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Many unknowns for Audi Sport with fully-electric RS Q e-tron entering 2022 Dakar Rally

When Audi’s RS Q e-tron starts in the 2022 Dakar Rally this weekend, it will be an entirely new challenge for the engineers. While Audi Sport is no stranger to tough off-road racing, this event will be with a vehicle that runs on electricity rather than petrol – something they have not done before in off-road competition, especially one in the Saudi Arabian Desert.

“With our drive configuration in the RS Q e-tron, Audi is a pioneer in the Dakar Rally,” said Lukas Folie, a high-voltage battery engineer at Audi Sport. “Defining the challenges for this type of competition was very demanding. There are simply no empirical values in motorsport for such a concept and for this type of endurance competition.”

Designing for unknown requirements
Compared to the Formula E World Championship, which Audi last contested with a battery-electric drive, the standards at the Dakar Rally are different: daily stages of many hundreds of kilometres, the enormous driving resistance in the soft desert sand, plus high outside temperatures and a minimum vehicle weight set by the regulations at 2 tons are extremely tough in motorsport.

“It is not possible with today’s battery technology to realize a purely battery-electric off-road vehicle for the Dakar Rally under these conditions,” said Folie. The engineering team led by Axel Loffler, Chief Designer of the RS Q e-tron, therefore had to define basic benchmarks for the overall concept of the vehicle with electric drive and energy converter without any previous data.

Due to the short project development time, Audi relied on proven cell technology. The capacity of the high-voltage battery is 52 kWh and is therefore sufficient for the maximum expected requirements on each leg of the rally. The weight of the high-voltage battery including the cooling medium is around 370 kgs.

The required energy capacity and performance, as well as control and safety mechanisms, made Audi resort to proven round cells as the basis of the high-voltage battery. The battery system is designed in such a way that the drivers will not feel any difference between a new and a used battery.

Demanding off-road charging
When the drivers depart in full electric drive on the morning of each stage with a fully charged battery pack, a highly complex control system begins. Only a few minutes before the start of the stage do the teams learn any details about the route at all when the roadbooks are handed out. The RS Q e-tron must therefore be prepared for all conditions in terms of distances, speeds, difficulty of the terrain and other factors.

The engineers and electronic technicians have programmed algorithms to keep the State of Charge (the charge level) within defined ranges depending on the energy demand. Energy extraction and battery recharging are always in balance over defined distances. If, for example, a difficult dune passage with high driving resistance requires maximum energy for a short time, the state of charge drops within a controlled range. The reason: the drive power of the engine-generator units on the front and rear axles is limited to a maximum of 288 kW in total under the regulations. However, the energy converter can only provide a maximum charging power of 220 kW.

In extreme cases, therefore, consumption is briefly higher than energy generation. “Something like this is possible for a limited time,” said Folie. “But over a longer distance, it always results in a zero-sum game: We then have to regulate the power consumption down so that the battery’s state of charge remains within a corridor. The absolute amount of energy available on board must be sufficient to cover the day’s leg.”

Energy recovery is an important factor
In order to realize maximum efficiency, the engineers are also relying on a principle that has already been used in the Le Mans sportscars and in Formula E – the RS Q e-tron will recover energy during braking. The MGU units on the front and rear axles can convert the rotational movement of the wheels into electrical energy. The aim is to recuperate the maximum energy.

The power flow in this reverse direction is not subject to the same power limitations as when accelerating. What sounds so simple requires a complex Intelligent Brake System. It combines the hydraulic braking function with the electric regenerative brake.

Efficient on the move
Thanks to this targeted design, the RS Q e-tron has an exceptional position in the starting field. This applies not only to the basic system topology of all assemblies, but also to the energy control system. Although it has to move a larger mass due to the regulations, the RS Q e-tron manages with less energy than the competition. The smaller tank volume for the energy converter specified in the regulations proves that the rally car with the four rings is very efficient.

The RS Q e-tron will contest its first Dakar Rally with 3 cars entered by Team Audi Sport, with support from Q Motorsport. The 2022 event, which is the third Dakar Rally in Saudi Arabia, has 12 stages with daily distances of more than 800 kms in some cases. The total length of the rally is 8,099 kms, with 4,252 kms of timed off-road stages.

The 2022 Dakar Rally will start on the second day of January and finish on January 14. It will be run entirely on Saudi Arabian soil, as in the previous two editions. The route will go south, passing through Riyadh, and conclude back in Jeddah. There will be 12 gruelling stages, with navigation, sand and dunes featuring more heavily than in previous editions. 80% of the route will be totally new to competitors. Managing the mechanics and physical exertion are two of the most important aspects of the event, and these aspects are never as decisive as they are during a marathon stage, where the ability to be autonomous is essential, even for those used to helping each other out. In the Empty Quarter, the two marathon days will be run ‘the old-fashioned way’.

Audi Sport starts preparing RS Q e-Tron for 2022 Dakar Rally

Audi aims to be first carmaker to win Dakar Rally with fully electric rallycar

Although Audi can lay claim to having been dominant in the World Rally Championship (WRC) with its Group B Quattro rallycar, the German carmaker has never taken up the challenge of the Dakar Rally. But for the 2022 edition of the world’s toughest off-road event, Audi will be there and it will be the first car manufacturer to use an electrified drivetrain to compete for overall victory against conventionally-powered competitors.

The car that the Audi Sport team will use will be the RS Q e-tron and it’s been undergoing an intensive test program since the first prototype fired up in July this year. After overcoming the challenges posed by the pandemic, the engineers now face the special challenges that the characteristics of the Dakar Rally present. The annual marathon event lasts 2 weeks and the daily stages are up to 800 kms in length. “That’s a very long distance,” said Andreas Roos who is responsible for the Dakar project at Audi Sport. “What we are trying to do has never been done before. This is the ultimate challenge for an electric drivetrain.”

Because there are no charging opportunities in the desert, Audi has chosen an innovative charging concept. On board of the car is the highly efficient TFSI engine from the DTM. It is part of an energy-converter that charges the high-voltage battery while driving. Since the combustion engine is operated in the particularly efficient range of between 4,500 and 6,000 rpm, the specific consumption is well below 200 grams per kWh.

A third motor-generator unit (MGU) is part of the energy converter and serves to recharge the high-voltage battery while driving. In addition, energy is recuperated during braking. The battery weighs about 370 kgs and has a capacity of around 50 kWh. The maximum system power of the e-drivetrain is 500 kW. The electric drivetrain offers many advantages. The electric motors can be controlled extremely precisely and can thus ensure good drivability. In addition, braking energy can be recovered.

The most recent testing was done in Morocco as crews Mattias Ekstrom/Emil Bergkvist, Stephane Peterhansel/Edouard Boulanger and Carlos Sainz/Lucas Cruz took turns in the cockpit of the RS Q e-tron which can now handle daily off-road distances in testing equalling the length of a Dakar stage.

The entire team is focusing its energy on continuing the development under the toughest conditions,” said Arnau Niubo, Head of Test Engineering. “It was impressive how important findings flowed back to the factory from Morocco at a daily pace. As a result, our 3 rallycars currently under construction for the Dakar Rally will have the latest technical status. At the same time, logistical preparations are in full swing.”

The three crews subjected the prototype to a total of more than 2,500 kms over the toughest terrain. The various system tests included the engineers imposing artificially high temperatures on the RS Q e-tron. Peterhansel drove the rallycar through a dry riverbed with the cooling air intakes deliberately taped off to simulate high outside temperatures – and the electric drive didn’t fail or falter.

However, the testing was not without difficult moments. Tyre damage on the rocky tracks caused Ekstrom and his partner repeated interruptions. A suspension wishbone bent by a rock, a leaking driveshaft sleeve and other components required replacement, and the bodywork needed minor repairs. But the prototype was spared nothing during its testing.

Long before Audi unveiled the RS Q e-tron to the public in mid-2021, the racing engineering team was already intensively involved in the Dakar Rally. The risks in off-road racing were at the centre of the considerations for a sophisticated safety concept. From the electrical safety of the high-voltage system to optimum passenger protection in the event of accidents, the design department had many challenges to overcome.

The protective and load-bearing basic structure of the RS Q e-tron consists of a tube frame. The regulations stipulate that this structure be made of metallic materials. Audi has opted for a heat-resistant, alloyed quenched and tempered steel from the aerospace industry that contains the alloying elements chromium, molybdenum and vanadium. The tube frame complies with the geometry defined in the regulations and fulfils the required static pressure tests.

Additional protection for the crew is provided by panels made of composite materials in the spaces between the frame. These components made of carbon fibre-reinforced plastic (CFRP) – in some cases supplemented by the tear-resistant Zylon – prevent the penetration of sharp and pointed objects from outside.

Likewise, they protect the drivers and co-drivers from any problems with the high-voltage system. The high-voltage system of the electric drive with its energy converter itself also requires multiple protection. The encapsulation of the centrally located and thus particularly safe high-voltage battery comprises CFRP structures, some of which are reinforced by Zylon.

The protection at the bottom is very complex. In off-road sports, the underbody is the assembly subjected to extreme stresses, including metre-high jumps, whirled-up stones and large ramp angles. Its lowest layer consists of an aluminium plate that resists abrasion by hard objects and partially absorbs impact energy. The energy-absorbing foam above absorbs the impacts and distributes them to the sandwich structure above. This third structure protects the high-voltage battery and the gasoline tank of the energy converter. In the event of excessive damage, the assembly can be easily replaced during the evening service in the rally bivouac.

Optimum insulation of the system against water during river crossings and an electrically insulating extinguishing agent in the on-board fire extinguishing system protect passengers in extreme physical situations. The entire team, including drivers and co-drivers, also underwent high-voltage training in advance, as did rescue teams from the organizer.

Other regulations and devices provided by the organizer round off the overall safety concept. For example, the occupants can make an emergency call via a safety tracking system including an SOS switch and be found quickly. An accident data recorder records the most important measured variables for later analysis. An onboard surveillance camera shows what is happening in the cockpit. The Sentinel system makes overtaking safer in the dust typical of the desert. And finally, the regulations limit the top speed in the T1 category to 170 km/h.

Audi to compete in Dakar Rally 2022, return to WEC, and leave Formula E after 2021

Audi’s A8 flagship gets enhanced, with an exclusive version for China

The Audi A8 is one of the German carmaker’s older models with a history going back to 1994. Asa a flagship model, it typically introduced pioneering technology and the first A8 was built with a significant innovation – an aluminium monocoque structure called the Audi Space Frame (ASF) which brought weight down without losing structural strength. The weight savings were of great value to a large limousine like the A8.

Since then, the model has had four generations, the current one having been introduced in 2017. An update has therefore been due and the enhanced A8 makes it debut this week. Noticeable exterior changes are the new advanced headlights and taillights, new elements which give a sharper design, while also adding presence and authority.

Advanced headlight systems
Comparable with video projectors, the Digital Matrix LED headlights use DMD (digital micromirror device) technology. Each headlight has approximately 1.3 million micromirrors, which disperse the light in tiny pixels and precisely control them.

One new function is lane and orientation lights for highways. The new A8 comes with Digital OLED rear lights (OLED = organic light emitting diode) as a standard feature. When ordering the car, there are two rear light signatures to choose from – three with the S8. In conjunction with the assistance systems, the digital OLED rear lights have a proximity indication feature.

Beyond the basic exterior, Audi is offering its customers a chrome exterior package and, for the first time in the A8, the new S line exterior package. The look is even more defined with the additional black appearance package.

Reduction as a design medium
The architecture of the interior is strictly horizontally oriented to emphasize the car’s width. In the dark, the ambient light package plus stages the interior and the reading lights in the rear use Matrix LED technology.

The range of seats and seat equipment is varied;– especially for the back seats, many options are available. The relaxation seat in the A8 L is the most luxurious with numerous adjustment options and a footrest on the back of the passenger seat. Passengers can use it to have the bottoms of their feet warmed and massaged to various degrees.

Navigation and Audi connect
MMI Navigation plus is standard and supported by the third generation modular infotainment toolkit (MIB 3). The likewise standard online and Car-2-X services from Audi connect augment the navigation system. They are divided into two packages: Audi connect Navigation & Infotainment and Audi connect Safety & Service with Audi connect Remote & Control.

Customers can also choose various infotainment hardware. The new screens in the back are tailored to the usage needs of today’s rear-seat passengers. That means two 10.1-inch displays with full HD resolution and full connectivity options.

Three different driver assistance systems
There are about 40 driver assistance systems available for the enhanced Audi A8. Some of them – including the Audi pre sense basic and Audi pre sense front safety systems – are standard. The options are clustered into the ‘Park’, ‘City’, and ‘Tour’ packages. The assistance package plus consolidates the packages. Features like the night vision assistant and surround view cameras are available separately.

Engine range
For this generation, there are three powertrain options. Apart from the 3.0 TFSI as a V6 engine, the 4.0 TFSI, which is available for the A8 and the S8 in various output levels, distributes its 4 litres of displacement to 8 cylinders with cylinder on demand technology. The A8 is also available with a turbodiesel engine and a plug-in hybrid model will follow.

All engines use an 8-step Tiptronic and with an electric oil pump, the automatic transmission can change gears even when the combustion engine is not running. The constant all-wheel drive quattro with the self-locking centre differential is also standard, and can be optionally supplemented with the sport differential (standard in the S8 ). It actively distributes torque between the rear wheels during fast cornering and thereby makes the handling even sportier and more stable. The adaptive air suspension with controlled damping is standard. Progressive steering is another standard feature but dynamic all-wheel steering is an option.

As for the S8 S8 TSFI quattro – the sporty top version of the flagship family – the biturbo V8 generates 571 ps/800 Nm and has mild hybrid technology. This uses the A8’s 48-volt main electrical system. Only in the S8 comes with predictive active suspension, sport differential, and dynamic all-wheel steering built.

A8 L Horch for China
Exclusively for the Chinese market is the A8 L Horch. This is 5.45 metres long, which is 13 cm longer than the standard A8 L. Inside, the expanded diamond quilting, logo embossing in the cushions, and deep-pile floor mats in the back emphasize the exclusivity of this version for the largest car market in the world. On the exterior, there is a specially designed Singleframe with vertical braces as well as the Horch badge and the ‘H’ crown. For the first time in the D segment, customers in China will be able to order their car with a 2-color finish.

Audi grandsphere concept shows Audi’s future electric flagship and technology

Audi R8 Performance RWD for the purists

Until the Quattro came along in the early 1980s, Audi was known for its front-wheel drive (FWD) cars and showed no interest in rear-wheel drive (RWD). With the quattro system, the company didn’t have to discuss the merits of FWD or RWD; it powered the wheels at both ends of the car. The quattro system has been synonymous with Audi, an exclusive feature on its high performance models.

But the company has not refused to make RWD cars, except that they have been in small numbers and used in competition. Models like the Le Mans-winning cars with hybrid powertrains have had what is essentially RWD, along with the R8 LMS GT4 used by customer racing teams. There has also been the R8 RWS which was a limited-production run of 999 units and ‘made for purists’.

Now, Audi Sport GmbH (which is the company that makes the R8) has come out with a new R8 Performance RWD as a complement to the V10 performance quattro version. It has the same mid-mounted V10 5.2-litre FSI engine with enhanced output of 570 ps/550 Nm to take the car from 0 to 100 km/h in a claimed 3.7 seconds, with a top speed of 329 km/h. Available in Coupe and Spyder bodystyles, it replaces the previous R8 V10 RWD which had served as an entry-level version.

Balanced for rear-wheel drive
The suspension and driving dynamics are specifically balanced for the rear-wheel drive. A mechanical limited slip differential distributes the torque ideally based on the driving situation, ensuring maximum possible traction even when the roads are wet. When Sport Mode is activated in the Electronic Stabilization Control system, the suspension set-up and control systems will allow controlled drifts.

The electromechanical power steering provides has Dynamic Steering, available for the first time for the RWD R8. This provides even more precise reaction and feedback with more direct steering. At the same time, it also increases comfort by making steering easier, such as when parking or manoeuvring.

The RWD suspension, with double wishbones and a passive differential lock, is adapted specifically for rear-wheel drive. The weight distribution is 40:60 and extra-light 19-inch and 20-inch aluminium cast wheels are fitted, or optional Cup wheels in 245/30 R20 up front and 305/30 R20 at the back can be specified. An 18-inch high-performance steel braking system with a wave design and an optional 19-inch high-performance ceramic braking system provide the necessary deceleration.

As with all R8s, the body is built of aluminium using the Audi Space Frame (ASF) design which has been around since the mid-1990s. The structure has evolved over the years and large parts are now made of carbonfibre reinforced plastic for more lightening. The Coupe version thus weighs a mere 1,590 kgs, with the Spyder weighing another 105 kgs more.

Recognizable design features
The overly sporty design is inspired by its GT4 siblings and elements of this include the broad, flat Singleframe radiator grill in matte black with an R8 emblem. There are also the large air intakes, front splitter and rear air outlet grid as well as the oval tailpipes. Enthusiasts will note that the slit under the front bonnet is reminiscent of the legendary Audi Sport quattro.

Racing car cabin
Given the exterior appearance, it would only be expected that the interior will have a ‘racing car feel’ and Audi’s designers have provided that. The eye-catching element inside is the ‘Monoposto’ – the large, heavily contoured arch that spans the area in front of the driver’s seat and is strongly reminiscent of a racing car cockpit. The Monoposto encloses the Audi virtual cockpit with a 12.3-inch screen, which is integrated into a freestanding casing. The R8 leather steering wheel with Multifunction plus has 4 control satellites, each for using Audi drive select, to start the engine, to activate Performance Mode and the engine sound as well as to control the Audi virtual cockpit.

Production largely by hand
The R8 V10 performance RWD is built – largely by hand – at Audi Sport’s factory. This is also the production site of the LMS GT4 racing car, which is derived from the production model and uses roughly 60% carryover parts. In Germany, the base price for the Coupe is €149,000 (about RM717,000), with the Spyder costing another 13,000 euros (about RM63,000).

Audi grandsphere concept shows Audi’s future electric flagship and technology

Audi calls it ‘the private jet for the road’, offering the sort of suite you would find in First Class in an Airbus A380. Called the grandsphere, it’s the second of three ‘sphere’ concept cars from the brand, following the skysphere concept unveiled last month in California. The shared root word ‘sphere’ in their names emphasizes all three designs’ focus on the new interior concept and the holistic digital ecosystem for a new world of experience on board.

Prioritising the cabin in design
In fact, the drive system and the handling are no longer at the top of the design specifications in this future generation of cars. Instead, the starting point is the interior, the occupants’ living and experience sphere while traveling. Their needs and desires shape the space, the architecture, and the functions.

With that reassessment, the design process itself changes. At the beginning of all discussions, the focus is directed toward the interior and its design. Only after that do the Audi designers conceive the package, exterior lines, and proportions that shape the car into a total work of art, along with the technological premises.

Preview of a future luxury model
The grandsphere concept is presented as a luxury car of the future and Audi confirms that the technologies and design features in it will appear within a few years in future models. Among the technologies will be Level 4 autonomy, which means the car will be able to operate on its own without human control. Audi is working with CARIAD, the Volkswagen Group’s software think-tank, toward introducing that technology in the second half of the decade.

Having autonomous capability for the car allows the interior space of the traditional driver-oriented cockpit and passenger seats to be changed into a spacious lounge as soon as the steering wheel and pedals are reduced. At the same time, it opens up new levels of freedom in interaction, whether they want to communicate, work or just be on their own. Audi believes this transforms a traditional automobile into an ‘experience device’.

Thanks to Audi’s own services and the ability to integrate digital services, the possibilities are nearly endless. These can be used to access a variety of service options related to the current trip – such as designing a spectacular scenic route, as well as restaurant or hotel options. The vehicle also takes care of everyday tasks that go beyond the journey itself. For example, the grandsphere concept can pick up its passengers with information about their current destination and independently handle parking and charging.

The doors of the grandsphere concept are reversed so front and back touch and there is no B-pillar in the middle. Even before arriving at the car, the passengers are provided with a pathway identification that opens the doors and welcomes them with individually staged displays and ambient light. The driver and passenger positions are automatically detected and an array of personal comfort features – such as the climate control settings and the seats – are adjusted for the individual seats.

At the same time, the infotainment system accesses the passengers’ most recently used services and seamlessly resumes them inside the car. For instance, a video that a passenger was streaming on a tablet is automatically played back over the display surface. On the driver’s side, the projection surface automatically picks up on displaying the news the occupant was reading before getting in.

Unique space for four
The open, broad interior supports the impression of a unique space and the lack of a steering wheel, pedals, or conventional dashboard create a feeling of openness and breadth. The lines on the decorative surfaces and functional elements are emphatically horizontal. The large glass surfaces, expansive windscreen and transparent ceiling also emphasize the open feeling, along with the specific geometry of the side windows where the widest part is just slightly above eye level. It is a trick that Audi demonstrated for the first time in 2017 with its AI:CON concept car.

The 2+2 interior appears particularly wide when the two individual front seats are pushed all the way back. An upholstered, 2-person bench with an armrest that goes around the side is integrated as a seating option in the back, while both front seats are designed for first class comfort and space.

Outlets for air that is filtered and temperature controlled – even scented, if desired – as well as speakers that are inaudible to other passengers and allow for a private aural zone are all integrated. Between the front seats – normally concealed under metallic trim – there is a compact, onboard cooler with two glasses and a designed, elegant bottle for soft drinks.

No screens, no displays unless wanted
One surprise when looking around in the ‘reduced-design’ interior is the absence of instruments nor black screens for virtual display concepts are visible before activating the driving functions. This is a contrast to many visions of future vehicles which have screens to provide information and entertainment. However, the displays are still present; with the touch of a fingertip, they appear in the form of projections on the wooden surfaces under the windscreen.

2021 Audi grandsphere concept — Interior

Alternatively, the projection surfaces can also be used – in automated driving mode – as CinemaScope screens for infotainment content or even as screens for video conferences. In addition, a sensor bar is integrated under the projection surfaces for quick switching between content such as music or navigation.

Control panels are also integrated into the armrests on the doors. That way, the car always offers passengers invisible touch surfaces using an optic indicator to show their position. At the same time, there are VR glasses in the armrests on the left and right doors that can be used in conjunction with infotainment options.

Dynamic monolith
At 5.35 metres long, 2 metres wide, and 1.39 metres high, the grandsphere concept’s measurements are comparable to Audi’s flagship A8. However, it has a longer wheelbase of 3.19 metres, which is even longer than the extended version of the current A8. Its form is nothing like a traditional sedan, but rather more like 4-door GT born in the wind tunnel.

In the front end, there is an innovative interpretation of the Singleframe that defines Audi’s look. Shaped like a flat hexagon, the interior surfaces, behind a transparent covering, are indirectly lit from above while driving to give a distinctive, extremely 3-dimensionally structured visual effect.

The headlight units on the upper side of the Singleframe look narrow, like focused eyes. The lighting units reference the four rings brand logo: they enlarge and isolate the intersection of two rings into a pupil – a new, unmistakable digital light signature. This means that the size of the light areas can be adjusted according to their function as daytime running lights or as dynamically staged blinkers, depending on the traffic situation.

Drive system with quattro, of course
The technology platform of the grandsphere is what is known as the Premium Platform Electric, or PPE. It has been conceived exclusively for battery-powered electric drive systems, with the key element being a battery module between the axles that holds around 120 kWh of energy. A flat battery layout is possible with the entire base between the axles.

Being an Audi, the grandsphere would also have a quattro drive system, in this case a fully electric one. This is achieved by having separate electric motors mounted on the front and rear axles that use electronic coordination to deliver all-wheel drive on demand. The 2 motors in the concept car are capable of delivering a total output of 530 kW/960 Nm, taking the car from standstill to 100 km/h in a claimed 4+ seconds.

Fast charging, high range
Like other carmakers, Audi is also working hard on the issue of recharging since this is something that cannot be long for electric cars to be accepted. In the case of the grandsphere concept, there is 800V charging technology and the battery can be charged with up to 270 kW in a very short time at fast-charging stations. The time taken will be close to that of a car with a combustion engine pumping in liquid fuel. A 10-minute charging period would be enough to power the car for more than 300 kms, it is claimed, with a maximum range of more than 750 kms with a fully-charged battery pack.

Audi Charging Hub concept could be refuelling station of the future

Audi unveils the Skysphere roadster concept

Going fully electric is like starting all over again in designing cars. Many of the constraints developed over the years by the conventional combustion engine and drivetrain no longer need to influence the design, and new approaches can be taken. There are also new technologies and materials to use, providing greater efficiency, safety and comfort.

Audi, like other carmakers who are rapidly electrifying their range, has been developing new models for this new ‘electric age’. With its products catering to the upper end of the market, the focus is on luxury models and the company has a new family of concept vehicles to show the world how its future designs will be.

The three Audi concept cars are the Skysphere, Grandsphere, and Urbansphere, and the common use of ‘sphere’ in their names refers to the space surrounding the passengers. Thus, much attention has been given to interior design.

The Skysphere is the first one to be revealed and its unveiling took place this Friday at Audi’s new design studio in California, where it was conceived and designed. The concept car will also be on display from this Friday at the Monterey Car Week in the same American state.

A roadster with variable length
The Skysphere has the form of a roadster and offers two different driving experiences: a grand touring experience and a sports experience. This makes use of a technical detail – the variable wheelbase. Electric motors and a sophisticated mechanism with body and frame components that slide into one another make it possible to vary the wheelbase itself and the exterior length of the car by 250 mm. At the same time, the ground clearance is adjustable by 10 mm to enhance comfort and driving dynamics.

With the touch of button, the driver can choose either the 4.94-metre long e-roadster in ‘Sports’ mode with a reduced wheelbase, or be chauffeured around in a 5.19-metre GT in the autonomous ‘Grand Touring’ driving mode. In both modes, the open top maximises the sense of freedom.

Lightweight strategy keeps weight to 1,800 kgs
Under the long bonnet are the electric systems and components, with most of the mass situated between the front axle and the windscreen line. An electric motor is positioned on the rear axle, delivering 465 kW (632 ps)/750 Nm to enable acceleration from standstill to 100 km/h in a projected 4 seconds. An aggressive lightweight strategy helps keep the overall weight of the large car to around 1,800 kgs, with 60% on the rear end.

The Skysphere’s battery modules are primarily positioned behind the cabin – an ideal configuration for the centre of gravity and agility. Additional modules can be found between the seats in the center tunnel of the interior – another position chosen in favour of vehicle dynamics. The battery’s capacity is expected to be more than 80 kWh, giving a range of more than 500 kms using the most economical mode.

Steer-by-wire
The steering system is steer-by-wire and controls both the front and the rear wheels. Because the system is not mechanically connected to the front axle, the driver can select different steering ratios and steering settings, all at the touch of a button. This allows the steering to be adjusted from extremely direct to comfortable, while high self-aligning forces can be changed to minimal self-aligning forces when parking, for example. The rear-axle steering and adaptive wheelbase also contribute to the car’s small turning radius.

The latest evolutionary stage of Audi’s adaptive air suspension has been implemented in the concept car and features 3 independent air chambers to provide a comfortable base suspension. Individual chambers can be deactivated for a more sporty ride with fast acceleration. The result is that the characteristic curve of the spring becomes more progressive, reducing roll and pitch to a minimum. Lowering the body by 10 mm reduces aerodynamic drag – particularly relevant when driving long distances.

Two dashboard layouts
Within the Skysphere, control elements such as the steering wheel and pedals can be swiveled into an ‘invisible’ position and thereby completely absent from the interior. This adds to the spacious environment inspired in many areas by the Art Deco universe. The comfortable seats boast the visual elegance of designer furnishings, yet fulfill the functions of a car seat in driving mode without any compromises. They are upholstered in sustainably produced microfibre fabric and, thanks to their variable position in the interior, offer the kind of freedom to move and legroom that can otherwise only be experienced when flying first class on an airplane.

Should the driver be in control, then the interior transforms into an ergonomically perfect driving machine cockpit. Together with the chassis and body, the instrument panel and the monitor panel on the centre console also move to the rear. Large touch monitors are used to manage the car and infotainment systems. In Grand Touring mode, this can be used to display content from the Internet, video conferences, or streamed movies.

A few weeks later, the second concept car, the Grandsphere, will be presented at the 2021 IAA Mobility show in Munich, Germany. In the first half of 2022, the Urbansphere will follow as the third concept car, perhaps at an event in China.

Three new concept cars show design of Audi’s future luxury models

Three new concept cars show design of Audi’s future luxury models

Audi has created three new concept cars to show how the brand will design its future luxury cars. The concept cars have a lot of focus on interior design which has been planned for Level 4 autonomous driving which will have much reduced driver involvement.

The three concept cars are called Skysphere, Grandsphere and Urbansphere. The shared root word ‘sphere’ in their names emphasizes all three designs’ focus on the new interior concept and the holistic digital ecosystem for a new world of experience on board.

With the transition to electromobility and, in a few years, to automated driving, this aspect of the car will change more dramatically than it has at any time in recent decades. And with the interior and the spatial architecture, a new overall car concept will also emerge in which the inner space becomes the core of new vehicle design. A digital ecosystem will also make personalized services possible beyond the car.

Each of the vehicles interprets this paradigm shift in design differently – created with resolute dynamism, distinction, or even long-distance travel in mind. In each case, the passengers’ needs and quality of experience are at the very top of the priority list. To achieve this, technological innovations and the highest quality materials and workmanship envelop the passengers in all areas.

Level 4 autonomy means that they can enjoy the freedom to drive themselves or – if possible – to simply disconnect from traffic and let the car drive itself. When autonomous mode is in use, the interior then changes its functionality. It becomes a free space for relaxing, networking, or even actively communicating.

“These concept vehicles embody our brand strategy. They show how we imagine the near future of premium mobility,” said Henrik Wenders, Head of the Audi brand. For him, the future is a design space to offer people new experiences during their journey. Audi is calling these newly designed car interiors – referred to as spheres – that envelope the passengers.

The first two concept cars will make their appearance during August. The Skysphere will be unveiled at Audi’s new design centre in California and also shown at the Monterey Car Week. A few weeks later, the second concept car, the Grandsphere, will be presented at the 2021 IAA Mobility show in Munich. In the first half of 2022, the Urbansphere will follow as the third concept car.

Unlike ‘vision cars’ like the Audi AI:CON or AI:ME, these three showcars are not trying to look into the distant future. Instead, they are presenting lines, technologies, and spaces for experience that are likely to be seen in some production models from the mid-2020s.

Audi A6 e-tron concept (w/VIDEO)

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Audi Sport starts preparing RS Q e-Tron for 2022 Dakar Rally

At the very beginning of 2022, the Dakar Rally will be on again in Saudi Arabia. Among the participating teams will be Audi Sport which was a pioneer in the World Rally Championship with the quattro all-wheel drive in a rallycar. This time, it wants to be the first car manufacturer to use an electrified drivetrain to compete for overall victory against conventionally-powered competitors in the world’s toughest rally.

“The quattro was a game-changer for the World Rally Championship. Audi was the first brand to win the Le Mans 24 Hours with an electrified drivetrain. Now, we want to usher in a new era at the Dakar Rally, while testing and further developing our e-tron technology under extreme conditions,” said Julius Seebach, MD of Audi Sport which is responsible for motorsport at Audi.

Testing and preparation are underway with the new RS Q e-tron which has an all-electric drivetrain. The front and rear axles are both fitted with a motor-generator unit (MGU) from the current Audi e-tron FE07 Formula E car which has been developed by Audi Sport for the 2021 season. Only minor modifications had to be made to use the MGU in the Dakar Rally.

The characteristics of the Dakar Rally present the engineers with special challenges. The marathon event lasts 2 weeks and the daily stages are up to 800 kms in length. “That’s a very long distance,” said Andreas Roos who is responsible for the Dakar project at Audi Sport. “What we are trying to do has never been done before. This is the ultimate challenge for an electric drivetrain.”

A third MGU, of identical design, is part of the energy converter and serves to recharge the high-voltage battery while driving. In addition, energy is recuperated during braking. The battery weighs about 370 kgs and has a capacity of around 50 kWh.

The maximum system power of the e-drivetrain is 500 kW. How much of this may be used during the Dakar Rally is still being finalized by the organizers. The electric drivetrain offers many advantages. The electric motors can be controlled extremely precisely and can thus ensure good drivability. In addition, braking energy can be recovered.

The RS Q e-tron only needs one forward gear. The front and rear axles are not mechanically connected, as is also common in electric vehicles. The software developed by Audi takes over the torque distribution between the axles and thus creates a virtual and freely configurable centre differential, which has the positive side effect of being able to save the weight and space that would have been required by propshafts and a mechanical differential.

“As engineers, we basically see development potential in every component. But in terms of the drivetrain system, we have already achieved a system efficiency of over 97% in Formula E. There’s not much more room for improvement,” revealed Stefan Dreyer, Head of Development at Audi Sport for motorsport projects.

“The situation is quite different with the battery and energy management. This is where the greatest development potential lies in electromobility in general. What we learn from the extremely challenging Dakar project will flow into future production models. As always, we are also working closely with our colleagues from road car development on this project,” he added.

The Dakar Rally entry is being run in conjunction with Q Motorsport. “Audi has always chosen new and bold paths in racing, but I think this is one of the most complex cars that I have ever seen,” said team principal Sven Quandt. “The electric drivetrain means that a lot of different systems have to communicate with each other. Besides reliability, which is paramount in the Dakar Rally, that’s our biggest challenge in the coming months.”

Quandt compares Audi’s Dakar project to the first moon landing. “Back then, the engineers didn’t really know what was coming. It’s similar with us. If we finish the first Dakar event, that’s already a success!” he said.

The prototype of the RS Q e-tron had its first roll-out in the plant only at the beginning of this month. An intensive test program and the first test entries at cross-country rallies are on the agenda from now until the end of the year. “This project’s schedule is extremely packed and challenging,” said Roos. “Less than 12 months have passed since the project officially started. We had to begin the development while the regulations for alternatively-powered vehicles had not even been finalized yet. And all of the development took place during the coronavirus pandemic. You mustn’t underestimate that either. What the team has achieved so far is unique. The roll-out was a very special moment for everyone.”

Audi to compete in Dakar Rally 2022, return to WEC, and leave Formula E after 2021

Audi RS Torque Splitter – more intelligent torque delivery to the wheels

To most people, all the four wheels of a car rotate at identical speeds all the time. But this is not so and between the left and right wheels, there is a difference in rotating speeds. If the car is turning to the left, the wheels on the left side will rotate more quickly than those on the inside because the former has to travel a great distance around a curve.

This is where a differential comes in to enable the wheels on the outside to rotate at different speeds without dragging the wheels, which would damage the tyres. This approach has been used for many decades and in more recent times, engineers have developed systems to more efficiently split the distribution of torque between the wheels and enhance driving dynamics.

The RS Torque Splitter (shown above) in the Audi RS 3 prototype is one of the latest innovations in this area as it distributes drive torque between the rear wheels in a fully variable manner. This results in optimal stability and maximum agility – especially when cornering at high speeds.

How does it work?
The RS Torque Splitter makes active, fully variable torque vectoring between the rear wheels possible. Unlike the rear axle differential and the previous multiple disc clutch package on the rear axle, the torque splitter uses one electronically-controlled multiple disc clutch each on the respective drive shaft. During dynamic driving, the torque splitter increases the drive torque to the outer rear wheel with the higher wheel load, which significantly reduces the tendency to understeer.

In left-hand curves, it transmits the torque to the right rear wheel, in right-hand curves to the left rear wheel, and when driving straight ahead to both wheels. This results in optimal stability and maximum agility – especially when cornering at high speeds.

When driving on closed roads, the torque splitter enables controlled drifts by applying all of the engine power at the rear axle to just one of the rear wheels – up to a maximum of 1,750 Nm of torque. The exact distribution of drive torque always depends on the mode selected in Audi drive select and the respective driving situation.

Each of the two multiple disc clutches has its own control unit, which use the electronic stabilization control’s wheel speed sensors to measure the wheel speeds. Other influencing factors include longitudinal and lateral acceleration, the steering angle, the position of the gas pedal, the selected gear, and the yaw angle, ie the rotational movement around the vertical axis. In addition, the torque splitter is connected to the modular vehicle dynamics controller as a higher-level entity.

Due to the difference in propulsive forces, the car turns into the curve even better and follows the steering angle more precisely. This results in less understeer, earlier and faster acceleration when exiting corners, and particularly precise and agile handling – for added safety in everyday use and faster lap times on the racetrack. The torque splitter also compensates for oversteer by directing the torque to the wheel on the inside of the curve or, if necessary, to both wheels.

Integrated into the driving dynamics system
Audi’s Drive Select modifies the characteristics of the torque splitter and thus the car’s handling. Five characteristic curves – Comfort/Efficiency, Auto, Dynamic, RS Performance, and RS Torque Rear – are saved in the system. In this context, engine power is distributed to all four wheels in the Comfort/Efficiency modes, with priority given to the front axle.

In Auto mode, torque distribution is balanced, which means that the car neither understeers nor oversteers. Dynamic mode, on the other hand, tends to transmit as much drive torque as possible to the rear axle – for maximum agility and increased dynamics. This is taken to perfection in RS Torque Rear mode, which allows drivers to perform controlled drifts on closed roads.

The highly rear-heavy distribution of the engine power leads to oversteering behaviour, with up to 100% of the drive torque directed to the rear ending up at the wheel on the outside of the curve. In addition, Audi engineers have adjusted the engine and transmission characteristics.

This specific setup is also used by RS Performance Mode, which is designed for the racetrack. It is specially tuned to the Pirelli P Zero ‘Trofeo R’ performance semi-slick tyres. In this mode, the torque splitter delivers a particularly dynamic, sporty ride along the longitudinal axis with as little understeer and oversteer as possible. This results in fast acceleration out of corners and thus better lap times.

The modular vehicle dynamics controller
The modular vehicle dynamics controller (mVDC) ensures that the chassis systems interact more precisely and more quickly. To do so, this central system captures data from all the components relevant to lateral dynamics. The mVDC synchronizes the torque splitter’s two control units, the adaptive dampers, and the wheel-selective torque control for high-precision steering and handling.

The gripping story of Audi’s quattro all-wheel drive system

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Audi Charging Hub concept could be refuelling station of the future

The petrol station of today has evolved through many decades from being just a small shack by the roadside with a fuel pump, to a spacious facility that not only sells fuel but also has a convenience store and motorists can have their cars washed as well. The layout of these facilities is pretty much standardised, apart from the buildings which may be more than mere blocks.

With the increasing number of electric vehicles – fully electric and plug-in hybrids – the role of the station will have to change and besides supplying fossil fuels, facilities for recharging will also be expected. However, because recharging at this time still takes a while, the concept of such facilities will need to be adapted.

Pilot project with new concept
Audi, which plans to have a range of more than 20 fully electric models by 2025, is also looking at this aspect since the key to success of electrification greatly depends on the charging infrastructure. The carmaker has come up with a concept which will be assessed in a pilot project in the second half of the year.

The concept is the Audi Charging Hub with high-power charging (HPC) stations that can be reserved in advance to provide a high level of planning security. A lounge area directly nearby will provide an attractive, premium place to pass the time.

Cubes form the foundation of the Audi Charging Hub and these flexible container cubes fulfil various technical requirements and house charging pillars as well as used lithium-ion battery packs for energy storage. The use of second-life modules from disassembled development vehicles doesn’t just give the battery cells a new, sustainable purpose – it also provides a great benefit in their suitability as ancillary storage for direct current. This makes complex infrastructure with high-voltage lines and expensive transformers unnecessary.

Thanks to this huge interim storage – roughly 2.45 Mwh – the 6 charging stations, which will have a charging output of up to 300 kW, only need a standard 400Vt high-voltage hook-up. That makes output starting at 11 kW per cube sufficient to be able to fill the three storage modules with a total capacity of 2.45 MWh continually and to charge them overnight.

Premium lounge area
Different electric vehicle models will have different charging times for their battery packs. The latest Audi models take a little longer than a coffee break; the e-tron GT, for example, can be recharged with enough energy for up to 100 kms in about 5 minutes, with a charge from 5% to 80% taking roughly 23 minutes under ideal conditions. Audi customers need not stand around waiting as the pilot facility will have a lounge for them to relax in, with amenities commensurate with the premium image of the brand.

Photovoltaic modules on the roof will provide additional green energy. This not only makes it easier to selection possible locations, but it also reduces the planning time required and the costs while also saving resources. In addition, the modular concept provides maximum flexibility and scalability. The hub can be transported, installed and adapted to the individual location quickly, largely independent of local network capacities.

“The charging hub embodies our aspiration for the electric era and highlights Audi’s commitment to ‘Vorsprung durch Technik.’ A flexible high-performing HPC charging park like this does not require much from the local electricity grid and uses a sustainable battery concept. Our customers benefit in numerous ways: from the ability to make exclusive reservations, a lounge area and short waiting times, thanks to high-performance charging. This is consistent with the premium concept,” said Oliver Hoffmann, Member of the Board for Technical Development of Audi AG.

Trials and practical test
The search for a location in Germany for Audi’s pilot project and talks with possible partners are currently underway. It is planned to go into operation in the second half of the year. The findings about day-to-day operations and customer acceptance generated from this will be decisive for further implementation of the concept.

“We are testing what the optimal technical solution is in a very realistic way. The focus in doing so is firmly on the needs of our customers,” said Hoffmann. ”The plan for the pilot phase also calls for drivers of other brand cars to be able to use charging stations that are open and not reserved as well as parts of the lounge.”

The approach being taken by Audi could be a practical way in the transition period as vehicles with combustion engines are gradually phased out (which will take some time). The Audi Charging Hub can complement the existing fuel station infrastructure and could be set up adjacent to an existing station, if the space is available.

Audi A6 e-tron concept (w/VIDEO)

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Audi

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Audi Sport starts preparing RS Q e-Tron for 2022 Dakar Rally

Audi RS Torque Splitter – more intelligent torque delivery to the wheels

Audi Charging Hub concept could be refuelling station of the future

Many unknowns for Audi Sport with fully-electric RS Q e-tron entering 2022 Dakar Rally

Audi aims to be first carmaker to win Dakar Rally with fully electric rallycar

Audi’s A8 flagship gets enhanced, with an exclusive version for China

Audi R8 Performance RWD for the purists

Audi grandsphere concept shows Audi’s future electric flagship and technology

Audi unveils the Skysphere roadster concept

Three new concept cars show design of Audi’s future luxury models

Audi Sport starts preparing RS Q e-Tron for 2022 Dakar Rally

Audi RS Torque Splitter – more intelligent torque delivery to the wheels

Audi Charging Hub concept could be refuelling station of the future

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