Embed Size (px)
Citation preview
Body – LUPO 3L
Design and Function
Self-Study Programme 216
Service.
2
216_002
NEW ImportantNote
The Self-Study Programme
is not a Workshop Manual.
Please always refer to the relevant Service Literature
for all inspection, adjustment and repair instructions.
Realising a 3-litre car on the basis of the Lupo called, above all, for innovative ideas and a whole string of new production methods and technologies. The further development and redevelopment of the body were just two of the many milestone achievements.
The body had to satisfy various requirements in order to achieve the defined goals. The key factors were systematic weight reduction and improved aerodynamics on the one hand, andsafety, design and customer utility value on the other.
To meet all these requirements, several problem-solving approaches were adopted for implementation purposes:
● Use of aluminium and magnesium● Use of high-strength sheet-metal panels● Material thickness optimisation ● Flushness● Adherence to minimum small gap sizes
For implementation purposes, it was necessary to develop and utilise new production and joining methods which will also be reflected in your activities.
3
Table of contents
Body – a lightweight . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Lightweight materials . . . . . . . . . . . . . . . . . . . . . . . . . 6
Contact corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Joining methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Bodyshell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Add-on parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
The doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
The wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
The bumpers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
The bonnet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
The tailgate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Glazing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . 34
4
Body – a lightweight
An important task of body development was to reduce weight. There are two possibilities for achieving this goal:
- Use of lightweight materials- Material savings
During the development of the Lupo 3L body, both these possibilities were utilised in order to bring a lightweight and affordable body to production maturity. This means that the two possibilities mentioned above for weight reduction were exploited to the full by reducing material thickness, saving material and utilising composite construction methods (use of various materials within the body).
But in this case, no compromises on safety were made when saving material.The safety of the body fully complies with the high safety standards which Volkswagen sets.
The main weight savings are distributed among the individual body elements as follows:
Body elements Modifications Saving
Doors Aluminium -16.0 kg
Tailgate Aluminium/magnesium -4.5 kg
Bonnet Aluminium -4.2 kg
Wing Aluminium -3.4 kg
Mounting plate Aluminium -1.2 kg
Backrest Aluminium -7.0 kg
PVC underseal Only corrosion-prone areas of the underbody are protected with PVC
-6.9 kg
Glazing thickness Glazing thickness reduction -3.1 kg
Body side panel The material thicknesses of body side panels were optimised
-1.7 kg
Seat cross-member adopted from the Polo -1.3 kg
Door weather strip/damping elements
Weight optimised materials -1.0 kg
Window lifter Material savings -0.6 kg
Cavity flooding wax Optimisation of cavity flooding wax quantities
-0.5 kg
Bumper cover Material savings -0.5 kg
Saving (body) approx. -51.9 kg
Total saving (compared to Lupo SDI) approx. 154.0 kg
5
The body structure was adopted from the Lupo base model. It was adapted to meet the requirements by employing the lightweight construction method described here.
The body is based on a self-supporting bodyshell manufactured from fully galvanised steel. It embodies consequently the corrosion protection measures that have proven effective for several years.
All add-on parts are of lightweight construction. What is meant by lightweight construction in this case is that most parts are made of aluminium or magnesium. New production and joining methods had to be developed and utilised for this purpose. Here, we were able to draw on experience gained with the Audi A8.
The demands on corrosion protection between the various materials are not inconsiderable. In this con-nection, the keyword is “contact corrosion”. This has to be avoided by systematically segregating the various materials. New materials and new joining methods for avoiding contact corrosion also involve, of course, a change in working procedures.
216_003
6
Lightweight materials
Aluminium
Chemical symbol: Al
Aluminium is the most commonly occurring metal in the earth's crust. However, it does not occur naturally as a pure metal. It has to be extracted from its compounds. Aluminium is principally extracted from bauxite on an industrial scale.
Aluminium oxide is extracted from bauxite by a breakdown process using caustic soda. This chemical process is known as the Bayer Method.
Highly pure aluminium can be obtained from aluminium oxide by means of melt flow electrolysis.Increasing amounts of used aluminium are meanwhile being recycled. This closed recycling loop is reducing demand for mining bauxite and the energy consumption associated with aluminium extraction.
Aluminium is a silvery metal which protects itself against further oxidation by a solid oxide layer. In the case of iron, for example, the oxide layer - commonly known as rust - does not adhere to the metal surface, with the result that iron continues to rust.The aluminium's oxide layer can be thickened by a process known as anodising.
Bauxite mining Bayer Method
Caustic sodaNaOH
Al2O3
Aluminium
oxide
Melt flow
electrolysis
Aluminium
Oxide formation
on aluminium
surfaces
Oxide formation
on iron surfaces
216_021
216_023
216_024
7
Magnesium
Chemical symbol: Mg
In the 60s and 70s, magnesium was used on an industrial scale in motor construction atVolkswagen.
However, magnesium technology fell by the way-side due to a sharp rise in prices in comparison with aluminium in the eighties and the demise of air-cooled engines.
The extremely low weight of magnesium has now resulted in a renaissance as a result of pressure on vehicle manufacturers to reduce fuel consumption.
Magnesium does not occur naturally as a pure metal. It has to be extracted from its compounds. Unlike aluminium, however, a salt of magnesium - magnesium chloride - is used industrially and not the oxide. As with aluminium, the process consists of melt flow electrolysis.
The development of new alloys made it possible to improve casting properties, heat resistance and corrosion resistance of magnesium parts.
Magnesium chloride mining in the Dead Sea Purification
and drying
of MgCl2
Melt flow elec-
trolysis
Magnesium
Flux agentCaF2
The Dead Sea Magnesium company was established in Israel in order to safeguard the availability, price stability and quality of magnesium in future. This company is a joint venture between Volkswagen AG and the Israeli Dead Sea Works in which Volkswagen has a 35 percent holding. The headquarters of Dead Sea Magnesium are located directly next to the Dead Sea in Israel. Here, high-grade magnesium is produced from magnesium chloride and supplied directly to processing plants.
216_022
8
Lightweight materials
The overall reaction process is very complex; explaining it in full would involve an in-depth seminar into subatomic physics. For this reason, we will explain the reaction which takes place by means of a heavily simplified model.
Imagine the starting material (aluminium oxide or magnesium chloride) in a heat-resistant tank. The tank is heated until its contents melt.
Two carbon electrodes are suspended in the melt and a DC voltage is applied.Pure metal then forms a deposit on the cathode. At the anode, electrode carbon is used up and released in the form of carbon dioxide.
Melt flow electrolysis
The concept can best be explained by breaking it down into its two component parts.
Melt flow implies that the starting material is in a molten, i.e. liquid, state. That is the prerequisite for the second part of the concept - electrolysis.
Electrolysis is the name given to a process in which a chemical compound is split up by means of an electrical current.
Cathode
Anode
Melts of
aluminium oxide
Voltage source
Aluminium
CO2
216_014
9
Aluminium melt electrolysis is carried out industrially in large iron vats. The side walls and base are coated with carbon and serve as cathodes. Carbon blocks serving as anodes are suspended in the melt. Aluminium is deposited on the base of the vat, since the distance between the anodes and the base is less than the distance between the anodes and the walls. A layer of liquid aluminium forms beneath the melt. This layer is racked off every 2-4 days and can be cast in ingots.
Cathodes
Carbon blocks
serving as anodes
Melts of
aluminium oxide
Carbon coatingAluminium
Alloys
Aluminium and magnesium are very light but they are not very strong or tough in their pure states.
The characteristics of a pure metal melt can be changed by adding other metals or suitable elements. This produces what is known as a metal alloy. Foreign metal atoms attach themselves to the atomic lattice of a metal and, in so doing, change the metal’s characteristics.
No doubt you will be familiar with this process in connection with iron. It can be endowed with special hardness, toughness, ductility or corro-sion resistance by adding chromium, titanium, molybdenum, vanadium or other metals.
The strength and corrosion resistance of aluminium and magnesium can be increased by alloying. Alloying also improves the casting properties of magnesium in particular, allowing gravity die castings with a very low wall thickness.
The strength of a metal can be increased not only by alloying but also by forging and hardening. Both process alter the microstructure of the metal.It becomes harder and stronger.
Metal lattice of a pure
metal, e.g. iron
Metal lattice of a
ferrous alloy
216_015
216_025 216_026
10
Processing
Once the aluminium has been extracted by the process described above and the alloy con-stituents have been added, the aluminium must still of course be given its final shape.
Aluminium is shaped in two stages. First of all, the raw material must be rolled into sheet-metal panels. This is done in several stages until the necessary sheet-metal thickness has been reached. The sheet-metal panels are then made into the required shape by cutting and deep drawing.
Lightweight materials
Depending on the degree of deformation of the body section produced, deep drawing can also be performed in several stages.
After being reshaped, aluminium parts are still too soft. For this reason, they are post-hardened (by heat treatment) to increase their strength. During the hardening process, certain alloy ele-ments bind themselves to the aluminium, increas-ing the tension in the metal lattice and thus increasing its strength.
Shaping of sheet aluminium parts
Aluminium Rolling
Cutting and
deep drawing
Deep drawing Hardening
216_032
11
In automobile manufacturing, the majority ofmagnesium parts are made by gravity die casting. This process is ideal for producing filigree shapes. Much-used motor vehicle parts made of magnesium include gearcases, steering wheels, ignition starter lock housings, trim panels, covers, body inner sections, etc.
As with aluminium, alloy constituents are added to the extracted magnesium, improving its cast-ing characteristics markedly.
The molten magnesium alloy is injected into a casting die under high pressure and at a high rate. The casting cools down inside the die and is ejected after the die is opened. The die is not destroyed and so can be re-used for further castings.
After the parts have been cast, they must be released from the sprue and deburred but other-wise their fitting accuracy is very high.
Shaping magnesium parts
Magnesium Gravity die casting process
Remove sprue
and deburr
216_033
12
Contact corrosion
Electrochemical series and corrosion
The relatively high susceptibility of aluminium and magnesium to corrosion when they come into contact with iron is reflected in the so-called electrochemical series of these metals.
In these electrochemical series, the metals are arranged in the following order:
... Na, Ce, Mg, Al, Ti, Mn, Zn, Cr, Fe, Cd, ...
Explaining this concept would also involve an in-depth lecture on chemistry and physics. First of all, it would be necessary to explain what a normal hydrogen cell is and how the metals are measured against this cell in order to determine their electrochemical properties. That would easily exceed the scope of this booklet. For this reason, we will make use of a model here, too.
Let us assume you have a test setup where you place an iron cylinder together with a plate made of, say, aluminium into a vessel so that they are in contact with each other. Pour some water containing a small amount of dissolved table salt on the two metal parts and watch what happens. You will find that the surface of the aluminium disintegrates and the solid aluminium seems to disappear.
If you now conduct the same experiment with a plate made of magnesium instead of aluminium then you will find that the magnesium is corroded to a much higher degree.
Iron
Aluminium
Salt water
Corrosion
Iron
Magnesium
Salt water
Higher degree of
corrosion
216_016
216_017
216_018
216_019
13
The different corrosion behaviour of aluminium and magnesium is attributable to the distance between the metals in the electrochemical series. If they are located closer to each other in the electrochemical series and their electrochemical properties are similar, then they will be corroded to a lower degree. If they are located far apart from each other in the electrochemical series and have very different properties, then they will be corroded to a higher degree.
For this reason, the boundary surfaces between different metals are separated from one another by a coating.
The applies to all fasteners and body parts which come into contact with different metals.
Magnesium CopperAluminium Iron Gold
+0.34 +1.5-0.44-1.66-2.36
-1.22
-1.92
0
The numeric values reflect the position of the
element within the electrochemical series and are
known as normal reduction potentials.
216_020
14
Non-metallic joining elements include:
- rubber parts, - plastic parts,- adhesives and - body sealants
The constituent materials of these joining ele-ments can cause contact corrosion if they join two different metals and are electrically conductive. The joining elements are used much like a “bridge”. This means that if, say, two different metals are joined via an electrically conductive rubber seal, then the metal with the lower value in the electrochemical series will be destroyed by corrosion.
Conventional adhesives and plastics can be made electrically conductive by using soot as a filler. No soot or similar fillers were added to the materials used in the Lupo 3L.
The following rule of thumb applies here:
All non-metallic joining elements must have a specific volume resistance and may not be electrically conductive.
Contact corrosion
Only the original parts and materials specified in the Workshop Manual may be used to carry out repair work.
Non-metallic joining elements
15
Windscreen bondingRubber seals (also applicable to the doors and bonnet)
Glazing
Bonding
Body
216_050
216_053
216_052 216_051
Body fine sealing Body bonding
216_049
The diagram shows the damping measures employed in the Lupo 3L.
16
Contact corrosion
Metallic joining elements include:
- screws,- clips, - hinges, joints, etc.
These joining elements are normally manufac-tured from ferrous products and, therefore, are incompatible with aluminium and magnesium. To avoid contact corrosion, the various metals have to be kept apart from each other. This is done by using a variety of coatings.
The coatings specified in the following are not used exclusively for the joining elements speci-fied above. Instead, they are used to protect the connecting points of various add-on parts (such as the locks).
The following coatings are used:
● Coatings containing zinc and aluminium dust(Dacromet, Delta Tone)Usages: screws/bolts, hinges, joints, etc.
● Special zinc alloy coatingsUsage: Connecting points of add-on parts (e.g. wheel housing liners)
● Tin coatings (for non-ferrous metals such as copper andbrass)Usage: screws/bolts
● Duplex systems(zinc and paint) Usages: screws/bolts, locks, etc.
The coatings work on the basic principle that the various metals are separated from each other by an electrically insulating layer and the coatings contain more basic metals which are slowly “sacrificed” by residual corrosion.
These joining elements may only be used once because the coatings can be damaged mechanically and, as a result, cause contact corrosion.
Metallic joining elements
To ensure that no mix-ups with normal joining elements can occur, the coatings are coloured green.
216_054
17
Joining methods
Roll and pierce riveting
The technology of roll and pierce riveting is already being used in a similar form in the Audi A8. In the Lupo 3L, various sheet-metal panels of the bonnet and the door are joined together using this technology.
The advantages are:
- Prepunching of sheet-metal panels is no longer necessary.
- The lower metal sheet is not completely separated.
- Higher panel strength and less energy consumption in comparison with spot welding.
Process
Roll and pierce riveting involves pressing a semi-hollow rivet through the first sheet metal layer by means of riveting tools. The second sheet metal layer is only deformed by the rivet and the base of the semi-hollow rivet is spread apart. This forms a closing head which holds the flush rivet joint securely.
Corrosion protection
The base material of the roll and pierce rivets is steel. In order to prevent contact corrosion occur-ring when the rivets come into contact with the aluminium panels, the roll and pierce rivets have a zinc-nickel coating.
Of all the aluminium parts, only the bonnet and the doors (add-on parts) are riveted. For this reason, riveting is of no importance to repair work because the riveted joints are not repaired in this case.
216_006
216_005
216_004
18
Joining methods
Clinching
The technique of clinching is already being used in the production of the Audi A8. Clinching is only used to join non-load-bearing, simple components because the connecting points have little static strength. In the case of the Lupo 3L, clinching is also usedfor roll and pierce riveting during door produc-tion.
The advantages are:
- Clinching is a quick and clean joining method- Clinching is inexpensive because no supply
cables are required during production
Process
Clinching eliminates the need for rivets. At the joining seam, the upper die presses the two sheet-metal panels into a lower die. A non-positive and flush joint is made by sinking and compressing the upper metal sheet into the lower metal sheet.
Corrosion protection
Use of clinching during door production for the Lupo 3L eliminates the risk of contact corrosion because both metal sheets are made of aluminium.
However, different materials can in principle be joined by means of clinching, provided that they are isolated from each other by a coating.
216_007
216_008
216_009
19
Laser welding
Laser welding is a fully automated welding tech-nique for making high-quality joints. On the body exterior in particular, this process offers major advantages in the form of cleaner weld seams, high strength and minimum overlapping of the body parts to be joined. This minimises rework by contrast with other welding techniques.
On the Lupo 3L body, the body side panels are joined to the sills. The roof outer skin and the upper A and B pillars are joined using this welding technique.
The advantages are:
- minimal distortion- little rework is necessary because the weld is
clean- easy to seal- good top coat- high strength- no corrosion occurs because there is little
overlap
Process
In the laser welding process, the material is melted on by means of a laser beam. In this pro-cess, the sheet-metal panels either fuse together directly or an additional welding wire is fed in. During laser welding with welding wire in-feed, the welding is shielded against a reaction with the atmosphere with an inert gas.
Corrosion protection
With this joining method, only steel sheets are joined together. For this reason, there is no need for protection against contact corrosion. Otherwise, conventional corrosion protection measures are employed for the weldings.
Protection
Laser beam Steel sheets
Welding wire
216_011
216_012
20
As in the bodyshell of the entry-level Lupo, high-strength body panels are also used in the Lupo 3L.
High-strength body panels are notable for their low sheet-metal thickness and higher strength. This also results in weight savings compared to conventional body panels.
The tasks of these high-quality sheet-metal panels are:
- To absorb and distribute energy more specifically in the event of a collision and
- to absorb the vibrations induced in the rear axle by the rear axle mount.
Bodyshell
High-strength body panels in the bodyshell
216_010
1 Reinforcement, plenum chamber2 Cover plate, side member3 Unit support4 Reinforcement, side member5 Upper wheel housing (wing add-on part)6 Rear axle mount
1
2
3
45
6
21
Differences to the entry-level Lupo
The body side panels
are now lighter thanks to optimised sheet-metal thicknesses. The sheet-metal thickness used in the Lupo 3L version is still only 0.66mm.
The sills
were flared slightly in order to improve air flow at the rear wheels. They are attached to the body side panels by means of laser welding. This avoids a double-layering of material in the sill area.
216_042
216_043Laser-welded seam
Roof outer skinBody side panel
Laser-weldedseam
216_044
22
216_039
Bodyshell
The rear side member
is also thinner (sheet-metal thickness has been reduced to 1.25mm from 1.5mm). However, it is not manufactured from high-strength sheet metal.
The seat cross-members and rails
were adopted from the Polo.
The mounting plate
for the Lupo 3L, with openings for the steering and lines and for attaching the foot controls, is made of aluminium.
216_045
216_062
23
Add-on parts
The doors
are manufactured entirely from aluminium panels and, for this reason, are about 30% lighter than doors of conventional steel construction.
The design of the aluminium door is identical to that of the entry-level Lupo with steel door. The single-piece door inner panel matches the quality of the outer body panels.
By comparison with the steel door, requirements for crash safety, door rigidity and acoustics were met and even exceeded in some cases. For offset crash safety, for example, a special profile sec-tion was developed for the door-glass channel reinforcement. Thanks to the characteristics of the aluminium from which it is manufactured, this profile section keeps deformation of the occupant cell to a minimum. The side impact reinforcements in the doors are also made of aluminium.
The inner and outer door panels are joined by lock-seaming and clinching. The folds are bonded with epoxy resin adhesive and a PVC edge protection (body fine sealing). In areas which are required to meet high strength specifi-cations, roll and pierce riveting is employed in addition.
216_013
Epoxy resin adhesive
PVC edge protection
Sheet metal
216_048
Door-glass channel reinforcement
Side impact reinforcement in the door
24
Add-on parts
The wings
have a lightweight construction and made of aluminium.
Corrosion protection plays an important role in the assembly process due to the numerous con-necting points to the bodyshell. Several insulating methods have to be used and carefully moni-tored to ensure that absolutely no contact occurs between steel and aluminium parts.
Insulation between aluminium wing and bodyshell:
- Foils- Spacing nipple - Edge-raised seam in upper A pillar area
For fixing purposes, the bolts/screws and win-dows have an additional Dacromet coating.
216_046
Wing
A pillar
Edge raise
Window
216_047
Sheet metal bolt
Plain washerSpacer bump
Wing
Foil
Body
216_035
25
The bonnet
has been made about 40% lighter by using aluminium.
The parts of the inner body panels are joined by means of roll and pierce riveting, lock-seamed to the outer body panels in the conventional manner and bonded with epoxy resin adhesive. The folds have a PVC-impregnated seam.
All bonnet add-on parts made of steel (e.g. gas-filled spring-bearing) are have a Dacromet coat-ing at the connecting points.
The bumpers
were modified to reduce their weight and improve their aerodynamics. The modifications involved using lightweight con-struction methods and optimised air ducting in the bumper covers.
Front bumper
The improved spoiler and the air scoop now integrated in the spoiler reduce front-end aero-dynamic drag.
Rear bumper
The integrated rear diffusor improves air flow at the rear wheels.
216_034
216_037
216_036
Rear diffusor
26
Add-on parts
is manufactured from two materials using a new composite construction method:
● The inner section is made of die-cast magnesium.
● The body outer skin is made of sheet aluminium.
The weight of the tailgate was reduced by 45% by using these light-alloys.
The body outer skin and inner section are joined by lock-seaming and epoxy resin adhesive.
Body outer skin
The aluminium body outer skin is lock-seamed on all sides and has a lateral flange for mounting the body finish seal.
The aerodynamics were also improved substantially. For this purpose, the upper edge of the tailgate was drawn outwards in order to create a more favourable spoiler.
The tailgate
216_040
216_038
27
The inner section is protected against corrosion and mechanical damage by an epoxy resin and a polyester powder coat. This powder coat is used, firstly, because it is easier to apply than a layer of paint and, secondly, because different coating thicknesses can be obtained by applying powder systematically.
Inner section
Due to the good casting properties of magnesium it is possible to combine the inner section and the reinforcements for the hinge, gas-filled spring and wiper motor mounts in a single part. These parts are cast in one piece and threaded inserts manufactured from high-strength aluminium are used for fixing the add-on parts.
The lock reinforcement, which is still a single part for casting reasons, is one exception. It is made of aluminium and is bolted on to the inner section. To prevent contact corrosion occurring, an adhesive insulating layer is applied.
216_058
28
A weight reduction of 3 kg compared to the entry-level Lupo was achieved by using thin glass.
Windscreen
- Laminated safety glass - Pane thicknesses: 2 x 1.6mm- Overall thickness (incl. windscreen aerial):
3.9mm
Glazing
To ensure that the use of thin glass in the Lupo 3L does not impair safety, the pane designs and thicknesses were optimised while making allow-ance for the different stresses and applicable safety requirements.
No compromise were made either with regard to aerodynamics and acoustics. In other words, the bonded windows are flush-fitted.
The lighter panes may only be installed in the Lupo 3L. The entry-level Lupo is fitted with normal panes for design reasons.
216_028
216_027
29
Door glass
- Tempered safety glass - Pane thickness: 3.0mm
Side window
- Tempered safety glass - Pane thickness: 2.85mm
Rear window
- Tempered safety glass - Pane thickness: 2.85mm
216_029
216_030
216_031
30
Sheet metal working
Separate tool sets are used for sheet steel and aluminium working. In addition, these tool sets are stored and cleaned separately. These are the main prerequisites for avoiding contact corrosion.
To ensure the separation of these tools, tool set V.A.G 2010/2 was introduced for aluminium working. This set has been adapted to the specific requirements for aluminium working and is accommodated in a tool trolley with drawers or in the tool carrier (modular workstation VAS 5220).To prevent the aluminium tools being confused with the conventional steel tools, they former are coloured red.
Service
Tools and equipment
For repairing the body, steel and aluminium body parts must be worked separately at all times, since contact with unsuitable tools or grinding dust can trigger off unwanted corrosion. For this reason, you are strongly advised to observe the working instructions given on the following pages.
216_064
216_063
Surface working
For mechanical paint working, separate tools, equipment and abrasives must also be used for steel and aluminium body parts.
216_065
Tool carrier and red markings of aluminium tools
31
Extraction system
The central extraction system of the body work-station plays a new and important role in two respects:
- Contact corrosion is avoided byextracting grinding dust.
- Extraction prevents the formation offlammable dust concentrations.
For this reason, use the extraction system pur-posefully since it safeguards the quality of your work and protects your health.
Straightening bench
Alignment bracket set VAS 5042 for the entry-level Lupo and the Seat Arosa can be used for the Lupo 3L without any restrictions.
It is absolutely necessary to make sure that aluminium and steel body parts are worked separately and that the correct materials are used.
Extraction system for steel (blue) and for aluminium (gray)
216_066
32
The above-mentioned separation of the working of steel and aluminium parts sets new demands on your technical knowledge and on the work-station and/or workshop equipment. To satisfy these demands, the workshop concept was developed on the basis of the existing workstations.
The concept of “modular workstation VAS 5220” combines the manufacturer's design specifica-tions with standard workshop facilities.
Service
Based on known body workstations V.A.G 1647 (steel) and V.A.G 2010 (aluminium), module workstation VAS 5220 represents a tech-nically improved version.
Module selection depends on workshop conditions. In addition, module workstation VAS 5220 can in future be adapted to technical development by adding further modules.
Modular workstation VAS 5220
3
Tools for
bonding/repairing
panes
2
Standard equipment
for assembly work
on aluminium parts
1
Standard equipment
for assembly work
6
Tools for
saddling and
cover work
5
Tools for
bumper repair work
4
Tools for
riveting and bonding
aluminium parts
Basic module
Equipped with
curtain and rail systemExtension
Tool cupboards
for safekeeping of
tools
The various tool modules
216_061
33
Painting work on aluminium parts
Certain materials have been designated for painting work and the associated preliminary work. These materials may only be processed with the associated components (hardener, thinner).
216_055
216_056 216_057
Please use the following materials:
- 1-component filler coat LGF 008 001 A2is to be used on bare aluminium.
- For smoothing off surfaces, useVario filler ALN 786 003 13.
- For filling please use 2-component IR filler LSP 010 000 A3.
34
Test your knowledge
1. From what raw materials are the light alloys aluminium and magnesium extracted industrially?
a) Aluminium and magnesium chloride
b) Magnesium chloride (magnesium), bauxite (aluminium)
c) Magnesium and aluminium oxide
2. What are the shaping processes that are used to give aluminium and magnesium body parts their final shape?
Aluminium:
Magnesium:
3. With what combination of two metals would contact corrosion be most severe?
CopperZinc Lead
+0.34 +1.5-0.13-0.76
0
216_060
Gold
Electrochemical
series
Solution:
4. What new joining methods are will be used for the Lupo 3L in comparison with the entry-level Lupo?
5. What body section(s) is (are) made of magnesium?
a) Door inner section
b) Tailgate inner section
c) Bonnet
d) All add-on parts, including locks and hinges
35
NotesSolutions:
1.) b2.) Aluminium: Deep drawing
Magnesium: Die casting3.) Zinc and gold4.) Roll and pierce riveting, clinching, laser
welding5.) Tailgate inner section
216
For internal use only © VOLKSWAGEN AG, Wolfsburg
All rights reserved. Technical specifications subject to change without notice.
940.2810.35.20 Technical status: 03/99
❀ This paper is produced from
non-chlorine-bleached pulp.
