Audi is continuing preparations for its participation in the Dakar 2022 which will start; January 2, 2022. The house of the 4 rings will be; the first manufacturer in the world to take part in the competition in an official capacity with an electric prototype equipped with a range extender .
In recent months, the German brand has continued the development of its car to test above all the powertrain and verify that it could offer maximum reliability; possible even in extreme conditions. Now, Audi wanted to tell something more; of his prototype with which he will face & agrave; the Dakar.
POWERTRAIN WITH RANGE EXTENDER 
The powertrain of the prototype, as already seen; we know, it is characterized by the presence of 3 electric motors derived from the Audi e-tron FE07 car of Formula E. We have two MGUs (Motor Generator Units), one at each axle, which deal with traction, while a third unit & agrave; it is used as a generator to help recharge the battery. And speaking of the recharge, in the middle of the desert during the special stages it is not; obviously possible to refuel.
For this, the Audi RS Q e-tron has a range extender and precisely a four-cylinder TFSI turbo a direct injection derived from the DTM. It will be used during special tests exclusively to generate energy destined for the battery. The internal combustion engine will not be used to give traction to the wheels.
The powertrain can & ograve; rely on a maximum power of 500 kW (680 hp) . Audi says that the electric propulsion brings several advantages such as a significant mechanical simplification compared to the other endothermic cars that will compete. For example, the classic driveshaft and center differential are not present. Moreover, thanks to the electric motors & egrave; it is possible to change the strategy of distributing the thrust between the front and rear in a few hundredths of a second .
The accumulator present on the prototype has a capacity; of 50 kWh and weighs about 370 kg. Both the MGUs and the TFSI engine require a dedicated cooling circuit. This means that & egrave; six thermal management systems had to be designed, also considering the intercooler and the air conditioning of the passenger compartment. A lot of work & egrave; was also done at the software and electrical and electronic management level. Inside the prototype there are two units & agrave; control panels and about four km of cables, not counting the elements of the high voltage system.
THE PROTOTYPE 
The Audi RS Q e-tron project is; it was built in record time, about 12 months . Audi says it designed the car to ensure maximum safety in every situation . For this, the prototype is; was made using a combination of aerospace-derived high-strength steels, aluminum, Kevlar and composite fiber materials.
The passenger cell and the supporting structure of the Audi RS Q e-tron consist of a tubular trellis frame which, by regulation, must be made of metal. Audi has opted for hot-formed, aerospace-derived high-strength steel & ldquo; alloy & rdquo; with elements of chromium, molybdenum and vanadium (CrMoV). The tubular frame is thus; obtained, in compliance with the geometries established by regulation, it satisfies the static compression and impact tests for category T1. Audi protects its crews by means of panels in CFRP, carbon mixed with thermoplastic polyurethane, inserted in the interstices of the frame itself and integrated in multiple points by Zylon: a thermosetting polymer that prevents the penetration of pointed and sharp objects and, at the same time, pilot fencing and navigator from the high voltage system. The seats of the Audi RS Q e-tron are also made of CFRP and are inspired by the seats used in the DTM and in endurance.
The prototype has a bodywork in CFRP, Kevlar or a mix of the two materials, in some cases with a honeycomb structure. The windshield is in laminated glass with a special anti-scratch treatment, while the side windows are in polycarbonate. The high voltage system is been carefully protected as the car will have to facing conditions of all kinds. For example, the battery, located centrally, is; encapsulated in a CFRP and Zylon case. Even the underbody is; It has been reinforced to protect the battery and the fuel tank.
The house of the four rings has integrated an LMP derivation monitor inside the passenger compartment to monitor any voltage fluctuations. If an accident occurs and an over-threshold kinetic load is detected, the entire system shuts down. At the same time, an acoustic signal and some warning lights along the bodywork communicate the state of danger to the rescuers.
What we have learned from this experience will be & agrave; poured into future Audi electric models.
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