Beruflich Dokumente
Kultur Dokumente
Issue 1/2012
ultra
Lightweight Design
How Audi intelligently combines
state-of-the-art materials
connect
My MMI
How Audi facilitates
personalization
at the touch of a button
by-wire
Drive-by-wire
How Audi is working on the
new networking
assist
Assistance Systems
How new in-car intelligence
helps to avoid accidents
e-tron
Test in Munich
How Audi is gathering
experience with
electromobility in everyday use
Encounter Augmented Reality
Experience video footage with your iPhone,
iPad or Android smartphone.
Audi
Audi Encounter
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Drive-by-wire
In by-wire technology, steering, braking and shift commands are
transmitted by wire. Electrical components replace mechanical and hydraulic parts.
Audi is researching all aspects of this topic.
1:1
is the scale of the
by-wire technology model.
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Exterior Refinements
The Audi R8 e-tron high-performance sports car has a battery-electric drive.
Its refined aerodynamics make a significant contribution to its intelligent energy
management and to its range.
0.32
is the current cd figure
for the technology showcase.
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An Audi as personal as a finger print
In its Audi exclusive division, quattro GmbH fulfils even the
most unusual customer desires. Individual one-offs are created in the workshop
at the Neckarsulm plant.
3
hours is the time it takes to clad a
steering wheel manually with leather.
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The right material in the right place
Audi is extending its leadership in lightweight design.
A team of experts is developing the new Multimaterial
Space Frame, which brings together metal and fiber-reinforced polymers.
198
kilograms is the weight of the R8 bodyshell
made from CFRP and aluminum.
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Light becomes 3-dimensional
With MID technology, Audi is opening up the third
dimension of vehicle lighting. And the lighting engineers still have plenty
more irons in the fire.
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LEDs are in the two hemispheres
of the the MID light unit.
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Mindset.
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Mindset
It was the courage to innovate that put Audi at
the top. The company wants to build on that progress, with a constant
flow of new ideas and with a clear approach.
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Out
of the box
Innovation
As head of think tank Bauhaus Luftfahrt,
Prof. Dr. Mirko Hornung is one of the foremost minds in the field
of aviation. He speaks with Audi Board Member for Technical
Development Michael Dick about lifecycles, regenerative fuels and
cars that can find their own parking spot or even fly.
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Text
Hermann Reil
Photos
Myrzik und Jarisch
With the Audi urban concept, we have presented an idea of how we envisage the
way we might drive in metropolitan areas in
future with electric drive, a high level
of safety and a clear promise of driving fun.
Michael Dick
1 Idea for new flying the Claire Liner concept airplane promises considerably lower emissions.
2 Idea for new driving the Audi urban concept is a
young mobility concept for metropolitan areas.
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With Balanced Mobility we can take advantage of natural gas generated from renewable energy to continue using the
highly developed technology of the internal
combustion engine in a way that is CO
neutral. That seems to us like a highly intelligent way forward.
Michael Dick
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e-rodynamic
Wind Resistance
On the electric-powered Audi R8 e-tron, the role played
by drag is hugely significant. It makes a major contribution to
its energy management and to its range.
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Audis Wind Tunnel Center in Ingolstadt comprises three hi-tech installations. The largest of them is the aeroacoustic wind
tunnel, which can reproduce wind speeds of up to 300 km/h.
In the Thermal Wind Tunnel, the cars are heated to as much as 55 degrees
Celsius, and the Climatic Wind Tunnel can generate virtually every one of the
worlds climates it even incorporates a rain machine.
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Text
Johannes Kbler
Photos
Stefan Warter
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China Daily
The happy caravan
China is different in many aspects, different from all
that we know in the West. 20 new Audi Q3s took part in the Trans China Tour
through a land in a state of flux.
Beijing Shanghai
Wave 1 the first four stages of the Trans
China Tour connect the rapidly growing urban
centers in the east of the country.
Text
Markus Stier
Photos
Picture:service
Shanghai Shenzhen
Wave 2 heading into southern China,
mega-cities continue to mark the staging
posts along the way.
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Shenzhen Guilin
Wave 3 from the huge economic area surrounding city of ten million Shenzhen, the route heads
into the natural scenery around Guilin. The fourth
wave then drives in the opposite direction back to
Shenzhen and the Tour finale in Hong Kong.
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3
1
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Science
Faction
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Text
Agnes Happich
Illustration
Scriberia
Seeing with the eyes of a city
How will we get around in cities in future? What role will be played by
cars in mega-cities? The Audi Urban Summit is a forum where architects, sociologists and
trend researchers take a look into the crystal ball. Despite different visions of the future,
the experts are united on one thing the cities of the world are talking to us; they are giving
the answers themselves to the questions of future mobility. We just have to listen.
The end of yours and mine what will we still own in future?
The consumption model for the 21st century will be collaborative. We will learn to use our internet access
to share goods in a new and different way.
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A look inside the car of the future more room, fewer buttons?
The appearance of the car will change dramatically with battery-operated drive. The heavy driveline
disappears, leaving lots of free space in the interior. We must design these new interiors to be
as minimalist as possible. When reduced to the bare essentials, spaces appear light and roomy. One thing is
certain despite the new functions, despite all the networking, an Audi will remain utterly simple
and intuitive to operate in future, too.
Parking, washing, charging will the car become its own butler?
Imagine you are driving through the city with your electric car looking for a parking spot. Your car shows
you a selection of parking garages and you make your selection. When you arrive there, you select
services such as charge or wash, climb out of the car and go shopping at your leisure. The car takes care of
the rest for you. It searches for an empty parking spot on its own, charges itself via induction and
then has itself washed.
2
percent
of the earths
crust is
covered by
cities.
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Roads turn into walkways, then into flower beds and then back again the surface of a city as a chameleon?
Imagine 20 years from now that the entire surface area of the city, its roads and walkways,
curbstones and flowerbeds along the roadside, all its signposts are exchanged for a new digital and elastic
surface area. It can change continuously to fit life on the streets. The space between buildings
can adapt to suit the new, flowing form of transportation.
Andreas Klok Pedersen, Architect
75
percent of energy
is consumed by
the worlds cities.
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Few automakers are actually prepared to adopt this perspective, because addressing the problems of the urban future demands a new way of thinking. Rupert Stadler,
Chairman of the Board of Management of AUDI AG considers the city of the future: There
are currently seven billion people on earth living, working, eating, driving 70 percent
in so-called mega-cities. I ask myself: What are the urgent problems facing these cities?
What energies change a city? To find answers to these questions, the automaker founded
the Audi Urban Future Summit. It is one pillar of the Audi Urban Future Initiative, which
has become a fixed element of Audi as a company.
The summit is a symposium, a forum on the topic of future urban mobility. It
took place for the first time during the lead up to the 2011 Frankfurt Auto Show. Topranking experts from architecture, city planning, trend research and computer science
discussed their visions of these cities and of future mobility. And all 450 guests in the
audience were able to join the discussion.
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80
percent of
CO emissions are
generated in
the worlds cities.
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A whole lot of brainpower came together at the Audi Urban Future Summit,
said engineer and architect Carlo Ratti, one of the speakers at the event. Brainpower from
very diverse disciplines. Rupert Stadler underlined how important this multi-disciplinary
dialogue is for Audi: We understand that Audi cannot answer the question of mobility in
the city of the future on its own. No company, no city planner and no government can do
that. We must network. We must enter new cooperations, this time with players from the
urban environment.
Each one of the experts at the summit used the platform to present their vision
of mobility in the cities of the future and to open them up for discussion. The questions
posed by the experts functioned like a window to the future. Will we drive ourselves in
future? What does it mean for the driver, when he/she hands over the steering wheel to a
digital system, when cars drive autonomously and are constantly networked? How can we
work with decreasing resources, space and time? Must we rethink the concept of sharing
and take it much farther?
As varied as the approaches of the summit experts were, they were all united on
one issue there can be no single solution for mobility in the cities of the future. There will
be many different models, as varied as the cities of the world. The path to these solutions
will be defined by the cities themselves they are speaking to us. The city talks back, said
Saskia Sassen in her opening address. And Audi is listening and learning.
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Powered
Up
Electric cars on fleet test
The first 20 Audi A1 e-trons have been driving through
Munich since September. They are part of a test fleet used by Audi to research
how its customers handle electric cars.
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Range with
range extender
Nuremberg
Range with
batteries
Ulm
2
Munich
Text
Daniel Schuster
Photos
Stefan Warter
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The Audi e-tron is parked in a small underground parking lot across the street from Ostermayers
apartment. From the outside, it looks virtually identical
to its series-production sibling, only the lettering on
the side and the absence of an exhaust pipe at the rear
give it away as an electric car. Ostermayer climbs in and
pushes the start button. The instruments light up and
a quiet hum is audible. Thats all, and the A1 e-tron is
ready to drive. It glides out of the parking garage and
onto the road with virtually no sound into the daily
hustle and bustle of the city, heading for Riem, where
the business studies graduate works. Once there, the
car can be connected once more to a charging station.
The charging infrastructure necessary for
the fleet test was installed in Munich by project partners. E.ON handled mainly the more outlying areas,
while the Works Department of Munich City dealt with
the Bavarian capital itself. Overall, the two energy providers installed around 100 charging points each. All
are fed with eco-electricity generated from renewable
energy sources an important aspect. At the end of the
day, Audi doesnt want to transfer the CO emissions to
electricity production, but rather reduce it in a sustainable manner. The project is being supported by the
German Ministry of Transport as part of the Modellregion Elektromobilit Mnchen program, a largescale real-life test in which Christian Thomaschefsky is
also participating.
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Thomaschefsky had no real difficulty adapting to the change. He drives short distances completely as usual, even enjoying some occasional bursts of
very sporty driving. When driving in the city, he is a little
more careful, accelerating more modestly and using
the recuperation* function by braking with the electric
motor to charge the battery. For him, this is not difficult at all. Anyone who pays attention to fuel consumption can do it with electricity, too, is his opinion.
And when the energy in the battery is insufficient, there
is always the range extender*.
When required, the battery of the 75 kW
(102 hp) Audi A1 e-tron can be charged by a compact
internal combustion engine in the rear of the car. This
range extender charges the battery while driving and
increases the range to up to 250 kilometers. The battery takes the form of a pack of lithium-ion modules
integrated within the floor assembly in front of the rear
axle. The A1 e-tron is a premium vehicle with four seats
and a fully usable luggage compartment conceived for
use in urban areas.
The adjustment was no problem for Ostermeyer either. It was just the route planning that was
a little unfamiliar at first, she explains to a curious
passer-by as she plugs her A1 into the charging station.
You have to rethink things a little, but then it works
very well. The only thing that still seems a little difficult is the search for a charging station. In contrast to
fuel stations, very few passers-by know where the nearest charging point is. However, help is at hand in the
form of an app, which displays all the electricity charging points installed by E.ON and the Munich City Works
Department. There are no less than 20 in the city center
inside the middle ring road.
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Audi A1 e-tron
Data
Peak power / continuous rating
Max. torque
240 Nm
12 kWh
Range extender
0100 km/h
10.2 s
Top speed
130 km/h
Consumption
CO emissions
45 g/km*
ca. 50 km
ca. 250 km
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Skills.
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Skills
Among Audis greatest strengths is the expertise of every single one of its employees.
It forms the basis for perfection and innovation.
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by-wire technology
When the transmission of steering, braking and shift
commands is carried out via cable, mechanical and hydraulic components
can be dispensed with. Audi is researching by-wire technology.
Wired for
Action
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Steer-by-wire
Electric motors on the steering box and at the
steering wheel replace the steering column.
Brake-by-wire
In the technology model, an electromechanical
system implements the drivers commands.
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Text
Johannes Kbler
Photos
Myrzik und Jarisch
Steer-by-wire opens up a host of new packaging options and makes it possible, for instance, to place the steering
box in front of a transversely mounted engine. If required, the
steering wheel can also retract into the cockpit, easing vehicle
entry and exit and improving safety in the event of a front-end
collision. In the cockpit, the elimination of the steering column
delivers more space for components like air conditioning and
gives designers greater freedom when it comes to interior design.
According to Koch, European legislation presents no fundamental hurdles to steer-by-wire. At its core, it requires only self-centering and the assurance that certain steering maneuvers remain
possible in the event of a system failure how the manufacturer
achieves that is its own business.
In brake-by-wire technology, Christian Balnus area of
expertise, there are a completely different set of conceptual models. Of particular interest to Audi are electromechanical wheel
brakes, as on the front axle of the technology model. In these socalled spindle brakes, electrically actuated ball screws push the
friction pads at high-speed onto the carbon-fiber ceramic brake
discs. Wheel brakes are not required at the rear axle. The two large
electric motors at the rear function as generators under deceleration, explains Balnus. At the rear axle, which receives relatively
little braking force in any car, this is more than sufficient.
Electromechanical brakes ease component packaging
at the front of the vehicle because bulky and heavy hydraulic parts
become superfluous. Inside the car, the stiff brake pedal could give
way to a small lever or a sensor surface beneath the carpet on which
forces are simulated.Both solutions have a positive effect in the
event of a collision.
For the customer, the new technology means rapid
feedback and precise control in the interaction with the chassis
and assistance systems in particular this can mean an increase in
safety. In electric vehicles like the R8 e-tron, an electromechanical
system enables perfect crossfade between energy recovery and
mechanical braking. Legislation is not a problem here either cars
with electromechanical wheel brakes are road-legal as long as the
power supply is set up with system redundancy.
The subject of shift-by-wire, which is the specialist
field of Thomas Guttenberger, features heavily in the R8 e-tron.
The electrically driven high-performance sports car requires only
single speed transmissions. The shift lever serves purely for the
selection of driving modes R, N and D. Audi has enormous experience in this field of technology the A2 1.2 TDI from 2001 used
an automated manual transmission, with its hydraulic unit taking its commands from electrical signals. A similar principle applies to the R tronic in the Audi R8 and to the eight-speed tiptronic in the flagship A8. Shift-by-wire provides an excellent basis
for future assistance technologies like automated parking and
piloted driving*.
Shift-by-wire
Picture:service
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Weight
Watchers
17
New bodyshells using mixed materials
For Audi, lightweight design means
the minimum material in the right place for the best performance. It is under this premise that engineers
are working on the new Multimaterial Space Frame.
Aluminum dominates
At 83 percent, aluminum remains
the dominant material in the
experimental bodyshell of the R8.
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Peter Fromm
Head of Development, Vehicle Body AUDI AG
Text
Johannes Kbler
Photos
Stefan Warter
Picture:service
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14
Functional integration through CFRP parts
The 14 parts made from carbon-fiber
reinforced polymer replace more than 50
aluminum components.
1
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Networker
Experience the new assistance systems.
www.encounter.audi.com
Text
Johannes Kbler
Photo
Stefan Warter
The new driver assistance systems
Audi assistance systems are already making
driving more relaxed and refined. The systems of the
future will be even smarter, more extensive and more powerful.
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For intersections
The intersection assistant has been specially developed to avoid
collisions at intersections or to mitigate their consequences.
Two radar sensors and a wide-angle video camera capture the
area in front of the vehicle and along its sides. The radar data
plays the main role, with the camera data serving as verification.
If the sensors identify a vehicle approaching from the side, the
system issues warnings and information on several levels.
As a further development of the sensor-supported
intersection assistant, Audi is investigating a second variant
based on car-to-x communication* on the radio contact between the two possible parties to an accident. At intersections
known to be accident black-spots, it would also be conceivable
to install a permanent modem that takes into account the status
of the traffic signal.
Car-to-x technology has a number of benefits it
functions at intersections where sensor visibility is restricted,
can cover large distances and transmit vehicle-specific information. The deployment of the airbags, for example, could be
based specifically on the mass of the other party.
Intersection Assistant
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Radio contact
using car-to-x
vehicles can warn
each other
at intersections.
Piloted Parking
More comfort in everyday use
Narrow perpendicular parking spots, garages with bicycles in
them often things get so tight that the driver has trouble getting out of the car. The Parkpilot could solve these problems.
With the technology that is currently installed in an
Audi prototype, the driver can leave the car in front of the garage
and issue the instruction to park itself via remote control key or
smartphone. The car steers itself with the help of its ultrasound
sensors into the parking space or garage. If it identifies obstacles, it comes to an immediate stop. When it reaches its end
position, it switches off the engine, deactivates the ignition and
locks the doors. Finally, it sends a confirmation to the driver.
Warning, cyclist
the radar sensors
monitor the road behind the car.
Parking
the driver sends
the car into the
garage at the touch
of a button.
Attention,
other vehicles
the system warns
of danger when
opening the door.
Accident avoidance
In the ongoing development of driver assistance systems, Audi is pursuing a major target
a car so intelligent that it can avoid accidents altogether.
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Text
Johannes Kbler
Photos
Stefan Warter
1
2
3
4
Fluid chamber
Membrane ring
Coil
Permanent magnet
4
3
Active noise
control
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Technical showpiece
Torsten Kolkhorst with a cutaway
model of the active mount.
Cutaway model
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off
Without ANC annoying noises in
four-cylinder operation appear in red.
on
With ANC the entire interior of the
Audi S7 Sportback is acoustically calmed.
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Intelligent Light
Audi continues to expand its leading role in
light technology. The A2 concept show car presents the latest
stage in the evolution intelligent lighting.
Light Work
Indicating
Bright signal
when the Audi A2 concepts indicators are activated,
an entire band of light illuminates along the flank.
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Braking
A matter of safety
under braking, dynamic light sends
a red light frontward.
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Entry
dynamic light illuminates in pale blue
to greet the driver.
Text
Christian Gnthner
Photos
Robin Wink
Cornering
The yellow light pulse runs along
the entire length of the vehicle.
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As tiny as a grain of sand and almost invisible to the naked eye. Although it could easily be brushed aside with just one wave of the hand, it electrifies the
experts. You see, this tiny speck of material can generate more
white light from electrical energy than any other conventional light
source on the face of the earth a light-emitting diode. LEDs are
unbeatable in their efficiency, and now they are delivering even
more capabilities to Audi engineers dynamism and intelligence.
Audi was the first automaker in the world to recognize
the full potential of LED technology and to make it usable for vehicle development. The success story began in February 2005 at
the North American International Auto Show in Detroit, where Audi
presented the Pikes Peak quattro concept study. The full-size SUV,
which previewed the later Audi Q7, fascinated onlookers with fog
lamps equipped with high-performance light-emitting diodes.
Audi developed a whole new lighting concept from
this first use of LEDs at the very top of the evolution ladder is the
A2 concept. On its debut at the Frankfurt Auto Show, the show car
surprised visitors with a new LED feature its intelligent light.
In its headlamps and rear lights, the A2 concept presents the
ground-breaking Matrix Beam Technology. It also features Audi
dynamic light, a band of light that runs around all four sides of
the bodyshell. Development engineers and designers used it to
achieve the very first 360-degree light experience.
When seen in the rear view mirror, the A2 concept is,
like every Audi, immediately recognizable. The daytime running
light is designed as an open-top figure with a dynamic flow that
runs inward, is how Cesar Muntada, Head of Exterior Design for
Product Identity, describes the eyes of the A2 concept. The Matrix
Beam light, made from a bundle of small LEDS arranged on top of
one another, provides optimum road illumination in bends and at
intersections. It also interacts with other road users in the face of
oncoming traffic it adapts the beam and reduces luminosity by
switching off individual parts of the high beam.
The rear lights, too, have been structured intelligently
like the Matrix Beam Technology, adapting their luminosity to suit
the prevailing conditions. Via a sensor, the system recognizes the
quality of visibility; in the event of heavy rain or fog it increases
brightness. This has the effect of avoiding that the vehicle behind
follows too closely because the driver doesnt want to lose sight of
the barely visible lights of the vehicle in front. The rear fog lamps
also have a brand new feature for bad weather conditions, explains
Muntada. Their five laser lights hit water particles in the air to
create a red triangle a clearly visible warning.
While the Matrix Beam is subtly integrated into the
headlamps, the Audi dynamic light is positioned directly beneath
the tornado line and immediately apparent at first glance. The band
of light, just a few centimeters high and black when in standby
mode, provides an intelligent connection between the front and
rear lights. The dynamic light underscores the lines of the Audi A2
concept and adds to its sporty character.
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Simply Red
Text
Johannes Kbler
Photos
Benjamin Maerzke
Ball of light
Audi development engineers have a host of ideas for
vehicle lighting. One of them is MID technology, which enables light sources
in any form imaginable.
An interview with Stephan Berlitz is something very special. The Head of Innovation
for Light Technology and Light Electronics at Audi is a man that
simply radiates with enthusiasm for his subject; that speaks with
true passion of new ideas and projects. Audi is the leading brand in
automotive lighting technology; Berlitz and his team want to expand this position even further.
One new technology from Audi bears the acronym MID;
it stands for moulded interconnected devices. The new components unlock the third dimension of lighting technology they
make it possible to develop and produce lights in any desired form.
MID technology is based on a new kind of polymer that
incorporates an organic metal complex compound. In the first step,
the desired form is created using an injection molding process. In
the second step, a laser traces the circuit diagram onto the workpiece, vaporizing the top layer of polymer. This exposes the Metalli
zation nuclei, which attract metals. The third step is the galvanizing
process where conductive paths are created; the layer is thick
enough to supply power to LEDs.
The first result of MID technology at Audi is a ball of
light around 15 centimeters in diameter. Doesnt it look great?
asks Stephan Berlitz. And it feels like a worry stone. Made from
two hemispheres with multiple perforations, the ball contains 52
LEDs. The new technology still has to prove itself under the kind of
loads it will be exposed to in a car. But Berlitz is already fired up
about the enormous freedom offered by the MID principle. Our
colleagues in design are having great fun with this.
Another field of technology being addressed by light
development engineers at Audi is OLED technology. The acronym
stands for organic light emitting diode. In contrast to current
LEDs, which are made from semi-conductor crystals, these use an
organic material. The paste-like substance is deposited in a superthin layer measurable in micrometers on an extremely flat surface.
When an electric current is applied, the molecules sealed into the
paste emit photons the surface illuminates. Depending on the
distribution of the current, this occurs homogenously, with a targeted effect of light and dark or with dynamic movement.
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Magazine
coli
picture-allianc/dpa/Universitt Groningen
Escherichia-coli bacteria
produce hydrocarbons.
Nano quattro
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Nano
HRL Laboratories
A development team at Groningen University in Holland has built the smallest car in the
world. It is nothing more than a molecule that can drive
with the help of motors, a carrier and electricity. The
four motors that are mounted on the carrier serve as
driving wheels.
Nano comes from nannos the ancient
Greek word for dwarf, and refers to a billionth of a unit
of measurement. The tiny car measures just one nanometer and is therefore smaller than one 50,000th of
a strand of hair. The all-wheel-drive molecule drives
in a straight line along a copper surface, powered by
electricity from a microscope. For the development engineers, the nano-car is the foundation stone for research into complex molecular mechanical systems
with directionally controlled movement. Perhaps in
future this knowledge will lead to nano-machines being
able to carry out work on a molecular level.
SmartBird
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New operation and display concepts
Tomorrows world of operating controls is
packed with exciting possibilities. Audi is bringing them
into the car in a manner that eases the load on the driver,
not adds to it.
1 Contact analogue head-up display
the navigation arrow seems to lie on the road.
2 Freely programmable instrument panel
a high degree of flexibility for the preferred
display content.
Text
Johannes Kbler
Photos
Picture:service
Stefan Warter
Many Audi technologies already make driving more relaxed and refined. They include the head-up display that allows the
driver to keep his eyes on the road at almost all times. All key information appears to float around two to three meters in front of the
windshield, directly in his field of vision.
The next generation of head-up display takes another
step forward it appears to position the displays in the real environment. Bernhard Senner, the Audi engineer responsible, explains:
When I have the navigation system switched on and approach an
intersection, I see the transparent direction arrow superimposed
exactly on the intersection. It is small to begin with, but gets bigger
when I come within 50 meters. It appears to come toward me, just
like the intersection. At 10 meters distance it looks as big as an
actual arrow on the road, and it stays that way.
So-called contact analogue head-up displays will be
able to do even more. In hilly landscapes, the navigation arrow
shows the direction that the road takes over the crest of the hill. If
the driver is traveling with adaptive cruise control, the distance to
the vehicle in front is clearly displayed. If the navigation system is
active and a pedestrian steps into the road, the system gives a clear
indication of distance and direction.
The new technology presents plenty of challenges according to Senner. For projection, we are shifting up to DLP technology* (DLP = digital light processing), which offers more contrast
and brightness. The area on the windshield that we use for projection is positioned a little higher than at present and is about the
size of an iPad. The two aspheric mirrors in the device have to be
more precise as a result. They enlarge the image and direct it onto
the windshield, while correcting the distortion that would otherwise be caused by their curved form.
For Dr. Werner Hamberger, the new head-up displays
are an attractive future technology, but only one of many. The Head
of Development, Operating Concepts is already thinking about
large display bands that run around the cockpit at the base of the
Head-up
Display
Bernhard Senner,
Development Controls/Displays/Illumination.
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Instrument
panel
would prefer to see music titles, lists of radio stations, the on-board
computer display or rather the navigation destination, energy flow
in hybrid drive or detail information from the assistance systems.
Audi will design the visual surface of the digital instrument panel the skin in accordance with the character of the
respective models in the R8 it will be highly dynamic, in the A8,
more stately. A car could also come with several skins, between
which the driver can switch depending on his mood. All of these
features will be structured in a logical and user-friendly way;
graphics that would distract too much from driving are taboo. To
guarantee straightforward operation, Audi engineers are working
with experts from the world of science and conducting user trials
and surveys.
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Robert Kolar,
Head of Development, Instrument Panels.
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Haptics
The young Audi for city people
the Audi urban concept appeals to a
lifestyle-oriented, urban audience as does its
operating concept.
Johann Schneider,
Head of Development, Operating
Controls.
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Operation
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Text
Christine Maukel
Bringing nature into the car a great challenge for Audi designers; especially when
this symbiosis is supposed to have a warm and homely appeal.
With the layered oak veneer that was first unveiled 2009 in Detroit
in the Audi A7 Sportback show car, the designers found the perfect
solution light wood interspersed with fine black lines to give the
interior an exclusive yacht look.
Now, two years later, the creative types at Audi are
following this with the next generation of layered wood.
WoodAluBeaufort is the name of the new variant, whereby tulipwood veneer is dyed black and combined with aluminum. The combination of these materials gives the interior a sporty and elegant
character. Five to six sheets of veneer and a thin sheet of aluminum
are glued in alternating layers to form a block. Individual sheets of
technical veneer are then cut from this block like slices of bread.
This extremely demanding task is done by hand because the different pressures required to cut wood and aluminum call for a very
delicate touch.
The unusual material combination of the new dark layered wood variant combines natural elements with dynamic character. It is available for the Audi S4, the Audi S5, the Audi S6 and
the Audi S7 Sportback.
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Photos
Benjamin Maerzke
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Rapid Acceleration
Engine technology at Audi
Audis engines are becoming increasingly variable.
The new 4.0 TFSI comes with the cylinder-on-demand system, while the
1.8 TFSI boasts a whole bundle of innovations.
Better by
Half
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Constant Driving
The S8 is running under low load.
The cylinder-on-demand system deactivates
cylinders 2, 3, 5 and 8, reducing
fuel consumption by several percent.
Text
Johannes Kbler
20 years ago the car engine was still a perfect example of rhythmic unity. Its moving
parts and its ancillaries may well have operated at different speeds,
but always to the same beat aside, of course, from variable timing
control on the inlet side. Today, this fixed order no longer exists.
We are setting up large areas of our engines for variable operation
to be better able to fulfill fluctuating usage requirements, says
Axel Eiser, Head of Development for Engine Systems at Audi. Be it
in valve actuation, thermal management, turbocharger or pumps
needs-based intelligent solutions are contributing to increased
performance combined with decreased fuel consumption.
Audis latest, major development in the field of variability is the cylinder-on-demand system in the new large S models
based on the Audi valve lift system (AVS) that regulates valve lift
in two stages. Under low to medium load, the 4.0 TFSI a newly
developed, potent bi-turbo V8 operates temporarily as a V4,
whereby the system deactivates cylinders 2, 3, 5, and 8. To do so,
it first closes the exhaust valves before deactivating ignition and
injection. In the active cylinders 1, 4, 6 and 7, the operating points
shift to higher loads and efficiency increases.
The new technology reduces fuel consumption in the
NEDC* by 5 percent. At moderate speeds in higher gears such as
on highways with speed limits, which is the general rule abroad
the benefit can increase to more than ten percent. As soon as the
driver hits the gas, the V8 switches back to full engine operation in
hundredths of a second.
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Stop
Audi S8
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Data
Displacement
3,993 cm
Power
Torque
0100 km/h
4.2 s
Top speed
250 km/h
Consumption
10.2 l/100 km
CO emissions
237 g/km
1,798 cm
Power
Torque
0100 km/h
8.1 s
Top speed
230 km/h
Consumption
5.7 l/100 km
CO emission
134 g/km
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An amazingly efficient four-cylinder
The new 1.8 TFSI is a hi-tech engine in a
compact format. Audi has given it a package of
technologies that delivers groundbreaking fuel efficiency.
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Print Preview
Rapid Prototyping
In Audi workshops, work is being carried out under the
strictest secrecy on the models of the future. Thanks to rapid prototyping, individual parts can now be produced in a matter of just a few days.
The following offers a glimpse into the third dimension of printing.
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SLA
Stereolithography (SL):
Liquid epoxy resin cures in a UV laser beam.
SLS
FDM
Photos
Stefan Warter
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Text
Lena Kiening
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bility during the printing process. Then the raw part is finished in
the model workshop of the associated specialist department i.e.
dressed, polished, primed. The part is transformed with paint and
surface coatings to create a dummy part that is amazingly similar
to the real thing. For example, the Audi rings are vapor coated with
aluminum to create their chrome look. Finally, the completed
model part is assembled onto the prototype.
Although it sounds so simple, rapid prototyping is not
feasible for the mass production of consistently identical objects
there are far more cost-effective alternatives. It is not just the
machines that are extremely expensive but, at the moment, the
materials, too. Also, parts made using rapid prototyping are not
robust enough to last for long they become porous and break
easily in everyday use. However, for prototype production, the
process is unbeatable. It is a very simple and fast way to produce
individually adapted, tailor-made one-off parts.
These benefits are also used by the development departments in other companies. Adidas, for instance, uses rapid
prototyping to make most if its prototypes for shoes. Previously,
it took more than four weeks, now just two days. EADS, too, uses
this method in the field of aviation technology. This year, the company caused a stir with a complete bicycle printed in a single process using lightweight nylon.
Rapid prototyping is also used in medicine to make individual tooth prosthetics and precisely fitting hearing aids.
Research groups from several Fraunhofer Institutes are working
on being able in future to produce cartilage implants, blood vessels
and even organs with rapid prototyping.
Development extends even farther. Since summer
this year, German company GLI Concept has been offering a 3D
printer called Shapecube for around 1,000 Euro. And it is not the
only one of its kind a real bargain compared with the six-figure
prices for industrial 3D printers. Those early adopters out there
can now use a piece of equipment like this with their home com-
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Change Management Closing the Gap with New Thinking
Audi leads the competitive field in the technical disciplines of electronics
and infotainment. This has been made possible through a phase of massive change in
Electrical/Electronics Development (EE). Dr. Willibert Schleuter managed this department
from 1996 to 2008. During our discussion, he explains the challenges he faced, the
new paths he adopted in change management and why they were successful.
Change Extender
Photos
Stefan Warter
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Passion.
Passion
Passion is a driver in Audis development work. Passion means love,
sometimes lust and always complete commitment.
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Write on Track
Tradition
Shuting Yu from the Chinese province of
Shandong is a calligrapher and artist. The characters that he
commits to paper convey emotion and harmony.
Modern
The Audi touchpad, the MMI touch, masters
the characters of three Asian languages. Audi leads the field with
this level of operating comfort.
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Text
Paul-Janosch Ersing
Photos
Picture:service
1 Highly concentrated
Shuting Yu at work.
2 Self-critical the master
assesses his work.
Audi understands
Chinese character recognition in the MMI.
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On the tenth floor of an office building in Beijing, however, English is a must. Its our corporate language, explains Audi
engineer Roland Pfnder. The Head of the Audi Infotainment
Center (ITC), where around 50 specialists work, stands at his desk
and looks down onto the Jingtong West Road far below. In the
bright, open-plan office next door, sit people of various different
nationalities focused on their flatscreens.
This is where we develop the infotainment systems
for China, Japan and Korea. Special customer wishes are extremely
important to us. Here, on-the-ground, we can fulfill them in the
shortest possible time, says Roland Pfnder describing his teams
main job. Intakhab Khan, System Development Manager at the ITC
continues, We first adapt the devices originally developed for
Europe, Japan or the USA to the Chinese standards.
At the ITC in Beijing, they are particularly proud of the
MMI touch and its successful adaptation for the Asian market.
Since the introduction of this technology, our customers have
been able to communicate with the vehicle within their familiar
language structures, says Roland Pfnder, stressing the key benefit. Previously, the classic rotary/push control was the usual way
of entering data, which called for more laborious input using the
phonetic Pinyin transcript based on the Latin alphabet. For customers of a more advanced age, Pinyin is particularly difficult, says
Pfnder. It was first introduced in 1957 and many have never really learned it.
China is developing at a breakneck pace. GPS navigation is enjoying increasing popularity in the Middle Kingdom and
the digitization of its three million kilometers of roads is progressing extremely quickly. The vast majority of it has already been
mapped, with almost ten million points of interest (POIs) already
saved in navigation devices. This figure seems even bigger when
you compare it with the almost 2.4 million POIs saved in Audi models for the European market.
Roland Pfnder knows why: Exact street names, as we
know them in Europe or the USA, are not so important for route
planning. Here in China, you orient yourself far more using distinctive buildings or special places. Because the systems in China work
with noticeably more precision here than elsewhere, one makes
it reliably to a destination even on multilane and three-level city
highways.
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Make a Wish
Individualization by quattro GmbH
The Audi exclusive division of quattro GmbH
also fulfills unusual customer wishes. The cars created
here are as individual as the fingerprints of their owners.
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Audi R8 GT only 333 of the dynamic top model
are being built and they are already sold out.
Text
Thomas Tacke
Photos
Stefan Warter
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Ready
How has DTM technology changed over the past 20 years?
Michael Dick, Board Member for Technical Development
sees for himself.
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set
Fire-retardant overalls and helmet instead of a suit even for the
companys chief engineer this is no everyday appointment.
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go!
Yesterday meets today the Audi V8 quattroand
the Audi A5 DTM running on the test track in Neustadt.
4,000 cm
Power
ca. 460 hp
Torque
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Displacement
3,562 cm
Power
ca. 420 PS
Torque
390 Nm
Text
Thomas Voigt
Photos
Stefan Warter
Dr. Ullrich immediately explains the conceptual difference between the DTM car from 1990 and the one from 2012. The
V8 quattro was still based on a series-production car, while the
A5 DTM is a prototype. That is a completely different philosophy.
Back then, different vehicle, engine and drive concepts were
evened out with additional weight. The outcome was that the
V8 quattro had to enter the fray with a fighting weight of up to
1.5 tonnes. Dick and Dr. Ullrich followed the DTM back in 1990
although still as spectators. I was one for the many red riding
hoods in the grandstand, confides Michael Dick, who was Head
Team Leader in Quality Development. There were even special
trains leaving Ingolstadt for the races, recalls Dr. Wolfgang
Ullrich, who was then a department head at an exhaust system
manufacturer and followed the DTM primarily on television. He
experienced his first DTM race at the end of 1991 in Hockenheim.
Two years later, the Austrian took over management of Audi Sport.
I will never forget how Striezel Stuck, on a lap of honor,
hung halfway out of the door and stroked the roof of his car, recalls
Michael Dick as he continues to reminisce with Dr. Ullrich. And the
Norisring was, of course, always our home track. It is amazing how
close they drive to the walls there, sometimes even losing their
outside mirrors.
That was more critical for the cars back then than it is
now, reckons Dr. Ullrich, because the wheels hardly had any space
in the almost production-standard bodyshell. When you drove off
the mirror, there was a high risk that you also damaged the front
fender, causing the wheels to start rubbing. These days, not only
are the wheels bigger and wider, they also have a lot more space in
the wheel arches.
Which brings us to the walk-round with the two gentlemen of the two DTM vehicles from yesterday and today. The V8
quattro looks long-legged and narrow, the A5 DTM low and wide.
The A5 is 18.5 centimeters lower, 13.6 centimeters longer and
13.6 centimeters wider than the V8, calculates Dr. Ullrich. Thats
what makes the difference. Both cars have 18-inch wheels but the
tires today are not only wider and higher, they also have a lot more
air in them than back then. Plus, ground clearance is a lot less and
thats compared with the current A4 DTM, too.
460 hp
In 1990, the close-to-series-production V8 already produced 420 hp.
A later increase to 460 hp took it to its performance limits. The new V8 in
the A5 DTM is throttled and could produce more.
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ultra
ultra-lightweight design has an important role to play in the
DTM, too. Carbon fiber helps save excess kilograms.
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Technical terms explained
Brief definitions of the terms used in this issue.
Glossary
Car-to-X-Communication
Car-to-X communication refers to a communications
technology whereby vehicles can communicate with
each other, with their owners and with the traffic
infrastructure via wireless networks. This benefits
fuel efficiency and safety and enables services such
as cash-free refueling.
Piloted Driving
At Audi, piloted driving is the application of technologies that enable a vehicle to drive autonomously
without any input from the driver.
Plug-in Hybrid
A plug-in hybrid (PHEV) is a vehicle with hybrid drive
whereby the battery can also be charged externally
by plugging it into the electricity grid.
Rapid Prototyping
Rapid Prototyping refers to a range of different processes for producing prototypes using components
made directly from CAD construction data.
DLP Technology
Digital Light Processing (DLP) refers to projection
technology that features a DLP chip equipped with
microscopically small mirrors. The technology enables brilliant reproduction of colors and top-quality
image contrast.
Boxwing airfoil
Boxwing refers to an airfoil layout whereby two airfoils of different shapes are arranged one above the
other and joined at the outer ends. This box-shaped
design delivers a higher degree of flight stability and
reduces fuel consumption.
EADS
The European Aeronautic Defence and Space Company (EADS) is Europes largest aerospace group.
Alongside the Airbus, EADS produces a wide range
of products for military applications and space
travel.
Fused Deposition Modeling
Fused Deposition Modeling refers to a fused layering process for the creation of three-dimensional
models using rapid prototyping (see ref.). The model
is formed by the layered fusing and curing of plastic
or wax material.
PMD Diode
A PMD diode (PMD = photo mix detector) is a means
of precise three-dimensional distance measurement. A light source sends invisible infrared light
into the field in front of the car at intervals of 10
milliseconds. It is reflected by objects there and sent
back to the sensor located in the base of the rear view
mirror. Detectors in the sensor measure the running time of the light beams and compare them with
a reference signal thus generating information
about the distance of the objects.
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Synthetic Gas
Synthetic gas is derived from non-crude-oil-based
sources such as natural gas, coal or biomass. This
synthetic gas can be used to synthesize a wide range
of hydrocarbons and thus a variety of different fuels.
NEDC
The New European Driving Cycle (NEDC) is used for
the calculation of fuel consumption. It incorporates four city cycles with constant driving at speeds
of 15, 32, 40 and 50 km/h, as well as one crosscountry drive on main roads and highways at a speed
of 120 km/h.
Objet Printer
Objet is the name of a market-leading company
that develops, produces and sells 3D printers for
rapid prototyping (see ref.).
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Pushrod Technology
Pushrod refers to a suspension technology commonly found in motorsport with springs and dampers arranged virtually horizontally within the
bodyshell.
Recuperation
Recuperation means the recovery of kinetic energy
derived from deceleration. Under trailing throttle
or during braking, the generator converts the kinetic
energy into electrical energy, which is then stored
temporarily in the battery. Recuperation reduces
the fuel consumption of internal combustion engines and is an important element in all hybrid and
electric drives.
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Impressum
AUDI AG
85045 Ingolstadt
Responsible for content:
Toni Melfi,
Head of Communications,
I/GP
Managing Editors:
Lisa Fting
Christine Maukel
Concept and Realization:
Hermann Reil
Graphic Concept and Layout:
stapelberg&fritz
Authors:
Paul-Janosch Ersing
Christian Gnthner
Agnes Happich
Lena Kiening
Johannes Kbler
Kristin Jurack
Christine Maukel
Hermann Reil
Daniel Schuster
Markus Stier
Thomas Tacke
Bernhard Ubbenhorst
Thomas Voigt
Photography:
Stefan Warter
Myrzik und Jarisch
Picture:service
Benjamin Maerzke
Robin Wink
Translation:
Elaine Catton
Illustrations:
Steven Pope
Scriberia
sxces Communication
Post Production:
Martin Tervoort
Printing:
Kunst- und Werbedruck
Bad Oeynhausen
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