searching for new solutions and are being incred ibly creative in the process. A study at the University of Maryland in the USA has attracted particular admira tion. Scientists there have been experimenting with microscopically small mosaic viruses that are actually grown from tobacco plants. These organic viruses are placed on electrodes and coated with metal. The result is an extremely fine surface structure on the electrode, which in turn increases the capacity of the battery by several orders of magnitude. Infected batteries can apparently deliver six times as much energy as their virus free control specimens. The viruses function only as a mold and are later not directly involved in the battery processes. By way of contrast, researchers at the Rens selaer Polytechnic Institute in the state of New York have focused their scientific studies on nano-technol ogy. In this work, the electrodes are coated with socalled nanoscoops. These are tiny cone-shaped cells on a silicon base. This coating can stretch during charg ing and constrict again during discharging. This enables the coated batteries to be charged 40 to 60 times faster and allows them to release more power in a shorter time. According to the research team, under the leader ship of Professor Nikhil Koratkar, they also have a lon ger lifecycle.
Light and strong thanks to a new production process from space research, this bicycle is a true lightweight.
For further information go to www.umd.edu and www.rpi.edu
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Passion.
Contents 174 The sound magicians 180 Tanto Amore 184 Testing to the extreme 188 Paint and leather 194 Le Mans 200 Future Urban Mobility
Passion Passion is a driving force in Audis development work. Passion means love, sometimes desire and always full commitment.
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Assistance the sound engineers use artificial heads and frequency analysis, but depend a good deal more on their own hearing. New speakers undergo intensive testing in the anechoic chamber (right).
The Sound Magician Adam Sulowski listens intently to the natural timbre of a new speaker. After all, in an Audi, a piano should sound like a piano nothing more and nothing less.
Frequency image of the word Audi
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Man and artificial measurement dummy work hand-in-hand. Man, however, has the final say. Adam Sulowski
Feeling virtually all members of the sound team are passionate musicians.
Comparison the sound lab also owns a home audio system from the absolute top end of the market.
Watch video footage of Adam Sulowski and the sound lab. www.encounter.audi.com
Text Christine Maukel
Adam Sulowski taps his foot in time to the music. Carefully, he turns the volume con trol, adjusts the treble, mid tones, bass and frequencies. A piano must sound like a piano, mumbles Sulowski, fully focused. What many might take for granted presents a new challenge to him every day his own very personal challenge. Adam Sulowski lives for the perfect sound. The 48 year-old has worked for the Audi Sound Team for nine years, and is responsible for sound in Audis B and D series ve hicles i.e. the A4, A5 and A8. Every day he optimizes sound systems for a range of different models, devises concepts for speakers, mea sures, tests and evaluates test samples developed by the Audi sound team along with partner companies like Bose or Bang & Olufsen. Sulowskis aim is to continually develop the sound of car hi-fi sys tems until they attain perfection.
That obviously doesnt happen in a quiet office atmo sphere. From classical to hard rock, from Celine Dion to AC/DC a constant stream of music emanates from the laboratorys sound garage. Although they are all qualified technicians and engineers, most of Sulowskis colleagues in the sound lab are also passionate musicians. So its hardly surprising that in-depth testing of the sound systems is primarily a hands-on matter. When a choir sing er sits in a car with a guitar player and they listen to music then get into a discussion on sound and tone, things can get pretty heated, says Sulowski, who is himself a passionate piano player. This is another reason why he and his colleagues do not depend on programmable frequency analyzers* alone. Computers understand only mathematical rules. Music, however, is somewhat subjective, he says. According to Sulowski, a person is always bet ter than a computer at judging whether a tone is crisp or brilliant, or has a certain roughness or graduation. Other aspects like spatial sound* or psychoacoustics* are very difficult to calculate. That is why the very best measuring device is located between the ears, laughs Sulowski. Nevertheless, he makes regular use of artificial heads*, which help him to measure frequency response from the front seats or the rear bench. Work in the sound lab is a team effort. Objective measurement and subjective impressions are complementary an approach that has proven highly effective for all Audi sound systems.
Frequency image of the word computer
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Frequency image of the word music
Perfection the Bang&Olufsen Advanced Sound System in the Audi A8 is the top variant in Audis world of sound.
Information The A8 sound system in figures
19
speakers are integrated into the Advanced Sound System from Bang & Olufsen. They are controlled via 19 channels.
1,460
watts is the output of the two amplifiers in the Advanced Sound System.
1,200
parameters, roughly, can be individually influenced by the user.
The very best in audio pleasure as offered by the Bang & Olufsen Advanced Sound System in the Audi A8. At the heart of the sys tem are two amplifiers with a total power of more than 1,460 watts integrated behind the rear bench. With their energy-efficient digital output, they control 19 speakers via 19 channels.
Music For his in-car systems, Adam Sulowski has only one reference the original instrument. A grand piano must sound like a grand piano.
In order to tune the ideal overall system sound, Sulowski and the sound lab team work closely from the outset with the en gineers and designers responsible for each model. The sound con cepts must be developed specifically to suite each vehicle cabin and its spatial characteristics. It takes two to three years to develop this kind of system from concept to production. Classic mistakes such as booming bass tones will no longer be tolerated by a premium customer, explains Sulowski. The settings options in the MMI* allow the customer to personalize the sound, but the fundamental composition has to fit perfectly. There is also no longer any provi sion for the aftermarket systems of years ago, therefore sound system tuning at the development stage is absolutely fundamental. For Sulowski, the work in the sound lab is more than just a job. Anybody who works here needs one thing above all a pas sion for sound, he says, and is himself the best example. Since childhood, he has been interested in acoustics and music, even build ing his own headphones. After studying electronics, during which time Sulowski worked as a scientific assistant in his universitys de partment of electroacoustics, he began his professional career in sound design with Audi total vehicle development. A few years later, he moved into sound system development, where he helped to create the sound lab. Since then, he has been totally dedicated to the in-car sound experience at home, too. Even in his spare time, Sulowski cant get enough of sound. In fact, he now runs a small studio where he composes and records. But even silence has a special significance for Adam Sulowski. He enjoys the time he spends in the sound labs anechoic chamber, where he tests speakers for harmonic distortion. Just let the peace and quiet wash over you for a minute, Sulowski ad vises his guests in the sound-insulated room. Then he crouches on the floor and holds his ear right up to the speaker. Completely fo cused on the synthetic noises created specifically for these tests by the sound lab team that are virtually imperceptible to the untrained ear, Sulowski closes his eyes. This is the best way for me to concen trate on what I hear, and to pick up the fine variations, he explains. Sulowski is a passionate perfectionist. He is never satis fied for long. Every single model sets a new, individual challenge for him and the sound team. And the customer is ultimately able to sense that according to Sulowski, especially in the A8. With the Advanced Sound System, the driver feels a sound experience that can top a 40,000 Euro top-of-the-market home system, he says with a proud smile. Audi Listen Adam Sulowski lives that with intensity every day.
In combination with MMI Navigation plus, the system also incorporates a surround sound function. Bang & Olufsen uses its own algorithm to generate sound reflection of the kind normally found in a concert hall. The effect turns every trip in the A8 into a unique music experience.
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Studio for engine works of art High technology and passion the twelve-cylinder is the powerful heart of the new Lamborghini Aventador LP 700-4. It is built completely by hand in SantAgata Bolognese.
Tanto Amore
1 Handcrafted the assembly of the twelve-cylinder at Lamborghini is 100 percent by hand. 2 Detail work every screw requires exactly the right torque. 3 Gleaming the shiny new Lamborghini Aventador LP 700-4 leaves the assembly hall. 4 Bartolomeo Miele the team leader knows every single process step on the legendary twelve-cylinder in detail.
Experience the Lamborghini Aventador LP 700-4 on video. www.encounter.audi.com
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Its a bit like tuning a piano. Only when everything interacts perfectly, can you hear the harmony of the V12 symphony. Bartolomeo Miele, Team Leader V12 Assembly
1 Performance not only was the V12 developed in-house by Lamborghini, it is also built entirely in SantAgata Bolognese. 2 All hands on deck twelve pistons, twelve con rods, twelve cylinders and only one correct order. 3 Happy ending after 19 hours and 36 minutes of work, the twelve-cylinder and Aventador are finally united.
Text Ina Hmmerling

1 2
Bartolomeo Miele has not yet driven the new Lamborghini Aventador LP 700-4 but he has fired up the engine. Bellissimo! Like a symphony, the engine expert is delighted. However, he then has to climb out of the car and go back to his workplace, the assembly line for the twelvecylinder in SantAgata Bolognese, the headquarters of Automobili Lamborghini. The state-of-the-art production facility in the middle of the completely renovated production hall is the birthplace of a fascinating piece of technology the 515 kW (700 hp), but only 784 millimeters short and 235 kilograms light V12. Miele knows all about large machines. After his appren ticeship as a vehicle mechanic, he joined the navy and built engines for mighty tourist ships in Naples. By 2002, he had had enough of the ocean-going giants and applied for a position at Lamborghini. In his application he wrote, I will only come if I am allowed to build engines. He was allowed to. Today, the 37 year-old heads up the ten- man V12 team and has the management of all five worksta tions on the assembly line down pat. Miele stands at the first station, bends over the silver engine block and carefully removes the cover. During the assembly process the aluminum block is fixed to a cart running on castors, making it fast and simple to push it from station to station. Miele puts the cover to one side and installs the crankshaft a lightweight at just 24.6 kilograms. From a drawer with a security lock, the team leader removes twelve gleaming, silver pistons made from forged steel. It is almost with reverence that Miele takes one piece after the other out of their padded holders, mounts the piston rings and attaches the twelve con rods. Fully focused and in a pre-set order, he then inserts the con rods and pistons one after the other into the twelve cylinder liners. If one piston is in the wrong cylinder liner, the entire engine is thrown off balance, says Miele, glancing up for just a moment before concentrating once more on the inside of this me chanical work of art. He uses tension screws to fasten the con rods to the crankshaft; small yellow marks indicate the correct spot. With the help of the con rods, the crankshaft converts the recipro cating motion of the pistons into rotational movement thus en abling the Aventadors impressive acceleration.
The high-performance drive unit was developed en tirely in-house by Lamborghini and is also built from start to finish in SantAgata Bolognese. Miele elaborates, Its a Lamborghini tradition. Racing engines, too, are built by hand. And, full of pride, he adds, We must maintain this tradition. At workstation two, Miele installs the oil pump and valve control and mounts the water pump that will later cool the cylinder heads. With an electric screwdriver, the team leader tightens the screws to a torque of exactly 145 Newton meters. Each screw now has precisely the right tension. The nuts are nevertheless checked by hand the ratchet clicks twice, done. The electric screw driver is the only mechanical aid used by the assembly technicians. Miele and his colleagues are especially proud of this. The work on the twelvecylinder is 100 percent by hand its pure artisan craftwork. We let only our own hands near our V12 engines no robots, says Miele. The assembly technicians work in teams of two at each station. Every movement is meticulously orchestrated, all process steps intermesh like well-oiled gears. Today, Production Team Leader Guiseppe Marescalchi drops by, but not just to check up on things he jokes with the assembly technicians, motivates them. There is always a word of praise on his lips: The assembly team is the true heart of the engine, says Marescalchi with a fatherly pat on Mieles shoulder. Miele is pleased, With so much praise, we work even faster, he confesses with a smile, and our engine gets more hp, too. Not that it needs it the 6.5 liter twelve-cylinder already has an unbelievable output of no less than 700 hp at 8,250 r/min and a maximum torque of 690 Newton meters. In just 2.9 seconds, it catapults the Aventador to 100 km/h and keeps going all the way to 350 km/h. The power unit is eight percent more powerful than its predecessor, but has 20 percent lower fuel consumption and CO emissions. The third work station is my favorite, admits Barto lomeo Miele. Not because the cylinder heads are finally put in place and the camshafts installed, but because this is where the engine settings are adjusted. Its a bit like tuning a piano. Only when every thing interacts perfectly, can you hear the harmony of the V12 sym phony, enthuses the 39 year-old. The twelve-cylinder is close to completion. Time for a leak test at station four air is pumped into the oil system at 0.2 bar and into the water system at 0.5 bar, in order to identify any pos sible leakage. This is where the engine undergoes a full physical. On the test stand, Miele can now fire up the engine for the first time. Beforehand, he and his team at station five add the mighty air intake system, wiring harness and ancillaries like the alternator and air conditioning compressor. At the start, you are simply putting individual compo nents together. They may be beautiful, but they are totally lifeless. Everything comes to life on the test stand. That is when the magic is complete! enthuses Miele, while pushing the mighty twelvecylinder into the test cell. Testing takes one hour and 40 minutes for every single engine, without exception. In a single shift, the team builds three to five V12 en gines. The complete build time is exactly 19 hours and 36 minutes, including transmission. Then comes the happy ending the wedding of the super sports car to the high-performance engine. With mil limeter precision, the V12 is lowered into the rear of the Aventador and is fixed to the aluminum sub-frames connected to the carbonfiber monocoque. This is where Mieles job ends. How much of him self does he put into the twelve-cylinder? It is written all over his face, Tanto Amore! so much love!
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Location From rmqi to Korla, China Altitude 2,200 to 4,250 meters a.s.l. Temperature 19C to 24C Humidity 30%
Feel for snow Karl Hofer works on behalf of the customer. He tests every Audi model prior to market launch for its everyday usability in every imaginable everyday scenario, throughout the world. Often with amazing findings.
Location From Golmud to the Kunlun Shan, China Altitude 1,600 to 4,500 meters a.s.l. Temperature 22C to 26C Humidity 30%
Location From Golmud to Xining, China Altitude 1,000 to 2,500 meters a.s.l. Temperature 0C to 25C Humidity 35% Location From Chengdu to Kangding, China Altitude 400 to 3,800 meters a.s.l. Temperature 24C to 38C Humidity 40% to 95% Location United Arab Emirates Altitude 200 meters a.s.l. Temperature 34C bis 46C Humidity 10%
Xtreme
Climate classification for Karl Hofer, the world is made up of super-hot countries, hot countries and temperate countries.
Location From Bangalore to Chennai, India Altitude 400 meters a.s.l. Temperature 30C to 42C Humidity 60% to 80%
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Information Audi testing in figures

12,000,000 kilometers were covered by Hofers test team in 2010 alone.
Text Agnes Happich
Photos Myrzik und Jarisch and AUDI AG
Experience Audi testing on video. www.encounter.audi.com
1,700
is the number of times the test drivers have circled the globe measured in total kilometers driven by Hofers team over the last ten years.
330
days per year are spent testing.
climate zones and 5 continents are included in the test programs. Temperatures range from minus 36 C (Northern China) to plus 48 C (United Arab Emirates).
Testing covers altitudes spanning from 154 meters below sea level (Turpan-Senke, China) to 4,560 meters above sea level (Kunlun Shan, China).
Location Northeast China Altitude 500 meters a.s.l. Temperature -30C to -18C Humidity 40%
Location From Korla to Golmud, China Altitude 1,600 to 3,400 meters a.s.l. Temperature 19C to 36C Humidity 35% Location Hokkaido, Japan Altitude 100 to 1,600 meters a.s.l. Temperature -14C to -4C Humidity 40% to 70% Location From Recife to So Paulo, Brazil Altitude 200 to 1,400 meters a.s.l. Temperature 35C to 42C Humidity 30% to 80%
Northern China, minus 38 degrees Celsius. Fine powder snow sweeps like dust across the endless, poker-straight country road. Karl Hofer has a feel for snow, including this kind. He knows exactly what sort of challenges is represents for an Audi. The snow in the north of China finds its way into every single crack. It gets to every single one of the cars seals. It is Hofer that makes sure that the seals in China are par ticularly robust, that the underbody protection is reinforced in Brazil and that the air conditioning prevents windows from steam ing up even in damp tropical zones. Karl Hofer heads up testing in Audi markets throughout the world. He monitors customers whose everyday lives are com pletely different from those of German buyers. Around one year before a model is introduced onto a new market, Hofers team begins its everyday usability checks with 20 to 25 specialists, he travels to the country in question and tests the new Audi models on-loca tion. In contrast to classic vehicle testing with camouflaged proto types, the focus is not on pushing the cars to their limits. Hofers team conducts testing under real-life conditions, i.e. exactly as the customer will use the car later. In doing so, he first asks himself where the customer drives. Hofer and his team analyze climates, altitudes and humidity in the country. But just as important as where, is also how the cus tomer drives the car. In order to find that out, Hofer invites locals to take the wheel and monitors their driving style. How often does the test customer honk the horn, how does he drive through pud dles, to what level does he set the air conditioning? Only those who start their car every morning at minus 35 degrees can truly judge how quickly the windows defrost, says Hofer. He would like to appreciate and understand the everyday habits of the customer regardless of where in the world they live. Of particular importance to Hofer are the conversations he has with the people on-location. The most important thing that you need in my job alongside the specialist knowledge is an interest in unfamiliar cultures, in people. I want to know how the customer thinks and ticks. I want our cars to fit perfectly to the customers and the market. That starts with vehicle care. Hofer talks about the ob servations he makes when he asks people on-location to wash a test car. Many countries dont have car washes like we do. The car is often washed with dirty water and a rough cloth, or with detergents that we dont know. Out paint has to be able to cope with all that. To make sure that the paintwork is up to the job, Hofer takes sam ples of the chemicals and the water back with him to Ingolstadt, where their composition is examined in the Audi lab. And it is not just washing that presents a wide variety of issues to the Audis of this world, fuel quality, too, varies heavily from country to country sometimes from fuel station to fuel station. Therefore, the test team also analyzes fuel tank contents in foreign countries.
Sometimes, it is detective work that Karl Hofer does. He sits in his office in Ingolstadt in front of a relief map that shows the peaks and valleys of China. From a drawer, he fetches a small glass container containing coarse-grain, lumpy salt. Hofer shakes the container and its contents crackle. This is road salt from the streets of Moscow. It has a completely different consistency to that of our German road salt. When this salt binds with slush and dirt, it joins into clumps as hard as concrete that then form a crust around the running gear. Hofers team conducts testing almost everywhere world wide, but most roads lead to China. The differences in altitude and climate are particularly great in China, explains the mechanical en gineer. On the high plateaus of Tibet, the temperature is still 35 degrees Celsius at 2,000 meters above sea level. Even if there are only two mountains in the whole world where these kinds of condi tions prevail, we test there. At the end of the day, our cars must be armed to deal with any road that our customer wants to drive. Hofer divides the world into super-hot countries, hot countries and temperate countries. This way, the Austrian makes sure that all possible climatic and topographic conditions are in cluded in the testing. When the cars return to Germany after testing, they are disassembled and examined thoroughly. The findings that Hofers team derives from the test drives are then passed on to their tech nical development colleagues in Ingolstadt. Brazilian Audi drivers have Hofer to thank that they no longer have to pay such frequent visits to the workshop. Previously, Brazilians frequently had prob lems with the underbody of their cars. In Brazil, many villages, known as road villages, are ar ranged around one single through-road. In order to ensure that through-traffic reduces its speed, the locals build speed humps at the entrance to the village. However, the height of these humps is not standardized as it is in Germany. Residents often do this for self- protection. The main thing is to make sure that the cars really have to slow down. Whether all cars make it over the humps without in curring damage doesnt seem to be that important, explains Hofer. If an Audi A5, for example, has to drive over one of these humps, it can happen that the underbody is scraped. Karl Hofer therefore saw to it that the underbody protection of Brazilian Audis be reinforced. The team spends 330 days a year on the worlds roads, with the cars covering around 12 million kilometers. Karl Hofer himself spends most of the year on test drives. In his office in Ingol stadt, maps of the world and containers of dust from China or salt from Russia tell the tale of his travels in far-off lands. However, if you ask Karl Hofer whether he enjoys traveling in his spare time, a wry smile spreads across his face. No. Travel is no longer a hobby of mine. I prefer to be at home with my family, perhaps go to an exhibition or a concert.
You can plan the test route from a specific point A to a specific point B. What happens in between, however, remains unknown. Karl Hofer
1 Homebase globetrotter Hofer in his office in Ingolstadt. Exotic souvenirs bear testament to his travels in China.
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With Paint and Leather

A feast for the senses Passion is the driving force, perfection is the objective with naturally tanned deerskin nappa leather, open-pored layered wood applications and crystal-effect paints, three Audi designers from the Color & Trim team create extraordinary aesthetics and a uniquely premium feel.
Natural beauty deerskin nappa leather and oak veneer are crafted to retain as much of their natural appeal as possible.
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Gloss yellow is not simply yellow, every Audi color must be right for Audi. Even lampshades serve as color samples.
See a behind-the-scenes video. www.encounter.audi.com
A team with passion the three women meet for a photo shoot in the open foyer of the Ingolstadt Theater. Whether rough or shaped, visible or painted concrete features in all its variations.
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Text Daniel Schuster Johanna Hoch Wood is a living material, and that is what gives it its charm. Sandra Hartmann We are constantly reinterpreting every color.
Barbara Krmeke If we want to retain the natural qualities of the material, we must respect nature.
Fascination the materials are different, brought together for the purpose of creating something extraordinary.
It is with pride that Johanna Hoch strokes a piece of door trim made from layered wood. The young designer worked for five years on the innovative applica tions in the new Audi A7 Sportback and A6. It is no coincidence that she selected American oak for the job. I wanted to emphasize the yacht-like feel of the interior. It had to be light colors and, above all, open-pored wood.This was a requirement that presented her with several problems over the years, because an open-pored feel precludes sealing with thick layers of varnish. The almost natural finish of the oak retains its original character. Natural aging pro cesses are, to a certain extent, even desirable. Wood is a living ma terial, and that is what gives it its charm. But it was not just the problem of color fastness that turned the project into a test filled with many challenges for the graduate in Textile Design. I went through every department like a prophet. Because it was not just in the choice of material, but also in the way it was processed that she wanted to take a new ap proach. Her idea was to give wood, the most original of all building materials, a technical look and feel. Now that the wood flows in fine lines across the ve neered components, Hoch is satisfied. To achieve this, layers of ve neer were glued together and new veneers sliced from the resulting block; each one just 0.6 millimeters thick not much more than five human hairs. For the huge tools used in series production this presented an enormous technical challenge. Completely new pro cesses had to be devised. The natural finish of the outcome, how ever, speaks for itself. Hoch and the Color & Trim team have used a natural material to create a distinctive and highly original element. Hoch and her colleagues find their inspiration in fash ion, furniture, architecture and everything they like often their work is about seeking out trends. Some are long-term developments, others more sudden and spontaneous. When it comes to color pref erences, however, the three designers agree that society moves subconsciously in the same direction. The automobile industry ad opts these trends and sets its own accents. For paint, it takes at least five to ten process loops to meet the requirements set by Sandra Hartmann. The experienced Color & Trim designer has a clear idea of how to define every new color. Ultimately, it is not about creating the most colorful palette possible; every color must be the right match for Audi. Gaudy is easy, flat colors are considerably more demanding, she explains. Because panther black is not simply black, and Audis sporty Ibis white is far from being a standard white. Hartmann is always reinter preting the colors. She incorporates effects and trends and defines nuances. Even Ferrari has not had the same red for 50 years, she continues. Sometimes it has more yellow, sometimes more blue. The world is always changing, and our customers change with it. With so many subtle differences, making all these tiny adjustments in the right places calls for experience and the in stincts of a perfectionist. Not only must Hartmann know her way around colors, but also different kinds of effects. Alongside flat colors, Audi also has metallic, pearl and crystal effects on offer. Each model range has a defined selection, dependent on product positioning. On average, she develops two new colors for a model facelift more for a new model line. This is where I can make the most of current trends. Changes in the design are also more extreme.
But just because a color finally hits the right note, does not necessarily mean that it is suitable for volume production. It can happen that I have to mix the same color with a completely new recipe. But all the work is worth it in the end. The confirmation of her creativity is determined by its first impression on the customer. And, in the final dialogue of form and color, nuance matters. Every Audi must convey a premium look and feel, and not just with its paintwork but with its interior, too. A design is not right until everything harmonizes luxury that the customer wants to experience with all his senses, not just sight, but also smell and touch. With leather, in particular, we are working with a natural product, says Barbara Krmeke. And if we want to retain the nat ural qualities of the material, we must respect nature. It is for this reason that she selected a very traditional kind of processing for the new deerskin nappa leather. In the interests of the environment, all Audi leather is tanned without the use of chromium. The A8 features a new kind of leather tanned using purely herbal agents. Like making tea, herbal extracts from oak bark, mimosa and various types of rind are boiled up together, she says, explaining the environmentally friendly process. The leather is then tanned in this brew to create the exclu sive Valonea leather. This natural finish is subsequently treated to make it resistant to water and dirt. In the Audi A8, Krmeke com bined this grade of leather with a second highlight deerskin. This extremely soft material is wonderfully fine to the touch and is used on components that come in direct contact with the skin such as head restraints, gear lever and the in-house manufactured pillow. It is not just the materials, but also the technical fac tors that continually present the designers with new challenges. The dashboard and steering wheel of the Audi A8 are just two ex amples. For the first time, there is no leather stitching in the func tional area around the airbag. In the event of an accident, it must be able to break through the robust leather on the dashboard and leather-clad steering wheel. This is certainly not an easy task but, with experience, it can be done. Krmeke has been with Audi Design for 25 years. She was one of the first to fight for widespread use of leather in the interior. Her eyes sparkle when she speaks about stitching, form and color. She sets herself extremely high standards, From the moment he first sees the car, the customer has to feel excited, feel good about it, has to be able to fall in love. At the end of the day, it is not the contribution made by individual parts that matters, but rather the sum of them all. While Johanna Hoch, Sandra Hartmann and Barbara Krmeke may work with very different materials, all three of them share the desire to create something extraordinary, to drive the usual and the familiar to utter perfection. Passion is what moves them.
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2011 the new Audi R18 heads for Le Mans with a purist carbon-fiber design. Characteristic of the new sports car generation is the long fin between cockpit and rear wing.
See the Audi R18 TDI in action. www.encounter.audi.com
Le Mans!
From roadster to coupe In developing the new R18 LMP1 sports car, Audi Sport did not carry over a single component from the preceding R15 TDI. Only the goal remains the same victory at the worlds most important endurance race.
Text Thomas Voigt Photos Bernhard Spttel
2009 the Audi R15 TDI in its original form when it made its debut in March 2009 at the 12-hour race in Sebring. In contrast to the current R18, the front wheels were smaller than the rear wheels.
When Dr. Wolfgang Ullrich talks about the 24 Hours of Le Mans, his eyes light up. It is one of the three most important races in the world, and a new chal lenge every time, says the Head of Audi Sport. In Le Mans, almost an entire Formula 1 season is driven in one weekend with one and the same car. Plus futuristic technology and ever-changing rules. Since Audi first began competing in Le Mans, never have the regulations changed as significantly as this year. The Auto mobile Club de lOuest (ACO) ordered participating auto makers to conduct strict downsizing*, which is quite in keeping with the times. After all, when it comes to series-production cars, demand is in creasing for ever smaller but more powerful engines. The new technical requirements in respect of downsizing are a perfect fit for our guiding principle in motorsport, says Dr. Ullrich. Audi com petes in the 24 Hours of Le Mans in order to test under racing con ditions new technologies that we want to make available later to our customers.
In the case of the new Audi R18, with which the Audi Sport Team Joest clinched the tenth Le Mans victory for Audi on June 11 and 12, what that means in practice is at the back of the spectacular LMP1 sports car with its regulation fin between cockpit and rear wing, is an ultra-compact, ultra-light and highly efficient V6 TDI engine with a displacement of only 3.7 liters. By way of comparison the preceding R15 TDI, which last year scored a triple victory at Le Mans including a new distance record, had a displace ment of no less than 5.5 liters and ten cylinders. Its predecessor, the R10 TDI, which was the first diesel ever to win in Le Mans, even had a twelve-cylinder engine. Twelve cylinders, ten cylinders, six cylinders in the space of just six years, Audi has halved the number of cylinders in its diesel race car, but not the engine output. Engineers are remaining tightlipped about the number of kW actually produced by this new Audi power unit nobody wants to send a high ball over the net to the competition. However, if you look deep into Dr. Ullrichs eyes, you get a feeling that his team has done a very good job of keeping a consid erable lid on the 20 percent power reduction intended by the ACO. Compared with the twelve and ten-cylinder engines, we have achieved a significant increase in specific output, says the boss with satisfaction. And in doing so, we have maintained a far closer relationship to our smaller V6 series-production diesel. Every thing that we are implementing on this engine in terms of perfor mance we will also be able to see in our future series-production engines either in the form of more power or lower fuel consump tion and emissions. What you learn about combustion technology and mechanicals in a Le Mans engine can very well be carried over into series.
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2011 characteristics of the R18 include a low-lying rear wing and the low, slimline rear end made possible by the compact V6 TDI engine.
2011 the aim of Audi Sport engineers was to make the frontal area of the R18 as small as possible and to ensure the highest possible level of aerodynamic efficiency.
2009 the original version of the R15 TDI featured a concept of airflow through the vehicle adapted from the Audi A4 DTM. The openings at the rear were correspondingly large.
2009 the R15 TDI was designed for through-flow, which is why it had such large air intakes at the front.
1 Father of success Dr. Wolfgang Ullrich has led Audi to nine Le Mans victories so far. 2 Innovative the R18 is already equipped with the next generation of full-LED headlamps. 3 Visibility aid visibility from a closed LMP1 is limited. Large external mirrors help.
High light yield Highlight and distinctive feature of the R18 is the full-LED headlamps that were developed in cooperation with Audis lighting engineers.
The new rules set by the regulators have also moved Audi Sport to rethink the vehicle concept. For the first time since 1999, when the open-top R8R and the R8C Coupe both took to the track for Audis Le Mans debut, Audi is returning to a closed vehicle for the endurance classic a move that certainly brings with it a degree of nostalgic loss for the Head of Audi Sport. I personally am a big fan of the open Le Mans prototypes, says the Austrian-born Ullrich. But I reckon the R18 has a very distinct visual character and that it fits very well with the Audi brand, which has repeatedly made a name for itself with its design solutions for road-going vehicles. What I particularly like is that this form was defined first and fore most in the wind tunnel, and that we then set to work with our de sign department to create a very attractive and very sporty and ag gressive looking vehicle. The decision to create an LMP1 with a roof was virtually dictated by the new engine regulations. The smaller engines will ultimately have a lower output, says Dr. Ullrich. And the lower the engine power, the more important it is in Le Mans to have very high aerodynamic efficiency. That means very low drag with good down force. And the pure aerodynamic efficiency of a closed vehicle is simply much better than that of an open one, because it always faces the issue of turbulence around the cockpit opening. More efficiency means either a higher top speed or more downforce at the same top speed. Both deliver faster lap times. But that was not the only reason that Audi Sports en gineers opted for the first time for a closed version after creating three open-top Le Mans winners (R8, R10 TDI and R15 TDI). In the past, a faster driver change was critical in Le Mans, with the road ster concept having a distinct advantage. In the meantime, however, the number of mechanics allowed to work on the car during pit stops has been reduced. This means that it is no longer driver change, but tire change that is the determining time factor. In general, it makes no difference to Dr. Ullrich whether he develops a closed or an open car for Le Mans. The tasks are very similar. You try to combine max imum aerodynamic efficiency with a bodyshell that is as light as pos sible but nevertheless easy to repair, a powerful and fuel-efficient engine and good running gear. The task is, however, a little more complex than that. On the R18, components that did not exist on the previous model have to work correctly doors that remain perfectly closed on the upside of 300 km/h, a windscreen wiper that has a tough job at these speeds, especially when the windshield is smeared with oil. And, last but not least, the cockpit has to be correctly ventilated and cooled because the regulations specify a maximum tempera ture and the driver has to feel comfortable in order to deliver top performance. This can be solved with an air conditioning system but that consumes power. Therefore, it is the aim of all the design en gineers to achieve the required interior temperature via other intel ligent solutions tested in Audis climatic wind tunnel. This includes a clever approach to airflow through the vehicle, the location of hot components (such as the radiator) as far away from the cockpit as possible, or very simple things like a reflective, heat-insulating sil ver foil on the roof. And speaking of roof this brings additional weight to a place that is not particularly good for the center of gravity. This meant that the task on the R18 was to make the roof as lightweight as possible without compromising safety and stiffness. This issue saw Audi Sport adopt an unconventional approach for LMP1 sports cars the complete carbon-fiber monocoque is made in one piece and weighs less than 75 kilograms.
This is another area where Audi Sport benefits from AUDI AGs expertise in ultra-lightweight design and in Le Mans 2011, it will be evident in more than just lettering on the three R18s. The vehicle with the starting number 1, the previous years winner, enters the race clad in pure black carbon fiber. I think that makes the consistent application of this very light, very stiff mate rial highly visible, reckons Dr. Ullrich. Ultra-lightweight design is a very important factor in Le Mans, because a light car is always an efficient car. The technical regulations in Le Mans make it possible to work with materials that are best made for lightweight design. Everything that we have learned about these materials in recent years, and especially on the R18, will also be available to AUDI AG customers in future via the ultra concept, and will be relevant for better performance, lower fuel consumption and fewer emissions. That applies not only to the monocoque, but also to the entire ve hicle structure and all other components such as suspension, en gine and drive. Another highlight and distinctive characteristic of the R18 is the full-LED headlamps that were developed in cooperation with the Lighting Technology department. There are already sim ilar headlamps today on two of AUDI AGs top models, stresses Dr. Ullrich. But we are going one step further. And, for Le Mans, it is also a very important technical advancement to have better light yield at night. A gradual electrification of the drive toward e-tron is also planned for the R18 concept. However, Audi will not consider using it until this kind of technology is also the most efficient, says Dr. Ullrich. And we have yet to achieve that. TDI technology, which was invented by Audi, is still the most modern and efficient way to drive a passenger car and also a Le Mans sports car. In order to make best use of the power of the V6 TDI engine, which has only one turbocharger, the drivers now have six gears to work with, instead of the five in the R15 TDI. Only one of many small, but critical, differences between the cars that won the 24 Hours of Le Mans in 2010 and the new R18, with which Audi would like to continue its Le Mans success story. It is surely already richer by one fascinating chapter of technology.
Information 24h Le Mans

Audi Audi has competed in the 24 Hours of Le Mans since 1999 and has won the endur ance classic nine times. Only Porsche has more victories.
Overall wins
With five wins, the most successful was the Audi R8 (2000, 2001, 2002, 2004 and 2005). In 2006, the Audi R10 TDI was the first diesel vehicle to win in Le Mans. The R10 TDI also won in 2007 and 2008. Due to changes in the regulations, the Audi R15 TDI was able to compete only once in its original form (as shown here). A heavily modified version was used in 2010. With the R15 plus (internal project name), Audi Sport Team Joest claimed a triple victory and chalked up a distance record.
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Future Urban Mobility
Franciscus van Meel Responsible for the topic of vehicle electrification at Audi.
Jrgen Mayer H. Architect and City Planner in Berlin.
New technologies like electromobility unleash a whole new area of potential for cities. The car is a dynamic product. It will have an exciting impact on city life. Jrgen Mayer H.
Text Lisa Fting
Will there still be mobility in the mega-cities of the future? And what might it look like when, in 2030, 60 percent of the global population lives in cities? In China, the proportion of city dwellers will rise from 30 to 60 per cent over the next 20 years, while the same period will see the Indi an city of Mumbai grow to more than 26 million inhabitants. Cities will change fundamentally but how? Jrgen Mayer H., Berlin ar chitect, and Franciscus van Meel, responsible for electromobility strategy at Audi, in conversation about changes in the city and re ciprocal effects on the automobile. Moderating is Christian Grtner, architecture expert and Member of the Board of Management of Stylepark AG from Frankfurt. Christian Grtner: During the last century, the car has had a profound effect on the city. Will it be the other way round in future that the city impacts the car? Jrgen Mayer H.: New technologies like electromobility unleash a whole new area of potential for cities. The car is a dynamic product. It will have an exciting impact on city life. Grtner: Is electromobility a driver of change in the city? Franciscus van Meel: When we talk about electric ve hicles, we are often talking about mega-city vehicles. In their total vehicle concept, these are directed from the start at major urban areas. Electric cars and the city are closely interrelated. Grtner: Is a combination of electromobility and autonomous driving conceivable? van Meel: We are continually developing our driver as sistance systems. For situations like stop-and-go traffic, Audi al ready offers systems that handle specific driving tasks. One example
is adaptive cruise control with stop-and-go function. However, there is still a long way to go before a car will be able to drive itself completely independently to a destination. It is perfectly conceiv able in the long term. Grtner: What does that mean for the driver and the city? van Meel: If the car drives autonomously, what does the driver do? The issue of driving fun will surely be defined differ ently in 20 years. There will be new dimensions. However, that doesnt mean that the car will no longer have the performance it has today. When the road is clear, I will still want to be able to drive myself. Grtner: Herr Mayer H., in your submission for the Audi Urban Future Award, you presented the thesis that fun in the year 2030 will be the result of something other than pure driving. Mayer H.: Yes. I believe that the experience of speed will be reduced to a few roads. In my vision, by also driving fully auton omously, the vehicle enables individual awareness of the city. As with the television, I can program which part of the city I would like to see and experience. This will facilitate a whole new kind of com munication. Grtner: Why do you speak of the car as an awareness machine? Will the emotive aspect of the car no longer lie in the object alone, but rather in what I experience within the object? Mayer H.: Autonomous driving will open up a vast array of opportunities. Within the city itself, assistance systems such as traffic lights and road markings are no longer required. Light, too, is no longer necessary in our vision. Attention can be diverted away from infrastructure toward the structure of the city. The car will become the interface between me and the city. I see a similarity with social media, where we already create individual digital profiles. Grtner: How will electromobility change the city? van Meel: It is not currently appealing to live on heavily trafficked streets. When cars in future drive soundlessly, because they are driving autonomously on electricity, formerly unattractive areas could blossom. This would also facilitate a shift in the distri bution of living and working space.
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Information Audi Urban Future Award
Audi Urban Future Award For the biennial competition, Audi invites in ternationally renowned architects and city planners to design the urban space of the future and possibilities for mobility within it. Jrgen Mayer H. won this highly lucra tive German architecture prize in 2010. Initiated by Audi, the competition is part of the long-term Audi Urban Future Initiative, which sees Audi work extensively with international experts from a variety of disciplines on issues associated with urban mobility. The results of the dialog with architects, city planners, sociologists, econ omists and scientists flow into the company. Jrgen Mayer H. With its visionary designs, Berlin architectur al practice J. Mayer H. Architects probes the interfaces between architecture and city planning, art installa tions and new material developments. Prior to estab lishing his practice in 1996, Jrgen Mayer H. studied in Stuttgart, New York and Princeton. In 2003, he was rec ognized as a rising star with the Mies van der Rohe Award for European Architecture. Other honors include the International Architecture Award from the Chicago Athanaeum (2009). Among the most well-known build ings designed by J. Mayer H. Architects are the Mensa Moltke in Karlsruhe and the Dupli Casa near Ludwigs burg. The Metropol Parasol design for the comprehensive revitalization of the Plaza de la Encarnacin in Seville is currently under construction. Christian Grtner Christian Grtner is Member of the Board of Management of Stylepark AG. The Frankfurt company partnered Audi in conceiving and structuring the con tent of the first Audi Urban Future Award.
Christian Grtner discusses with Franciscus van Meel and Jrgen Mayer H. (r. to l.) the mobile city of the future.
More on the Audi Urban Future Award. www.encounter.audi.com
Grtner: How much infrastructure is required for electromobility? van Meel: Right now, we dont have a charging infrastruc ture. But it will come. Basically, it is possible to charge a car at home. In parallel, Audi is pushing hard for the establishment of contactfree charge systems that can use induction to transmit electricity while parked. Shopping centers, for example, could provide charging facilities. Grtner: Will this create new business models? van Meel: In the age of electromobility, we will offer our customers a whole array of services that extend way beyond just driving. Via digital networking, we can facilitate optimum charge and route planning. Networking with infrastructure is important. For instance, the navigation system could show charging stations and facilitate reservations. Grtner: How will the role of the architect change in future? Mayer H.: Architecture is a very broad profession. The training process is one of the few that addresses problems in a uni versal way and thinks through space in all criteria and media. In the urban context, the connection to mobility is particularly important, because the city is a system that lives through mobility. Grtner: What will be the role of the automaker in future? Will automakers become mobility providers? van Meel: As will be the case for architects, the complex ity we face will increase. Previously, we adopted a classic approach to the development and manufacture of cars. Nowadays, networked thinking and working are more important. Audi will also play a major role in driving forward the issue of renewable electricity genera tion. One example is our cooperation with Desertec for producing solar power from the desert.
Grtner: That means that unseen aspects such as the question of whether the electricity in my car comes from sustainable sources will become brand values. Mayer H.: I am thinking along the lines of further part nerships. This would enable a network that offers not only the car, but a variety of forms of mobility. The city could be a partner to the automaker in this kind of network. Grtner: Will the electric car become a global concept, or will strong differentiations emerge? van Meel: We still dont yet have a single notion of the electric car. We are working on a range of concepts from electriconly sports cars to the A1 e-tron, which is an electric vehicle with a range extender* that is targeted more at mega-cities. Plug-in hy brids are another key topic. We will offer various different concepts depending on the mobility characteristics of the respective markets. Grtner: Will the house and the car enter into a cooperation as energy generator and storage medium? van Meel: Thinking far ahead, you could consider the vehicle battery as a huge expander in the electricity consumption system. If the car is in the garage from eight in the evening until seven in the morning and needs only three hours to charge, you could use the remaining time to divert the energy to other consumers. Grtner: The car today is a very familiar domain. In your vision, Herr Mayer H., will the private domain expand beyond its current boundaries? Mayer H.: That, of course, is a reflection of the idea that we have of the individual within society. Each of us can generate his own world. The car will become part of this self-realization. van Meel: One small example would be the networking of sound systems between home and car. It means that I would take a part of my domestic environment with me, like driving off in my living room. The car truly would become an integral part of my life.
When we talk about electric vehicles, we are often talking about mega-city vehicles. Electric cars and the city are closely interrelated. Franciscus van Meel
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Glossary
ACC adaptive cruise control At Audi, adaptive cruise control is a distance-regu lating cruise control that uses radar sensors to auto matically regulate the distance to vehicles in front. Aeroacoustics Aeroacoustics deals with the measurement and minimization of noise produced aerodynamically, i.e. due to airflow. Apps This or App is the abbreviation of application, which is a small program for use in devices such as smartphones or tablet computers. Artificial head The artificial head is a device shaped like the human head used for specialist sound recording techniques. Recordings made with the help of two microphones placed in the artificial ears provide directional localiza tion of sound experiences similar to that of human hearing. Audi Space Frame Audi Space Frame (ASF) refers to an extremely stiff aluminum framework structure. The use of alumi num delivers a considerable weight reduction that improves fuel economy and efficiency. Bluetooth Bluetooth refers to an industry standard for the wireless transfer of data between Bluetooth-capable devices across short distances. By-wire connection A by-wire connection refers to a cable via which, for example, shift commands are sent to a transmissions actuators that then carry out the mechanical gear shift. Car-to-X communication Car-to-X communication is a communication technol ogy that enables vehicles to use a wireless network to communicate with each other, with their owners and with the traffic infrastructure. This benefits fuel efficiency and safety, and facilitates services such as cash-free refueling. CFRP CFRP is the abbreviation for carbon fiber-reinforced polymer in which several layers of carbon fiber are embedded in a polymer material to strengthen it. Concave mirror microphone A concave mirror microphone serves to localize sound. The microphone is built into the center of a concave mirror and records sound in a manner similar to the reception function of a parabolic antenna.
CO substitution In the production of inorganic substances, CO sub stitution refers to the replacement of CO from fossil or mineral sources by CO originating from renewable resources. Computer tomography Computer tomography (CT) is an imaging process that can calculate cut-away images of three-dimensional objects with the help of x-rays shot from several direc tions. It is used primarily in medicine. In automo tive engineering, it serves for non-destructive analysis of complex components. Downsizing In automotive engineering, downsizing refers to the reduction in the displacement of an engine that, due to efficiency-increasing measures, subsequently generates a level of power comparable to that of an engine with greater displacement. Downspeeding Downspeeding is a term used by Audi to mean the lengthening of transmission and final drive ratios. This makes the engine run at lower speeds and reduces fuel consumption. e-Performance The term refers to the e-Performance project house at Audi, where an interdisciplinary approach is being used to develop an integrated concept for electric automotive drives. A research project with the same name and promoted by the German Federal Ministry of Research has a team of engineers from AUDI AG and scientists from a number of universities working on the development of a new overall concept for electric vehicles, from bodyshell through battery to power electronics. Fiber composite polymers Fiber composite polymers are materials in which fibers, for instance carbon fiber, are embedded in sev eral layers within polymers for their reinforcement. Frequency analyzer A frequency analyzer is an electronic device for the measurement and visualization of frequencies within a tone signal, e.g. for the analysis of electrical tone signals from a sound reproduction device.
Google Earth Google Earth is software from internet company Google that visualizes a virtual globe. It uses satellite photographs of the earth that capture real-life, high-resolution images of the earths surface. These images can also be incorporated into the display of surroundings on the navigation screen. Google POI Voice Search Google POI Voice Search refers to a function that enables the cars navigation system to access Google Points of Interest in the vicinity via voice commands. The data used for this function is provided by the POI information contained in Google Maps software. Laser-sintering process The laser-sintering process is a method by which the layered sintering of raw materials in powder form enables the creation of complex, three-dimensional component structures derived from CAD data, as used in rapid prototyping (see entry). Lateral line The lateral line is a sense organ for detecting move ment found in almost all fish and some amphibians. The organ is made up of pores arranged in rows along the side of the fish that flow into channels filled with a jelly-like liquid beneath the skin. If a water pres sure wave, such as that caused by the fin movements of a fish swimming nearby, stimulates the pores, this causes the jelly liquid to vibrate, which in turn stim ulates nerves at the end of the channel beneath the skin, which sends a signal to the brain. This enables the fish to react instantaneously to movements in its immediate vicinity and adapt to the school behavior. LED array LED array refers to several groups of light-emitting diodes connected in series and in parallel to create an array. Matrixbeam At Audi, the LED matrixbeam is an intelligent head lamp. It switches off parts of the LED array in the face of oncoming light, in order to avoid dazzling other road users. The road, however, remains illuminated. Metamerism In the field of optics, metamerism is the phenome non whereby a colored object can display different color characteristics when viewed under varying light sources. MMI MMI is the abbreviation for Multi Media Interface and is an Audi term for a device that facilitates the operation of all infotainment components in a single display and control system, and the simple, quick and intuitive use of a wide range of functions and tech nologies.
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OLED Technology The abbreviation OLED stands for Organic LightEmitting Diode. It refers to a thin-film lighting element that, in contrast to conventional LEDs, contains an organic semi-conducting material. The material characteristics enable the construction of flat and flex ible lighting elements. Plug-in hybrid The term plug-in hybrid (PHEV) refers to a vehicle with hybrid drive, the battery of which can also be charged via an electrical outlet. Powerwall A powerwall is a device for the presentation of com puter-generated virtual reality in real time. In order to create a spatial impression, two images from dif ferent perspectives are generated and presented on a rear projection wall. This is also known as stereo pro jection. Psychoacoustics Psychoacoustics is a subset of psychophysics. It deals with the relationship between the sound wave as an objective physical impulse and the impressions that sound waves evoke in listeners, such as pitch and timbre. Quality management Quality management is defined as management measures based on standardized procedures for the purpose of improving products or services. Range extender Range Extenders are small engines used to increase the range of electric vehicles. An internal combus tion engine serving as a range extender drives a gener ator that supplies electricity to the battery and elec tric motor. Rapid prototyping Rapid Prototyping covers a range of different pro cesses with which prototype parts can be produced directly from CAD data. Recuperation Recuperation means the recovery of kinetic energy under deceleration. During coasting and braking, the generator converts the kinetic energy into electric energy, which is temporarily stored in the battery. Recuperation reduces the fuel consumption of inter nal combustion engines and is an important ele ment in all hybrid and electric drives.
Scanning electron microscopy Scanning electron microscopy is a microscopy pro cess that creates an image via line-by-line sampling (scanning) of a surface with an electron beam. The interaction of the electrons with the surface delivers information about its properties and condition that are displayed in parallel with the scanning process as a very high-resolution image. The maximum mag nification is around 900,000 to 1. Spatial acoustics Spatial acoustics is the term referring to the impres sion of spatial sound delivered by recordings with two or more sound channels. Stereophonics, quadro phonics and surround sound are processes for the recording and reproduction of spatial acoustics. SimTD (Safe and Intelligent Mobility Test Deutschland) SimTD refers to a research project for the examination and testing of car-to-X communication (see entry) and its application for the safe and intelligent mobility of the future. Skype Skype is a program that enables cost-free telephon ing, chatting and the exchange of videos between Skype users via the internet. TCNG TCNG is the abbreviation for the future generation of Audi cars that will use renewably produced e-gas as fuel. The term is based on the abbreviation CNG (com pressed natural gas). 3D recognition 3D recognition refers to a process that uses cameras, laser scanners or PMD sensors to detect and record the location and position of three-dimensional objects within space. TMC TMC is the abbreviation for Traffic Message Channel. This is a radio service that provides information on traffic-related problems. Torque vectoring Torque vectoring means the distribution of driving force to the wheels. On many Audi models, this function is handled by the sport differential. Under fast cornering, the engine forces are distributed selectively between the rear wheels in order to im prove handling. UMTS UMTS is the abbreviation for Universal Mobile Telecommunications System. It refers to a standard for data transfer in telecommunications.
Well-to-wheel Well-to-wheel refers to the examination of the entire process involved in producing and using fuels, from the oil well to the transmission of power to the wheels of a vehicle. Well to-wheel analysis serves to mea sure the entire energy consumption required and its associated CO emissions used mainly to establish the carbon footprint of a vehicle. WLAN WLAN is the abbreviation for Wireless Local Area Net work. This is a local radio network, in which devices such as internet-capable computers or telephones can access the internet wirelessly via a radio connection.
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Imprint AUDI AG 85045 Ingolstadt Responsible for content: Toni Melfi, Head of Communication, I/GP Editing and coordination: Agnes Happich Lisa Fting Concept and realization: Hermann Reil Graphic design and layout: stapelberg&fritz Authors: Andreas Fingas Lisa Fting Melanie Goldmann Christian Gnthner Ina Hmmerling Agnes Happich Thomas Imhof Lena Kiening Johannes Kbler Christine Maukel Luise Niemsch Hermann Reil Julio Schuback Daniel Schuster Leonie Thim Bernhard Ubbenhorst Thomas Voigt Translation from German: Elaine Catton Photography: Myrzik und Jarisch Bernhard Spttel Illustrations: Steven Pope Oliver Kentner Cedric Kiefer Post-production: Martin Tervoort Printed by: HEIDENREICH PRINT
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Audi Audi Encounter

Open the channel Audi Encounter.

Rupert Stadler, Chairman of the Board of Management of AUDI AG.

e-tron quattro Driving fun for the electric age

Light box Innovations in lighting technology

Artwork The lighting workshop

balanced mobility On the road to CO-neutral mobility

connect The car as part of the networked world

From TDI to e-tron The Audi driveline strategy

106 Perfection Quality without compromise

High voltage The Audi A1 e-tron starts fleet testing

The seeing diodes A new dimension in pedestrian protection

Encounter magazine Technology at its best

Virtual reality Engineers as lawyers to the customer

Sound of the future The sound of electromobility

TechWorld Tomorrows technologies

Interview Hermann Reil

Photos Myrzik und Jarisch

* See glossary, pp. 204207

* See glossary, pp. 204207

* See glossary, pp. 204207

Rear wheel mount

Secondary air pump mount

Tunnel cross member

Front wheel hub

Text Johannes Kbler

Photos Myrzik und Jarisch

* See glossary, pp. 204207

balanced balanced mobility mobility

End product methane a combustible gas with a high energy content.

Goal Audis e-tron models will run on clean eco-electricity.

Information Audi and the environment

* See glossary, pp. 204207

Photo: Getty Images

Text Lisa Fting

Photos Myrzik und Jarisch

Photo: Getty Images

* See glossary, pp. 204207

Information Swarm intelligence

Roman Schindlmaister Responsible for Concept Development at Audi.

* See glossary, pp. 204207

Photo: Getty Images

Data in the cloud

Audi online traffic information

Text Thomas Imhof

Photos Myrzik und Jarisch

* See glossary, pp. 204207

* See glossary, pp. 204207

Audi travolution Ingolstadt, Germany

OLED Seoul, South Korea

Biofuel Baja, Mexico

Audi Tongji Joint Lab Shanghai, China

Apps Cupertino, USA

Text Julio Schuback

3D Technology Tokyo, Japan

* See glossary, pp. 204207

Text Christian Gnthner

Photos Myrzik und Jarisch

* See glossary, pp. 204207

Made-to-measure every joint is measured and adjusted to within tenths of a millimeter.