audi encounter magazine 08-2012

8/20/2019 Audi Encounter Magazine 08-2012

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RecordElectric sports car withstands tough test

→ Page 16

IntelligenceClever material mix for extremely light cars

→ Page 86

EnergyMilestone victory for hybrid technology

→ Page 136

VisionNew mobility for big cities

→ Page 24

The Audi Technology Magazine2/2012


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The Audi Technology Magazine2/2012

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RecordElectric sports car withstands tough test

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IntelligenceClevermaterialmix forextremelylightcars

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EnergyMilestone victory for hybrid technology

Page136

VisionNewmobility for big cities

Page24

TheAudiTechnologyMagazine2/2012

VisiNewmobility fo

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TheAudiTechnologyMagazine2/2012

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Every future Audi model will also be an emotionalexperience. Driving an Audi is always a joy, regardless

of its drive technology. Michael Dick

Michael Dick, Member of the Board of Management ofAUDI AG, Technical Development.

Individual mobility is a fundamental expectation of

modern society, and it is without a doubt also one of the clear pre-

equisites for its ability to function. We at Audi are working inten-

ively on the future of this mobility, on a resource-conserving, safe

nd comfortable mobility – and one that also looks beyond t he

utomobile. One example is the Audi Urban Future Award, which

ees participants developing individual visions for a variety of urban

egions around the world.

One thing is certain – every future model from Audi will

be an emotional experience; driving an Audi is always a joy – regard-

ess of its drive technology. I was imp ressed recently by a day I

pent at the Nürburgring – before its official world premiere, the

Audi R8 e-tron achieved a record time for a series-production ve-

hicle with electric drive. For Audi, electromobility never means

acrifice, but always emotion, sporting character and driving fun.

This is why it was also important to me that our e-tron vehicles be

iven their own unique sound that doesn’t simply fulfill a function,

but also offers a dynamic experience. The task was not easy, but the

outcome is impressive.

Driving fun also means not having to dri ve when it’s not

fun. Driving around a parking garage is one trip that many of us

would rather avoid. Our Parkhauspilot project will one day relieve

us of this task; your Audi will autonomously seek out its parking

spot, as just one example of the phenomenal growth in the intel-

ligence of our models. Find out more in this issue.

I would also like to offer heartfelt congratulations to

the makers of the Audi Technology Magazine. Recent weeks have

seen Encounter win two highly respected awards. The magazine

received the red dot award: communication design 2012 for its

high design quality. It was also honored with the Best Corporate

Publishing Award 2012 in gold.

Now discover in this latest issue of our award-winning magazine a

few of the ideas with which we are heading into the future and on

which we are working with passion. Enjoy!

Yours truly,

Encounter Technology


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At full power

Audi set a record on the Nürburgring Nordschleife with

he R8 e-tron. Professional driver Markus Winkelhock rode the electric sports car

round the track in 8:09.099 minutes.

40minutes is all it takes for the R8 e-tron tofast-charge at the electricity station.

→ Page 16


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A view into the microcosm

Tiny particles – with the aid of the scanning

electron microscope, Audi technicians can identify the tiniest problem

in a material.

500,000times is the maximum magnification of thescanning electron microscope.

→ Page 52


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The lighter the better

The weight of the new A3 has been reduced by up to

80 kilograms – through extensive lightweight design measures in all areas,

uch as the chassis.

2.3kilograms of weight are saved by each ofthe front axle’s new swivel bearings.

→ Page 72


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At the limit

The Audi TT evo plus technology showcase weighs less

than 1,000 kilograms. Behind this amazing figure are new materials like CFRP

and innovative jointing technologies.

163kilograms is the weight of the Audi TT evo plus bodyshell,43 kilograms less than the series version.

→ Page 86


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A new dimension in sound

What is the sound of electric dynamism? Audi

has developed a characteristic acoustic profile for its R8 e-tron

high-performance sports car.

3years is how long it took to develop thesound for the Audi R8 e-tron.

→ Page 106


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Mindset It was the courage to innovate that put Audi at the top.The company wants to expand its lead with a constant stream of new ideasand with a clear approach.Mindset.

16 Rock at the Ring24 A Vision of DiverCity32 The Sixth Element38 Circuit Training42 Bike’s Peak50 Design Cycle52 Tiny Particles62 Open Planning

4 Encounter Technology 15 Encounter Technology


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Record drive on the Nordschleife 8:09.099 min – the Audi R8 e-tron achieved arecord time on the Nordschleife for series-production cars with electricdrive. At the wheel was racing driver Markus Winkelhock.

Rock at theRing

Technical Data Audi R8 e-tron

Power 2 x 140 kW (190 hp)

Max. torque 2 x 410 Nm

Battery capacity / voltage 48.6 kWh / 389 V

0 – 100 km/h 4.6 s

Range ca. 215 km

Vmax 200 km/h*

Length / width / height 4431 / 2029 / 1252 mm

Wheelbase 2650 mm

Curb weight 1,760 kg

*electronically limited

Join the R8 e-tron on its record drive!

www.encounter.audi.com



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The men of the Audi team still seem very

relaxed, despite the many cameras and de-

spite the movie helicopter clattering around in the evening sky

above grandstand T 13. Michael Dick, Board Member for Technical

Development, has positioned himself at the crash barrier that di-

vides the short pit lane from the track. Engineer Tobias Schneider

is once again checking data on his laptop, while his colleague Karl-

Heinz Meitinger is bent over in conversation with Markus Winkel-

hock at the open door of the R8 e-tron.

The man with the white/orange/blue helmet, through

which only his eyes are visible, is the one around whom everything

is turning and, at the s ame time, the calm center of the storm.

Winkelhock is a high-speed professional. Five weeks previously, he

won the 24-hour race here at the Nürburgring in the Audi R8 LMS,

together with his team mates Marc Basseng, Christopher Haase

and Frank Stippler. It was the first overall victory for Audi at the

Eifel classic. Now Winkelhock has a new and unusual task – to set

the world record for electrically powered series-production cars at

the Nordschleife.

Flashback – it’s a cloudy day on the Thursday before the

record attempt. In the Audi workshop close to the Nordschleife are

three R8 e-trons. Development engineers have been driving them

since Monday as part of everyday testing. The electric sports car

has already hinted at its potential, with times of around 8:40 min-

utes and a whole package of high technology.

Each of the two large electric motors d rives one rear

wheel via a fixed ratio with up to 140 kW (190 hp) and 410 Nm of

torque. The bodyshell is an innovative multi-material concept made

from carbon-fiber reinforced polymer and aluminum – the high-

performance sports car has a curb weight of 1,760 kilograms, not

much more than an R8 V10, despite the fact that the lithium-ion

battery with its capacity of 48.6 kWh accounts for 550 kilograms.

The energy management of the Audi R8 e-tron is highly

developed – typical for the work carried out at Aud i. “In series-

production trim with the speed limiter set at 200 km/h, the elec-

tricity is enough for two laps,” explains drive specialist Schneider.

“This is a very good figure, because the Nordschleife is extremely

energy intensive. A car with a powerful internal combustion engine

can end up with an average consumption of 65 liters per 100 km.”

Text Johannes Köbler

PhotosStefan Warter

and Alexander Herbold

The Nürburgring Nordschleife, the most beautiful and

most difficult track in the world: 20.832 kilometers long, 33 left

and 40 right-hand bends, gradients of up to 17 percent, an altitude

differential of 307 meters. “Here, every single mistake takes you

right into the crash barrier,” says Winkelhock. “I always have re-

spect for the Nordschleife. And I am really excited about what we’re

doing here. I’ve never driven an electric car before.”

Karl-Heinz Meitinger, Audi Specialist Team Leader for

Chassis, accompanies Winkelhock on his first rendezvous with the

R8 e-tron and explains its features. “The electric motors work in-

dependently from one another. We generate torque vectoring by

regulating them as required. At the front, you have normal hydrau-

lic brakes and electromechanical ones at the rear. But, in practice,

your braking at the rear axle is almost always with the electric mo-

tors – you recuperate energy. The springs are made from glass-fiber

reinforced polymer, but they function exactly the same way as steel

springs. 58 percent of the vehicle weight is on the rear axle; the car

is very agile.”

Markus Winkelhock and Tobias Schneider climb into the

R8 e-tron, and the sports car rolls silently out of the workshop. It

returns 20 minutes later with a happy driver at the wheel. “Sure, it

might not drive like the R8 race car, but the torque it lays down

when pulling out of the slow corners is unbelievable,” says Winkel-

hock. “I drove a little carefully first time out, because it was still

damp in a few places, and because it’s difficult to judge the speed

correctly when there is no engine sound. I’m very impressed.”

Driving, getting to know the car better, testing differ-

ent software variants for the drive and braking management, sort-

ing out minor complications – the Audi team works its way through

an extensive program on this Thursday. No track in the world is bet-

ter suited to this than the Nordschleife, with its fast and slow, in-

ward and outward hanging bends, with its jumps and compressions

and with its level of grip, which is always full of new surprises.

Preparations – the Audi R8 e-tron in theworkshop at the Nürburgring. Below – driverMarkus Winkelhock.

Talking shop – Michael Dick, BoardMember for Technical Development (left)with Project Leader Ralf Schelchshorn.

Thermal management – the heat pump

in the front of the R8 e-tron is a major effi-ciency factor.

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In order to drive fast efficiently, it is important that the

recuperation* functions all the way into the heavy braking zone.

When Winkelhock lifts his foot from the drive pedal, the effect is

similar to the drag torque of a powerful gasoline engine. When

braking into the bends, the recuperation increases steadily until

reaching a peak of more than 200 Nm of braking torque – energy

that flows back into the battery. The brake discs on the rear axle

remain almost cold for the entire lap. “Markus knows from his en-

durance race cars how to drive quickly and efficiently at the same

time,” comments Meitinger.

While the cars “fill up” with electricity at the rapid-

charge station, which takes around 40 minutes, Tobias Schneider

and his colleague Alexander Kruse evaluate the drive data on the

laptop. “Right away in the Hatzenbach, we were unable to maxi-

mize torque at the inside wheel because the tires were still cold.

And both rear wheels must have been in the air for a short time at

Flugplatz,” says Kruse. “Here, that’s the Fuchsröhre,” adds Schneider.

“At a speed of 226 going downhill with his foot to the floor! And he

really flies up the hill after Karussell, from 100 to 180 in seven-and-

a-half seconds.”

On the record attempt the following Tuesday, Winkel-

hock will drive two laps in one go in a completely production-stan-

dard R8 e-tron – the ultimate endurance test for the car’s range.

There will then follow a single lap with a second car, which will be

taken to its dynamic limit with sports tires and the speed limiter

increased to 250 km/h. What time might we expect to see here?

Meitinger deliberates before answering: “An eight-twenty could be

in there, close to our series-production R8. But, of course, when

you take the weather into account …”

The following Tuesday brings summer to the Hoch-

eifel, much to everyone’s surprise. Shortly after sunrise, long be-

fore the start of everyday business, the Audi troupe is at the track,

which is already free from dew and mist. Markus Winkelhock lets

the R8 e-tron fly, completing a single lap in 8:09.099 minutes,

climbs out and smiles broadly: “That was all very straightforward!

Okay, the tires were not completely warm and I didn’t drive at 100

percent. You have to be a bit careful in the fast sections like the

Schwedenkreuz or the Pflanzgarten jump. But I was really able to

make up time.”

The day is spent making final tweaks to the setup. That

evening, the team heads out once more, under the watchful eye

of Michael Dick, Board Member for Technical Development, Axel

Eiser Head of Engine Development and Karl-Heinz Hollerweger,

Head of Total Vehicle Development. A notary and an observer from

the Deutsche Motorsportbund (German Motorsport A ssociation)

have appeared on grandstand T13. At 19:44 hours, Markus Winkel-

hock starts the double lap. Almost silently, the R8 e-tron flies

across the start line – a mildly disconcerting apparition in the world

of screaming engines throws itself into the tight left arc and disap-

pears from sight.

The stopwatch at the crash barrier is running, the sec-

onds mount, each accompanied by a soft click. Waiting and hoping,

there’s not much else left to do. Even Michael Dick, who is also

timing the lap on his own watch, can’t hide his nerves: “I would

actually prefer to be sitting in the car myself. This not knowing until

he comes back from the long section is pretty tough.”

Finally – the screeching of tires under pressure, a dron-

ing rattle as the car drives over the curbs and then the red phantom

shoots across the finish line. The clock stops at 8:30.873 minutes.

In the following lap, Winkelhock is even faster with 8:26.096 min-

utes, equating to an average speed of 147.95 km/h. “Less than 17

minutes for two consecutive laps,” reckons Project Leader Ralf

Schelchshorn. “That’s a time that won’t be broken anytime soon!”

Winkelhock rolls with the R8 e-tron in front of the

grandstand and steps out to the applause of the team, has a quick

high-five with Dick and Schlechshorn, then switches to the sister

car for the fast single lap. More tension and crossed fingers until

the car returns – after 8:13.490 minutes, around four seconds

slower than the amazing fastest time from that morning. “The tires

took too long to get up to temperature after the start,” reports

Winkelhock. “That’s where I lost the time …, oh well.”

Four seconds up or down – that doesn’t make a differ-

ence anymore. Celebration and hugs all round, beaming faces, the

R8 e-tron is treated to a champagne shower. Michael Dick has the

final word after the record has been set: “Performance and efficien-

cy are a great pairing with us. Our R8 is a showcase project, a dynam-

ic laboratory in which we are working on the technologies for the

electromobility of the future. Today, we used it to set a milestone.”

I’m impressed! The torque the

e-tron lays down pulling out of the slow

bends is unbelievable.

Markus Winkelhock, Race Driver

Dynamo – Markus Winkelhock inthe Karussel, one of the slowest s ectionsof the Nordschleife.

Measurements – the temperaturesof tires and brakes discs playan important role.

Starting procedure – final data check inthe pit lane right before the start.

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* see glossary, pp. 168 –1690 Encounter Technology 21 Encounter Technology


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It was all very straightforward.

I was surprised myself by how much I was

able to get out of it.

Markus Winkelhock, Race Driver

Audi R8 e-tron on its record lapNordschleife

From section to section:

Markus Winkelhock’s record lap on theNürburgring Nordschleife.

20.832 km of full concentration –

the Nordschleife has 73 bends and gradientsof up to 17 percent.

The Brünnchen section – the difficultdouble-right holds cult status among Nord-

schleife fans.

“The waiting isn’t easy” – Michael Dicktimes the lap on his own watch.

Winners – Schelchshorn hugs Winkelhockafter the record drive.

5

6

7

8

7

8

6

Hatzenbach

70.7 km/h91 kW3,436 rpm

Quiddelbacher Höhe

126.8 km/h263 kW6,122 rpm

Metzgesfeld165.4 km/h280 kW7,924 rpm

Döttinger Höhe250.7 km/h

233 kW12,013 rpm

Galgenkopf 140.3 km/h

48 kW6,734 rpm

Pflanzgarten205.1 km/h

258 kW

9,826 rpm

Carraciola-Karussell79.8 km/h61 kW3,822 rpm

Schwalbenschwanz95.6 km/h

20 kW4,569 rpm

Brünnchen

100.6 km/h79 kW

4,827 rpm

Schwedenkreuz245.9 km/h200 kW11,780 rpm

Aremberg97.7 km/h

30 kW 4,684 rpm

Bergwerk

102.6 km/h96 kW4,914 rpm

Kesselchen220.9 km/h262 kW10,575 rpm

Hohe Acht106.5 km/h48 kW5,147 rpm

Klostertal158.9 km/h22 kW7,615 rpm

Legend: Section Vmax Power Revs

Fuchsröhre226.2 km/h280 kW

10,852 rpm



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Istanbul

Ingolstadt

Mumbai

Pearl River Delta

Tokyo

São Paulo

BosWash

Certainty –

By 2050, the number of people living

in cities will be almost as high as

the population of the whole world today.

2050

issues: In 20 or 30 years will we still be driving and refueling our

cars ourselves? Will the city of the future still need intersections

and traffic lights?

In order to be successful as a global brand, Audi must

take local needs into consideration. No two major cities are the

same. Tailor-made concepts are the order of the day; every city

needs its individual user manual for the future. Think glocal –

is therefore also the approach taken by the Audi Urban Future

Award 2012. Six international firms of architects compete for

Germany’s most highly endowed architecture prize and put

their own metropolitan region under the microscope – Boston/

Washington, Istanbul, Mumbai, the Pearl River Delta, São Paulo

and Tokyo. The search is on for visions that are locally anchored

but globally relevant. This is about the transition to a new and

sustainable mobility – like in the Pearl River Delta, where 80

million Chinese people will soon be living, or Istanbul, the melt-

ing pot between Europe and Asia.

The architects presented their first ideas in Ingol-

stadt in mid-May. The most innovative and forward-thinking

concept will be presented with the Audi Urban Future Award in

October in Istanbul. It will be turned into a city dossier that will

provide Audi with inspiration for specific research projects.

On the following pages, you will meet the partici-

pants in the Audi Urban Future Award and learn what kind of rele-

vance their work has for Audi.

Seeing into the future has fascinated hu-

man beings for time immemorial. Whether

it’s simply a matter of reading the tealeaves or serious science,

getting to grips with what is yet to come has a certain attrac-

tion – where is this journey headed? And what is moving the world

of tomorrow?

One thing is certain – in the year 2050, the number

of people living in cities will be almost as high as the population

of the whole world today. This presents an enormous challenge.

What trends will define our everyday lives? How will we be mo-

bile in future?

The best way to predict the future is to shape it your-

self, which is why, in 2010, Audi established the Audi Urban

Future Initiative – a think tank for tomorrow’s mobility. Audi is

working together with town planners and architects to explore

the future. The Insight Team with nine Audi experts ensures

the transfer of the results into the company. At regular meetings,

this internal company think tank discusses a diverse range of

Text

Eva Backes

Photos

Architects

Watch the AUFA video!www.encounter.audi.com

A Vision of

DiverCityThe best way to predict the future is to shape it yourself.

Six international firms of architects compete for the Audi Urban

Future Award, Germany’s most highly endowed architecture

prize, and put their own metropolitan region under the microscope.

25 Encounter Technology4 Encounter Technology


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ão Paulo

o Paulo is the most populous city

the southern hemisphere.

e average commute from home to

ork takes 2.5 hours every day.

2.5 h

Mumbai

The population density in Mumbai is around

28,000 people per square kilometer,

more than seven times greater than Berlin.

1 km² = 28,000

Questions

What does the word “mobility” mean to you?“Mobility is an intrinsic human desire, reflected in the first steps of a child. Thisdesire for displacement is a natural state of being. The term is also loaded

with conflicting agendas defined by personal and collective modes of transport.Specific attributes of mobility that shape our ideas include; the surface, navi-gation, collective mobility, scales and function of mobility, potentials ofcongestion, potentials of the city and the contradictions of contemporary urbanmobility. Often the need for mobility is inflicted by an incapability of urban

populations to reorganize alternative forms of living. Consequently, commut-ing becomes a lifestyle that consumes much of our time.” How will São Paulo be mobile in future?

“Traveling must become either part of a new multilayered society where mobil-

ity, work, recreation, eating and sleeping become part of us or we will haveto change the city around us. Mobility must become multifaceted and capableof embracing the "culture of congestion" and rapidly changing environmentsand scenarios. Future travel will breed new urban conditions emerging fromenhanced transitions between scales of mobility – these are currently in a

state of tension. Future mobility infrastructures will play a key role in shapingheterogeneous modes of living and in shared social dialogue.”

Learning for Audi

“Densely populated cities like São Paulo need a mobility mix – this is also appar-ent from the ideas emerging from Urban Think Tank. As a premium manu-facturer, we want to offer the customer suitable solutions that connect urbanmobility with positive experiences.”

Nadine Endress works in the Brand and Customer Strategy function onthe issue of mobility services.

Outline

Founders: Alfred Brillembourg and Hubert

Klumpner

Teaching positions:Since 2007, Brillembourg andKlumpner have been teaching in New

York at the Graduate School ofArchitecture, Planning and Preser-vation at Columbia University, wherethey established the SustainableLiving Urban Model Laboratory

(S.L.U.M. Lab). They have been pro-fessors of architecture and urbandevelopment at the ETH Zürich since2010.

Company profile:Interdisciplinary office workingin the glocal context, buildingbridges between industrialized na-

tions and third world countries.

Urban ThinkTankSão Paulo,Brazil

Questions

What motivates you to take part in the 2012 award?“The link between urban research and urban interventions, specifical ly howdifferent forms of maps and projections can help rethink interventions within

today’s urban realm is one of the primary interests of CRIT. We see the AudiUrban Future Award 2012 as being consistent with this interest. It has providedus with an opportunity to develop our ideas on contemporary cities as wellas to test them in an international forum, which brings together a range of dif-ferent urban experiences. We also believe that it is industry that forces aca-

demic interest in the non-western world and we want to support initiatives inthis direction.”

Learning für Audi

“With CRIT, we have gained a better understanding of the logic of the city ofMumbai. There is a demand for new forms of mobility that are particularlyefficient in their use of space as a resource and also guarantee transport fromA to B in the chaos of a densely populated urban environment.”

Lisa Füting works in Communication, Cu lture and Trends where sheis responsible for the Audi Urban Future Initiative.

CRITMumbai, India

Outline

Founders:Rupali Gupte and Prasad Shetty

Teaching positions:Rupali Gupte is an architect, authorand town planner and teaches atKRIVA University in Mumbai; PrasadShetty is an architect and urban

researcher.

Company profile:CRIT is examining closely the current

situation in Mumbai and sheddinglight on the changing urban environ-ment.



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earl River Delta

ound 80 million people will soon

e living in the Pearl River Delta, around

0 percent of them migrants.

e region is seeking a new identity.

80%

Tokyo

Tokyo has 7.5 million commuters

every day, yet the subway

rarely ever suffers from delays.

7.5 M

Question

How will you get from A to B in Hong Kong in 2050?“This is a difficult question, the answer to which relies mainly on the desire of the

human being and the technology available. I think a diversity of choices for

traveling are necessary, such as seamless connections via public/private trans-portation or cyber-net, depending on the mood and desire of the traveler, andthe speed of connection we want from moment to moment. The future isall about diversity of needs, and diversity of possibilities to meet those needswithin a moment or within the maximum desired timeframe.”

Learning for Audi

“China is our most important market and we have production facilities there,

too. We want to work with Node to achieve a better understanding of the iden-tity and structure of society. We need this knowledge in order to support thetransition to sustainable mobility and to play a worthwhile role in its creation.” Felix Schwabe is responsible for innovation management within theAdvanced Technology function of Audi P roduction.

“People have a desire for self-determination, especially in mega-cities likeShenzhen and Hong Kong. Individual mobility available round-the-clock is oneanswer to that, and thus the desire of many people, especially in urban areas.

But there is no su ch thing as the definitive city, and therefore no definitivesolution for individual mobility. Our challenge is to filter the right solutions forAudi out of the many possible candidates – we can learn this from the regionscovered by this year’s Audi Urban Future Award.” Klaus Verweyen is Head of Produc t Strategy, Innovation and Feature

Planning.

Outline

Founder:Doreen Heng Liu

Teaching position:Urban Planner Liu is a professor atthe Chinese University of Hong Kong.

Company profile:NODE is dedicated to the complex-ity of town planning, nature,landscape, tradition and culture.

NODEArchitecture &UrbanismPearl River Delta,China

Questions

Why are you participating in the 2012 award?“I think that the time has come when we must find a new concept for the city.I think the current vision of the city is beginning to fail to meet the environ-

mental and social needs of modern society, what people have now or what theyare looking for. I thought the Audi Urban Future Award was a good opportu-nity to investigate this.” What does mobility mean for you?

“I am interested in a free transportation system that is independent of infrastruc-

ture, or an invention beyond the infrastructure we currently have. I think it isbetter to reconsider current transportation on many various levels. I think thatmobility is an inherent condition of our freedom; something that we havewithin ourselves.”

Learning for Audi

“Ishigami’s visions show us how important it is to think beyond pre-conceivednotions of space and infrastructure. Only then is it possible to develop specific

regional solutions for tomorrow’s mobility.” Dominik Stampfl works on sustainable mobility within the StrategicCorporate Planning function.

Outline

Founder: Junya Ishigami

Teaching position:Ishigami has been a professor atTohoku University since 2010.

Company profile:The office is focused on poetic andvisionary architecture. Ishigami func-tions on the boundaries betweenurban planning, architecture and art.

Junya Ishigami+ AssociatesTokyo, Japan



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Outline

Founders:Selva Gürdoğan and Gregers TangThomsen

Office Profile:Interdisciplinary office working pri-marily in a local context to build abridge between the technology and

construction industries.

Research focus:Mapping projects that analyze the

social, economic and demographicstructures of the city of Istanbul.

SuperpoolIstanbul, Turkey

Questions

Tell us your first ideas!“What strikes visitors the most when encountering Istanbul is its seemingly

boundless energy; every corner of the city is bustling with life. The more time

you spend in Istanbul, the more you start wondering where all this energyis channeled. It is not always evident. Our concept will attempt to tap into thiswealth of dynamism and steer it into meaningful and much needed discus-sions about the city. Over the next few months, we will initiate a series of inter-ventions in the digital realm, as well as a speculative project proposal, cre-

ating an umbrella of initiatives."What inspiration have you taken from your visit to Audi?

“Most impressive was the just-in-time delivery of components to the assemblyline. Contrary to our expectations, each car on the assembly line was different

from the one before and after it. The technology that makes it possible toplan at such an incredible scale of options and precision is exciting. It points tohow critical digital infrastructures can be for large organisms, like cities.”

Learning for Audi

“The car is one of the mos t important forms of transport in Istanbul. The chal-lenge is to optimize traffic flow in the burgeoning mega-city. Working to-gether with Superpool, we are seeking different approaches to an intelligent

infrastructure.” Attila Wendt works in Technical Development for the Chassis department.

“Particularly in the context of Audi connect, I am utterly convinced that we,as a premium manufacturer, will make our contribution to sustainable mobility.

The paradigm shift that autonomous driving will someday bring with it isgelling in a highly pragmatic way – for instance, a completely networked carthat communicates with other road users and the environment no longerneeds traffic signals and road s igns.”

Christian Labonte is responsible for the Design Fundamentals andFuture Developments function.

Questions

How far have you come with your concept for the 2012 award?“Right now we're in the process of constructing narratives around the futureswe'd like to design, in order to see the effects of our thinking on the urban

environment. For instance, if we were to imagine some future mobility technol-ogy, it's helpful for us to imagine how that influences the ordinary aspectsof everyday life, like getting to work, buying groceries or having goodsshipped to your home. To tell stories that imbed new technologies in theseeveryday events allows us to imagine architecture and infrastructure work-

ing differently and doing different things than we've come to accept over time.”

Learning for Audi

“Society is changing and, as a premium manufacturer, we have the chance, butalso the responsibility, to reshape things. We are learning from Höweler +Yoon how much potential there is in the Boston/Washington region for newinfrastructure projects. Concrete ideas – such as the development of smartstreets – present Audi with excellent opportunities to participate in shaping

the region.” Anne Maier works in the Product Strategy department dealing withfuture customer needs and their relevance for products.

Outline

Founders: J. Meejin Yoon and Eric Höweler

Teaching positions:Yoon is a professor at MassachusettsInstitute of Technology,Höweler teaches at Harvard.

Company profile:Multidisciplinary office workingat the boundaries betweenarchitecture, technology and urban

planning.

Höweler + YoonArchitectureBoston/Washington,USA

tanbul

tanbul’s population has multiplied

y a factor of ten since 1950.

e average age in Turkey is 28.

the EU it is 42.

28 years

Boston/Washington

BosWash is the 750km band of

cities along the Atlantic coast of America

that stretches from Boston to

Washington D.C. One third of the USA’s

GDP is generated here.

750 km



18/85

Lightweight design cooperation between Audi and Voith Carbon is the sixth element on the periodic table and thebasis for extremely high-performance materials. At Audi, CFRP and other fiberreinforced materials are important factors in ultra-lightweight design. Thecooperation with Voith plays an important role in the strategy for the future.

The SixthElement

[He] 2s² 2p²12.0107[8]Carbon

C6



19/85

At what point in the process does the practical work begin?

Dr. Elend: We are starting at the moment with the fiber mats that

we buy from an external supplier. Audi and Voith are not chemical companies;

we are not interested in manufacturing the fibers ourselves and thus com-

mitting ourselves to one specific material. What we want to do first is master

the production of the components and gain knowledge on which materi-

als, semi-processed parts and production processes are suitable for pos-

sible high-volume applications. Furthermore, we would like in future not

to buy the fibers and semi-processed parts – the webbing and mats – off-the-

shelf, but instead to tailor them to our specific needs.

What fibers other than carbon fibers are still of interest

to you?

Haverkamp: Basalt fibers are relatively easy to work with and you

can use them to make parts with thermal insulation properties. We could

achieve the integration of a new function and dispense with, for instance,

protective panels. Natural fibers are becoming increasingly interesting

because of CO₂ considerations. And glass fiber is obviously an attractive and

relatively cost-effective material for many areas of application.

Dr. Lutz-Eike Elend, Head of the Audi Lightweight

Design Center*, Claus Haverkamp, Head of Bodyshell

Concepts and Lightweight Design Technologies at the Audi Lightweight Design

Center and Dr. Lars Herbeck, CEO of Voith Composites GmbH discuss their

cooperation in fiber-reinforced polymers (FRP)*.

Audi and Voith are conducting joint research and

development in the field of fiber-reinforced polymers.

How did this partnership come into being?

Dr. Elend: We decided about three years ago to seek an external

partner with whom we wanted to address the new task. We looked around first

in the aviation industry, but recognized very quickly that, although there is a

great deal of know-how in the sector, there was only limited willingness to

rethink the manufacturing structures. Voith, on the other hand, is a strong

equipment manufacturer that approaches the issue of fiber-reinforced poly-

mers in a very open and forward-looking manner. We are convinced that it is

the right partner for the industrialization of the process.

Dr. Herbeck: Our group has gathered experience with CFRP* in its

core business activities over many years across a number of different areas,

such as rollers for paper machines, nose sections for trains and ship propellers.

When we looked at the expansion of our activities with the target of pushing

forward the development of industrial manufacturing processes for com-

posite solutions* we, too, spoke with many different companies. AUDI AG,

the leading innovator in lightweight design, fitted perfectly with our own

ideas. We were impressed by the systematic approach with which Audi back

then established a new vehicle concept using aluminum.

Haverkamp: Our view is that we always want to work with the

best. The names of Audi and Voith have such a good reputation that the big-

name producers of fibers and resins approach us of their own volition and offer

to cooperate with us on future projects.

Text Johannes Köbler

PhotosMyrzik und Jarisch

Abstract graphic – CAD representationof the parts cut from the CFRP matusing the cutter.

Complex – the cut-out parts arelater crafted by hand into a CFRP sparewheel well.

Audi expert – Dr. Lutz-Eike Elend,

Head of the Audi L ightweight Design Center. Voith specialist – Dr. Lars Herbeck,CEO of Voith Composites GmbH.

1 2

3

4

3

4

By the year 2020, I can envisage fibercomponents in the mid-size class or evenin certain areas of the compact class. Dr. Lutz-Eike Elend

The technical facilities of Voith and Audi arecomplementary. We can take differentroutes and thus develop the best solution. Dr. Lars Herbeck

* see glossary, pp. 168–16935 Encounter Technology


20/85

What is the current status of your cooperation?

Dr. Herbeck: Our joint teams are working on a whole series of proj-

ects. The FRP pilot line that we commissioned a few months ago in Garching

near Munich complements Audi’s technical center in Neckarsulm in a very

targeted manner, because it uses other technologies in areas such as cutting

equipment and the RTM press*. We can follow different paths and thus

develop the best solution.

Have you already found the definitive route for the

production of FRP components?

Dr. Elend: The process of choice is always dependent upon the

functional characteristics of the components, the volumes and the cost.

When it comes to the volumes we are addressing currently and over the next

few years, we prefer the RTM process, where we are seeking to reach a pro-

cess interval of less than three minutes. However, when you think beyond

that to more than 100,000 vehicles per year, you have to consider other

technologies like hot pressing.

To what extent is lightweight design a matter of cost?

Dr. Elend: Models like the R8 and the A8 are our technology show-

cases, where we stretch the boundaries somewhat farther. When it comes to

the high-volume models, economical factors obviously play a more important

role. But by the year 2020, I can certainly envisage fiber components in the

mid-size class or even in certain areas of the compact class. We are making

the entire materials portfolio accessible; we are combining all materials into

our multi-material spaceframe in order to create a feasible overall concept.

In parallel, we are also establishing extensive expertise in the field of joining

technology.

Dr. Herbeck: The major cost factor is the fibers themselves. In

CFRP, they account for 80 to 90 percent of the material cost, which is why we

are working together on new, more cost-efficient semi-processed material

supplies. If we successfully manage to manufacture the parts cost effectively

and quickly, then CFRP and other FRP materials will have a great future. With

higher volumes, we can then work on building a real mass-production system.

Would fiber-reinforced polymers also makes sense in

areas other than the bodyshell?

Dr. Elend: Yes, the R8 e-tron for example has a battery casing and

crash structure made from CFRP. On the R18 Le Mans race cars, the transmis-

sion casing is made from the same material. The fascinating thing about

the new fiber materials is functional integration – like a fuel tank that is inte-

grated as a load-bearing element into the floor structure. Our e-tron models

in particular call for a fundamentally new approach to the layout of the

bodyshell architecture, which offers all sorts of possibilities.

Haverkamp: On top of that we also have the chassis and drive as

possible areas of application. We already have fiber-reinforced con rods and

we could just as well envisage propshafts and drive shafts made from FRP

materials. We are examining the entire vehicle and talking with our colleagues

in the various specialist areas.

What is the plan for your cooperation going forward?

Dr. Elend: It is set up as a long-term cooperation and will also

become an important project for the entire group, in which other brands can

participate. We are happy to take on the lead role, as always in lightweight

design.

Dr. Herbeck: The strength of our partnership is that we face all

challenges together, in an open and trusting way. The cooperation of two com-

panies with the image and the innovative power of Audi and Voith is a great

asset, and one that we want to continue using.

Pre-cut blank – Voith Composites is

running an FRP pilot line in Garching, whichalso incorporates a CAD cutter. Detail of the RTM press – the mixing head

handles the dosing of the resin and thecuring agent at a pressure of around 140 bar.

5 6

Audi specialist – Claus Haverkamp,

Head of Bodyshell Concepts andLightweight Design Technologies at theAudi Lightweight Design Center.

Cutting equipment – CAD-controlled,

high-frequency spindles cut thecomponent to its final shape. They rotateat around 21,000 rpm.

7

8

7

8

* see glossary, pp. 168 –169

Our view is that we always wantto work with the best. Claus Haverkamp

37 Encounter Technology


21/85

1.33 T

CircuitTraining

50%

What is CO₂?

We exhale it. We use it to extinguish fires. It puts the

head on beer and the bubbles in champagne. CO₂ is almost everywhere. The

abbreviation stands for carbon dioxide, a molecule made up of one carbon

and two oxygen atoms. The invisible and odorless gas plays an important role

in the metabolism of all living things. Without CO₂, life on earth as we know

it would be impossible. However, carbon dioxide is also one of the compo-

nents contributing to the greenhouse effect. Too much of it in the atmosphere

and temperatures start to increase. In the worst case scenario, it could result

in climate change.

The major cause of the rise in CO₂ is we human beings. Every Ger-

man contributes to the greenhouse effect with ten tonnes of CO₂ p er year.

Energy consumption for heating and electricity production is the largest fac-

tor; up to 40 percent of global CO₂ emissions are attributable to that. Air-

planes are also major producers of CO₂. Just one long-haul flight to Thailand

equates to around 50 percent of the total amount of CO₂ produced per per-

son in Germany every year. But food also has an important role to play. Vege-

tarians, for instance, save 1.33 tones of CO₂ per year compared with “meat

eaters”. The transport sector is responsible for around 20 percent of global

CO₂ emissions.

Within the automotive industry, Audi is striving to play the lead-

ing role in environmentally friendly mobility. The major goal is overall CO₂-

neutral mobility over short, medium and long distances.

Audi lives and breathes environmental responsibility

Audi balanced mobility stands for the vision of overall CO₂–neutral

mobility. The first major step along the way is the Audi e-gas project. Four

wind turbines will begin producing renewable energy for Audi in late sum-

mer 2013. Alongside this, electricity is also being generated by the likes of

biogas facilities. Excess energy is converted into methane and can then be

stored within the natural gas network. The project is enormously forward

looking, because this environmentally friendly energy can be used to gen-

erate no less than three forms of drive energy – electricity for e-tron models,

hydrogen for fuel-cell vehicles and e-gas for the new TCNG cars*.

TextHanna van der Velden

IllustrationsBarbara Stehle

Audi balanced mobilityNature leads by example every single day – life is an endless cycle.

Audi has converted this fundamental wisdom into highly developed technology – the Audibalanced mobility initiative. Its aim is to achieve CO₂-neutral mobility. But whatdoes that really mean? And how is it even possible to make the CO₂ cycle neutral? Facts,figures and sketches on the topic of a mysterious chemical bond.

A long-haul flight to Thailandequates to 50 percent of the

average CO₂ produced per personin Germany every year.


Vegetarians save 1.33 tones

of CO₂ per year compared with“meat eaters”.



22/85

217

35°

350°

1 min = 300 km

A1 e-tron

.

1.500 ×

A3 TCNG

eGasA3 TCNG

15.000 km

Apple tree –arbon dioxide is everywhere, inclu-ing in the air. Plants extract it

nd use it for growth. Thus, it mightnd up in the form of sugar in anpple that we eat, before the core ishen later processed by a biogasacility.

iogas facility –Waste, slurry and, for instance, an

pple core are poured into a large vatmaintained at a tropical 35 degrees

elsius. The heat-hungry bacteriaorge themselves on the pile of wastend all organic material is processed.

he output from the simmeringarbage soup includes carbon dioxide.

Amine gas scrubbing –he resulting carbon dioxide is,owever, “contaminated” by otheras particles, which means run-ing it through the “CO₂ wash facil-

ty”. Instead of a 30-minute quickycle with spin, the washing pro-ess here takes just a few seconds.he CO₂ is sprayed with a solventhat separates the “clean” particles

rom the “dirty” ones.

4Offshore wind turbine –

At around the same time, we are00 meters above the sea bed. Be-eath us, the waves of the Northea beat against the wind turbine.he weather is stormy. The tips of the

lades rotate through the air atp to 250 km/h. The offshore windurbines in the North Sea use windnergy to generate clean electricity

or Audi, which is fed into the pub-c electricity grid. The Audi e-tron

models can be recharged directly byhis electricity. Just one minute of

work by a single wind turbine is

nough to power an A1 e-tron for 300ilometers. Sometimes more elec-ricity is produced than is required. Aroportion of it is then directed

rom the grid directly into a methani-ation plant – a kind of “CO₂ sauna”.

5Methanization plant –First, electrolysis is used to splitwater (H₂O) into oxygen (O₂) and hy-

drogen (H₁). Afterward, the CO₂particles scrubbed in the “wash facil-ity” are brought together with thehydrogen (H₁) in the “CO₂ sauna”.With the help of a catalyst, the mole-

cules reform at a temperature of350 degrees Celsius to create meth-ane (CH₄), i.e. Audi e-gas.

6

e-gas-storage –The public gas grid offers a capacityof 217 TerawattHours, making itthe largest existing energy storage

facility in Germany. If there is plentyof wind from the sea, the excesselectricity can be converted into e-gasand stored in the public gas grid.If desired, the energy can be fed into

a car via the gas grid at any time.

7Audi A3 TCNG –

Audi e-gas can be filled directlyas fuel. With the production volumesfrom the first installation, 1,500Audi A3 TCNG vehicles can drive for15,000 kilometers per year.

8The engine of the A3 TCNG –Audi e-gas is burned in the engine

of the A3 TCNG with the aid of oxygen.The energy generated drives thecar. The CO₂ from the exhaust is re-leased back into the atmosphere,where it is once again processed by

an apple tree. Thus, Audi is onlyborrowing available CO₂ and tempora-rily converting it into e-gas. Whenburned in the engine, the amount ofCO₂ released into the atmosphere

is exactly the same as that previouslyused to produce the e-gas.

217 TerawattHours of capacity isoffered by the public gas grid,making it the largest existing energystorage facility in Germany.

neutralCO₂ in circulationThe engine of the Audi A3 TCNG will burn Audi e-gas in future –

hus releasing only the same amount of CO₂ as was previously used to produce it.



23/85

Bike’s

Peak Audi e-bike Wörthersee This magnificent piece of hi-tech defies categorization –It is more than a bicycle and more than a pedelec. DTM driver Miguel Molinatakes the power two-wheeler of tomorrow for a spin today.

Full of tricks – the Audi e-bikeWörthersee is set up for stunts.



24/85

The blacktop is still wet from the overnight rain. This morning,

heavy clouds are hanging between the green mountains around

the race track in Spielberg, Austria. Preparations are fully underway for the DTM race

scheduled to run in two day’s time on the Red Bull Ring. In the midst of all this hustle

and bustle, the Audi e-bike Wörthersee is being unpacked. Miguel Molina, Audi driver in

the Deutsche Tourenwagen Masters (DTM) is already on the track and takes advantage

of the opportunity. He grabs a hold of the futuristic two-wheeler, catapults the front

wheel in the air, hops around for a moment on the rear wheel, balances for a few seconds

and starts to grin. “A wheelie is child’s play with this bike. Where’s the applause?” he calls

to his fellow race drivers.

The high-end sports machine has some extraordinary functions that facili-

tate an array of tricks and stunts. The wheelie mode makes riding on the rear wheel a

piece of cake. During a wheelie, in-built sensors analyze the position of the e-bike and

the driver’s weight in relation to gravitational force. Within just a few milliseconds, a

control unit then regulates the power drawn from the electric motor. As if by magic, the

e-bike holds the rider’s balance. Forward or backward movements can be evened out

by the electric motor. “This control unit is an existing series-production part from the

electronic stability system in the Audi A6. We modified it specially. In order to incorporate

TextRegina Brand


-tron – the Audi e-bike Wörtherseeets a new record in the world of e-bikes with

ts power-to-weight ratio.

Balanced Wheelie – the electronicwheelie mode provides the rider withhelp at the back wheel.

Power Wheelie – less experiencedriders who want to do a wheelie caneven set the desired angle.

2.3 kW



25/85

echnical data Audi e-bike Wörthersee

Motor power 2.3 kW peak output

ower-to-weight ratio 9 kg per kW

orque at the rear wheel 250 Nm

op speed in “Pedelec” mode up to 80 km/h (motor assistance)

Range

attery only 50 km,depending on weight of rider

With pedal assistance 70 km,depending on weight of rider

Overall weight 21 kg (including battery)

he lithium-ion battery is integrated into the frame. At a rating of 48 V it has a capacityf 530 Wh. At a 230 V outlet, the approximately 5-kilogram battery is fully charged

n two and a half hours. For long trail tours, it can be easily removed by hand and replacedwith a fresh battery.

Audi e-bike

it into our e-bike, we had to reduce the size of the sensors,” explains Heinz Hollerweger,

Head of Development, Total Vehicle at Audi. “This wheelie function gives us a USP that

has never been seen on a two-wheeler before.” Molina is impressed by the technologyand its ease of use. “I’m a total wheelie fan. I’ve never had this much fun with a bicycle

before,” laughs the 23 year-old race driver as he lifts the front wheel into the air again.

Then he leans his weight forward and disappears into the distance.

Be it a race course, steep mountain or rocky path – the Audi e-bike Wörther-

see is at home everywhere and a dream-come-true for trail bikers. With its lightweight

frame structure and low center of gravity, it is very compact and exceptionally agile,

even in extreme situations. The ultra-light CFRP frame* weighs just 1,600 grams. The

linkage that supports the rear wheel is also made from carbon-fiber and weighs just

2,600 grams (without damper). In line with Audi’s ultra-lightweight design principle,

every single component is designed to be incredibly lean. Material reinforcement is

used only where absolutely necessary. At an overall weight of just 21 kilograms and

a power-to-weight ratio of 9 kilograms per kilowatt, the Audi e-bike Wörthersee is a

record breaker. As a sports bike, it breaks out of every possible category – it can’t be

classed as either a pedelec or a bicycle. “We have created a new vehicle class with the

Audi e-bike Wörthersee. It’s a two-wheel technology concept designed for tricks and

stunts. Thanks to its height-adjustable seat and low seating position, it’s suitable for

all kinds of acrobatics,” explains Hollerweger.

Extreme lightweight design –the CFRP frame weighs just 1,600 grams.


Full power – with a top speed of 80 km/h,the Audi e-bike smashes all standard e-bike categories.

80 km/h



26/85

Meanwhile, Miguel Molina doesn’t pass up the opportunity to take full

advantage of the 2.3 kW peak power output on the winding race track. Using the on-

board computer touchscreen integrated into the frame, he selects the “pedelec” mode

and starts pedaling hard. He s hoots along the race track, returning a short time later.

“It’s a whole new experience to ride at that kind of speed on an e-bike. The on-boardcomputer display showed 80 km/h.” With up to 250 Nm of torque at the rear wheel, the

Audi e-bike Wörthersee reaches high speed very quickly indeed. Its hydraulic nine-

speed gearing delivers an incredibly fast shift action. At full tilt, Molina can depend on

the hydraulic disc brakes and the air suspension on the front fork (130 millimeters spring

travel). Those wanting to line up fancy tricks while riding can adjust the seat height

smoothly and easily by pressing a button on the handlebars.

To enable the DTM driver to share his e-bike adventures with his friends, his

smartphone is connected via WLAN* with the on-board computer using an antenna in

the front-wheel brake line. Outlandish trick sequences can be recorded by a small helmet

camera and immediately uploaded as a video to the Internet via smartphone using a

special app. Every successfully completed trick is then rewarded with success p oints.

As his score increases, Miguel Molina would receive awards and his level of difficulty

would rise. Via an overall ranking in the Internet, a rider can, if he wishes, measure his

performance against other trail bikers. Their locations appear as Facebook status posts

on the display of the Audi e-bike Wörthersee. “My friends won’t believe their eyes when

they see the videos,” grins Molina. He is delighted with his outing on two wheels: “It’s

really daring me to go for a ride off-road,” he calls, seeking out the nearest grassy hill

in the center of the Red Bull Ring. He comes face-to-face with a gigantic bull. The stainless

steel sculpture is the race track mascot and it’s rare for an uninvited visitor to venture

into his territory. The colossus gazes at Molina from a height of 17 meters. “He doesn’t

scare me – not on this bike,” laughs Molina.

Intelligent – one of the five operating modescan be selected via smartphone or directlyvia the on-board computer touchscreen. Thedisplay shows speed, distance covered, batterycharge status, energy consumption and the

current gradient.

Secure – before setting off, the lock has to bedeactivated by smartphone.


30°Networked – the wheelie angle canalso be set via smartphone.

Audi e-bike five operating modes

For less experienced riders there is the “Power Wheelie” mode with adjust-able wheelie angle. With “Balanced Wheelie” the electronic control systemcounterbalances the movement of the rider via the electric motor.

In “Pure” mode, the drive comes from the rider alone. In the “Pedelec” operating mode, the electric motor provides assistance;a top speed of up to 80 km/h is possible and a range of 50 to 70 km.

In the “eGrip” mode, the Audi e-bike Wörthersee is powered by battery alone,with a top speed of up to 50 km/h. The rider c ontrols the drive via a twistgrip and can configure the power as desired via the on-board computer.

If the rider wants to pedal at a constant power level, he selects the “Training”mode. In a head wind or on a gradient, the motor then compensates forthe added force required in order to maintain the same power output whiletraining.

Wheelie

Pure

Pedelec

eGrip

Training mode



27/85

It wasn’t just engineers that were involved in the

e-bike’s intensive development phase; Audi’s designers had their

hands full, too. The e-bike Wörthersee is one example of how

thinking and working at Audi also takes major departures from

conventional routes. It was styled in the Concept Design Studio

Munich. “Every detail bears the Audi genes. This is especially im-

portant when we develop a product outside of automotive de-

sign,” states Wolfgang Egger, Head of Audi Design. “The structure

of the carbon fibers, the layout of the components, the lighting

– all elements reflect the clear Audi design language. The homog-

eneous LED light strips in particular make the Audi e-bike imme-

diately recognizable as an Audi product.” With its futuristic de-

sign, it is far more than a regular bicycle.

“The choice of materials shows how closely design

and ultra-lightweight expertise are linked with one another. Strict

functionality and extreme sporting character were the funda-

mental principles of the styling. All design elements are system-

atically derived from their technical function,” says Egger. “Our

motorsport expertise was an important source of inspiration for

the design of the e-bike. We benefited particularly from the

experience in working with carbon, because the materials used

in the e-bike, too, have to be able to withstand extremely high

loads.” The 26-inch carbon wheels feature an all-new “Audi ultra

blade” design with broad, flat spokes optimized for the distribu-

tion of forces.

“With this showbike, we are demonstrat-

ing the very limits of technical possibility,”

explains Heinz Hollerweger, Head of Total Vehicle Development

at Audi. Be it styling, lightweight design, networking or electro-

mobility – the Audi e-bike Wörthersee is forward-looking in every

respect. “As a prototype, it brings together our core competences

of design, ultra, connect and e-tron.”

An ambitious cyclist, Heinz Hollerweger was the source

of the idea and the main initiator in the development of the Audi

e-bike Wörthersee. “We had had the idea for a long time. Then, at

the end of 2011, we got the green light. I invited all the develop-

ment engineers that are into cycling to a kick-off meeting. Many of

us are total bike freaks and know the scene extremely well. To opti-

mize the functions of the e-bike, we were in constant contact with

professional trail bikers during the development,” says Hollerweger.

The Audi e-bike Wörthersee was created in a process

involving a highly flexible working organization. Developing the

idea for an e-bike brought employees together from all areas,

with interdisciplinary networking playing a crucial role. “Through

the enormous enthusiasm for the task in hand, we were able to

bring together our expertise extremely quickly. Everyone pulled

together. Only this way was it possible to create time and s pace

for this unusual project,” recalls Hollerweger. The project was real-

ized in the space of just four months. “I was very proud when we

presented our e-bike in May.”

TextRegina Brand


Clear form – distinct identity

and an authentic character are decisive

factors for Wolfgang Egger.

Design CycleAudi e-bike Wörthersee

It’s not just the innovation that makes the e-bike

a true Audi, but the design, too.

Design and Technology –the Audi genes are in every detail.



28/85

1 2



29/85

3

Tiny Particles

A look into the microcosm of an Audithrough the eyes of a

scanning electron microscope.

4



30/85

Manipulatedmoon landscape

Thecircular structurelookslikea honeycomb,maybeeven a crater – the imagefrom thescanning electronmicroscopeletstheimaginationrunwild.Itmaybehardto believe,butthismaterialisactuallychrome-plated polymer.Whatisspecial aboutitisthatthe circular opening hasbeen puthereintentionally by aspecial chemical process. Dr. Bertram Reinhold from Materials Technology, Hardness/Corrosion explains:“Wedropacidontothesurfaceofthechrome-platedpolymer.Thiseatsthroughthevariouslayerstothecarrier material,theplastic.” Using theimagesfrom thescanning electron microscope,thespecialistscanthen determinewhether thechromelayersmeetAudi’sstrictcriteria.Thisimage,for instance,showsthattheremaining surfacestructureischrome,whilethebottom ofthehoneycomb isplastic and thesidewallsarenickel.“Layeringofthiskindprotectsfromenvironmentalinfluencesandensuresdurablequa-lity over thelifecycleofthecar,” explainsReinhold.

Landscape ofmountains and valleys

Thejagged edgeslook likemountain peaks,thecratersin between likevalleys.Whatlookslikea land-scape beneath the scanning electron microscope is actually a polymer material. The jagged surface hasbeen created intentionally. “Plastic has to be as matte as possible, and we achieve this through therough microstructure of the surface,” states Helmut Donaubauer from Materials Technology, Interior. Inorder to create this, the surface of the associated injection molding tool is textured using acid. Whenthe plastic is molded, it takes on the texturing of the tool. The outcome is that the surface of the plasticappearsmatte,almostlikeatextile.“Thatis themanufacturingstandardforourplasticcomponents,”saysDonaubauer.“Thematte,almostfabric-likeplastic isa sign ofour quality.” It isused for applicationssuch as interior trim. The polymer in the image shows the cover panel for the D-pillar in the Audi Q5.

The fibers layered above and below one another seem almost without structure. Innumerable andentangled, they dominate the image on the scanning electron microscope. It is precisely this effect thatmakes the material pictured to special, so pleasant and soft to the touch – Alcantara. “The fibers thatmakeup Alcantara aresothin thatthey cannot beused individually,” explainsJürgen Frank from theMaterialsTechnology,Interior department.“That’swhy they arebundled together intostrandsthatcanthen be processed together.” A complex and time-intensive procedure with an extremely attractiveoutcome:Alcantaraisapremiumtextilethatisbreathableandhard-wearing.Moreover,thefiberstakeonvirtuallyallcolors.“Thequalityofthematerialsuitsourpremiumstandards,”saysFrank.“Andthroughthe various color variants, it offers a vast array of options in designing the interior of a car.”

Open pores –a sign of quality

The finest of ridges and crevices cover the entire surface. The material looks uneven and restless on theimagefrom thescanning electron microscope.Theappearance,however,compared with whatpeopleactually feel with their fingers,ishighly deceptive,because,whatlooksheretobepositively porous,isac-tually soft and smooth to the touch. We’re talking about leather. The restless landscape shown by theimagesis,in fact,a sign ofquality when itcomestoleather.“Theindentationsthatyou can seeon thescanning electron microscopeimagesarehair pores,” explainsJörg Bernhardt-Moggl from MaterialsTech-nology,Interior.“Themoreporesevidentinaspecimen,themorenaturalandbreathabletheleather.”In Audi’sin-houselab,Bernhardt-Moggl and hisco-workerstesttheleather specimensfor durability.Notuntil they havepassed 45differenttestsaretheseleathersapproved for use.Thisishow Audiguaran-tee’sdurable quality that you can see and feel.

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56 57

Alcantara (Audi R8 GT)

20µm

EHT:20.00kV

Detector:BSD

Date:16May 2012

Leather (Audi A7)

20µm

EHT:20.00kV

Detector:SE2

Date:16May 2012

Polymer (Audi Q5)

20µm

EHT:20.00kV

Detector:SE2

Date:1June2012

Chrome (Audi A3)

2µm

EHT:20.00kV

Detector:SE2

Date:1June2012

A microcosmof delicate fibers

Encounter Technology 58


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Pine cones, moonscapes, mussel beds –

magnifications of up to 500,000 times

unlock a microcosm that is incomprehensible to human senses.

Even surfaces that seem completely smooth to the eye and finger-

tips take on strange forms at this magnification and seem some-

how restless, even bizarre. It’s a world utterly unto itself – a mi-

crocosm open to exploration by those who choose to look closely.

The door to this world is opened by the Scanning

Electron Microscope (SEM)*. As its name would suggest, it uses

electrons to create an image by grouping them extremely finely

into a beam. This focused electron beam scans the respective spec-

imen in a pre-determined pattern. The interactions of the elec-

trons with the object that occur during this scanning process are

used to generate a visual representation of the specimen. These

images may be black and white, but they have a very high depth

of field and are razor sharp.

Audi makes good use of this function. “In quality assur-

ance, pinpoint accuracy is necessary when examining the tiniest

surfaces. The SEM images enable us to undertake exactly this kind

of detailed analysis,” explains Martin Poese, Head of Department,

Materials Technology, Engines/Transmissions/Oil.

While scanning electron microscopes can achieve a

maximum magnification of 500,000 times, Audi’s quality inspec-

tors usually work with a factor of “only” 20,000. Poese explains:

“That kind of magnification is equivalent to relating the size of a

business card with that of a stadium. This is usually sufficient for

most of our analysis.”

The investigations carried out by Poese and his team

generally concern vehicle components that an Audi owner never

sees. “We analyze cracks, wear spots and surfaces on every imag-

inable vehicle part. And we use the images produced by the

scanning electron microscope to do that,” explains Michael Held,

a member of Poese’s team. Sometimes they are tiny p arts like

valve springs or screws; sometimes they are larger elements

of the bodyshell structure that have to be cut into smaller speci-

mens prior to examination. The respective specimen is then

placed in a vacuum inside the scanning electron microscope.

“We are interested inthe ‘Why’” explains Poese. “If a valve spring

is broken, for instance, we take a close look at the fracture, which

provides us with information on the cause of the damage.”

TextAnnika Jochheim


It’s like detective work. Every day, Poese and his team

search for the proverbial needle in a haystack: “We examine the

entire fracture surface for the tiniest, telltale signs,” explains

Poese. “Once you have a bit of experience, you usually find what

you’re looking for quite quickly.” Held continues: “Many fracture

surfaces have distinctive structures that indicate the origin of

the fracture.” For the quality inspectors this is an important clue

because, when examined under the scanning electron micro-

scope, this point provides information on the nature of the frac-

ture. “From its form and markings, we can identify whether this

was,for instance, a fatigue failure or a forced rupture,” says Held.

“But sometimes, the images also show us the inclusion of foreign

material during the production of the part. An inclusion of just

a few thousandths of a millimeter is sometimes all it takes to

trigger a fracture.”

Striving for the highest possible quality leads quite

literally into microscopic detail – even the type of the foreign ma-

terial that has been included can be analyzed by Poese and his

co-workers. The so-called x-ray fluorescence analysis* of the scan-

ning electron microscope helps in this process. “When scanning

the specimen, the interaction of the electrons with the object

generates x-rays. And because different chemical elements gen-

erate different types of x-rays, we are able to identify them.”

To do this, the team uses a measurement system at-

tached to the SEM that presents the spectrum of the x-rays mea-

sured as a diagram. It shows the distribution and intensity of

the respective elements and provides intelligence on the com-

position of the material. “An oxygen peak, for example, indicates

to us the inclusion of slag and suggests a manufacturing failure

during the steel melting process,” states Poese.

It is findings such as these that make the use of the

scanning electron microscope absolutely crucial at Audi. By pro-

cessing this kind of information – from development, through pro-

duction to customer service – Audi ensures the consistent quality

of vehicle components. For Poese and his co-workers, the micro-

cosmic world of vehicle components bears messages that are

visible only to the trained eye. But when non-experts look at the

images produced by a scanning electron microscope, they see

a fascinating array of landscapes.

Expert – quality assurance specialists use theperiodic table to identify the elements that appearin the x-ray fluorescence analysis.

Precise – Martin Poese aligns the sample

mount in the scanning electron microscope fordamage analysis.

Functional – up to eight samples can be fixed ontothe rotating mount.

Experienced – Martin Poese evaluates the SEMimages from a CFRP com ponent* at the computer.

The fracture surface of the valve

spring shows that it is a fatiguefracture resulting from a foreign

material inclusion.

The damage to the spheroidalgraphite cast iron material isa forced fracture.

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Creativity as a resource At its Munich think tank, Audi Design believes in openness –in the design of its space, as well as the thinking of its people. And it isfor this reason that Audi reorganized the studio together with Swiss furnituremaker Vitra.

Open PlanningTextKlaus Thomas Edelmann




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Right in the center of Munich is Audi Design’s think tank – its Con-

cept Design Studio. It delivers important inspiration for vehicle

evelopment and product design. To create new free spaces for working as a team and to

ncourage maximum creativity from the designers, the studio was recently redesigned

ogether with Swiss furniture maker Vitra. And this is where Wolfgang Egger, Head of Audi

Design and Eckart Maise, Chief Design Officer for Vitra come together to discuss the future

f office and car, creativity as a resource and the exchange of id eas that exists at the begin-

ning of every avant-garde.

What does design mean for your work?

How do you inspire creativity?

Maise: Human creativity is an infinite resource. When the environment is right,

ood ideas generate themselves. You have to allow creativity to “run free” and you have to

ry to clear away any unnecessary restrictions to the creative process. Designers have to be

ble to communicate with one another without barriers. And it is precisely these funda-

mental principles that we have applied to the creation of the Audi Design Studio in Munich.

n my role as Design Manager, I’m dealing with the same issue – the release and control

of creative processes.

Egger: The creativity of a human being enables something new to be made out

of every situation, which is why I am happy that we are here talking and exchanging views.

When it comes to automobiles and architecture, and interior design too, the ideas of ex-

perimentation are very similar. In the 20s, Bauhaus showed how you can bring together

iverse competencies and technologies. An avant-garde was created from creative dialogue.

Maise: What’s important is not to limit your thinking, …

Egger: … to break out of your own discipline …

Maise: … find new perspectives and a more expansive view of things.

Is it possible to learn from design how to manage creativity?

Egger: This is a skill that is completely instinctive for children, because children

reate many variations in a single moment. Through our education or our profession, we

often lose faith in our own creative capabilities, because we are constantly searching for

he one, right solution. But creativity is in every single one of us; we designers are simply

ucky enough to be allowed to exercise it …

Maise: … but you also have to have a little faith in yourself. In order to produce

esign from creativity, you have to be able to express an idea and to communicate it to as

many people as possible. As a designer, you want to make the world more exciting and

nteresting.

What is the role played by the Audi Concept Design Studio in Munich?

Egger: It’s a think tank. Here at the Munich Concept Design Studio, we can es-

ape from the industrial world and really get to grips with different issues. Every product

hat is created here stands for an approach to life that is closely connected to the Audi

brand. The studio is located in Schwabing, an area of Munich with strong artistic roots. It

s a creative environment – you see directly how people live and express themselves with

ashion and lifestyle. In Design in Ingolstadt, we are consciously more heavily oriented

oward Technical Development. The focus there is on intermeshing technical innovation

nd design with one another as closely as possible.

Wolfgang Egger, born 1963,is Head of Audi Group Design. He

is responsible for the Audi andLamborghini brands. Before takingover leadership of Audi Design,he was Chief Designer for Alfa Romeo,Seat and Lancia.

Eckart Maise, born 1965, is ChiefDesign Officer at Vitra, a Swissfurniture manufacturer dedicatedto the development of healthy,

intelligent, inspiring and enduringsolutions for the office, homeand public spaces.

Human creativity is an infinite resource. When the environ-ment is right, good ideas generate themselves. You haveto allow creativity to “run free” and you have to try to clearaway any unnecessary restrictions to the creative process.

Eckart Maise Independent – “Through moderntechnology, it is possible to work any-where,” says Eckart Maise.

Think tank – in the Concept Design

Studio Munich, ideas are created fora diverse range of products.

All in the head – one thing is clearto Egger, “The best ideas are created

in the head”.

Tool – with a pencil and straightedge, ideas are transferred from head

to paper.

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How is the office, as such, changing?

Maise: Before, it was a kind of employee workbench; today, it is once again a

ocial place, where co-workers can enter into dialogue. It is a place for teamwork and

ommunication. Tom Allen from MIT established that 80 percent of innovative and ground-

breaking ideas are generated through personal communication. Based on this, Vitra has

developed a concept called “Citizen Office”, which turns the modern office into a knowl-

dge marketplace and can also be used simultaneously as a social meeting point. Modern

echnology dispenses with the need for a prescribed location where everybody does the

ame thing at the same time. Work can be done anywhere, in the office, in the car, at the

irport. Thus, today’s office becomes more of a business club with different zones and

ses. You can experience that here in the Audi Concept Design Studio, too.

How do you set up a design studio like the one here in Munich?

Maise: The important thing is that the people using the space are involved in

he process. We have run several workshops with Audi. As with design, you have to know

or whom it is you are creating and how work is done there. How often are people working

here individually and how often in pairs or more? Then you have to add into the equation

hat a design studio is a specific place.

Egger: Exactly! In a design studio, it is about maximizing creativity, and creativ-

ty is based on dialogue between designers. Design happens by sitting together, provoking

deas and discussing them. And the best way to do that is just like we are sitting here – a

iscussion in the middle of the working environment. It’s not about getting up early in the

morning, sketching and then being able to show a finished object in the evening. We pre-

er to apply studio thinking. It dates back to the Renaissance. Back then, artists and archi-

ects recognized that it made sense to group people around the object of their work. It

was important to us that we completely avoid isolated meeting situations. Discussions

an take place right in among the designers’ workstations. We no longer need a separate

meeting room.

Maise: There are – and this also fits in with our job here at Audi – ever-growing

paces in which a variety of different jobs overlap. We are working more and more with

aylight. It’s not just about architectural but also organizational transparency. The caves

nto which we are c onstantly withdrawing are no longer necessary. The dimensions of these

paces present new challenges when it comes to furnishing them, because this is no longer

space for work alone – concentration is a major issue. How do you divide the space with-

out losing the overall impression of openness? We are confronted with this issue all the

ime now.

Egger: This dialogue also relates to the dialogue between cultures. Alongside

ngolstadt and Munich, we also have the opportunity for dialogue with Italdesign in Turin,

amborghini in Sant’Agata, the Volkswagen Design Center in Potsdam and the Design

Center California in Santa Monica. And our Audi Design Team of more than 200 incorpo-

ates 16 different nationalities. I see it as my job to give these diverse teams, which come

ogether on specific issues and then go their own ways, the space to exchange ideas – be

t digitally or in the classic way with a face-to-face meeting.

n a design studio, it is about maximizing creativity, andcreativity is based on dialogue between designers.Design also happens by sitting together, provoking ideasand discussing them.

Wolfgang Egger

Concept Design Studio Munich

“Concept design needs freedom” –this is how Wolfgang Egger definesthe task of the external creativestudio in Munich. The Concept DesignStudio Munich is the think tank of

Audi Design. Imaginative individualsfrom many disciplines work to-gether here on the creative inputfor the future of the brand’s design.

The Munich facility has a long tradi-tion for Audi Design – the studioin Schwabing was set up 25 years ago.From day one, Munich established

itself as a place where designers

could think way into the future, workon

audi encounter magazine 08-2012

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