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Next-gen Audi A8 introduces new four-material space frame; light weight and rigid

For the next generation of the Audi A8, an intelligent mix of four materials—aluminum, steel, magnesium and carbon fiber-reinforced polymer (CFRP)—is being used for the first time in the weight-bearing body structure—more materials than in any of the brand’s previous production models.

The resulting low weight and impressive rigidity—the upcoming flagship’s torsional rigidity surpasses the predecessor model’s rigidity value by up to 24%—from the multi-material construction of the Audi Space Frame (ASF) offer greater performance, efficiency and safety.

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In terms of its overall dimensions, an ultra-high-strength, torsionally rigid rear panel made of CFRP is the largest component in the occupant cell of the new Audi A8, and it contributes 33% to the torsional rigidity of the total vehicle. To absorb optimally longitudinal and transverse loads as well as shearing force, between six and 19 fiber layers are placed one on top of the other, ensuring a load-optimized layout.

These individual fiber layers consist of tapes 50 millimeters (2.0 in) wide and can be placed individually in a finished layered package, with any desired fiber angle and minimal trimming of the fibers. The innovative direct-fiber layering process specially developed for this purpose makes it possible to entirely dispense with the normally needed intermediary step of manufacturing entire sheets. Using another newly developed process, the layered package is wetted with epoxide resin and sets within minutes.

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A high-strength combination of hot-formed steel components make up the occupant cell, which includes the lower section of the front bulkhead, the side sills, the B-pillars and the front section of the roof line. Some of these sheet metal blanks are produced in varying thicknesses using tailoring technologies and others also undergo partial heat treatment. That reduces weight and increases the strength, especially in areas of the vehicle that are particularly critical for safety.

The aluminum components make up 58% of the new Audi A8 body, the largest share in the mix of materials. Cast nodes, extruded profiles and sheets are the elements characteristic of the ASF design. New heat-treated, ultra-high-strength cast alloys attain a tensile strength of more than 230 MPa. The corresponding yield strength in the tensile test is more than 180 MPa, and for the profile alloys it is higher than 280, i.e. 320 MPa—significantly higher values than seen previously.

Rounding out the intelligent mix of materials is the magnesium strut brace. A comparison with the predecessor model shows that it contributes a 28% weight savings. Aluminum bolts secure the connection to the strut tower domes, making them a guarantor of the body’s high torsional rigidity. In the event of a frontal collision, the forces generated are distributed to three impact buffers in the front end.

In addition to the complete redevelopment of the Audi Space Frame for the next generation A8, the production halls at the Neckarsulm location were specially built for the upcoming flagship. A total of 14,400 metric tons of steel were needed just for construction of the new, 41-meter-high body shop, twice as much steel as was used for the Eiffel Tower in Paris.

The highly complex yet energy-efficient production operation uses 14 different joining processes, including roller hemming at the front and rear door cutouts. This mechanical, “cold” technology is used to join the aluminum side wall frame to the hot-formed, ultra-strong steel sheets at the B-pillar, roof line and sills. The engineers thus realized improvements of up to 36 millimeters (1.4 in) at the door cutouts compared to the predecessor model. That in turn makes getting in and out of the car even more comfortable and widens the driver’s field of vision around the A-pillar, an area that is key to safe driving.

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Audi has developed remote laser welding for use with aluminum. Exact positioning of the laser beam in relation to the welding edge considerably reduces the risk of hot cracking during the production process. The new process makes it possible to precisely control the penetration depth of the laser by means of the heat input. In this way, process control can immediately determine the gap width between parts being joined, and this can effectively be closed using regulating controls. The laser beam’s high feed rate and low energy use reduce the CO2 emissions of this production step by about one fourth.

This new process also results in a 95% savings on recurring costs in series production because it eliminates the need for costly process controls required with conventional laser welding.

Comments

SJC

Space frame has been used before, the first car maker to master it and take 20% off the weight has an advantage.

Thomas Pedersen

All of these advancements are also applicable to BEV and should eventually trickle down to more modest cars.

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