Final VW EMob 20120514 Komplett En

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0 % Emissions.100 % Emotions

The Road to Electromobil


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www.volkswagen.com/

Think Blue.Think.

Think Blue: thinking further, getting further.Having a good idea is one thing. Bringing it to life is another. The combination of both is whatThink Blue. means to us. The idea of cooperating for a sustainable future. Of motivating people

to act responsibly. Of discovering that environmental consciousness can be fun. And last but not least,

of constantly improving our technologies. Such as our BlueMotion models, which are constantly

setting new records in terms of range and fuel consumption. For more information about Think Blue.,

just go to www.volkswagen.com/thinkblue or download the free iPad App Think Blue. World.


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CONTENTS

4 Editorial

Pro. Dr. Martin Winterkorn

6 Overview

Emissionless instead o emotionless

Volkswagen and electromobility

10 Driving orces

Climate change, urbanisation and the scarcity o

crude oil are the driving orces behind electromobility

14 Drive and uel strategy

The Volkswagen Groups drive and uel strategy

Sustainable mobility as the guiding orce

17 Internal combustion engines

How new technologies make internal

combustion engines even more economical

20 Natural gas vehicles

Filling up with natural gas and protecting the

environment

22 Biouels

From feld to tank

27 Full hybridEntry into the electronic age

31 Plug-in hybrid

The best o two worlds

35 Battery electric vehicle

The big chance or the uture

42 Fuel cell vehicle

Innovative, but a long way rom series production

44 History

Renaissance instead o revolution:

The development o electromobility

50 Volkswagen E-roadmap

Step-by-step into the electromobility age

54 Mobility 2025

A day with the Lavida Blue-e-Motion

Contents

58 A look inside an electric car

Battery yes ignition no

62 Battery technology

Research ocus: battery technology

71 Comment Bernd Osterloh

We will be right up amongst the leaders

72 Well-to-wheel balance

How environmentally-compatible is an

electric car really?

76 Customer requirements

Car drivers want E-mobility but easy to use

and aordable

82 Test feets

Rolling out rom test bed to everyday use

88 Naturstrom

With blue power to emissions-ree mobility

92 Automobility 2.0Networked, intermodal and revolutionary

100 Electromobility as a shared responsibility

Challenge or politics, science and energy providers

111 Comment Ola Tschimpke

Demonstrating what is technically easible

112 Interview with Dr. Rudol Krebs

Reinventing individual mobility

113 Facts


114 Glossary

118 Imprint


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4 VOlkSwagENaNDElECTROMOBIlITY

Sustainable mobility is unquestionably one o

the key issues o the age. Climate change, rapidly

growing megacities, and the nite reserves o os-

sil uels, have rung in a undamental change intechnology: low-emission vehicles are the uture.

The acts are clear: the basic longing or individual

mobility is growing world-wide even though there

are still strong variations in the patterns o use

rom region to region. This is what is driving the

Volkswagen Group to urther develop the whole

spectrum o environmentally-compatible technolo-

gies rom ever more ecient internal combustion

engines, and the next generation o biouels, and

new, alternative means o traction. This can only beachieved by innovative strength and nancial pow-

er: we thereore invest the expertise o our 30,000

research and development sta, and around six bil-

lion Euros a year, in new environmentally-compat-

ible products and technologies.

A very promising route to ollow here is electromo-

bility. Despite all o the initial euphoria, however,

turning electric cars rom a niche product into a

mass product still requires some major advances.

The concerns involve the storage batteries, as wellas the charging inrastructure. And ultimately,

every electric car is only as climate-riendly as the

electricity used to charge it up. The expansion

renewable energy sources is thereore an absol

priority. This is another reason why Volkswage

pushing renewable electricity production orwin our own actories with massive investments

solar, wind and hydroelectric power.

The success o a new technology is ultimately

cided by the customers. And in the case o elect

mobility as well, customers are not looking o

hastily prepared solution they want a vehicle t

is sae, aordable and, most important, suita

or day-to-day use. We will satisy these requ

ments. The Volkswagen Group will be enter

the electromobility age this year. The start willmade by a small series o the Audi R8 e-tron at

end o 2012, beore we launch the e-up! in 20

ollowed by the mass produced electric Gol. T

rst results rom our global feet o test cars

very promising not only in terms o eciency,

also the enjoyable driving experience.

Although electric traction is an importan t st

egy, it is not the only route towards sustaina

mobility. Experts orecast that pure electric c

will only corner a market share o two to thper cent by 2020. The key to lower consumpt

and emissions in the medium term is there

Dear Readers,


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EDITORIal

the internal combustion engine, which we are

rigorously optimising. The potential that can be

harnessed by intelligently marrying this technol-

ogy with electric motors has already been demon-

strated by our XL1. And this plug-in technology is

at the heart o a series o vehicles which we will

be launching rom 2013 onwards in various seg-

ments and Group brands.

From electric traction, hybrids or internal com-

bustion engines the Volkswagen Group takes itsresponsibility seriously as one o the worlds lead-

ing carmakers. Our objective is to make low emis-

sion driving and emotionally captivating mobility

accessible to everyone in the interests o the en-

vironment and our customers. Read on to nd out

how ar we have come in achieving these goals.

Turn over the page or an electriying read!

Yours aithully,

Pro. Dr. Martin Winterkorn

Prof. Dr. Martin Winterkornhas been CEO of VolkswagenAktiengesellschaft since January2007. The PhD metallurgist, andhonorary professor at the AppliedScience Universities in Budapestand Dresden, has worked for theVolkswagen Group in variouspositions for over thirty years.


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Emissionless instead o emotionles



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OVERVIEw

There is no doubt about the strong trend

towards E-mobility. Some cast aspersions that

the hydrogen and then the biofuel euphoria

have now just been replaced by another new

form of inconsequential media hype. But they

are wrong. Very wrong.


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E-mobility has manyfacets: the prototype ofthe SEAT Leon TwinDrivecombines the power of ahighly efcient TSI with themuscle of an electric motor

R evolutionary developments have taken placein recent years. Climate change, urbanisa-tion, and rising oil prices and small revolutions

in storage technology and a growing environmen-

tal awareness: all o these aspects strongly indicate

that the time has come or electromobility.

Firstly, it is the only way or individual mobility to

release itsel rom the shackles o specic uels

electricity is more universally producible thanany other kind o energy: it can be generated rom

crude oil and uranium, as well as rom biogas and

wind turbines. Secondly, this means that E-vehi-

cles are able to drive with a totally emissions-ree

balance Volkswagens goal is to create the zero-

CO2

car and thereore to rigorously promote the

expansion o renewable energy sources.

E-cars are already emissionless at a local level

the third benet compared to all competing drive

concepts. Unlike diesel, petrol, natural gas andbiouels, only E-cars will be able to drive in tomor-

rows megacities without emitting a gram o local

CO2

even i conventional internal combust

engines become increasingly uel economical.

Starting in 2013, we will bring the rst pure el

tric models onto the market in series product

in the orm o the e-up!, and Gol Blue-e-Mot

(also called the electric Gol in the ollowing)

E-cars specially developed or the Chinese mar

First on to the market though, with the launch t

year, will be Audi s super sports car, the R8 e-twhich will be produced in a small series. Peo

expect Volkswagen to deliver aordable mo

ity with maximum saety and the highest level

comort. And because Volkswagen does not use

end-customers to test its new technologies, we o

ever start mass production when all o the tech

cal and economic risks have been minimised.

do this by operating feets o electric test vehic

throughout the world.

And because o its size, and especially thanks tomulti-brand and modular strategy, the Volkswa

Group has the strength to drive to the


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OVERVIEw

ront even when starting rom the second row

Volkswagen can win without rst occupying the

pole position. This has been clearly shown in the

past when the company has started slightly later

than others and then does everything much better

than the earlier starters. Making the best technol-ogies available to everyone that is Volkswagens

objective and mission.

But it would be irresponsible economically as well

as ecologically to only pursue the battery electric

vehicle route. With regard to satisy ing th e needs

o environmental and climate protection in par-

ticular, it only makes sense to do all we can to

improve the eciency o the technologies which

have dominated this sector or decades. For long

journeys and special needs, a m obile society willstill depend on internal combustion engines or a

very lo ng tim e into the u ture. Petrol engines and

diesel engines, micro, ull and plug-in hybrids, as

well as pure E-vehicl es, and perhaps also hydro-

gen uel cells they all have a justiable place in

the overall drive mix.

At the end o the day, the speed with which elec-

tric cars whether in the orm o battery electric

vehicles or plug-in hybrids will make their mark

on the market, is very crucially dependent on the

overall ramework. The sales targets which have

been set by governments will almost

certainly not be achieved without

public subsidies. It is also very clear

that politicians, energy providers,scientists and the car industry will all

have to work together or E-mobil-

ity to succeed. And there is only one

road to take to saeguard the countrys innovative

and economic strength: Germany as an industrial

and automotive nation must move over into the

ast lane or E-mobility to succeed.

Electriying the drive train brings about numer-

ous changes and even aects our everyday lives.

This is because electric cars can be intelligentlyintegrated within the environment and the public

inrastructure. Volkswagen will proactively push

ahead with this change in its innovative sales and

business models. Europes top carmaker, how-

ever, also intends to maintain its core competency

in the changing world o tomorrows mobility: by

continuing to build practical as well as ascinating

cars. This means that the E-Volkswagen will also

be ull o emotion even though in the ideal case it

may well be emissionless.

All the signs are pointin

to a future dominated electromobility.

Porsche is alsoelectrifying: the hybrid

super sports car

918 Spyder will hit theroad in 2013.


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Climate change, urbanisation and

the scarcity o crude oil are the drivinorces behind electromobility


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DRIVINgFORCES

Everyone has to play their part in climate

protection and this includes the transport

industry. Megatrends such as urbanisation

and shortages in oil supplies demand

mobility concepts based on the use of

renewable energy sources.


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The nite reserves of fossilfuels have pushed the search for

alternative drive technologiesonto the agenda.

Around a tenth o all CO2 emissions are gen-erated by road transport. And mass mo-torisation will increase as the global populationgrows and prosperity rises. This will also mean

more trac. O the eight billion people orecast

to populate the world in 2030, around 1.2 billion

could own their own cars. The number o cars on

the road in India will triple within 20 years. Even

more in China, where the number o cars is ore-

cast to rise tenold.

But, to restrict the level o global warming to less

than two degrees the ambitious target agreed by

the G8 and O5 countries it will be necessary toslash CO

2emissions to 90 per cent o 2005 levels

by 2050. For

German road

transport, this

means throt-

tling back the

CO2

emissions

o all registered

cars rom 188 grams (the situation in 2008) to

20 grams per kilometre which corresponds

to a total leet consumption o only 0.9 litres opetrol per 100 kilometres.

The nite resources o ossil uels means that the

search or alternative drive technologies is al-

ready high on the agenda especially when one

considers that the largest remaining reserves o

oil and gas around the world are mostly in geopo-

litically unstable regions. Pessimistic scenarios

came to the conclusion that peak oil was already

reached in 2005. The International Energy Agen-

cy (IEA) on the other hand orecasts that this willnot occur until 2020. Whichever scenario turns

out to be true, there is no doubt that the price o

petrol and diesel will continue to rise as oil s

plies begin to dwindle urther.

Another considera tion is that the conurbati

around the world are already suering r

noise, air pollution and trac jams. And all t

against the background o rapidly accelerat

urbanisation. Private transport based on conv

tional drive technologies has long been subj

to increasing restrictions. Think: environmen

zones and city tolls. Locally emissions-ree a

almost noiseless electric vehicles could, ho

ever, considerably improve the quality o li

city centres according to a number o studies,cluding the study by the Fraunhoer Institute

PricewaterhouseCoopers. The Study also sa

Urban structures with their short distances a

high housing densities provide ideal conditi

or the use o electric drive concepts. Urban c

tres according to scientic orecasts will the

ore be the major catalysts or the developm

o electromobility.

The demands o environmental and climate p

tection are also increasingly infuencing pples attitudes, values and purchasing decisio

Where hp and cylinders captured the imagi

tion in the past, the ocus in uture will be more

consumption and CO2 emissions. Driving a cle

car through healthy (urban) landscapes is a v

satisying eeling.

The signs thereore all appear to be pointing

wards an age o new drive technologies and m

bility concepts. The cry or zero emissions c

is becoming louder. The only answer in this cthough is the electric car lled up with ren

able electricity.


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DRIVINgFORCES

The global megarising temper

nite oil reand growing

population driving forces sustainable m

co

The XL1 alreadyprovides a glimptomorrows mob

25

20

15

10

5

Global warming on theearths surface in

degrees Celsius

(Mediumscenario of the

IntergovernmentalPanel on Climate

Change)

-0.4

-0.2

+0.4

+1.0

-0.35

0

+0.6

+1.2

-0.3

+0.2

+0.8

A changing world: global megatrends

1950 1960 1970 1980 1990 2000 2010 2020 2030 2040 2050

Sources: United Nations, Intergovernmental Panel on Climate Change (IPCC), Colin Campbell/ASPO, IEA

Oil productionin billion barrels

Urban populationin billions

Billions

Rural populationin billions


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DRIVEaNDFUElSTRaTEgY

The Volkswagen

Groups drive and

uel strategySustainable mobility as the guiding orc

Betting everything on the E-mobility card? Not a

Volkswagen. Those that want to reach the top n

to have a very broad base. Volkswagen pursues a

fan strategy and continues to develop all relevan

drive technologies further with its eyes set on

energy efciency and environmental compatibil


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Volkswagen not only intends to inuence E-mobility in the uture, it can also boast a longtradition. The frst electric vehicle rom Volkswagen saw the light o day almost 40 years ago.But the true athers o all electromobility innovations o today and tomorrow were active inPrussia and Italy at the beginning o the 19th century.

Milestones on the road towards E-mobility in the 21st century

The guiding orce behind the Volkswagen

Groups corporate philosophy is sustain-able mobility. Sustainable technologies are those

which lower the global emissi ons o the green-

house gas carbon dioxide, reduce local emissions

such as nitric oxides and soot particles, as well as

limiting dependency on crude oil. These are the

criteria on which the three-stage model o our

drive and uel strategy is based.

Firstly, diesel and petrol engines are rigorously

made more uel-ecient at the same time as pro-

moting natural gas technology, because this iswhere the greatest s avings can be e xpected i n the

short term.

In the medium term, the second stage conc

trates on the requently discussed electriicato the drive train as well as the use o biomass

In the long term, stage three o the strategy

concerned with pure electrically powered ve

cles with energy stored in batteries, and at so

time in the uture possibly also in the orm

hydrogen.

Please note! The three stages o this strat

should not be seen as representing a strict s

cession or a longer period o time, the dient drive systems will exist in parallel and g

rise to gradual transitions.

Drive and fuel strategy at a glance

Renewableenergy sources

ElectricityBlue-e-Motion

e-tron

twnDRIVE

BiofuelsSunFuelSunGas

GasCNGLPG

EcoFuelBiFuel

Crude oil

Diesel

Petrol

BlueMotion

TSI/ TFSIDSG, TDI


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INTERNAL COMBUSTION ENGINES // DRIVE AND FUEL STRATEGY

Alessandro Volta invents the first battery

Very limited capacity and has hardly anything in common with todaysbattery > still the basis for all the batteries that followed > the invention ofthe Italian physicist Volta goes down in history as the first battery world-wide

Voltaic column1800

Photo: Luigi Chiesa

The efficiency evolution: How new technologies make

internal combustion engines even more economical

Despite all the promises, there will not be a pure

electric car in the next decades which can

drive 500 kilometres, be charged up in five minutes,

and be priced at the same level as a petrol-engine

car. The key to more efficiency and lower emissions

for the foreseeable future still remains the internal

combustion engine. Even in ten years time, around

95 per cent of all new vehicles will have this technol-ogy on board around 85 million cars per year. The

Volkswagen Group is therefore involved in intense

research to improve the internal combustion engine

and harness all of the potential advantages of todays

technologies. The results are very impressive.

Our economical basic technologies TDI (diesel)

and TSI (petrol) are enhanced by innovations such

as the double clutch gearbox (DSG), turbocharg-

ing, downsizing and downspeeding, recuperation,

automatic start-stop, as well as most recently alsocylinder-on-demand ( Glossary), tyres with opti-

mised rolling resistance, modern exhaust treat-

ment, lightweight construction, and improved

aerodynamics.

In Addition the Volkswagen brand also advertises

with the Think Blue. slogan to promote a new

awareness of sustainabil-

ity and climate protection acampaign also accompanied

by practical aspects such as

fuel economy training, which

is also conducted in co-opera-

tion with the Naturschutzbund Deutschland (Ger-

man Nature and Biodiversity Conservation Union).

The new fuel economy technologies in the

Volkswagen brand are offered under the

BlueMotion Technology label. The most efficient

vehicle in each class is awarded the BlueMotiondesignation.

The Volkswagen Groups efficiency models

Volkswagen BlueMotion SEAT Ecomotive Audi e-concept Skoda GreenLine

88 models 50 models 61 models 57 models

256models

The Volkswagen Group verysuccessfully further develo

existing technologies.


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Potsdam engineer develops the rst practicable E-motor

Moritz Hermann von Jacobi, a physicist and engineer rom Potsdam, designs tfrst practicable electric motor > the invention o the battery and the E-motor the technical stage or the development o electromobility

Jacobi Motor1834

The factors which makethe Polo BlueMotion the

most fuel-economicalve-seater in the world

Volkswagen Polo BlueMotion uel economy fgures in l/100 km: urban 4.0 / extra urban 2.9 / combined 3.3; CO2

emissions 87 g/km, efciency class A+

Skoda Fabia GreenLine uel economy fgures in l/100 km: urban 4.1 / extra urban 3.0 / combined 3.4; CO2

emissions 89 g/km, efciency class A


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INTERNalCOMBUSTIONENgINES//DRIVEaNDFUElSTRaTEgY

French inventor constructs the rst electric car with a rechargeable battery

The engineer and chemist Gustave Trouv chooses an open tricycleconstruction > but o very little practical use > 12 kmph top speed >showcased at the International Electricity Exhibition

Trouv electric car1881

For instance, the Volkswagen Polo BlueMotion t-

ted with the smallest engine only uses 3.3 litres o

diesel per 100 kilometres. The most uel-ecient

ve-seater in the world is thereore very close to

the goal o developing a three-litre car. With CO2emissions o 87 grams per kilometre, the Polo

BlueMotion already undercuts the EU standard

set or 2020 by around ten per cent. The big selling

Gol BlueMotion and Passat BlueMotion models

are also particularly uel-economical.

The environmentally-compatible technologies are

also used by other Group brands. At koda they

are sold under the GreenLine label, Audi sells

them with the e-concept sux, and the label

Ecomotive highlights the most environmentally-riendly SEATs.

By the end o 2011, Volkswagen had already

launched the rst model o the New Small Fam-

ily onto the market in the orm o the innovative

up! small car. This was the debut o a new engine

programme which achieves CO2

emissions be-

low 100 grams when combined with BlueMotion

Technology, and is compatible with models all the

way up to the Gol class.

These and other innovations helped Volkswagen

realise uel savings o 25 per cent in diesel and

petrol cars in the last decade. And the eciency

evolution is still very much alive: intensive re-

search currently being invested in the Ener-

go assistance system or instance will one day

mean that unnecessary braking can be avoided,

and thereore help achieve more uel savings o

around 15 per cent.

Direct injection in petrol engines, and innovativeinjection technologies in diesel engines also help

optimise combustion processes in a way which still

has enormous potential or urther development:

this will enable the uel economy o a Gol diesel in

the Volkswagen brand to almost certainly drop be-

low the three litre level in the next ten years.

Much higher range: one kilo of diesel/petrolcontains 24-times the energy of a kilo of bat-tery. Although the energy density of a batteryis increasing, it will probably never be as highas the energy density of fossil fuels.

Faster energy uptake: someone lling up withdiesel today for one minute can drive 1,000kilometres. Charging up a battery for one min-ute will only allow you to drive one kilometre.

Established system: also with regard to theinfrastructure with 14,744 lling stations

across Germany (Petroleum Association Octo-ber 2011).

Finite resources: fossil fuels such as petrol anddiesel are not only steadily rising in price, thereserves will also be completely exhausted atsome time in the future as a result of the per-manent rise in global demand.

Technical restrictions: despite all of the opti-misation, it will never be possible to constructa completely emissions-free internal combus-tion engine.

The degree o efciency of an internal com-bustion engine is much smaller than an E-

motor because two thirds of the energy is lostin the form of waste heat.

Diesel and petrol engines at a glance

Advantages Disadvantages


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Premiere for the rst electric car from Werner Siemens

Battery storage problem solved using a power cable > frst trolley-wirein the world > demonstrated on a 540 m long test route near Berlin > toweight o the vehicle: 1.5 t.

1882 Elektromote

N atural gas vehicles have signicant advantag-es compared to other alternative drive tech-nologies in terms o capacity, utilisation proles

and lling up. Natural gas (compressed natural gas

= CNG) is thereore a very promising technology.

Another o the advantages o CNG is that the na-

tionwide lling station inrastructure can be rap-idly put into place. Nevertheless, the network o

gas lling stations in Germany despite advances

is still airly sparse with around 900 gas pumps

(compared to 14,744 lling stations or petrol/die-

sel)*. This is the main reason preventing the over-

whelming success o natural gas-powered cars.

Cars powered by natural gas also have an image

o being less agile. But Volkswagen has solved

this problem: the newly developed TSI EcoFuel

models boast almost breathtaking dynamism a

acceleration thanks to their innovative double t

bocharging (exhaust gas turbocharger plus co

pressor). And the eco up! which starts to be m

produced in 2012, is a resounding demonstrat

by Volkswagen that natural gas technology is co

patible across the whole range even into the sm

car segment in combination with BlueMotTechnology, CO

2emissions o only 79 grams

kilometre can be realised.

And the ormer decit associated with the low ran

is also a thing o the past: the Touran TSI EcoF

or instance can already travel 520 kilometres

its three natural gas tanks alone, and adds anoth

150 kilometres with its additional reserve pet

tank. And the Passat TSI EcoFuel even boasts

overall range o 900 kilometres.

And these ranges are set to stretch urther

the basis o innovations in engine te

nology and vehicle construct

changes which create room

additional natural gas tanks.

though not very wide-spr

at the moment, bio-natur

gas boasts enormous ut

potential ( P. 24).

*As at October

Filling up with gas and protecting the environmentAlternative uel natural gas

Volkswagen Passat TSI EcoFuel:Fuel economy gures: natural gas inm3/100 km; urban 8.8 8.7 / extra

urban 5.4 5.3 / combined 6.6;CO

2emissions 119 117 g/km; fuel

economy gures petrol in l/100 km:urban 9.0 8.8 / extra urban 5.6 5. 4/ combined 6.8; CO

2emissions 158

157 g/km, efciency class A.


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NaTURalgaS//DRIVEaNDFUElSTRaTEgY

Operating costs: cars can be driven more cheaply on natural gasthan diesel or petrol. This is due to the high energy density ofCNG, as well as for example the lower petroleum tax in Germa-

ny whose level is xed in the Energy Taxation Act up to the endof 2018. In Germany a statutory extension of this lower tax ratewill be necessary, however, to enable natural gas technology tobecome more attractive in the long term.

Climate balance: natural gas burns more cleanly than conven-tional fuels giving rise to less CO

2.

Although the range is lower and the infrastructure less optimal,natural gas when compared to petrol and diesel continues to bethe drive type with the lowest utilisation restrictions in terms ofefciency, usage proles and lling up.

Engine technology: natural gas cars are basically powered by apetrol engine which means that they can be powered by petrolas well as natural gas.

Purchasing costs: the natural gas car costs around Euro 3,000more than the same model with a petrol engine. Moreover,

journeys with an economical diesel engine are not much more

expensive. The race between gas and diesel engines in the longterm will therefore primarily depend on the development infuel prices.

Diesel powered cars can also be very environmentally-compatiblethanks to economical engines and exhaust treatment especial-ly in terms of CO2 emissions. The Passat BlueMotion for instancewith 109 grams per kilometre generates very slightly less carbondioxide than its matching natural gas model.

Inrastructure: even though the network is expanding slowly, forexample there are still less than 1,000 natural gas lling stationsin Germany. Intelligent planning, however, would enable every-one to stay mobile with natural gas.

Finite reserves: although the reserves of natural gas are much

larger than those of oil, natural gas is still a fossil fuel and thereserves will be exhausted one day.

Natural gas at a glance


The BiFuel concept

Under the BiFuel label, Volkswagen

also has with its Golf Golf Plus and

Polo, models in its product range

which can be lled up with petrol as

well as LPG (liqueed petroleum gas).

The mixture of butane and propane

gas is characterised by lower carbon

dioxide emissions (around twelve per

cent) compared to the same amount

of petrol but the CO2

savings potenti-

al is not as high as that of natural gas

(around 25 per cent in this case). LPG

is a by-product of oil production and

the rening of diesel and petrol, and

is therefore also a nite resource. Posi-

tive: someone driving a Polo 1.4. BiFuel

car for instance can enjoy fuel cost sav-

ings of up to 40 per cent. The supply

situation is also very good: according

to the German Liqueed Gas Associa-

tion, there are around 6,300 Autogas

lling stations across the country.


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Ferdinand Porsche presents the rst practical E-car

Innovative: driven by two hub motors > 50 kmph top speed, 50 km range >the Howagenabrik in Vienna builds approx. 300 models

Lohner-Porsche1900

D espite the glowing uture orecast only veyears ago or biouels such as ethanol orrape seed oil, their potential is now seen in a much

more critical light because it is virtually imp ossible

to make enough land or cultivation available to

satisy the growing world-wide demand or alter-

native uels o this kind.

Nevertheless, Volkswagen is orecasting a uture

or the second generation o biouels or mobility

over long distances - also because the manuac

ing processes are being successively optimised

In the short and medium term though, the b

gest potential lies in mixing biouels with c

ventiona l d iesel and petrol e speciall y since

EU has stipulated a steadily growing quota (c

rently: ten per cent; 2030: 30 per cent). Annew promising development is also the use o

growing algae or biouel production.

From eld to tank:Why some biouels are better than others


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BIOFUElS//DRIVEaNDFUElSTRaTEgY

Porsche goes further and builds the worlds rst hybrid

Electricity produced by a generator and stored in a battery (serial hybrid) >also uses hub motors > 80 kmph top speed > recuperation already possible >Porsche took part in car races with a racing version o this vehicle

Lohner Mixte Electrics1901

How is bio naturalgas produced

fermented residualsare used as ertiliseror composted. Thisconsiderably reducesthe amount o artiicialertiliser used inarming.

gas tankThe biogas which isgenerated is storedin the roo o theermenter directlyabove the ermentingbiomass.

gas processing plantThe methane content andthe quality o the biogas areincreased to bring it up to

the quality oconventionalnatural gas.

natural gas gridThe processed bionatural gas can bedirectly ed intothe conventionalnatural gas grid.fermenter

The tank in which thebiomass is broken downby anaerobic bacteria inthe absence o light and

oxygen. This ermentationprocess gives rise tobiogas.

fermen-tationresiduestore:once thebiomass has been completelyermented in the ermenter,it is moved to the ermenta-

tion residue store and canthen be used as high qual-

ity ertiliser.

buffer tankCollecting tank or biomass

animalhusbandry

rawmaterialFarmland withenergy plants, e.g.grass or maize

biogas

liquid manureor manure

Poor marks or the 1st generation

The 1st generation o biouels (ethanol, biodiesel

and vegetable oils rom rape seed, sunfowers and

soya) are not rated very highly by Volkswagen or

our reasons:

> Although it may generate less CO2

when burnt

in the engine, the overall balance is not neces-

sarily so positive. For instance, ethanol gives

rise to almost ten per cent higher CO2

emis-

sions than petrol because lignite is burnt dur-

ing distillation.

> They oten have completely dierent molecu-

lar structures and thereore radically dierent

properties. This means that new engine tech-

nologies are required in most cases.

> The tendency to cultivate genetically modied

varieties o rape seed, sunfowers or soya in

monocultures covering large swathes o land

would be very high : thi s would undermine the

desired sustainability eects.

> The land required or cultivation would no

longer be available or the production o ood

giving rise to an intensication in conficts o

interest between cars and kitchens as the world

population grows urther.

The 2nd generation as the more

sustainable alternative

These are the reasons why Volkswagen began

research early on looking at the 2nd generation

o biouels. Known as SunFuels which include

SunDiesel as well as SunEthanol they can be

completely produced rom biomass such as straw,

residual wood and energy plants.

And when the raw material is already present in

the orm o natural residuals produced by con-

ventional arming practises, then

SunFuel production will also not

compete with ood production.

SunFuel also has one very signi-

cant advantage compared to the

1st generation: when it is combust-

ed, it only releases exactly the same

amount o carbon dioxide into the atmosphere as

it previously extracted rom the air when the plant

grew. Over its whole liecycle rom production,

including the provision o the biomass, all the way

to combustion in the vehicle SunFuels can give

rise to savings o up to 90 per cent in greenhouse-

relevant gas emissions.

Biofuels can save up to90 per cent of climate-relevant greenhouse gaemissions.

organic waste


24/119


Audi predecessor builds a small series of E-vans

Pure electric vans and pick-ups > Auto Union GmbH (predecessor o AuAG) builds around 100 examples > large lead batteries > maximum ran100 km > used or instance by public authorities

DKW fast electric van1955

Cellulose ethanol as another alternative

Cellulose ethanol produced rom agricultural waste

products has similar advantages to SunFuel. The

potential o this technology has already been identi-ed in the USA, where subsidies allow the construc-

tion o large-scale production plants. No production

o cellulose ethanol is currently in sight in Germany

because o the lack o investment grants.

Most promising candidate rom

the feld: bio natural gas

The most promising candidate in the biouels sec-

tor in Volkswagens opinion is bio natural gas. This

bio-methane is chemically almost identical to os-

sil natural gas and can be used by natural gas vehi-cles in either pure orm or in a mix without requir-

ing any technical conversion. The raw material

is the biogas already produced by many armers

which then only has to be compressed and treated

to remove any unwanted contaminants.

Three aspects make this a revolutionary alterna-

tive. Bio natural gas

> is already marketable.

> opens up new opportunities or generating

income in structurally disadvantaged rural ar-eas (rening raw materials).

> has signicant CO2 reduction potential o up

to 80 per cent compared to petrol and diesel in

a well-to-wheel balance.

And the positiv e eects on the climate are even

more impressive i the biogas is produced rom

the liquid manure already produced in enormous

quantities by modern intensive arming meth-

ods, because the methane that escapes rom the

liquid manure, which is usually spread on theelds as ertiliser, is more than 20 times more

damaging to the climate than the same amount

o CO2. Signicant methane emissions can the

ore be avoided by using the liquid manure as

raw material in biogas plants.

Although it may seem paradoxical, i bio na

ral gas was used at a large scale, driving your

around every day would actually do someth

positive or environmental protection.

The advantages o bio natural gas as a uel are an

ogous to those o natural gas. However, the CO2

b

ance is much better, and the problem associa

with the nite reserves o ossil uels is irreleva

Nevertheless, bio natural gas on its own is not

answer to all o the problems. Even i all o the uid manure and plant residues produced arou

the world were used to generate bio natural g

this would still only partially cover the growing

mand or uel. For this reason alone, there is st

signicant place or electric and hybrid drives.


25/119

Lunar Roving Vehicle (LRV)

NASA explores the moon with three electric vehicles

Two 36 volt silver-oxide-zinc batteries to store the power > steered by joystick > top speed12 kmph > maximum range 90 km > our lunar roving vehicles are built, three are used.

BIOFUElS//DRIVEaNDFUElSTRaTEgY

1971/1972

2nd generation biofuels could already be used purely hypo-thetically as diesel or petrol alternatives without any problemsfor the current generation of vehicles. Unlimited mixing with

petroleum-based fuels is also feasible.

Inrastructure: the existing network of lling stations could beused to supply biofuels.

Eco-potential: SunFuel and cellulose ethanol could help makeconsiderable cuts in emissions of climate-damaging green-house gases (up to 90 per cent).Sustainability: they are also not affected by the problems as-sociated with the nite resources of fossil fuels.

The cultivation o energy plants for the 2nd generation of bio-fuels opens up major opportunities for the crisis-prone agricul-tural industry as well as for farmers in developing countries.

The production technology is still very underdeveloped andneeds to be optimised further, also against the background ofthe still uncompetitive costs of the 2nd generation biofuels.

Shortage o acceptance: a change in peoples attitude will haveto take place to open up the infrastructure for alternatives.

Local emissions: unlike battery electric vehicles, the combustionalso generates environmentally-polluting and climate-damag-ing gases.

Volume problem: there will never be enough vegetable raw ma-terials to completely satisfy the growing world-wide demandfor fuel.

Although a broad range of residual vegetable matter can be usedto produce the 2nd generation of biofuels, it is still associatedwith the risk o non-sustainable cultivation in (genetically modi-ed) monocultures linked to the 1st generation.

2nd generation biofuels at a glance


SunFuels can be completely generatedfrom biomass such as straw.


26/119


Volkswagen presents its rst E-vehicle

23 hp permanent output and 45 hp peak output > 70 kmph top speed >50 80 km range > heavy lead battery weighing 850 kg, total weight2.2 t > 70 models built, dierent superstructures

VW Transporter T2 Electric1973

The strategy of the Volkswagen Group

After massive changes in a whole range of conditions in recent years,

Volkswagen will focus more strongly in future on the full hybrid

and the plug-in hybrid. Series production began in 2010 with the

Volkswagen Touareg and the Porsche Cayenne S. Porsche followed this

up in mid-2011 with the Panamera S hybrid. At the end of 2011, Audi

launched the hybrid version of the Q5 on the market. This year will

see the launch of the Audi A6 hybrid and A8 hybrid, and Volkswagen

will also bring out the Jetta hybrid. From 2013/14 onwards, more and

more volume models are to be made available as hybrid versions, for

instance, the Golf and the Passat.

Despite having our-wheel drive, the Touareg hybridonly has a consumption o l/100 km: urban 8.7 / extra urban 7.9 / combined 8.2; CO

2emissions o 193 g/km and efciency class B.

The elegance o an SUV combined with uel efciency:The Audi Q5 hybrid quattro. Fuel economy fgures in l/100 km: urban 6.6 / extra urban 7.1 / combined 6.9, CO

2emissions o 159 g and efciency class B.


27/119

City Taxi1973

First parallel hybrid with a petrol engine and an E-motor

Based on the Type 2 VW Transporter > pure electric range 40 km > 70 kmph topspeed > prototype, developed or testing by the US Department o Energy

FUllHYBRID//DRIVEaNDFUElSTRaTEgY

The ull hybrid: entry into the electric age

The ull hybrid combines the advantages othe internal combustion engine (range andpower) with those o the electric motor (local

emissions-ree operation and ull torque when

moving o). The Volkswagen Group sees the ull

hybrid as the door opener to the electric age. For

a certain period o time, it can compensate orthe disadvantages o battery electric cars, at the

same time as ully harnessing the beneits o lo-

cal emissions-ree operation or at least a reduc-

tion in local emissions. C. the Volkswagen elec-

triication roadmap ( P. 52).

When consi dered rom anoth er point o view,

ull hybrids increase the eiciency o internal

combustion engines which waste the kinetic en-

ergy o braking and cruising to a stop but which

can be converted into electric power by hybridtechnology and then used again to drive the ve-

hicle orward.

Hybrid vehicles are thereore an intelligent solu-

tion in principle. Their disadvantage is that the

additional drive makes them heavier and techni-

cally more complex. Volkswagen draws two key

conclusions rom this: the technology is launched

in larger models such as the Volkswagen Touareg

and Porsche Cayenne S (top-down strategy). Ini-tially, the high costs or the hybrid drive can be kept

down to a reasonable relationship to the reduction

in consumption o up to 25 per cent in these mod-

els, and this is the only class in which these costs

are also accepted by the customers.

Ecient diesel vehicles such as the BlueMotion,

GreenLine, e-concept and Ecomotive models are

in many cases superior to the hybrid vehicles pro-

duced by competitors in terms o purchasing price

as well as consumption. We do research into all othe relevant technologies, such as hybrid drives, but

only use them in our vehicles when it makes


28/119


The Golf goes electric

Up to 25 hp > heavy lead battery > 80 kmph top speed > 70 kmrange > prototype or various batteries and E-motors > no seriesproduction, just a prototype

1976 Golf I Electric

perect sense. The advantages o hybrids become

insignicant when long journeys are involved, and

they can even be a disadvantage in such cases.

When launching the ull hybrid vehicles, Volkswagen

can prot rom the in-depth competence it has

built up over a period o more than 40 years. This

is because hybrid vehicles have regularly been

built as prototypes in the technical development

departments since the 1970s. In essence, the

Lohner Mixte Electrics, presented by the automo-

bile pioneer Ferdinand Porsche in 1901 ( P. 47),

is the rst hybrid vehicle o its kind ever built.

This development work never led to the series pro-

duction o modern hybrid vehicles in recent dec-

ades because o the lack o the appropriate social

and political ramework. And a breakthrough in

storage technology in the orm o the lithium-ion

battery did not come about until much later.

Many o the conditions have changed in the me

time so that the expertise built up over the ye

will soon see the light o day in a number o mproducible ull hybrids. First o the mark

be the Jetta hybrid in 2012, which rst goes i

series production on the US market, beore be

launched in Europe.

The hybrid technology will be used by all Gro

brands and in most o the markets. In the medi

term, it is intended or use in the mid-size segm

vehicles developed or the Asian market ar

where there is considerable CO2 reduction pot

tial in particular because o the rise in car saand the very serious air pollution in some regio

The Volkswagen modular strategy is a very eec

catalyst or geographical expansion and the q

si democratisation o technological innovati

such as the hybrid, because it enables us to achi

substantial scaling and cost eects.

Efciency: partial electrication in urban traf-c in particular reduces fuel consumption andslashes emissions.

The advantages of a hybrid vehicle are fullyleveraged in urban trafc because it can recu-perate and re-use much of the energy other-wise lost by frequent braking.

Innovative: partial electrication can save fos-sil fuels and therefore reduce the impact onthe environment and the climate.

Price: the additional production expensemakes a hybrid drive much more expensivethan a conventional drive with an internacombustion engine.

Hybrids are always heavier than vehicles withinternal combustion engines, and thereforeperform less well in terms of consumptionand emissions on long journeys compared tocars with only one drive.

Transition technology: hybrid drives continueto require petrol or diesel and are therefore

not a long-term solution given the nite re-serves of fossil fuels.

Full hybrid at a glance



29/119

Audi joins the hybrid technology market

Plug-in hybrid: nickel-cadmium battery which can be charged up rom an electricsocket > 25 km pure electric driving range > quattro: ront wheels driven by a petrolengine, back wheels driven by an E-motor > recuperation > technical study

Audi 100 Avant duo1989

FUllHYBRID//DRIVEaNDFUElSTRaTEgY

The full hybrid

benets fromVolkswagens over40 years ofdevelopmentcompetence: sketchof the drive (left)and motor of aTouareg hybrid.

Full hybrid


30/119


Sony launches the rst commercially available lithium-ion battery

Installed in a video camera > the revolutionary technology resurrects the electcar > many advantages compared to previous batteries > much higher energydensity and no memory eect

1991 Storage technology breakthrough

Evaluated in eet teststhe Golf estate twnDrive research car

and theAudi A1 e-tron.


31/119

Volkswagen presents a small hybrid car

Four-seater with 3.2 m length > two cylinder petrol engine (34 hp) andE-motor (9 hp) > average consumption over 100 km: 1.4 l petrol + 13 kWhelectricity > top speed: 131 kmph > IAA study, only three examples built

VW Chico1991

PlUg-INHYBRID//DRIVEaNDFUElSTRaTEgY

T he plug-in hybrid is a particularly promisingtype o drive because it has an internal com-bustion engine and an E-motor, tank, battery and

a socket. As a marriage o battery electric vehicle

and ull hybrid, the plug-in hybrid does what many

customers expect:> The option o emissions-ree mobility in town

with an attractive pure electric range o 20 to

80 kilometres. It is worth remembering that

78 per cent o all daily car journeys in Germany

cover less than 50 kilometres.

> By using regenerative power, plug-in hybrids

also boast considerable CO2

reduction potential.

> The amiliar properties o conventional

drives such as unrestricted top speeds, high

towing capacities and hill-climbing ability,

as well as the unlimited range o the internalcombustion engine.

> Lower costs compared to a battery electric vehi-

cle because o the smaller battery.

The plug-in hybrid combines the best o both worlds

and is currently the best solution as an alternative to

diesel or petrol cars. There are two ways o techni-

cally putting together a plug-in hybrid:

> In parallel hybrids, the E-motor and the in-

ternal combustion engine both transmit their

power via the drive train. The medium-sizedbattery is charged up via a socket as well as by

recuperation. Once the battery power has been

exhausted ater 30 to 80 kilometres, the car

switches over to internal combustion engine

drive. It is also technically possible to combine

both modes o operation or to rst bring on the

E-drive when driving into town ater a longer

journey across country.> In serial hybrids (range extender) the drive

train is only powered by the E-motor. The mo-

tor is powered by a medium-sized lithium-ion

battery which can be recharged via the socket

and by recuperation. I the stored energy is

insucient, the small internal combustion en-

gine switches on during the journey to drive a

generator and supply new electricity to the E-

motor. The power o the internal combustion

engine is thereore trans erred indirectly.

The Volkswagen Group is pursuing both concepts

to be in a good position to take advantage o all o

the relevant technologies. Whilst the serial version

is mainly considered as a

good solution or small

to medium-sized vehicle

classes (just as the pure

battery electric vehicles

with the current battery

perormance available), the parallel plug-in hy-

brid also opens up electromobility to the premiumsegments. This is why it will be available or all

platorms across the Volkswagen Group.

The plug-in hybrid: the best o both worlds

The plug-in hybrid is currentlythe best alternative to diesel opetrol-driven cars.


32/119


Volkswagen sells a practical E-Golf for day-to-day use

Higher range and sales fgures than previous E-cars > relativelycompact lead-gel battery > 50 to 90 km range, 100 kmph top speed >around 100 examples built in the Mosel actory

19921996 Golf III CitySTROMer

Environmentally-compatible all-rounder: theplug-in hybrid bridges the gap between emis-sions-free driving in town and long distancemobility on intercity journeys.

There are analogies with the full hybrid in as-pects such as improved efciency, lower emis-sions and uel savings, even though the charac-teristics are even more emphatic in the plug-in.

Because of the larger batteries, the manuac-turing costs are higher than in a micro or fullhybrid, even though they are signicantly low-er than a pure battery electric vehicle.

From a zero-emissions point of view, the plug-in hybrid is again only a transition technology.

Plug-in hybrid at a glance


There is no doubt about peoples wishes: many

people want both to drive ully electric in town,

and to use a clean and ecient internal combus-

tion engine when driving longer distances.

The potential opened up by the parallel plug-in

technology will be imminently demonstrated by

the XL1, the third evolution stage in Volkswagens

1-litre car strategy. On average, the XL1, with the

Gol-inspired looks, should only require 0.9 litres

o diesel to drive 100 kilometres, and thus emit

only 24 grams o CO2

per kilometre. With a tank

volume o only 10 litres, this uel economy will

give the car a range o up to 540 kilometres. In

addition to the highly ecient combination o E-

motor and internal combustion engine, the XL1also has its lightweight construction concept to

thank or these outstanding characteristics: the

chassis and the monocoque are largely made o

aluminium and carbon-bre reinorced plastic

(CFP), which is light at the same time as being very

tough. Cameras are used instead o external mir-

rors to enhance the aerodynamics. The negative

consequences o the innovative materials is the

high component cost: CFP is at least 30 times more

expensive than sheet steel.

The 918 Spyder which Porsche plans to put on

road in a small series in 2013 is an equally in

vative technology platorm. The uturistic-look

sports car combines car racing high tech a

electromobility in a ascinating way: on the ohand, it boasts microcar emissions o 70 gram

CO2

per kilometre when using three litres o

per 100 kilometres, and on the other hand,

breath-taking perormance o an ultra sports

with acceleration o maximum 3.2 seconds r

zero to 100 kilometres per hour (probable valu

Developed in Weissach and produced in Zu

hausen, the 918 Spyder is also a good decision

Germany PLC.

Despite the huge dierences in the concepts hind the XL1 and the 918 Spyder, they both sh

the same plug-in technology. This also highlig

the huge breadth o the Volkswagen Group wh

it comes to the development o electric dr

concepts.


33/119

First Volkswagen with a fuel cell drive

Prototype to test the H2

concept > H2

production on the road by methanol synthesis >technology requires a lot o space > basically unpracticable > nevertheless, providedimportant inormation or the urther development o H

2technology

Golf Estate Fuel Cell1996

PlUg-INHYBRID//DRIVEaNDFUElSTRaTEgY

The Volkswagen Groups plug-in hybrid strategy

Audi rst presented a plug-in hybrid with a nickel-cadmium battery

back in 1989 (100 Avant duo). With the further development the

A4 Avant duo Audi in 1997 was the rst European carmaker to sell

a series producible plug-in hybrid (in fact the rst hybrid of any

kind). Production had to be terminated, however, because of the in-

adequate demand. More than ten years later, the Golf twnDRIVE

enjoyed its debut in Berlin and has since been driving on the streets

of the capital city in a test eet with an estate version since 2011.

Whilst the twnDRIVE incorporates parallel hybrid technology, the

Audi A1 e-tron which has also been driving over the streets of Mu-

nich since 2011 in a test eet pursues the concept of a serial hybrid

(range extender). It always drives using electric power, but when dis-

tances exceed 50 kilometres, the Wankel engine and the generator

spring into action to provide the necessary electricity. Audi present-

ed the e-tron Spyder cabriolet in autumn 2010, followed around half

a year later by the A3 e-tron concept, as well as the A5 e-tron quattro

technology platform all parallel plug-in hybrids, although with dif-

ferent technical concepts. And the Porsche 918 Spyder is scheduled

to come on the market in autumn 2013 with a planned production

volume of 918 examples as a maximum it can already be ordered in

advance. The medium to long-term objective is to offer the plug-in

hybrid on all of the Volkswagen Groups platforms.

From L1 to XL1: the career of an efciency world champion

The history of the XL1 goes back to 2002 when Ferdinand Pich

drove from Volkswagen to the Annual General Meeting in Ham-

burg in a purely diesel-powered 1-litre car, the L1, boasting a con-

sumption of only 0.89 litres per 100 kilometres. Via the full hybrid

stage, the vehicle concept was developed further before celebrat-ing its world premiere as a plug-in hybrid at the beginning of 2011.

The sheiks at the Qatar Motor Show were visibly impressed by the

vehicle, now call the XL1, with its 2 cylinder TDI (48 hp), 7-gear DSG,

and integrated 27 hp E-motor. The L1 enabled Volkswagen to break

through the magical one litre barrier. It now plans to bring the

rst mass producible one litre car onto the road in the form ofthe XL1.

Serial hybrid (range extender)

Parallel hybrid


34/119


Audi is the rst European carmaker to go into series production of a hy

Like the Audi 100 Avant duo plug-in hybrid > lead-gel battery at the bac90 hp diesel + water-cooled E-motor (29 hp) > small series, productionterminated because o lack o demand > price: DM 60,000

1997 Audi A4 Avant duo

The R8 e-tron from Audi will already beavailable in a small series from 2012.

Octavia Green E Line concept studThe rst electric car from Skod


35/119

Family van with fuel cell drive

Research car with 109 hp E-motor > major advance: hydrogen technologywith minimal loss o interior space > 140 kmph top speed > 14 seconds romzero to 100 kmph > recuperation

Touran HyMotion2004

BaTTERYElECTRICVEHIClE //DRIVEaNDFUElSTRaTEgY

E lectrication moves one step urther in thedrive and uel strategy with the battery elec-tric vehicle an E-car with only a battery to store

energy and without an internal combustion en-

gine. This orms the high point o the strategy. The

battery electric vehicle (BEV) could actually be the

ultimate automobile:

It drives very quietly. It needs no nite resources.

It can be lled up at every electric socket andthere are a lot more o those than there are lling

stations! It never generates local emissions. And

powered by renewable electricity sources, it has a

neutral eect on the climate. This means that o

all o tomorrows relevant drive concepts, only the

BEV has the potential to drive without emissions

locally as well as globally ( P. 75). The battery elec-

tric vehicle could be the perect mobility solution

but our big problems have to be solved beore an

aordable E-car or everyone, which satises all

daily requirements, can spin along the road:

> Mastering the technology rom the battery to

the power electronics

> Setting up a nationwide charging inrastruc-

ture with uniorm standards

> The source o the electricity

> Competitive price

Technology

The battery and the E-motor are the undisputed

heart o an E-car, but they are by no means theonly important components. A large number o

other parts have to be modied as well. Either be-

cause the specications have changed, or because

the belt drive and process heat rom the internal

combustion engine are no longer available. Exam-

ples are the heating, air conditioning and braking

systems. All o these aspects require changes and

adaptions to tried-and-tested solutions.

In addition to the development side o the busi-

ness, the production segment also has to ace new

challenges. These range rom the layout o thewhole actory to new production methods, and

training employees in how to saely handle high

voltage systems. And new approaches and even

new business models are also required in procure-

ment and sales & marketing ( P. 80).

The technical crux and heart o the whole package

though is and remains the battery. Volkswagen has

thereore been putting a great deal o eort into its

optimisation ( P. 65). The motor also remains one

o the core competences o thecompany. One o the reasons

is that the electric motors cur-

rently available on the market

have inadequate levels o e-

ciency. Volkswagen thereore

bundles this aspect in Kassel and expands its ex-

pertise urther at this location. Battery systems and

management are developed urther at the compo-

nent actory in Braunschweig.

To optimise the battery, motor and all o the otherE-components or mass production, Volkswagen

also uses a technology platorm or the E-car

The battery electric vehicle: big chance or the uture

Four big problems still haveto be solved before an E-cafor all can be rolled out.


36/119


Audi presents A2 with fuel cell drive

Particularly economical Audi A2 as the platorm > three tanks enablethe car to carry 1.8 kg hydrogen > 220 km range > 175 kmph top speed >technical study at Hannover Messe 2004

2004 A2h2

such as the Gol Blue-e-Motion. With its 270

Newton metres rom a standing start, the 115 hp

E-motor boasts extremely dynamic handling.

Three saely installed battery packs maintain a

range o up to 150 kilometres and all this in

a ull-value ve-seater car with a large luggage

space. The Gol Blue-e-Motion is thereore a real

Volkswagen rom every angle: because it stands or

ecient, environmentally-compatible mobility, at

the same time as satisying the drivers day-to-day

needs, being un to drive, and maximising cus-

tomer benets.

Starting mass production o a pure electric version

o the biggest selling car ever in 2013 sends out a

very strong signal especially because the car will

already be in the design o the Gol VII. It is already

on the road today under the

name Gol Blue-e-Motion

and in the test feet on the

basis o the current Gol VI

model ( P. 82).

The quality o this innovative car is highlightedby its already capturing several major awards: al-

ways amongst the ront runners in the previous

two Silvretta Classic Rallies; class and overall win-

ner in the British Future Car Challenge (where it

threw down the gauntlet to more than 60 competi-

tor cars produced by major carmakers); or being

selected as the E-car o the year in the concept car

category by the Auto Test magazine.

Charging inrastructure

The second big task to be solved is setting up acharging inrastructure with nationwide elec-

tricity recharging stations, high perormance,

intelligent grids, and uniorm standards es

cially or the plugs. Tackling this challenge

only requires the involvement o the car indusbut particularly also the commitment o the

ergy providers and politicians ( P. 100).

A large number o incompat ible charging c

cepts have evolved rom a tangle o dier

power grids with dierent voltages and dier

availabilities, even within one country (China

instance). German manuacturers have at le

agreed on a standard plug concept in the sh

o the Mennekes plug but even the targeted

standard or charging plugs can only be seenan interim step. In the medium term, we nee

standard global charging interace.

Origin o the electricity

In the overall energy balance, the electric ca

only as climate-riendly as the electricity u

to power it. In a well-to-wheel analysis, E-c

powered by electricity generated by lignite p

er stations come out worse than a compara

BlueMotion diesel ( P. 75). This highlights a v

important aspect: E-mobility only makes sewith electricit y rom renewabl e energy sourc

Unortunately, the act is that wind, solar and

ter power still only account or a ew per cen

total power generation around the world desp

signicant expansion in recent years. Volksw

gen thereore advocates the rapid expansion

wind, hydroelec tric and solar power and is

sel investing more than Euro 700 million in t

aspect ( P. 88).

The electric versionof the Golf will pull E-mobility

out of its niche existence.


37/119

Volkswagen presents innovative hydrogen study at the Los Angeles AutoShow

A merged battery and uel cell car > frst car in the world with a hightemperature uel cell > range with Li-Ion battery: 100 km > additionalrange with hydrogen: 250 km

space up! blue2007


Comes onto the markefrom 2013 in a serie

version: the e-up

The technical crux and coreis and remains the battery:

sketch showing the drive ofa battery electric vehicle.

Battery electric vehicle


38/119


Volkswagen and Chinese scientists build hydrogen Passat

Prototype rom Volkswagen and Chinese scientists > uel cellcompletely developed at a Chinese university > maximum range:235 km > top speed: 140 kmph

Passat Lingyu HyMotion2007

The electric car strategy of the Volkswagen Group

Exactly 40 years after the production of the rst E-vehicle prototype

(VW Transporter T2 Electric), Volkswagen will start the series productionof innovative battery electric cars in 2013. The scene will be set by the

e-up! Followed shortly afterwards by the electric Golf which electries

the most successful car of all time. Before that, Audi is already building

a small series of the fully electric R8 e-tron sports car at the end of 2012.

Volkswagen will be selling two E-vehicles specially designed for the

local market in China. From 2014, more and more Volkswagen and Audi

models will be brought onto the market as mass producible E-cars, and

the technology will also be used by other Group brands, such as SEAT,Skoda, as well as Volkswagen Commercial Vehicles. Skoda for instance

is aiming to bring out a pure electric version of the Octavia, whilst SEAT

plans to launch an E-coup. By 2018 at the latest, Volkswagens strategy

is to rise through the ranks to become the worlds leading provider of

electromobility.

Range: 150 km

up to 50 km

up to 150 km

78 % of all daily journeys

3 % of all daily journeysfurther than 150 km

A range of 150 km is more than it appears daily car use in Germany

batteryelectriccar

Source: Survey data on private daily car use in Germany 2008

19 % of all daily journeys


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Volkswagen presents the worlds rst H2-SUV prototype

Fuel cell system with 109 hp > all the technology hidden in the engine compart-ment, the underside and the rear seats > so no more limitations to the interiorspace > optimised perormance compared to 2004 Touran HyMotion ( P. 35)


2007 VW Tiguan HyMotion

Competitive price

The ourth big challenge is the high price. Battery

electric vehicles will only come to the ore in the

mass market, and make a tangible contribution

to protecting the environment, i customers can

aord them. Although E-cars are already cheaper

to run, they are also associated with higher pro-

curement costs. The biggest expense actor is the

battery. A 26.5 kWh battery o the kind also used

in the Gol Blue-e-Motion would easily cost Euro

16,000 today when installed in a mass producedvehicle . With m easures such as the standardi sa-

tion o the cells, mass production, and the urther

development o materials, Volkswagen already

has a clear idea o how to slash the cost o the bat-

teries to a quarter o todays price, because it has

a very well dened objective: to sell electric cars at

a competitive price.

These our daunting packages make electromo-

bility the challenge o the century or the car in-

dustry as well as or Europe PLC. But despite theseimmense challenges, and many other unsolved

problems, one thing is absolutely certain: battery

electric vehicles will signicantly infuence the

uture o individual mobility.

Especially when a closer analysis o the requently

criticised range problem turns out to be a lot more

harmless than many people think: statistically,

78 per cent o all private car journeys in Germany

are less than 50 kilometres long; and another 19

per cent involve journeys o up to 150 kilometres( diagram). In other words: almost all regular

journeys are statistically realisable with a battery

electric vehicle even using todays battery technol-

ogy even i there is no charging inrastructure at

the moment, or instance at the workplace. Most

customers still need to realise that they already

drive a lot less today than they imagine. This dis-

covery has already been made by the drivers o our

German test feet. The general rule is that one rst

has to amiliarise onesel with the new technology.

A battery electric vehicle is ideal or commuters

who live in the suburbs and drive to work everyday. An easy to operate wall box makes it possible

or them to rapidly i nstall their own electricity ll-

ing station in their own garage or car port. Battery

electric vehicles are also perect or commercial

inner-city service trac. The routes o packet de-

livery services or instance are oten dened in ad-

vance, repetitive, and thereore easily plannable.

In addition to the environmental benets, there

are also economic reasons in the orm o lower op-

erating costs.

It is also quite easible that the issue o vehicle

range will lose much o its signicance in uture.

For instance, a study by the management consul-

tancy Bain & Company came to the conclusion

that when customers actually change over to a new

system, product attributes which they appeared

to cherish or a long time such as having an 800

kilometre range every time they tanked up sud-

denly become much less important.

Customers simply want the new product becauseit provides them with dierent opportunities.

The management consultancy has identied


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Golf with an electric motor and an internal combustion engine

Plug-in hybrid: has a socket, a Li-ion battery and a uel tank > drives 50 km onelectrics alone, and then switches over to the internal combustion engine > givit a normal range > 2011 2012 eet test in Berlin with Gol twnDRIVE Estate

2008 Golf twnDRIVE

parallels here to the iPhone which also has to be

charged up almost every day, and was belittled

when it was launched in 2007 beore soon p er-

manently altering the market.

The higher purchasing price also needs to be

looked at in a more dierentiated way: or the rst

buyers o battery cars, the early

adopters, the main priority is

the technology, not the list price.

And according to a study by Ro-

land Berger and TNS Inratest,

a third o the Germans surveyed

said that they would already con-

sider purchasing an E-car today and hal o these

even i they had to pay Euro 4,000 extra.

The act is that battery electric vehicles give rise

to a completely new orm o mobility, where the

lower range will also give rise to a bigger vari-

ety o vehicles, each or a specic type o use. Just

because the market today is dominated by all-

rounders, does not mean that the situation wont

change in the ollowing decades. Audis technol-

ogy nerve centre in Ingolstadt is also searching or

an uncompromising concept or its battery electric

vehicles and is promoting the associated businessmodels. We want to look at the issue in a way which

integrates all o the aspects. The objective: Audi in-

tends to push orward to become the leading p

mium manuacturer o E-cars by 2020.

Notwithstanding the environmental and econo

ic benets, electric driving would also be a ncustomer experience: accelerating without eng

noises or vibrations, and the high pulling pow

(smooth high torque o the E-motor) promise d

ing un, saety and E-motionality. When all o

aspects are summed up innovation, econom

ecology and the un actor experts oten co

to the conclusion that the battery electric veh

is not only a new drive concept, but, to quote

Fraunhoer Institute and PricewaterhouseCo

ers, will herald a disruptive change with an en

mous impact: comparable to the mobile relution brought about by the introduction o

internal combustion engine.

Despite the higher price,one third of those surveyed

would already considerbuying an E-car today.


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Volkswagen is very close to producing a 1-litre car

Extremely light and aerodynamic two-seater with a hybrid drive > roo hood instead o a door,carbon-fbre-reinorced chassis la Formula 1 > 1.38 l diesel/100 km, 36 g CO2/km, 160 kmph topspeed > IAA-study urther developed in 2011 to the XL1 ( P. 32, box P. 33, P. 61 bottom)

L12009


Under the hood of an E-car: eyecatching orange high-voltage cable

Low running costs: 100 kilometres in a Golf Blue-e-Motion onlycost around four Euros (electricity price 0.23 Euro/kilowatt-hour).The cost benets of battery electric vehicles will improve further

in the long term as fuel prices rise.

Top: electric motors have a much higher efciency level of morethan 90 per cent. Even in the most optimised internal combustionengines, around two thirds of the energy is lost as waste heat.

Noise level: battery electric vehicles produce very little noise be-cause electric motors operate quietly.

E-cars score high marks particularly in the city. Because journeyshere almost always involve short distances of less than 100 kilo-metres, and where the biggest problems are caused by the ex-haust gases emitted by internal combustion engines. The E-caris even more efcient on short journeys in particular becauseinternal combustion engines use up a lot of fuel on the rst kilo-metres after a cold start.

E-cars produce no environmentally-damaging emissions whendriven, and therefore protect the air and the climate.

Purchase price: the E-car will be much more expensive than adiesel or petrol car, particularly during the initial phase. This ismainly because of the lithium-ion battery which at todays prices

costs up to Euro 16,000 for a range of 150 kilometres.

Flop: storage capacity, charging time and energy density of thebattery fail to impress despite constant improvements. A batteryweighing 24 kilograms can only store the same amount of en-ergy as one kilogram of diesel. This means that battery electricvehicles are still at a signicant disadvantage on long journeysbecause of their limited range and speed, as well as the longcharging times, not to mention the poor charging infrastructurecurrently available. Even with the theoretically possible high-voltage fast charging process, it would still take half an hour torecharge the batteries of the e-up! for instance to 80 per cent oftheir total capacity.

Battery electric vehicle at a glance



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The ideal partner for a car, premiered at IAA

20 kmph top speed and 20 km range, electric scooter or the last ew metres ( P.> olds up into the spare tyre compartment > park the car, unold the scooter andbeat the trafc jams in the (big) city > IAA study, series production contemplated

bik.e2009

Fuel cell vehicles and battery electric vehicles

are basically very similar in terms o theirgeneral principle. The dierence is in the energy

storage: instead o being stored in a battery, the

traction energy is stored in the orm o energy-rich

hydrogen (H2). When the car is driven, the uel cell

uses the hydrogen to generate electricity which

powers the E-motor. There are no local harmul

climate damaging emissions because the chemi-

cal reaction in the uel cell only produces electric-

ity and water.

The advantage o uel cell vehicles is their muchhigher range, but the signicant disadvantage

is the non-existent inrastructure. Setting up a net-

work o H2

lling stations would be extremely com-

plicated and expensive. Other disadvantages are

still the higher production costs o uel cell electric

vehicles (FCEV) a nd signicant conversion loss es

when generating the H2. For hydrogen to be a real

climate-riendly alternative, it is necessary or the

hydrogen which uels the car to be generated in a

way which produces very ew pollutants or, ideally,

no pollutants at all.

Volkswagen continues to w ork i ntensive ly on t he

uel cell concept but is also very well aware o the

physical limits. The technology

will only become an interest-

ing topic when sensible solu-

tions can be ound or the

production and storage o hydrogen, as well

the inrastructure. Volkswagen keeps out o headlines here because it does not wish to g

rise to any alse expectations.

The space up! blue ( P. 37 bottom), Passat Lin

( P. 38 bottom), and other demonstration ve

cles have already impressively demonstrated t

the company has also mastered this technol

as well. The heart o every uel cell electric ve

cle made by the Volkswagen Group is a low-te

perature polymer electrolyte uel cell stack. F

uture models, Volkswagen is developing its ouel cell stack with bipolar plates which boas

very high power density thanks to th eir v ery th

structure. Together with the other equipme

such as the coolant pump and the air compr

sor, they orm a very compact drive system, a

can thereore be easily integrated into the ex

ing vehicle platorms. This improves its chan

o being mass produced at some time in the utu

However, given the non-existent inrastructu

the path ahead until realisation will be a long a

uncertain one.

The uel cell vehicle:innovative, but a long way rom mass production

Fuel cell electric veh


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Audi presents high E-power show car

Pure electric high perormance sports car with 313 hp > range almost250 km > quattro & torque vectoring: individual power distribution o theour E-motors > show car at IAA 2009, small series rom 2012

R8 e-tron2009

FUElCEllElECTRICVEHIClE//DRIVEaNDFUElSTRaTEgY

Large range: the tank lled with 6.4 kilograms of H2

can powerthe car for up to 500 kilometres, much more than a battery elec-tric vehicle using state-of-the-art technology. At a hydrogen priceof eight Euros per kilogram, 100 kilometres will cost just over tenEuros and therefore much more than an economical diesel.

Level o efciency: the level of efciency of a fuel cell systemlies between 45 to 60 per cent, and is therefore much betterthan an internal combustion engine.

Environmental compatibility: as long as the H2

is produced byrenewable energy sources, the climate balance is very good, notonly at a local level, but also the overall balance ( P. 75).

Non-existent inrastructure and high production costs: thereare only 25 public hydrogen lling stations in Germany to dateTen more are planned. The production of a prototype fuel cellelectric vehicle currently costs around one million Euros milesaway from series production.

Lietime with weaknesses: the long-term durability of a fuel cellis currently between 2000 to 3000 hours compared to an internacombustion engine which has a lifetime of approx. 5000 hours.

Environmental incompatibility: analogous to a battery electricvehicle, there is a risk here of shifting the problem by producingthe H

2using electricity generated by fossil fuels.

Fuel cell electric vehicles at a glance



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HISTORY

E-cars are often lauded as an innovation of

the 21st century. This is not true, because

Volkswagen and Audi already built E-vehicles

and hybrid vehicles back in the 1970s and

1980s. Even Ferdinand Porsche, inventor of the

legendary Beetle, began his career with a highly

praised electric car back in 1900.

Renaissance

instead o revolutionThe development o electromobility


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Audi showcases another pure E-car

Uncompromisingly puristic compact sports car > two E-motorsdeliver 204 hp > designed as a two-seater coup > show car at theDetroit Motor Show

D10 e-tron2010

From the workshop of theUr-precursor of the Audi: theSlaby-Beringer electric car,

1919 to 1924 (above left)

Ferdinand Porsche, designed nonly the Beetle, but also the world

rst hybrid vehicle (abov

Way ahead of its time:the Golf II electric hybrid test

vehicle in the late 1980s nextto a solar lling station (left)


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HISTORY

Audi presents E-car with range extender

Premium city car, with permanent electric drive > internal combustion engine generateselectricity when distances exceed 50 km > this provides a normal range and the beneftso an E-car > technical study at the Geneva Autosalon, eet tests since autumn 2010

Audi A1 e-tron2010

When the world exposition opened its doorsin Paris on 15 April 1900, automobile ansdiscovered a car whose ront wheels were pow-

ered by hub motors. Only 25 years old at the time,

Ferdinand Porsche developed this motor as the

senior engineer in k. u. k.-Howagen-Fabrik Jacob

Lohner & Co., Vienna-Floridsdor. The open carran quietly and boasted a smooth driving o be-

haviour. The trade press was over the moon: an

epoch-making innovation.

Although this was not the rst electric vehicle,

the Lohner-Porsche was the rst truly practicable

design. It was also the rst car to be developed by

Ferdinand Porsche. One year later, the engineer

topped this with the construction o a hybrid ve-

hicle the very rst o its kind in the world. The

amous car designer thereore did not lay theoundations o his career with the Volkswagen

Beetle powered by an internal combustion engine

which was to conquer the world hal a century

later but with an electric car.

Electromobility was completely in harmony with

the Zeitgeist at the end o the 19th century. The

eciency o the E-motor was ar superior to

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