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The 2nd-generation Audi Space Frame of the A2: A trendsetting allaluminium car body concept in a compact class car
Authors: Wulf Leitermann1) , Jens Christlein2)*
1)
2)
Vehicle concepts of the future will have to satisfy such contradictory requirements as high body rigidity and maximum
safety in all driving situations, coupled with minimum weight. With this in mind, at the 1997 Frankfurt Motor Show Audi
presented the Al2 study vehicle, a car which makes ultra-low fuel consumption possible thanks to its new overall technical
concept based on extremely low-weight ASF techniques and innovative engines, but is a multi-purpose four-door vehicle
despite its compact exterior dimensions. This study model was developed into a production-ready vehicle within a very
short space of time: the Audi A2, which made its dbut at the Frankfurt Motor Show in September 1999. Only with the aid
of simulation techniques was it possible to bring such a novel body concept to production maturity within such a short
space of time. The following article describes the technical highlights of the ASF body on the Audi A2.
INTRODUCTION
Today's car-based society is having to cope with a growing
number of vehicles on our roads, and also with the
problems that they cause. As a result of the rising amount
of space taken up by vehicles, there is above all an
increasing lack of road and parking space, while the
problem of exhaust emissions and energy consumption
remains. Considering the high number of vehicles on
today's roads, the progress that has been made in the field
of engine development has until now been the best way of
reversing the upward spiral of vehicle weights prompted
by rising comfort, performance and safety requirements.
Audi unveiled its Al2 study vehicle as far back as 1997, as
a proposal on how this spiral could be reversed; one of its
principal features is its aluminium body, a refined version
of the Audi Space Frame ASF principle that made its first
appearance in the Audi A8.
BODY CONCEPT
TARGETS AND SPECIFICATIONS
The following development objectives were drawn up for
the Audi A2:
Casting
Extrusion
Sheet
The front end of the Audi A2, as was already the case on
the Audi A8, consists of a bolted longitudinal-member
structure, which permits a low insurance type
classification. The front longitudinal member comprises an
extruded section which is stamped in the area where it
joins onto the impact-absorbing elements, to permit
defined collapsing in order to absorb impact energy.
FRONT END
MIG
Punch-riveting
Spotwelds
Clinching
CENTRE FLOOR
70 m
1100
500
179
MIG
Punch-riveting
Laser
20 m
1800
30 m
ROOF STRUCTURE
There are two body variants for the roof structure area:
Full-panel roof
Double-spoiler glass roof.
The roof structure for the full-panel roof consists of roof
cross-members at the front and rear with a sheet-metal
shell, and the sheet-metal roof.
REAR END
BODY CALCULATION
The rear floor panels do not merely permit a level loadarea floor; their design means that they are ideal for laserwelding by means of pressure roller.
SIDE-WALL FRAME
This assembly basically comprises the side section, the
side of the roof frame and the castings for the A + B-posts
and tailgate lid hinge mounting. The one-piece deep-drawn
side section forms the outer shell of the side structure.
Manufacturing this deep-drawn element of aluminium
presented the planning and toolmaking specialists with a
major challenge. The design and deep-drawing simulation
3
RIGIDITY
The Audi A2's static torsional rigidity was configured and
optimized by means of calculation. The objective here was
to obtain a standard of lightweight body design that is
significantly better than the norm on this class of vehicle.
STRENGTH
On the A2, abuse load scenarios such as driving over
ground ramps were evaluated with the aid of simulation
and the structure optimized as a result. For this load
scenario, the forces that are introduced into the structure
are calculated by means of MKS simulation. These forces
were then applied to the body through a finite-element
calculation, and the distribution of stresses and extensions
in the structure analyzed and optimized.
PASSIVE SAFETY
Thanks to its vehicle concept, the Audi A2 has a sound
basis for an optimum flow of power under the influence of
the loads occurring in crash load scenarios. For example,
the relatively slight difference in height between the front
and rear longitudinal member and the supporting structure
in the passenger cell zone permits a weight-optimized
structure, with precise control of the deformation which
occurs in a frontal and rear-end collision. The sill, which is
relatively high up compared with familiar vehicle
concepts, likewise contributes to the flow of power and to
the absorption of energy in a side collision.
In the lateral impact to Euro-NCAP at 50 km/h, the vehicle
is struck at right-angles by a trolley carrying a barrier, the
front side of which represents a deformable impact
element. Here again, the rigid cabin constitutes the
survival space for the occupants. In this test, the overlap
between the doors and the posts and sill prevents the doors
from being displaced into the interior. The doors moreover
incorporate large-area impact-absorbing elements which
transfer the forces occurring into the cabin structure.
SUMMARY
The development of the Audi A2 demonstrates that it is
already possible to use an aluminium body for a compactclass vehicle. Technological advances in aluminium
vehicle design were systematically implemented on this
car, both as a means of reducing costs compared with the
1st-generation Audi Space Frame and to permit its volume
production. Audi has now succeeded in realizing a
pioneering lightweight design concept that sets new
standards.
REFERENCES
[1] D. Engelhart, W. Leitermann et al: Der neue Audi A2
(The new Audi A2), ATZ/MTZ-Sonderheft 03-2000
[2] J. Christlein, H. Behrens: Aluminium als KarosserieLeichtbauwerkstoff fr Personenkraftwagen
(Aluminium as a lightweight material for cars). Bnder
Bleche Rohre 10-1996: 16-24.