H Audi παρουσίασε το νέο R18 e-tron quattro

Το αγωνιστικό τμήμα της Audi παρουσίασε σήμερα το R18, το οποίο θα συμμετάσχει στο παγκόσμιο πρωτάθλημα αντοχής (WEC) της FIA, καθώς φυσικά και στον 24ώρο αγώνα του Le Mans.

Η γερμανική εταιρία αναφέρει ότι το νέο R18 έχει επανασχεδιάσει από λευκό χαρτί, μη έχοντας σχεδόν τίποτα κοινό με τον προκάτοχο του, καθώς ακόμα και το μονοκόκ σασί είναι νέο και διαθέτει βελτιωμένες αναλογίες. Η πρώτη σημαντική αλλαγή –που είναι και άμεσα εμφανής– είναι στην αεροδυναμική

Η δεύτερη σημαντική αλλαγή, είναι η επικέντρωση στην οικονομία καυσίμου με σκοπό να πληρούν τους νέους κανονισμούς της FIA, που μείωσε της κατανάλωσης κατά 10 MJ ανά γύρο στο Le Mans, κάτι που σημαίνει ότι χρησιμοποιεί 10% λιγότερο καύσιμο. Το αγωνιστικό, πλέον θα συμμετέχει στην κατηγορία των 6 MJ, ενώ έχει αντικατασταθεί και το σύστημα αποθήκευσης ενέργειας με βολάν, με ένα πιο συμβατικό σύστημα μπαταριών ιόντων-λιθίου. Η μετάβαση στην “μεσαία” κατηγορία των 6 MJ θα δει το 2016 R18 e-tron quattro να πλησιάζει αρκετά τις επιδόσεις των βενζινοκίνητων ανταγωνιστών του που βρίσκονται στην κατηγορία των 8 MJ. Η MGU (Motor Generator Unit) βρίσκεται στον εμπρός άξονα και μετατρέπει την κινητική ενέργεια σε ηλεκτρική κατά το φρενάρισμα, με την μέγιστη ενέργεια που μπορεί να προσφέρει η MGU, βάσει κανονισμών, να είναι 408 άλογα (300 kW). To νέο αγωνιστικό της Audi δεν γυρνά την πλάτη στον 4-λιτρο V6 TDI, με την συνολική απόδοση του υβριδικού power unit να φτάνει τα 1.000 άλογα.

Οι παραπάνω βελτιώσεις έχουν οδηγήσει σε 32,4% καλύτερη οικονομία καυσίμου του diesel κινητήρα, σε σχέση με την πρώτη γενιά το 2011, με την Audi να χρησιμοποιεί ελαφρύτερο και πιο αποτελεσματικό turbo, ενώ ορισμένα εξαρτήματα του κινητήρα είναι τοποθετημένα με διαφορετικό τρόπο, ώστε να δημιουργηθεί χώρος για τις νέες αεροδυναμικές λεπτομέρειες.

Τα πληρώματα των αγωνιστικών της Γερμανικής ομάδας, με τα νούμερο 7 και 8 παραμένουν απαράλλαχτα, κάτι που σημαίνει ότι το 2016 R18 θα οδηγήσουν οι: Marcel Fassler, Andre Lotterer, Benoit Treluyer και Lucas di Grassi, Loic Duval, Oliver Jarvis.

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Audi in the WEC 2016

Audi is competing in the 2016 FIA World Endurance Championship WEC with its all-new Audi R18.

Innovation boost for new hybrid sports carFor the FIA World Endurance Championship (WEC) and the Le Mans 24 Hours,Audi is emphasizing focal areas in the 2016 season: The Audi R18 that hasbeen redesigned from scratch has almost nothing in common anymore with itspredecessor. It features a more radical aerodynamics concept, including a newsafety cell, its hybrid drive system is battery-operated for the first time, the V6TDI engine has been revised, and new system solutions have been added. As aresult, Audi’s LMP1 sports car is a vehicle that is more powerful and – oncemore – clearly more efficient than its predecessor. While the new R18 is Audi’sstrongest race car to date, it consumes less fuel than any of the generationsbefore it.Power output of more than 1,000 hp delivered by the TDI and hybrid powertrain, tenpercent less fuel consumption than before – Audi is achieving new best marks underthe efficiency regulations. The FIA WEC regulations have been providing automobilemanufacturers with incentives to build increasingly efficient race cars since 2014.Starting in the 2016 season, this competition will intensify, as the upper limit for fuelconsumption will considerably decrease by 10 megajoules per lap at Le Mans. “Theresult is a race car that manages energy even more effectively than before. This is anobjective we’re pursuing for our road-going automobiles as well,” says Head of AudiMotorsport Dr. Wolfgang Ullrich. “This type of motorsport continues to set an examplefor automotive engineering. For Audi, production relevance has been a core topic ofall racing programs for 35 years.”All development engineers at Audi Sport were challenged to enhance the efficiency ofthe Audi R18. As a result of switching to the 6-megajoule class, the hybrid system,due to the regulations, now recovers 50 percent more energy. The car’saerodynamics concept is fundamentally new. Nearly all vehicle systems have beenrefined or redesigned. Consequently, energy consumption decreases, the race carhas become lighter, and allows for more favorable packaging of the componentassemblies. This has resulted in an R18 which even visually clearly differs from itspredecessor.

New structure for optimized aerodynamicsNo other race car embodies the philosophy of optimized aerodynamics asconsistently as the LMP1 sports cars that render a futuristic impression. When lookingat the new Audi R18, a significantly altered exterior strikes the eye. The proportions ofthe front end and the cabin within the overall vehicle length have changed and theconspicuous nose of the race car is clearly slimmer than before.“The new proportions influence weight distribution and aerodynamics,” explains JörgZander, Head of Engineering at Audi Sport. “Our most important objective was toimprove airflow.” At the front end, airflow has to be directed across the top of the racecar and between the wheel wells, enter the cooling ducts through the body shell, andoptimally approach the underfloor. “In this process, vortices must be avoided, as thiscosts energy,” says Zander. Undesirable vortices and turbulent flow would reduce theenergy in the airflow and increase resistance. The smaller the space which themonocoque – the central stressed structure and safety cell of the race car – occupiesin this area the larger are the clearances for low-loss airflow. Thanks to the newproportions, the new Audi R18 directs airflow even more effectively to optimallyapproach the underfloor. At the rear, the air exits again through the diffusor. As aresult, it produces a major portion of the downforce under the race car, which isbeneficial in cornering. Audi developed a new monocoque, modified the proportionswithin the prescribed maximum length of 4,650 millimeters, and designed all thecomponent assemblies accordingly.New as well are the dimensions and positions of the prescribed openings in the frontwheel arches. They are intended to reduce undesirable aerodynamic lift effects in thecase of lateral airflow. Their areas have been enlarged by 45 percent compared withthe 2015 season.Creative detailed solutions in the chassisThis new concept requires innovations in many other areas. The suspension is a casein point. Due to the new monocoque, the mounting points for the front suspensionhave significantly changed. To make them more compatible with the position of thedrive shaft for the hybrid system, the new mounting points have been rearranged.Suspension kinematics has been significantly revised. Wishbones featuring a newdesign are now used for wheel guidance. The lift and roll spring-damper elements areactuated via pushrods at the front. The rear suspension kinematics has been

optimized as well. As in the case of the previous-generation vehicle, the springdamperelements are controlled using pullrods. Optimum balance of the race car in allspeed ranges is guaranteed by balancers of the Linked Suspension System (LSS) inthe chassis.The transmission is a new design as well. Audi’s simulations revealed that theoptimized engine allows a very good gear ratio spread with minimal rpm jumps evenin combination with a six-speed instead of the previous seven-speed unit. As a result,the engineers managed to further reduce the weight of the transmission. In the otherareas of the vehicle’s structure, Audi rigorously pursued its lightweight designapproach as well, while retaining the high torsional stiffness of the chassis.In addition, new solutions for the actuators of individual systems of the Audi R18 helpreduce weight. While in the previous-generation vehicle electrical actuators were stilloperating in the braking, transmission and engine systems, the new Audi R18 usesan all-new development of a high-pressure central hydraulic system. The regulationsprescribe a minimum weight of 875 kilograms for the LMP1 hybrid sports cars. Inspite of a more powerful and therefore necessarily heavier hybrid system, Audi doesnot exceed this limit.New approaches to hybrid driveHybrid pioneer Audi, the first manufacturer to have won the Le Mans 24 Hours withan energy recuperation system, was using a flywheel energy storage system from2012 to 2015. Now the time is ripe for the next step. In the future, a battery will beaccumulating the energy. Electrokinetic technology is being replaced by anelectrochemical storage system. “The flywheel accumulator definitely proved viablefor the lower energy classes,” explains Thomas Laudenbach, Head of Electrics,Electronics and Energy Systems at Audi Sport. “But due to the fact that we now haveto process even more energy than before, a technology change suggested itself.” Theprevious flywheel accumulator guaranteed high power density. Now, favorable energydensity has to be achieved as well, as Audi is switching to a higher hybrid energyclass. Starting in the 2016 season, the amount of energy will increase by 50 percentto 6 megajoules. When comparing this level with the one from the 2014 season, theengineers have even tripled the amount of recuperated energy within this period oftime.

For the first time, Audi will be relying on a lithium-ion accumulator as the hybridenergy storage system. Since 2009, the batteries for the electrical system of the LMPsports cars with the four rings have been based on this technology. The productionbasedcells of the new hybrid storage system use advanced and powerful cellchemistry and are serially connected. The system is located within the high-strengthsafety structure in the monocoque and separately encapsulated once more. Electricaland electronic safety systems monitor various parameters – from individual cellsthrough to the overall high-voltage system – and will intervene if necessary. Theshutoff logic naturally includes crash detection.The energy stored by the system is generated by an MGU (Motor Generator Unit) atthe front axle. The Audi R18 converts the rotary motion of the front wheels intoelectrical energy when the driver brakes before entering a turn and feeds it into thestorage system. This way, the hybrid sports car utilizes energy that would otherwisebe lost. If the race driver accelerates again on exiting the turn, the current flows in theopposite direction to power the MGU. As a result, the front axle of the R18 helpsaccelerate the race car again. A low-temperature cooling circuit, which is separatefrom the engine cooling system, cools the battery cells, MGU, and power electronics.From the 2016 season on, there will be a track-specific limitation imposed on poweroutput in addition to the previous energy classes. Although the MGU may recuperateany desired amount of energy, it may now only supply 300 kW (408 hp) in the race atLe Mans. Audi has designed its MGU for an output of more than 350 kW (476 hp) inorder to recover as much energy as possible. The reason is that even when brakingat high speed, the braking phases of an LMP1 race car last only three to fiveseconds. The high system output helps efficiently recover the required energy. At LeMans, the system may only supply 300 kW during subsequent acceleration.Accordingly, the energy from the hybrid system will be available for a longer period oftime. This limit does not apply to the other FIA WEC rounds.By opting for the 6-megajoule class, Audi has presented its most powerful MGU sofar. In 2012, Audi started with about 150 kW (204 hp) of electrical power output. Todate, this level has far more than doubled. Conceptually, the previous and the newMGU are akin to each other. However, the power electronics, stator, and rotor arenew developments. This generation of the hybrid drive system delivers high outputand develops strong torque, as a result of which the loads acting on the componentsthat transmit power to the front axle increase accordingly. Audi uses a limited slipdifferential at the front axle to transfer torque with minimal loss.

Less energy for the powerful and more efficient V6 engineThe developers of the hybrid drive system were allowed to increase output. Theengine development team headed by Ulrich Baretzky was confronted with theopposite challenge for the 2016 season. The 4-liter V6 power-plant receives clearlyless fuel, which initially reduces its output. Two factors have to be considered in thisrespect. Audi switched to a higher hybrid energy class – and the regulations allocateless fuel to race cars which recuperate large amounts of energy. This aspect resultsin a minus of about three percent. At the same time, another change is taking effect.The speed of the LMP1 race cars continually increases. To control it, the officials ofthe FIA, the WEC and the Le Mans organizer ACO allocate clearly less fuel energy tothe hybrid race cars. “This is a development which, as a manufacturer, we principallysupport in order to control the lap times,” says Dr. Wolfgang Ullrich.The basic concept of the V6 TDI engine dates to 2011. With its double-flow VTGmono turbocharger, 120-degree cylinder bank angle, the exhaust gas side within theV angle, and innovative detailed solutions the unit tends to be regarded as unusual.The initial displacement volume of 3.7 liters increased to four liters in 2014. “We’renow using the basic engine concept for the sixth consecutive year. This shows howsound the basic idea still is,” says Ulrich Baretzky. “Due to efficiency increases, wepartially compensate for the lower amount of fuel.”Among other things, the turbocharger is now lighter and more efficient. Externally, theV6 TDI has changed as well. Individual components are now arranged differently inorder to make room for the new aerodynamics concept. The prescribed limitation ofthe charge pressure to a factor of 4 does not change the engine’s torque of more than850 Newton meters. The higher efficiency pays off, as the fuel cell capacity of therace car has been reduced further as well – by eight percent to 49.9 liters.Overall concept clearly more efficientThe efficiency increases of the race car are remarkable in a historic comparison. Thecurrent V6 TDI consumes 32.4 percent less fuel than the first generation did in 2011.This progress is even more substantial in a comparison with the original year of 2006.Back then, Audi used TDI technology for the first time. Thanks to this technology, thebrand with the four rings has since clinched eight victories, a distance record, plustwo world championship titles. Today, Audi’s LMP1 race car with the current engine

uses 46.4 percent less fuel at Le Mans. Still, it achieves lap times that are ten to 15seconds better than a decade ago. All of this is possible thanks to the sum of all theadvances that have been made in the areas of aerodynamics, lightweight design andthe powertrain.Distinctive safetyIn terms of safety, the LMP1 race cars will continue to set standards in the future aswell. Audi complements the exacting requirements of the regulations by in-houseresearch that far exceeds these rules. In the field of active safety – in other words thedetection of hazards and accident prevention – the Audi drivers can draw on a wealthof tools. While the driver information monitor in the cockpit to display race control flagsignals is prescribed, Audi assists its drivers with a number of additional solutions.For instance, Matrix LED headlights combined with Audi laser light optimize the lightbeam of the race cars that can reach speeds of up to 340 km/h. Since 2015, Audicustomers have been able to order laser light in the second generation of the Audi R8as well. Matrix LED technology has been making its way into a growing number ofmodel ranges.Particularly good rearward vision is provided by a lightweight and energy-efficientcamera system in combination with an ultramodern AMOLED screen that serves as adigital rear view mirror. Since the 2001 season, the drivers and pit crews have beenkeeping their eye on tire inflation pressure using a tire pressure monitoring system.And, last but not least, the Audi R18 automatically controls brake force distributionwith respect to the hybrid system in the respective operating condition.In the event that an accident cannot be avoided, the passive safety systems takeeffect. The monocoque consists of a high-strength CFRP structure with an aluminumhoneycomb core and has a front crash nose for energy absorption. In 2011, Audi wasthe first manufacturer to use a single-piece monocoque. The cell has been providedwith additional side impact protection, as Zylon layers integrated into the cockpit wallsprevent the intrusion of objects. In rear-end collisions a CFRP structure at thetransmission absorbs the impact energy. Double wheel tethers have beensuccessfully used since the 2014 season and reduce the risk of wheels separatingfrom the race cars in accidents. Due to their rotary motion, wheels have high levels ofkinetic energy. The high-voltage protection systems ensure that the electrical currentsin the hybrid system can be safely controlled. There is no other motorsport discipline

that uses an equal amount of high technology to protect the driver before or during anaccident.Be it in terms of the performance capabilities and safety of the race cars or thefurthering of efficiency and innovations: in the sum of all technological features, theLMP1 class remains unique around the globe and therefore of utmost relevance forthe future of the automobile.

Technical data Audi R18 (2016)As of: March 2016Model Audi R18 (2016)VehicleVehicle type Le Mans prototype (LMP1)Monocoque Composite fiber construction of carbon fibers with aluminumhoneycomb core and Zylon side panels, tested acc. to the strict FIAcrash and safety standards, front and rear CFRP crashersBattery for electrical system Lithium-ion batteryEngineEngine Audi TDI, V6 engine with turbocharger, 120-degree cylinder angle,4 valves per cylinder, 1 Garrett VTG turbocharger, TDI diesel directinjection, aluminum cylinder crankcase, fully stressedCubic capacity 4,000 ccPower output Over 378 kW (514 hp)Torque Over 850 NmHybrid systemType of storage system Electrochemical due to lithium-ion battery,over 2 MJ of usable storage capacityMotor Generator Unit (MGU) One MGU at the front axle, integrated limited slip differential. Lowtemperaturecooling circuit for MGU, integrated power electronics andenergy storage. MGU output: over 350 kW for recuperation/boost(300 kW for boost at Le Mans)Output class ERS 6 MJ (valid for Le Mans race track)Drivetrain/transmissionType of drive Rear-wheel drive, traction control (ASR),e-tron quattro four-wheel drive in hybrid modeClutch CFRP clutchTransmission Sequential 6-speed racing transmissionDifferential Limited slip differential rearTransmission housing CFRP with titanium insertsDrive shafts Constant-velocity tripod-type plunge jointsSuspension/steering/brakesSteering Servo-assisted rack and pinion steeringSuspension Front and rear independent suspension on upper and lower wishbones,pushrod system at the front axle and pullrod system at the rear axlewith adjustable dampers, two wheel tethers per wheelBrakes Hydraulic dual-circuit braking system, monoblock light-alloy brakecalipers, ventilated carbon fiber brake discs front and rearWheels OZ magnesium forged wheelsTires Michelin Radial,Front: 31/71-18, rear: 31/71-18Weight/dimensionsLength 4,650 mmWidth 1,900 mmHeight 1,050 mmMinimum weight 875 kgFuel cell capacity 49.9 liters