The Road to Electromobility

0 % Emissions. 100 % Emotions.

The Road to Electromobility www.volkswagen.com/thinkblue

Think. Think Blue.

Think Blue: thinking further, getting further. Having a good idea is one thing. Bringing it to life is another. The combination of both is what “Think 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.”, justjg go to www.volkswagen.com/thinkblue or download the free iPad App “Think Blue. World.”

TB2012_BB_eng_220x270em.indd 1 07.05.12 09:29 www.volkswagen.com/thinkblue

CONTENTS 3 Think. Think Blue.

Contents

4 Editorial 58 A look inside an electric car Prof. Dr. Martin Winterkorn Battery yes – ignition no

6 Overview 62 Battery technology Emissionless instead of emotionless – Research focus: battery technology Volkswagen and electromobility 71 Comment – Bernd Osterloh 10 Driving forces “We will be right up amongst the leaders” Climate change, urbanisation and the scarcity of crude oil are the driving forces behind electromobility 72 Well-to-wheel balance How environmentally-compatible is an 14 Drive and fuel strategy electric car really? The Volkswagen Group’s drive and fuel strategy Sustainable mobility as the guiding force 76 Customer requirements Car drivers want E-mobility – but easy to use 17 Internal combustion engines and affordable How new technologies make internal combustion engines even more economical 82 Test fleets 20 Natural gas vehicles Rolling out from test bed to everyday use Filling up with natural gas and protecting the environment 88 Naturstrom 22 Biofuels With blue power to emissions-free mobility From field to tank Think Blue: thinking further, getting further. 27 Full hybrid 92 Automobility 2.0 Having a good idea is one thing. Bringing it to life is another. The combination of both is what Entry into the electronic age Networked, intermodal and revolutionary 31 Plug-in hybrid “Think Blue.” means to us. The idea of cooperating for a sustainable future. Of motivating people The best of two worlds 100 Electromobility as a shared responsibility to act responsibly. Of discovering that environmental consciousness can be fun. And last but not least, 35 Battery electric vehicle Challenge for politics, science and energy providers of constantly improving our technologies. Such as our BlueMotion models, which are constantly The big chance for the future Fuel cell vehicle Comment – Olaf Tschimpke setting new records in terms of range and fuel consumption. For more information about “Think Blue.”, 42 111 Innovative, but a long way from series production “Demonstrating what is technically feasible” justjg go to www.volkswagen.com/thinkblue or download the free iPad App “Think Blue. World.” 44 History 112 Interview with Dr. Rudolf Krebs Renaissance instead of revolution: “Reinventing individual mobility” The development of electromobility 113 Facts 50 Volkswagen E-roadmap Volkswagen and electromobility Step-by-step into the electromobility age 114 Glossary 54 Mobility 2025 A day with the Lavida Blue-e-Motion 118 Imprint

TB2012_BB_eng_220x270em.indd 1 07.05.12 09:29 4 Volkswagen AND ELECTROMOBILITY

Dear Readers,

Sustainable mobility is unquestionably one of electricity used to charge it up. The expansion of the key issues of the age. Climate change, rapidly renewable energy sources is therefore an absolute growing megacities, and the finite reserves of fos- priority. This is another reason why Volkswagen is sil fuels, have rung in a fundamental change in pushing renewable electricity production forward technology: low-emission vehicles are the future. in our own factories with massive investments in solar, wind and hydroelectric power. The facts are clear: the basic longing for individual mobility is growing world-wide – even though there The success of a new technology is ultimately de- are still strong variations in the patterns of use cided by the customers. And in the case of electro- from region to region. This is what is driving the mobility as well, customers are not looking for a Volkswagen Group to further develop the whole hastily prepared solution – they want a vehicle that spectrum of environmentally-compatible technolo- is safe, affordable and, most important, suitable gies – from ever more efficient internal combustion for day-to-day use. We will satisfy these require- engines, and the next generation of biofuels, and ments. The Volkswagen Group will be entering new, alternative means of traction. This can only be the electromobility age this year. The start will be achieved by innovative strength and financial pow- made by a small series of the Audi R8 e-tron at the er: we therefore invest the expertise of our 30,000 end of 2012, before we launch the e-up! in 2013, research and development staff, and around six bil- followed by the mass produced electric Golf. The lion Euros a year, in new environmentally-compat first results from our global fleet of test cars are ible products and technologies. very promising – not only in terms of efficiency, but also the enjoyable driving experience. A very promising route to follow here is electromobility. Despite all of the initial euphoria, however, Although electric traction is an important strat- turning electric cars from a niche product into a egy, it is not the only route towards sustainable mass product still requires some major advances. mobility. Experts forecast that pure electric cars The concerns involve the storage batteries, as well will only corner a market share of two to three as the charging infrastructure. And ultimately, per cent by 2020. The key to lower consumption every electric car is only as climate-friendly as the and emissions in the medium term is therefore EDITORIAL 5

Prof. Dr. Martin Winterkorn has been CEO of Volkswagen Aktiengesellschaft since January 2007. The PhD metallurgist, and honorary professor at the Applied Science Universities in Budapest and Dresden, has worked for the Volkswagen Group in various positions for over thirty years.

the internal combustion engine, which we are sion driving and emotionally captivating mobility rigorously optimising. The potential that can be accessible to everyone – in the interests of the en- harnessed by intelligently marrying this technol- vironment and our customers. Read on to find out ogy with electric motors has already been demon- how far we have come in achieving these goals. strated by our XL1. And this plug-in technology is at the heart of a series of vehicles which we will Turn over the page for an electrifying read! be launching from 2013 onwards in various segments and Group brands. Yours faithfully, From electric traction, hybrids or internal combustion engines – the Volkswagen Group takes its responsibility seriously as one of the world’s leading carmakers. Our objective is to make low emis- Prof. Dr. Martin Winterkorn 6 Volkswagen AND ELECTROMOBILITY

Emissionless instead of emotionless – Volkswagen and electromobility OVERVIEW 7

Emissionless instead of emotionless – Volkswagen and electromobility

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. 8 Volkswagen AND ELECTROMOBILITY

E-mobility has many facets: the prototype of the SEAT Leon TwinDrive combines the power of a highly efficient TSI with the muscle of an electric motor.

evolutionary developments have taken place CO2 – even if conventional internal combustion R in recent years. Climate change, urbanisa- engines become increasingly fuel economical. tion, and rising oil prices – and small revolutions in storage technology and a growing environmen- Starting in 2013, we will bring the first pure elec- tal awareness: all of these aspects strongly indicate tric models onto the market in series production that the time has come for electromobility. in the form of the e-up!, and Golf Blue-e-Motion (also called the electric Golf in the following) – two Firstly, it is the only way for individual mobility to E-cars specially developed for the Chinese market. release itself from the shackles of specific fuels First on to the market though, with the launch this – electricity is more universally producible than year, will be Audi’s super sports car, the R8 e-tron any other kind of energy: it can be generated from which will be produced in a small series. People crude oil and uranium, as well as from biogas and expect Volkswagen to deliver affordable mobil- wind turbines. Secondly, this means that E-vehi- ity with maximum safety and the highest levels of cles are able to drive with a totally emissions-free comfort. And because Volkswagen does not use its balance – Volkswagen’s goal is to create the zero- end-customers to test its new technologies, we only

CO2 car and therefore to rigorously promote the ever start mass production when all of the techni- expansion of renewable energy sources. cal and economic risks have been minimised. We do this by operating fleets of electric test vehicles E-cars are already emissionless at a local level – throughout the world. the third benefit compared to all competing drive concepts. Unlike diesel, petrol, natural gas and And because of its size, and especially thanks to its biofuels, only E-cars will be able to drive in tomor- multi-brand and modular strategy, the Volkswagen row’s megacities without emitting a gram of local Group has the strength to drive to the OVERVIEW 9

front even when starting from the second row – on the market, is very crucially dependent on the Volkswagen can win without first occupying the overall framework. The sales targets which have pole position. This has been clearly shown in the been set by governments will almost past when the company has started slightly later certainly not be achieved without than others and then does everything much better public subsidies. It is also very clear All the signs are pointing than the earlier starters. Making the best technol- that politicians, energy providers, to a future dominated by ogies available to everyone – that is Volkswagen’s scientists and the car industry will all electromobility. objective and mission. have to work together for E-mobility to succeed. And there is only one But it would be irresponsible economically as well road to take to safeguard the country’s innovative as ecologically to only pursue the battery electric and economic strength: Germany as an industrial vehicle route. With regard to satisfying the needs and automotive nation must move over into the of environmental and climate protection in par- fast lane for E-mobility to succeed. ticular, it only makes sense to do all we can to improve the efficiency of the technologies which Electrifying the drive train brings about numer- have dominated this sector for decades. For long ous changes – and even affects our everyday lives. journeys and special needs, a mobile society will This is because electric cars can be intelligently still depend on internal combustion engines for a integrated within the environment and the public very long time into the future. Petrol engines and infrastructure. Volkswagen will proactively push diesel engines, micro, full and plug-in hybrids, as ahead with this change in its innovative sales and well as pure E-vehicles, and perhaps also hydro- business models. Europe’s top carmaker, how- gen fuel cells – they all have a justifiable place in ever, also intends to maintain its core competency the overall drive mix. in the changing world of tomorrow’s mobility: by continuing to build practical as well as fascinating At the end of the day, the speed with which elec- cars. This means that the E-Volkswagen will also tric cars – whether in the form of battery electric be full of emotion – even though in the ideal case it vehicles or plug-in hybrids – will make their mark may well be emissionless.

Porsche is also electrifying: the hybrid super sports car 918 Spyder will hit the road in 2013. 10 Volkswagen AND ELECTROMOBILITY

Climate change, urbanisation and the scarcity of crude oil are the driving forces behind electromobility DRIVING FORCES 11

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. 12 Volkswagen AND ELECTROMOBILITY

round a tenth of all CO2 emissions are gen- petrol and diesel will continue to rise as oil sup- A erated by road transport. And mass mo- plies begin to dwindle further. torisation will increase as the global population grows and prosperity rises. This will also mean Another consideration is that the conurbations more traffic. Of the eight billion people forecast around the world are already suffering from to populate the world in 2030, around 1.2 billion noise, air pollution and traffic jams. And all this could own their own cars. The number of cars on against the background of rapidly accelerating the road in India will triple within 20 years. Even urbanisation. Private transport based on conven- more in China, where the number of cars is fore- tional drive technologies has long been subject cast to rise tenfold. to increasing restrictions. Think: environmental zones and city tolls. Locally emissions-free and But, to restrict the level of global warming to less almost noiseless electric vehicles could, how- than two degrees – the ambitious target agreed by ever, “considerably improve” the quality of life in the G8 and O5 countries – it will be necessary to city centres according to a number of studies, in-

slash CO2 emissions to 90 per cent of 2005 levels cluding the study by the Fraunhofer Institute and by 2050. For PricewaterhouseCoopers. The Study also says: The finite reserves of fossil German road “Urban structures with their short distances and transport, this high housing densities provide ideal conditions fuels have pushed the search for means throt- for the use of electric drive concepts.” Urban cen- alternative drive technologies tling back the tres according to scientific forecasts will there- CO emissions fore be the “major catalysts for the development onto the agenda. 2 of all registered of electromobility”. cars from 188 grams (the situation in 2008) to 20 grams per kilometre – which corresponds The demands of environmental and climate pro- to a total fleet consumption of only 0.9 litres of tection are also increasingly influencing peo- petrol per 100 kilometres. ple’s attitudes, values and purchasing decisions. Where hp and cylinders captured the imagina- The finite resources of fossil fuels means that the tion in the past, the focus in future will be more on

search for alternative drive technologies is al- consumption and CO2 emissions. Driving a clean ready high on the agenda – especially when one car through healthy (urban) landscapes is a very considers that the largest remaining reserves of satisfying feeling. oil and gas around the world are mostly in geopo- litically unstable regions. Pessimistic scenarios The signs therefore all appear to be pointing to- came to the conclusion that peak oil was already wards an age of new drive technologies and mo- reached in 2005. The International Energy Agen- bility concepts. The cry for zero emissions cars cy (IEA) on the other hand forecasts that this will is becoming louder. The only answer in this case not occur until 2020. Whichever scenario turns though is the electric car “filled up” with renew- out to be true, there is no doubt that the price of able electricity. DRIVING FORCES 13

A changing world: global megatrends The global megatrends: Billions rising temperatures, 25 Global warming on the earth’s surface in +1.2 degrees °Celsius finite oil reserves

+1.0 and growing urban (Medium population are the 20 scenario of the Oil production Intergovernmental +0.8 in billion barrels Panel on Climate driving forces behind Change) sustainable mobility +0.6 15 concepts.

+0.4

10 +0.2

Urban population 0 in billions 5

-0.2

-0.3 Rural population -0.35 in billions The XL1 already -0.4 1950 1960 1970 1980 1990 2000 2010 2020 2030 2040 2050 provides a glimpse of

Sources: United Nations, Intergovernmental Panel on Climate Change (IPCC), Colin Campbell/ASPO, IEA tomorrow’s mobility. 14 Volkswagen AND ELECTROMOBILITY DRIVE AND FUEL STRATEGY 15

The Volkswagen Group’s drive and fuel strategy Sustainable mobility as the guiding force

Betting everything on the E-mobility card? Not at Volkswagen. Those that want to reach the top need to have a very broad base. Volkswagen pursues a fan strategy and continues to develop all relevant drive technologies further with its eyes set on energy efficiency and environmental compatibility. 16 Volkswagen AND ELECTROMOBILITY

he guiding force behind the Volkswagen In the medium term, the second stage concen- T Group’s corporate philosophy is sustain- trates on the frequently discussed electrification able mobility. Sustainable technologies are those of the drive train as well as the use of biomass. which lower the global emissions of the greenhouse gas carbon dioxide, reduce local emissions In the long term, stage three of the strategy is such as nitric oxides and soot particles, as well as concerned with pure electrically powered vehi- limiting dependency on crude oil. These are the cles with energy stored in batteries, and at some criteria on which the three-stage model of our time in the future possibly also in the form of drive and fuel strategy is based. hydrogen.

Firstly, diesel and petrol engines are rigorously Please note! The three stages of this strategy made more fuel-efficient at the same time as pro- should not be seen as representing a strict suc- moting natural gas technology, because this is cession – for a longer period of time, the differ- where the greatest savings can be expected in the ent drive systems will exist in parallel and give short term. rise to gradual transitions.

Drive and fuel strategy – at a glance

Blue-e-Motion® Electricity e-tron® twïnDRIVE®

Renewable energy sources

SunFuel® Biofuels SunGas®

CNG EcoFuel® Gas LPG BiFuel®

BlueMotion® Diesel Crude oil TSI®/ TFSI® Petrol DSG®, TDI®

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

Volkswagen not only intends to influence E-mobility in the future, it can also boast a long tradition. The first electric vehicle from Volkswagen saw the light of day almost 40 years ago. But the true fathers of all electromobility innovations of today and tomorrow were active in Prussia and Italy at the beginning of the 19th century. INTERNAL COMBUSTION ENGINES // DRIVE AND FUEL STRATEGY 17

The efﬁ ciency evolution: How new technologies make internal combustion engines even more economical

espite all the promises, there will not be a pure mised rolling resistance, modern exhaust treat- Delectric car in the next decades which can ment, lightweight construction, and improved drive 500 kilometres, be charged up in fi ve minutes, aerodynamics. and be priced at the same level as a petrol-engine car. The key to more effi ciency and lower emissions In Addition the Volkswagen brand also advertises for the foreseeable future still remains the internal with the Think Blue. slogan to promote a new combustion engine. Even in ten years time, around awareness of sustainabil- 95 per cent of all new vehicles will have this technol- ity and climate protection – a The Volkswagen Group very ogy on board – around 85 million cars per year. The campaign also accompanied Volkswagen Group is therefore involved in intense by practical aspects such as successfully further develops research to improve the internal combustion engine fuel economy training, which existing technologies. and harness all of the potential advantages of today’s is also conducted in co-opera- technologies. The results are very impressive. tion with the Naturschutzbund Deutschland (Ger- man Nature and Biodiversity Conservation Union). Our economical basic technologies TDI (diesel) and TSI (petrol) are enhanced by innovations such The new fuel economy technologies in the as the double clutch gearbox (DSG), turbocharg- Volkswagen brand are offered under the ing, downsizing and downspeeding, recuperation, BlueMotion Technology label. The most effi cient automatic start-stop, as well as most recently also vehicle in each class is awarded the BlueMotion cylinder-on-demand (» Glossary), tyres with opti- designation.

The Volkswagen Group’s efﬁ ciency models

Volkswagen BlueMotion SEAT Ecomotive Audi e-concept Skoda GreenLine

88 models 50 models 61 models 57 models

256 models

1800 Voltaic column Alessandro Volta invents the ﬁ rst battery Very limited capacity and has hardly anything in common with today’s battery > still the basis for all the batteries that followed > the invention of the Italian physicist Volta goes down in history as the ﬁ rst battery world-wide Photo: Luigi Chiesa 18 Volkswagen AND ELECTROMOBILITY

The factors which make the Polo BlueMotion the automatic start-stop most fuel-economical five-seater in the world aerodynamics

braking energy recuperation

light-running tyres

co2 emissions

Volkswagen Polo BlueMotion – fuel economy figures in l/100 km: urban 4.0 / extra urban 2.9 / combined 3.3; CO2 emissions 87 g/km, efficiency class A+

ˇ Skoda Fabia GreenLine – fuel economy figures in l/100 km: urban 4.1 / extra urban 3.0 / combined 3.4; CO2 emissions 89 g/km, efficiency class A+

1834 Jacobi Motor Potsdam engineer develops the first practicable E-motor Moritz Hermann von Jacobi, a physicist and engineer from Potsdam, designs the first practicable electric motor > the invention of the battery and the E-motor set the technical stage for the development of electromobility INTERNAL COMBUSTION ENGINEs // DRIVE AND FUEL STRATEGY 19

For instance, the Volkswagen Polo BlueMotion fit- programme which achieves CO2 emissions be- ted with the smallest engine only uses 3.3 litres of low 100 grams when combined with BlueMotion diesel per 100 kilometres. The most fuel-efficient Technology, and is compatible with models all the five-seater in the world is therefore very close to way up to the Golf class. the goal of developing a three-litre car. With CO2 emissions of 87 grams per kilometre, the Polo These and other innovations helped Volkswagen BlueMotion already undercuts the EU standard realise fuel savings of 25 per cent in diesel and set for 2020 by around ten per cent. The big selling petrol cars in the last decade. And the efficiency Golf BlueMotion and Passat BlueMotion models evolution is still very much alive: intensive re- are also particularly fuel-economical. search currently being invested in the “Ener- go” assistance system for instance will one day The environmentally-compatible technologies are mean that unnecessary braking can be avoided, also used by other Group brands. At Škoda they and therefore help achieve more fuel savings of are sold under the GreenLine label, Audi sells around 15 per cent. them with the e-concept suffix, and the label Ecomotive highlights the most environmentally- Direct injection in petrol engines, and innovative friendly SEATs. injection technologies in diesel engines also help optimise combustion processes in a way which still By the end of 2011, Volkswagen had already has enormous potential for further development: launched the first model of the New Small Fam- this will enable the fuel economy of a Golf diesel in ily onto the market in the form of the innovative the Volkswagen brand to almost certainly drop be- up! small car. This was the debut of a new engine low the three litre level in the next ten years.

Diesel and petrol engines at a glance

Advantages Disadvantages

Much higher range: one kilo of diesel/petrol Finite resources: fossil fuels such as petrol and contains 24-times the energy of a kilo of bat- diesel are not only steadily rising in price, the tery. Although the energy density of a battery reserves will also be completely exhausted at is increasing, it will probably never be as high some time in the future as a result of the per- as the energy density of fossil fuels. manent rise in global demand.

Faster energy uptake: someone filling up with Technical restrictions: despite all of the opti- diesel today for one minute can drive 1,000 misation, it will never be possible to construct kilometres. Charging up a battery for one min- a completely emissions-free internal combus- ute will only allow you to drive one kilometre. tion engine.

Established system: also with regard to the The degree of efficiency of an internal com- infrastructure – with 14,744 filling stations bustion engine is much smaller than an E- across Germany (Petroleum Association Octo- motor because two thirds of the energy is lost ber 2011). in the form of waste heat.

1881 Trouvé electric car

French inventor constructs the first electric car with a rechargeable battery The engineer and chemist Gustave Trouvé chooses an open tricycle construction > but of very little practical use > 12 kmph top speed > showcased at the International Electricity Exhibition 20 Volkswagen AND ELECTROMOBILITY

Filling up with gas and protecting the environment: Alternative fuel natural gas

atural gas vehicles have significant advantag- models boast almost breathtaking dynamism and N es compared to other alternative drive tech- acceleration thanks to their innovative double tur- nologies in terms of capacity, utilisation profiles bocharging (exhaust gas turbocharger plus com- and filling up. Natural gas (compressed natural gas pressor). And the eco up! which starts to be mass = CNG) is therefore a very promising technology. produced in 2012, is a resounding demonstration by Volkswagen that natural gas technology is com- Another of the advantages of CNG is that the na- patible across the whole range even into the small tionwide filling station infrastructure can be rap- car segment – in combination with BlueMotion

idly put into place. Nevertheless, the network of Technology, CO2 emissions of only 79 grams per gas filling stations in Germany – despite advances kilometre can be realised. – is still fairly sparse with around 900 gas pumps (compared to 14,744 filling stations for petrol/die- And the former deficit associated with the low range sel)*. This is the main reason preventing the over- is also a thing of the past: the Touran TSI EcoFuel whelming success of natural gas-powered cars. for instance can already travel 520 kilometres on its three natural gas tanks alone, and adds another Cars powered by natural gas also have an image 150 kilometres with its additional reserve petrol of being less agile. But Volkswagen has solved tank. And the Passat TSI EcoFuel even boasts an Volkswagen Passat TSI EcoFuel: Fuel economy figures: natural gas in this problem: the newly developed TSI EcoFuel overall range of 900 kilometres. m3/100 km; urban 8.8 – 8.7 / extra urban 5.4 – 5.3 / combined 6.6; CO emissions 119 – 117 g/km; fuel 2 And these ranges are set to stretch further on economy figures petrol in l/100 km: urban 9.0 – 8.8 / extra urban 5.6 – 5.4 the basis of innovations in engine tech- / combined 6.8; CO2 emissions 158 – 157 g/km, efficiency class A. nology and vehicle construction changes which create room for additional natural gas tanks. Al- though not very wide-spread at the moment, bio-natural- gas boasts enormous future potential (» P. 24).

*As at October 2011

1882 Elektromote Premiere for the first electric car from Werner Siemens Battery storage problem solved using a power cable > first “trolley-wire bus” in the world > demonstrated on a 540 m long test route near Berlin > total weight of the vehicle: 1.5 t. NATURAL GAS // DRIVE AND FUEL STRATEGY 21

Natural gas at a glance

Advantages Disadvantages

Operating costs: cars can be driven more cheaply on natural gas Purchasing costs: the natural gas car costs around Euro 3,000 than diesel or petrol. This is due to the high energy density of more than the same model with a petrol engine. Moreover, CNG, as well as for example the lower petroleum tax in Germa- journeys with an economical diesel engine are not much more ny whose level is fixed in the Energy Taxation Act up to the end expensive. The race between gas and diesel engines in the long of 2018. In Germany a statutory extension of this lower tax rate term will therefore primarily depend on the development in will be necessary, however, to enable natural gas technology to fuel prices. become more attractive in the long term. Diesel powered cars can also be very environmentally-compatible Climate balance: natural gas burns more cleanly than conven- thanks to economical engines and exhaust treatment – especial-

tional fuels giving rise to less CO2. ly in terms of CO2 emissions. The Passat BlueMotion for instance with 109 grams per kilometre generates very slightly less carbon Although the range is lower and the infrastructure less optimal, dioxide than its matching natural gas model. natural gas when compared to petrol and diesel continues to be the drive type with the lowest utilisation restrictions in terms of Infrastructure: even though the network is expanding slowly, for efficiency, usage profiles and filling up. example there are still less than 1,000 natural gas filling stations in Germany. Intelligent planning, however, would enable every- Engine technology: natural gas cars are basically powered by a one to stay mobile with natural gas. petrol engine which means that they can be powered by petrol as well as 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 the reserves will be exhausted one day.

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 filled up with petrol as well as LPG (liquefied 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 potential 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 refining of diesel and petrol, and is therefore also a finite 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 Liquefied Gas Associa- tion, there are around 6,300 Autogas filling stations across the country. 22 Volkswagen AND ELECTROMOBILITY

From field to tank: Why some biofuels are better than others

espite the glowing future forecast only five over long distances - also because the manufactur- D years ago for biofuels such as ethanol or ing processes are being successively optimised. rape seed oil, their potential is now seen in a much more critical light because it is virtually impossible In the short and medium term though, the big- to make enough land for cultivation available to gest potential lies in mixing biofuels with con- satisfy the growing world-wide demand for alter- ventional diesel and petrol – especially since the native fuels of this kind. EU has stipulated a steadily growing quota (currently: ten per cent; 2030: 30 per cent). And a Nevertheless, Volkswagen is forecasting a future new promising development is also the use of fast for the second generation of biofuels for mobility growing algae for biofuel production.

1900 Lohner-Porsche Ferdinand Porsche presents the first practical E-car Innovative: driven by two hub motors > 50 kmph top speed, 50 km range > the Hofwagenfabrik in Vienna builds approx. 300 models BIOFUELS // DRIVE AND FUEL STRATEGY 23

Poor marks for the 1st generation The 2nd generation as the more The 1st generation of biofuels (ethanol, biodiesel sustainable alternative and vegetable oils from rape seed, sunflowers and These are the reasons why Volkswagen began soya) are not rated very highly by Volkswagen for research early on looking at the 2nd generation four reasons: of biofuels. Known as SunFuels – which include

> Although it may generate less CO2 when burnt SunDiesel as well as SunEthanol – they can be in the engine, the overall balance is not neces- completely produced from biomass such as straw, sarily so positive. For instance, ethanol gives residual wood and energy plants.

rise to almost ten per cent higher CO2 emissions than petrol because lignite is burnt dur- And when the raw material is already present in ing distillation. the form of natural residuals produced by con- > They often have completely different molecu- ventional farming practises, then lar structures and therefore radically different SunFuel production will also not Biofuels can save up to properties. This means that new engine tech- compete with food production. nologies are required in most cases. SunFuel also has one very signifi- 90 per cent of climate- > The tendency to cultivate genetically modified cant advantage compared to the relevant greenhouse gas varieties of rape seed, sunflowers or soya in 1st generation: when it is combust- emissions. monocultures covering large swathes of land ed, it only releases exactly the same would be very high: this would undermine the amount of carbon dioxide into the atmosphere as desired sustainability effects. it previously extracted from the air when the plant > The land required for cultivation would no grew. Over its whole lifecycle – from production, longer be available for the production of food including the provision of the biomass, all the way – giving rise to an intensification in conflicts of to combustion in the vehicle – SunFuels can give interest between cars and kitchens as the world rise to savings of up to 90 per cent in greenhouse- population grows further. relevant gas emissions.

fermented residuals gas tank gas processing plant How is bio natural are used as fertiliser The biogas which is The methane content and or composted. This generated is stored the quality of the biogas are gas produced considerably reduces in the roof of the increased to bring it up to the amount of artificial fermenter directly the quality of fertiliser used in above the fermenting conventional farming. biomass. natural gas.

raw biogas material Farmland with energy plants, e.g. grass or maize fermentation residue animal store: husbandry once the natural gas grid biomass has been completely The processed bio fermented in the fermenter, natural gas can be it is moved to the fermenta- directly fed into tion residue store and can the conventional fermenter natural gas grid. liquid manure then be used as high quality fertiliser. The tank in which the or manure biomass is broken down by anaerobic bacteria in the absence of light and oxygen. This fermentation buffer tank process gives rise to Collecting tank for biomass biogas. organic waste

1901 Lohner Mixte Electrics Porsche goes further and builds the world’s first 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 of this vehicle 24 Volkswagen AND ELECTROMOBILITY

Cellulose ethanol as another alternative of CO2. Significant methane emissions can there- Cellulose ethanol produced from agricultural waste fore be avoided by using the liquid manure as the products has similar advantages to SunFuel. The raw material in biogas plants. potential of this technology has already been identified in the USA, where subsidies allow the construc- Although it may seem paradoxical, if bio natu- tion of large-scale production plants. No production ral gas was used at a large scale, driving your car of cellulose ethanol is currently in sight in Germany around every day would actually do something because of the lack of investment grants. positive for environmental protection.

Most promising candidate from The advantages of bio natural gas as a fuel are anal-

the field: bio natural gas ogous to those of natural gas. However, the CO2 bal- The most promising candidate in the biofuels sec- ance is much better, and the problem associated tor in Volkswagen’s opinion is bio natural gas. This with the finite reserves of fossil fuels is irrelevant. bio-methane is chemically almost identical to fos- Nevertheless, bio natural gas on its own is not the sil natural gas and can be used by natural gas vehi- answer to all of the problems. Even if all of the liq- cles in either pure form or in a mix without requir- uid manure and plant residues produced around ing any technical conversion. The raw material the world were used to generate bio natural gas, is the biogas already produced by many farmers this would still only partially cover the growing de- which then only has to be compressed and treated mand for fuel. For this reason alone, there is still a to remove any unwanted contaminants. significant place for electric and hybrid drives.

Three aspects make this a revolutionary alternative. Bio natural gas… > … is already marketable. > … opens up new opportunities for generating income in structurally disadvantaged rural areas (refining raw materials).

> … has significant CO2 reduction potential of up to 80 per cent compared to petrol and diesel in a well-to-wheel balance.

And the positive effects on the climate are even more impressive if the biogas is produced from the liquid manure already produced in enormous quantities by modern intensive farming methods, because the methane that escapes from the liquid manure, which is usually spread on the fields as fertiliser, is more than 20 times more damaging to the climate than the same amount

1955 DKW fast electric van Audi predecessor builds a small series of E-vans Pure electric vans and pick-ups > Auto Union GmbH (predecessor of Audi AG) builds around 100 examples > large lead batteries > maximum range 100 km > used for instance by public authorities BIOFUELS // DRIVE AND FUEL STRATEGY 25

2nd generation biofuels at a glance

Advantages Disadvantages

2nd generation biofuels could already be used purely hypo- The production technology is still very underdeveloped and thetically as diesel or petrol alternatives without any problems needs to be optimised further, also against the background of for the current generation of vehicles. Unlimited mixing with the still uncompetitive costs of the 2nd generation biofuels. petroleum-based fuels is also feasible. Shortage of acceptance: a change in people’s attitude will have Infrastructure: the existing network of filling stations could be to take place to open up the infrastructure for alternatives. used to supply biofuels. Local emissions: unlike battery electric vehicles, the combustion Eco-potential: SunFuel and cellulose ethanol could help make also generates environmentally-polluting and climate-damag- considerable cuts in emissions of climate-damaging green- ing gases. house gases (up to 90 per cent). Volume problem: there will never be enough vegetable raw ma- Sustainability: they are also not affected by the problems as- terials to completely satisfy the growing world-wide demand sociated with the finite resources of fossil fuels. for fuel.

The cultivation of energy plants for the 2nd generation of bio- Although a broad range of residual vegetable matter can be used fuels opens up major opportunities for the crisis-prone agricul- to produce the 2nd generation of biofuels, it is still associated tural industry as well as for farmers in developing countries. with the risk of non-sustainable cultivation in (genetically modified) monocultures linked to the 1st generation.

SunFuels can be completely generated from biomass such as straw.

1971/1972 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 speed 12 kmph > maximum range 90 km > four lunar roving vehicles are built, three are used. 26 Volkswagen AND ELECTROMOBILITY

Despite having four-wheel drive, the Touareg hybrid

only has a consumption of l/100 km: urban 8.7 / extra urban 7.9 / combined 8.2; CO2 emissions of 193 g/km and efficiency class B.

The strategy of the Volkswagen Group

After massive changes in a whole range of conditions in recent years, launched the hybrid version of the Q5 on the market. This year will Volkswagen will focus more strongly in future on the full hybrid see the launch of the Audi A6 hybrid and A8 hybrid, and Volkswagen and the plug-in hybrid. Series production began in 2010 with the will also bring out the Jetta hybrid. From 2013/14 onwards, more and Volkswagen Touareg and the Porsche Cayenne S. Porsche followed this more volume models are to be made available as hybrid versions, for up in mid-2011 with the Panamera S hybrid. At the end of 2011, Audi instance, the Golf and the Passat.

The elegance of an SUV combined with fuel efficiency:

The Audi Q5 hybrid quattro. Fuel economy figures in l/100 km: urban 6.6 / extra urban 7.1 / combined 6.9, CO2 emissions of 159 g and efficiency class B.

1973 VW Transporter T2 Electric Volkswagen presents its first 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 weight 2.2 t > 70 models built, different superstructures FULL HYBRID // DRIVE AND FUEL STRATEGY 27

The full hybrid: entry into the electric age

he full hybrid combines the advantages of Hybrid vehicles are therefore an intelligent solu- Tthe internal combustion engine (range and tion in principle. Their disadvantage is that the power) with those of the electric motor (local additional drive makes them heavier and techni- emissions-free operation and full torque when cally more complex. Volkswagen draws two key moving off). The Volkswagen Group sees the full conclusions from this: the technology is launched hybrid as the door opener to the electric age. For in larger models such as the Volkswagen Touareg a certain period of time, it can compensate for and Porsche Cayenne S (top-down strategy). Ini- the disadvantages of battery electric cars, at the tially, the high costs for the hybrid drive can be kept same time as fully harnessing the benefits of lo- down to a reasonable relationship to the reduction cal emissions-free operation or at least a reduc- in consumption of up to 25 per cent in these mod- tion in local emissions. Cf. the Volkswagen elec- els, and this is the only class in which these costs trification roadmap (» P. 52). are also accepted by the customers.

When considered from another point of view, Efficient diesel vehicles such as the BlueMotion, full hybrids increase the efficiency of internal GreenLine, e-concept and Ecomotive models are combustion engines which waste the kinetic en- in many cases superior to the hybrid vehicles pro- ergy of braking and cruising to a stop but which duced by competitors – in terms of purchasing price can be converted into electric power by hybrid as well as consumption. We do research into all of technology and then used again to drive the ve- the relevant technologies, such as hybrid drives, but hicle forward. only use them in our vehicles when it makes

1973 City Taxi

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 top speed > prototype, developed for testing by the US Department of Energy 28 Volkswagen AND ELECTROMOBILITY

perfect sense. The advantages of hybrids become Many of the conditions have changed in the mean- insignificant when long journeys are involved, and time so that the expertise built up over the years they can even be a disadvantage in such cases. will soon see the light of day in a number of mass producible full hybrids. First off the mark will When launching the full hybrid vehicles, Volkswagen be the Jetta hybrid in 2012, which first goes into can profit from the in-depth competence it has series production on the US market, before being built up over a period of more than 40 years. This launched in Europe. is because hybrid vehicles have regularly been built as prototypes in the technical development The hybrid technology will be used by all Group departments since the 1970s. In essence, the brands and in most of the markets. In the medium Lohner Mixte Electrics, presented by the automo- term, it is intended for use in the mid-size segment bile pioneer Ferdinand Porsche in 1901 (» P. 47), vehicles developed for the Asian market – areas

is the first hybrid vehicle of its kind ever built. where there is considerable CO2 reduction potential in particular because of the rise in car sales This development work never led to the series pro- and the very serious air pollution in some regions. duction of modern hybrid vehicles in recent dec- The Volkswagen modular strategy is a very effective ades because of the lack of the appropriate social catalyst for geographical expansion and the – qua- and political framework. And a breakthrough in si – democratisation of technological innovations storage technology in the form of the lithium-ion such as the hybrid, because it enables us to achieve battery did not come about until much later. substantial scaling and cost effects.

Full hybrid at a glance

Advantages Disadvantages

Efficiency: partial electrification in urban traf- Price: the additional production expense fic in particular reduces fuel consumption and makes a hybrid drive much more expensive slashes emissions. than a conventional drive with an internal combustion engine. The advantages of a hybrid vehicle are fully leveraged in urban traffic because it can “recu- Hybrids are always heavier than vehicles with perate” and re-use much of the energy other- internal combustion engines, and therefore wise lost by frequent braking. perform less well in terms of consumption and emissions on long journeys compared to Innovative: partial electrification can save fos- cars with only one drive. sil fuels and therefore reduce the impact on the environment and the climate. Transition technology: hybrid drives continue to require petrol or diesel and are therefore not a long-term solution given the finite reserves of fossil fuels.

1976 Golf I Electric The Golf goes electric Up to 25 hp > heavy lead battery > 80 kmph top speed > 70 km range > prototype for various batteries and E-motors > no series production, just a prototype FULL HYBRID // DRIVE AND FUEL STRATEGY 29

Full hybrid

The full hybrid benefits from Volkswagen’s over 40 years of development competence: sketch of the drive (left) and motor of a Touareg hybrid.

1989 Audi 100 Avant duo Audi joins the hybrid technology market Plug-in hybrid: nickel-cadmium battery which can be charged up from an electric socket > 25 km pure electric driving range > quattro: front wheels driven by a petrol engine, back wheels driven by an E-motor > recuperation > technical study 30 Volkswagen AND ELECTROMOBILITY

Evaluated in fleet tests: the Golf estate twïnDrive research car…

… and the Audi A1 e-tron.

1991 Storage technology breakthrough Sony launches the first commercially available lithium-ion battery Installed in a video camera > the revolutionary technology resurrects the electric car > many advantages compared to previous batteries > much higher energy density and no memory effect PLUG-IN HYBRID // DRIVE AND FUEL STRATEGY 31

The plug-in hybrid: the best of both worlds

he plug-in hybrid is a particularly promising exhausted after 30 to 80 kilometres, the car T type of drive because it has an internal com- switches over to internal combustion engine bustion engine and an E-motor, tank, battery and drive. It is also technically possible to combine a socket. As a marriage of battery electric vehicle both modes of operation or to first bring on the and full hybrid, the plug-in hybrid does what many E-drive when driving into town after a longer customers expect: journey across country. > The option of emissions-free mobility in town > In serial hybrids (range extender) the drive with an attractive pure electric range of 20 to train is only powered by the E-motor. The mo- 80 kilometres. It is worth remembering that tor is powered by a medium-sized lithium-ion 78 per cent of all daily car journeys in Germany battery which can be recharged via the socket cover less than 50 kilometres. and by recuperation. If the stored energy is > By using regenerative power, plug-in hybrids insufficient, the small internal combustion en-

also boast considerable CO2 reduction potential. gine switches on during the journey to drive a > The familiar properties of conventional generator and supply new electricity to the E- drives such as unrestricted top speeds, high motor. The power of the internal combustion towing capacities and hill-climbing ability, engine is therefore transferred indirectly. as well as the unlimited range of the internal combustion engine. The Volkswagen Group is pursuing both concepts > Lower costs compared to a battery electric vehi- to be in a good position to take advantage of all of cle because of the smaller battery. the relevant technologies. Whilst the serial version is mainly considered as a The plug-in hybrid combines the best of both worlds good solution for small The plug-in hybrid is currently and is currently the best solution as an alternative to to medium-sized vehicle diesel or petrol cars. There are two ways of techni- classes (just as the pure the best alternative to diesel or cally putting together a plug-in hybrid: battery electric vehicles petrol-driven cars. > In parallel hybrids, the E-motor and the in- with the current battery ternal combustion engine both transmit their performance available), the parallel plug-in hy- power via the drive train. The medium-sized brid also opens up electromobility to the premium battery is charged up via a socket as well as by segments. This is why it will be available for all recuperation. Once the battery power has been platforms across the Volkswagen Group.

1991 VW Chico Volkswagen presents a small hybrid car Four-seater with 3.2 m length > two cylinder petrol engine (34 hp) and E-motor (9 hp) > average consumption over 100 km: 1.4 l petrol + 13 kWh electricity > top speed: 131 kmph > IAA study, only three examples built 32 Volkswagen AND ELECTROMOBILITY

There is no doubt about people’s wishes: many The 918 Spyder which Porsche plans to put on the people want both – to drive fully electric in town, road in a small series in 2013 is an equally inno- and to use a clean and efficient internal combus- vative technology platform. The futuristic-looking tion engine when driving longer distances. sports car combines car racing high tech and electromobility in a fascinating way: on the one The potential opened up by the parallel plug-in hand, it boasts microcar emissions of 70 grams of

technology will be imminently demonstrated by CO2 per kilometre when using three litres of fuel the XL1, the third evolution stage in Volkswagen’s per 100 kilometres, and on the other hand, the 1-litre car strategy. On average, the XL1, with the breath-taking performance of an ultra sports car Golf-inspired looks, should only require 0.9 litres with acceleration of maximum 3.2 seconds from of diesel to drive 100 kilometres, and thus emit zero to 100 kilometres per hour (probable values).

only 24 grams of CO2 per kilometre. With a tank Developed in Weissach and produced in Zuffen- volume of only 10 litres, this fuel economy will hausen, the 918 Spyder is also a good decision for give the car a range of up to 540 kilometres. In Germany PLC. addition to the highly efficient combination of E- motor and internal combustion engine, the XL1 Despite the huge differences in the concepts be- also has its lightweight construction concept to hind the XL1 and the 918 Spyder, they both share thank for these outstanding characteristics: the the same plug-in technology. This also highlights chassis and the monocoque are largely made of the huge breadth of the Volkswagen Group when aluminium and carbon-fibre reinforced plastic it comes to the development of electric drive (CFP), which is light at the same time as being very concepts. tough. Cameras are used instead of external mir- rors to enhance the aerodynamics. The negative consequences of the innovative materials is the high component cost: CFP is at least 30 times more expensive than sheet steel.

Plug-in hybrid at a glance

Advantages Disadvantages

Environmentally-compatible all-rounder: the Because of the larger batteries, the manufac- plug-in hybrid bridges the gap between emis- turing costs are higher than in a micro or full sions-free driving in town and long distance hybrid, even though they are significantly low- mobility on intercity journeys. er than a pure battery electric vehicle.

There are analogies with the full hybrid in as- From a zero-emissions point of view, the plug- pects such as improved efficiency, lower emis- in hybrid is again only a transition technology. sions and fuel savings, even though the characteristics are even more emphatic in the plug-in.

1992–1996 Golf III CitySTROMer Volkswagen sells a practical E-Golf for day-to-day use Higher range and sales figures than previous E-cars > relatively compact lead-gel battery > 50 to 90 km range, 100 kmph top speed > around 100 examples built in the Mosel factory PLUG-IN HYBRID // DRIVE AND FUEL STRATEGY 33

The Volkswagen Group’s plug-in hybrid strategy

Audi first presented a plug-in hybrid with a nickel-cadmium battery (range extender). It always drives using electric power, but when dis- back in 1989 (100 Avant duo). With the further development – the tances exceed 50 kilometres, the Wankel engine and the generator A4 Avant duo – Audi in 1997 was the first European carmaker to sell spring into action to provide the necessary electricity. Audi present- a series producible plug-in hybrid (in fact the first hybrid of any ed the e-tron Spyder cabriolet in autumn 2010, followed around half kind). Production had to be terminated, however, because of the in- a year later by the A3 e-tron concept, as well as the A5 e-tron quattro adequate demand. More than ten years later, the Golf twïnDRIVE technology platform – all parallel plug-in hybrids, although with dif- enjoyed its debut in Berlin and has since been driving on the streets ferent technical concepts. And the Porsche 918 Spyder is scheduled of the capital city in a test fleet with an estate version since 2011. to come on the market in autumn 2013 with a planned production Whilst the twïnDRIVE incorporates parallel hybrid technology, the volume of 918 examples as a maximum – it can already be ordered in Audi A1 e-tron – which has also been driving over the streets of Mu- advance. The medium to long-term objective is to offer the plug-in nich since 2011 in a test fleet – pursues the concept of a serial hybrid hybrid on all of the Volkswagen Group’s platforms.

Serial hybrid (range extender)

Parallel hybrid

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

The history of the XL1 goes back to 2002 when Ferdinand Piëch The sheiks at the Qatar Motor Show were visibly impressed by the drove from Volkswagen to the Annual General Meeting in Ham- vehicle, now call the XL1, with its 2 cylinder TDI (48 hp), 7-gear DSG, burg in a purely diesel-powered 1-litre car, the L1, boasting a con- and integrated 27 hp E-motor. The L1 enabled Volkswagen to break sumption of only 0.89 litres per 100 kilometres. Via the full hybrid through the magical one litre barrier. It now plans to bring the stage, the vehicle concept was developed further before celebrat- first mass producible one litre car onto the road in the form of ing its world premiere as a plug-in hybrid at the beginning of 2011. the XL1.

1996 Golf Estate Fuel Cell 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 of space > basically unpracticable > nevertheless, provided

important information for the further development of H2 technology 34 Volkswagen AND ELECTROMOBILITY

Octavia Green E Line concept study: The first electric car from ˇkoda.S

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

1997 Audi A4 Avant duo Audi is the first European carmaker to go into series production of a hybrid Like the Audi 100 Avant duo plug-in hybrid > lead-gel battery at the back, 90 hp diesel + water-cooled E-motor (29 hp) > small series, production terminated because of lack of demand > price: DM 60,000 BATTERY ELECTRIC VEHICLE // DRIVE AND FUEL STRATEGy 35

The battery electric vehicle: big chance for the future

lectrification moves one step further in the cause the specifications have changed, or because E drive and fuel strategy with the battery elec- the belt drive and process heat from the internal tric vehicle – an E-car with only a battery to store combustion engine are no longer available. Exam- energy and without an internal combustion en- ples are the heating, air conditioning and braking gine. This forms the high point of the strategy. The systems. All of these aspects require changes and battery electric vehicle (BEV) could actually be the adaptions to tried-and-tested solutions. ultimate automobile: In addition to the development side of the busi- It drives very quietly. It needs no finite resources. ness, the production segment also has to face new It can be filled up at every electric socket – and challenges. These range from the layout of the there are a lot more of those than there are filling whole factory to new production methods, and stations! It never generates local emissions. And training employees in how to safely handle high powered by renewable electricity sources, it has a voltage systems. And new approaches and even neutral effect on the climate. This means that of new business models are also required in procure- all of tomorrow’s relevant drive concepts, only the ment and sales & marketing (» P. 80). BEV has the potential to drive without emissions locally as well as globally (» P. 75). The battery elec- The technical crux and heart of the whole package tric vehicle could be the perfect mobility solution though is and remains the battery. Volkswagen has – but four big problems have to be solved before an therefore been putting a great deal of effort into its affordable “E-car for everyone”, which satisfies all optimisation (» P. 65). The motor also remains one daily requirements, can spin along the road: of the core competences of the company. One of the reasons Four big problems still have > Mastering the technology – from the battery to is that the electric motors cur- the power electronics rently available on the market to be solved before an “E-car > Setting up a nationwide charging infrastruc- have inadequate levels of effi- for all” can be rolled out. ture with uniform standards ciency. Volkswagen therefore > The source of the electricity bundles this aspect in Kassel and expands its ex- > Competitive price pertise further at this location. Battery systems and management are developed further at the compo- Technology nent factory in Braunschweig. The battery and the E-motor are the undisputed heart of an E-car, but they are by no means the To optimise the battery, motor and all of the other only important components. A large number of E-components for mass production, Volkswagen other parts have to be modified as well. Either be- also uses a technology platform for the E-car

2004 Touran HyMotion Family van with fuel cell drive Research car with 109 hp E-motor > major advance: hydrogen technology with minimal loss of interior space > 140 kmph top speed > 14 seconds from zero to 100 kmph > recuperation 36 Volkswagen AND ELECTROMOBILITY

– such as the Golf Blue-e-Motion. With its 270 intelligent grids, and uniform standards – espe- Newton metres from a standing start, the 115 hp cially for the plugs. Tackling this challenge not E-motor boasts extremely dynamic handling. only requires the involvement of the car industry, but particularly also the commitment of the en- Three safely installed battery packs maintain a ergy providers and politicians (» P. 100). range of up to 150 kilometres – and all this in a full-value five-seater car with a large luggage A large number of incompatible charging con- space. The Golf Blue-e-Motion is therefore a real cepts have evolved from a tangle of different Volkswagen from every angle: because it stands for power grids with different voltages and different efficient, environmentally-compatible mobility, at availabilities, even within one country (China for the same time as satisfying the driver’s day-to-day instance). German manufacturers have at least needs, being fun to drive, and maximising cus- agreed on a standard plug concept in the shape tomer benefits. of the Mennekes plug – but even the targeted EU standard for charging plugs can only be seen as Starting mass production of a pure electric version an interim step. In the medium term, we need a of the biggest selling car ever in 2013 sends out a standard global charging interface. very strong signal – especially because the car will already be in the design of the Golf VII. It is already Origin of the electricity on the road today under the In the overall energy balance, the electric car is name “Golf Blue-e-Motion” only as climate-friendly as the electricity used The electric version and in the test fleet on the to power it. In a well-to-wheel analysis, E-cars of the Golf will pull E-mobility basis of the current Golf VI powered by electricity generated by lignite pow- out of its niche existence. model (» P. 82). er stations come out worse than a comparable BlueMotion diesel (» P. 75). This highlights a very The quality of this innovative car is highlighted important aspect: E-mobility only makes sense by its already capturing several major awards: al- with electricity from renewable energy sources. ways amongst the front runners in the previous Unfortunately, the fact is that wind, solar and wa- two Silvretta Classic Rallies; class and overall win- ter power still only account for a few per cent of ner in the British Future Car Challenge (where it total power generation around the world despite threw down the gauntlet to more than 60 competi- significant expansion in recent years. Volkswa- tor cars produced by major carmakers); or being gen therefore advocates the rapid expansion of selected as the E-car of the year in the concept car wind, hydroelectric and solar power – and is it- category by the Auto Test magazine. self investing more than Euro 700 million in this aspect (» P. 88). Charging infrastructure The second big task to be solved is setting up a charging infrastructure with nationwide electricity recharging stations, high performance,

2004 A2h2 Audi presents A2 with fuel cell drive Particularly economical Audi A2 as the platform > three tanks enable the car to carry 1.8 kg hydrogen > 220 km range > 175 kmph top speed > technical study at Hannover Messe 2004 BATTERY ELECTRIC VEHICLE // DRIVE AND FUEL STRATEGY 37

Comes onto the market from 2013 in a series version: the e-up! Battery electric vehicle

The technical crux and core is and remains the battery: sketch showing the drive of a battery electric vehicle.

2007 space up! blue Volkswagen presents innovative hydrogen study at the Los Angeles AutoShow A merged battery and fuel cell car > first car in the world with a high temperature fuel cell > range with Li-Ion battery: 100 km > additional range with hydrogen: 250 km 38 Volkswagen AND ELECTROMOBILITY

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

Range: 150 km

78 % of all daily journeys battery electric car

up to 50 km

19 % of all daily journeys 3 % of all daily journeys up to 150 km further than 150 km

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

The electric car strategy of the Volkswagen Group

Exactly 40 years after the production of the first E-vehicle prototype models will be brought onto the market as mass producible E-cars, and (VW Transporter T2 Electric), Volkswagen will start the series production the technology will also be used by other Group brands, such as SEAT, of innovative battery electric cars in 2013. The scene will be set by the Sˇkoda, as well as Volkswagen Commercial Vehicles. Sˇkoda for instance e-up! Followed shortly afterwards by the electric Golf which electrifies is aiming to bring out a pure electric version of the Octavia, whilst SEAT the most successful car of all time. Before that, Audi is already building plans to launch an E-coupé. By 2018 at the latest, Volkswagen’s strategy a small series of the fully electric R8 e-tron sports car at the end of 2012. is to rise through the ranks to become the world’s leading provider of Volkswagen will be selling two E-vehicles specially designed for the electromobility. local market in China. From 2014, more and more Volkswagen and Audi

2007 Passat Lingyu HyMotion Volkswagen and Chinese scientists build hydrogen Passat Prototype from Volkswagen and Chinese scientists > fuel cell completely developed at a Chinese university > maximum range: 235 km > top speed: 140 kmph BATTERY ELECTRIC VEHICLE // DRIVE AND FUEL STRATEGY 39

Competitive price electric vehicle even using today’s battery technol- The fourth big challenge is the high price. Battery ogy – even if there is no charging infrastructure at electric vehicles will only come to the fore in the the moment, for instance at the workplace. Most mass market, and make a tangible contribution customers still need to realise that they already to protecting the environment, if customers can drive a lot less today than they imagine. This dis- afford them. Although E-cars are already cheaper covery has already been made by the drivers of our to run, they are also associated with higher pro- German test fleet. The general rule is that one first curement costs. The biggest expense factor is the has to familiarise oneself with the new technology. battery. A 26.5 kWh battery of the kind also used in the Golf Blue-e-Motion would easily cost Euro A battery electric vehicle is ideal for commuters 16,000 today when installed in a mass produced who live in the suburbs and drive to work every vehicle. With measures such as the standardisa- day. An easy to operate wall box makes it possible tion of the cells, mass production, and the further for them to rapidly install their own “electricity fill- development of materials, Volkswagen already ing station” in their own garage or car port. Battery has a clear idea of how to slash the cost of the bat- electric vehicles are also perfect for commercial teries to a quarter of today’s price, because it has inner-city service traffic. The routes of packet de- a very well defined objective: to sell electric cars at livery services for instance are often defined in ad- a competitive price. vance, repetitive, and therefore easily plannable. In addition to the environmental benefits, there These four daunting packages make electromo- are also economic reasons in the form of lower op- bility the challenge of the century – for the car in- erating costs. dustry as well as for Europe PLC. But despite these immense challenges, and many other unsolved It is also quite feasible that the issue of vehicle problems, one thing is absolutely certain: battery range will lose much of its significance in future. electric vehicles will significantly influence the For instance, a study by the management consul- future of individual mobility. tancy Bain & Company came to the conclusion that when customers actually change over to a new Especially when a closer analysis of the frequently system, product attributes which they appeared criticised range problem turns out to be a lot more to cherish for a long time – such as having an 800 harmless than many people think: statistically, kilometre range every time they tanked up – sud- 78 per cent of all private car journeys in Germany denly become much less important. are less than 50 kilometres long; and another 19 per cent involve journeys of up to 150 kilometres Customers simply want the new product because (» diagram). In other words: almost all regular it provides them with different opportunities. journeys are statistically realisable with a battery The management consultancy has identified

2007 VW Tiguan HyMotion

Volkswagen presents the world’s first 2H -SUV prototype Fuel cell system with 109 hp > all the technology hidden in the engine compartment, the underside and the rear seats > so no more limitations to the interior space > optimised performance compared to 2004 Touran HyMotion (» P. 35) 40 Volkswagen AND ELECTROMOBILITY

parallels here to the iPhone which also has to be tends to push forward to become the leading pre- charged up almost every day, and was belittled mium manufacturer of E-cars by 2020. when it was launched in 2007 – before soon permanently altering the market. Notwithstanding the environmental and economic benefits, electric driving would also be a new The higher purchasing price also needs to be customer experience: accelerating without engine looked at in a more differentiated way: for the first noises or vibrations, and the high pulling power buyers of battery cars, the early (smooth high torque of the E-motor) promise driv- Despite the higher price, adopters, the main priority is ing fun, safety and E-motionality. When all of the the technology, not the list price. aspects are summed up – innovation, economics, one third of those surveyed And according to a study by Ro- ecology and the fun factor – experts often come would already consider land Berger and TNS Infratest, to the conclusion that the battery electric vehicle buying an E-car today. a third of the Germans surveyed is not only a new drive concept, but, to quote the said that they would already con- Fraunhofer Institute and PricewaterhouseCoop- sider purchasing an E-car today– and half of these ers, will herald a “disruptive change with an enor- even if they had to pay Euro 4,000 extra. mous impact”: “comparable to the mobile revolution brought about by the introduction of the The fact is that battery electric vehicles give rise internal combustion engine.” to a completely new form of mobility, where the lower range will also give rise to a bigger vari- ety of vehicles, each for a specific type of use. Just because the market today is dominated by all- rounders, does not mean that the situation won’t change in the following decades. Audi’s technology nerve centre in Ingolstadt is also searching for an uncompromising concept for its battery electric vehicles and is promoting the associated business models. We want to look at the issue in a way which integrates all of the aspects. The objective: Audi in-

2008 Golf twïnDRIVE Golf with an electric motor and an internal combustion engine Plug-in hybrid: has a socket, a Li-ion battery and a fuel tank > drives 50 km on electrics alone, and then switches over to the internal combustion engine > giving it a normal range > 2011 – 2012 fleet test in Berlin with Golf twïnDRIVE Estate BATTERY ELECTRIC VEHICLE // DRIVE AND FUEL STRATEGY 41

Under the hood of an E-car: eye catching orange high-voltage cables.

Battery electric vehicle at a glance

Advantages Disadvantages

Low running costs: 100 kilometres in a Golf Blue-e-Motion only Purchase price: the E-car will be much more expensive than a cost around four Euros (electricity price 0.23 Euro/kilowatt-hour). diesel or petrol car, particularly during the initial phase. This is The cost benefits of battery electric vehicles will improve further mainly because of the lithium-ion battery which at today’s prices in the long term as fuel prices rise. costs up to Euro 16,000 for a range of 150 kilometres.

Top: electric motors have a much higher efficiency level of more Flop: storage capacity, charging time and energy density of the than 90 per cent. Even in the most optimised internal combustion battery fail to impress despite constant improvements. A battery engines, around two thirds of the energy is lost as waste heat. weighing 24 kilograms can only store the same amount of energy as one kilogram of diesel. This means that battery electric Noise level: battery electric vehicles produce very little noise be- vehicles are still at a significant disadvantage on long journeys cause electric motors operate quietly. because of their limited range and speed, as well as the long charging times, not to mention the poor charging infrastructure E-cars score high marks particularly in the city. Because journeys currently available. Even with the theoretically possible high- here almost always involve short distances of less than 100 kilo- voltage fast charging process, it would still take half an hour to metres, and where the biggest problems are caused by the ex- recharge the batteries of the e-up! for instance to 80 per cent of haust gases emitted by internal combustion engines. The E-car their total capacity. is even more efficient on short journeys in particular because internal combustion engines use up a lot of fuel on the first kilometres after a cold start.

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

2009 L1 Volkswagen is very close to producing a 1-litre car Extremely light and aerodynamic two-seater with a hybrid drive > roof hood instead of a door, carbon-fibre-reinforced chassis à la Formula 1 > 1.38 l diesel/100 km, 36 g CO2/km, 160 kmph top speed > IAA-study further developed in 2011 to the XL1 (» P. 32, box P. 33, P. 61 bottom) 42 Volkswagen AND ELECTROMOBILITY

The fuel cell vehicle: innovative, but a long way from mass production

uel cell vehicles and battery electric vehicles production and storage of hydrogen, as well as Fare basically very similar in terms of their the infrastructure. Volkswagen keeps out of the general principle. The difference is in the energy headlines here because it does not wish to give storage: instead of being stored in a battery, the rise to any false expectations. traction energy is stored in the form of energy-rich

hydrogen (H2). When the car is driven, the fuel cell The space up! blue (» P. 37 bottom), Passat Lingyu uses the hydrogen to generate electricity which (» P. 38 bottom), and other demonstration vehi- powers the E-motor. There are no local harmful cles have already impressively demonstrated that climate damaging emissions because the chemi- the company has also mastered this technology cal reaction in the fuel cell only produces electric- as well. The heart of every fuel cell electric vehi- ity and water. cle made by the Volkswagen Group is a low-temperature polymer electrolyte fuel cell stack. For The advantage of fuel cell vehicles is their much future models, Volkswagen is developing its own higher range, but the – significant – disadvantage fuel cell stack with bipolar plates which boast a is the non-existent infrastructure. Setting up a net- very high power density thanks to their very thin

work of H2 filling stations would be extremely com- structure. Together with the other equipment, plicated and expensive. Other disadvantages are such as the coolant pump and the air compres- still the higher production costs of fuel cell electric sor, they form a very compact drive system, and vehicles (FCEV) and significant conversion losses can therefore be easily integrated into the exist-

when generating the H2. For hydrogen to be a real ing vehicle platforms. This improves its chances climate-friendly alternative, it is necessary for the of being mass produced at some time in the future. hydrogen which fuels the car to be generated in a However, given the non-existent infrastructure, way which produces very few pollutants or, ideally, the path ahead until realisation will be a long and no pollutants at all. uncertain one.

Volkswagen continues to work intensively on the fuel cell concept but is also very well aware of the physical limits. The technology will only become an interest- ing topic when sensible solutions can be found for the

Fuel cell electric vehicle

2009 bik.e The ideal partner for a car, premiered at IAA 20 kmph top speed and 20 km range, electric scooter for the last few metres (» P. 94) > folds up into the spare tyre compartment > park the car, unfold the scooter and beat the traffic jams in the (big) city > IAA study, series production contemplated FUEL CELL ELECTRIC VEHICLE // DRIVE AND FUEL STRATEGy 43

Fuel cell electric vehicles at a glance

Advantages Disadvantages

Large range: the tank filled with 6.4 kilograms of 2H can power Non-existent infrastructure and high production costs: there the car for up to 500 kilometres, much more than a battery elec- are only 25 public hydrogen filling stations in Germany to date. tric vehicle using state-of-the-art technology. At a hydrogen price Ten more are planned. The production of a prototype fuel cell of eight Euros per kilogram, 100 kilometres will cost just over ten electric vehicle currently costs around one million Euros – miles Euros and therefore much more than an economical diesel. away from series production.

Level of efficiency: the level of efficiency of a fuel cell system Lifetime with weaknesses: the long-term durability of a fuel cell lies between 45 to 60 per cent, and is therefore much better is currently between 2000 to 3000 hours compared to an internal than an internal combustion engine. combustion engine which has a lifetime of approx. 5000 hours.

Environmental compatibility: as long as the H2 is produced by Environmental incompatibility: analogous to a battery electric renewable energy sources, the climate balance is very good, not vehicle, there is a risk here of shifting the problem by producing

only at a local level, but also the overall balance (» P. 75). the H2 using electricity generated by fossil fuels.

2009 R8 e-tron Audi presents high E-power show car Pure electric high performance sports car with 313 hp > range almost 250 km > quattro & torque vectoring: individual power distribution of the four E-motors > show car at IAA 2009, small series from 2012 44 Volkswagen AND ELECTROMOBILITY HISTORY 45

Renaissance instead of revolution The development of electromobility

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. 46 Volkswagen AND ELECTROMOBILITY

From the workshop of the Ur-precursor of the Audi: the Slaby-Beringer electric car, 1919 to 1924 (above left)

Ferdinand Porsche, designed not only the Beetle, but also the world’s first hybrid vehicle (above).

Way ahead of its time: the Golf II electric hybrid test vehicle in the late 1980s next to a solar filling station (left)

2010 D10 e-tron Audi showcases another pure E-car Uncompromisingly puristic compact sports car > two E-motors deliver 204 hp > designed as a two-seater coupé > show car at the Detroit Motor Show HISTORY 47

hen the world exposition opened its doors But the further developed internal combustion Win Paris on 15 April 1900, automobile fans engines soon demonstrated their strengths, discovered a car whose front wheels were pow- whilst the E-cars powered by heavy lead-acid bat- ered by hub motors. Only 25 years old at the time, teries faltered because of their meagre ranges Ferdinand Porsche developed this motor as the and endlessly long charging times – precisely the senior engineer in k. u. k.-Hofwagen-Fabrik Jacob same problems which are still causing carmakers Lohner & Co., Vienna-Floridsdorf. The open car around the world the biggest headaches today. ran quietly and boasted a smooth driving off behaviour. The trade press was over the moon: “an After the all conquering internal combustion epoch-making innovation”. engine swept the stage of its competitors, E-cars only survived for many Although this was not the first electric vehicle, years as niche prod- Electromobility was in harmony the Lohner-Porsche was the first truly practicable ucts and old fashioned with the Zeitgeist of the 19th design. It was also the first car to be developed by means of transport Ferdinand Porsche. One year later, the engineer on otherwise car-free century. But it soon became a topped this with the construction of a hybrid ve- North Sea islands, or as niche product as the internal hicle – the very first of its kind in the world. The milk floats in the USA combustion engine emerged to famous car designer therefore did not lay the and England. The most dominate the markets. foundations of his career with the Volkswagen famous E-car of all time Beetle powered by an internal combustion engine is probably the Lunar Roving Vehicle of the last – which was to conquer the world half a century Apollo missions – three of these lunar vehicles later – but with an electric car. are now probably parked for all eternity around 385,000 kilometres away from the earth. Electromobility was completely in harmony with the Zeitgeist at the end of the 19th century. The But earthly interest in E-cars was revived around efficiency of the E-motor was far superior to the 40 years ago. In the early 1970s, Volkswagen start- internal combustion engine. In the USA at that ed research on them again: some Golfs, VW busses time, 38 per cent of all vehicles were electric pow- and transporters were electrified in test models. ered, while only 22 per cent ran on petrol – the others were powered by steam, compressed air or All this means that many of tomorrow’s inno- other technologies. vative concepts have their roots in earlier

2010 Audi A1 e-tron Audi presents E-car with range extender Premium city car, with permanent electric drive > internal combustion engine generates electricity when distances exceed 50 km > this provides a normal range and the benefits of an E-car > technical study at the Geneva Autosalon, fleet tests since autumn 2010 48 Volkswagen AND ELECTROMOBILITY

developments. On the strength of its continuous neglected alternative technologies and instead research activity, Volkswagen has acquired a very left this future market in the hands of the Asian broad level of expertise which gives us a signifi- competitors is a myth. In practise, we just fol- cant lead today. lowed the lead of our customers who for a long time simply wanted to drive economical diesels The issue gained even more impetus in the 1990s and petrol cars, and not expensive cars associat- in response to four factors: ed with limitations. Our research activities, how- > The fears of a new oil crisis as a ever, have always been bang up-to-date – then as consequence of the second Gulf war well as now. > Growing environmental and climate awareness As the signs of climate change and the short- > Rising petrol and diesel prices age of crude oil became increasingly clear, > The invention of better battery technology the trend towards E-mobility was given an additional boost from 2007. A milestone was The battery-powered Golf III City-STROMer there- the National Development Plan for Electro- fore matured into series production in 1992 even mobility adopted by the German govern- though production was soon shut down because of ment in August 2009 and the subsequently the lack of demand. Five years launched National Platform for Electromobility The result of tenacious later, the same fate awaited the (» P. 104). Ambitious public funding programmes Audi A4 duo, which as a plug-in were initiated around the world, particularly in research at Volkswagen: hybrid was equipped with an the USA, China, Japan, France and Denmark. the series producible internal combustion engine as Golf III CitySTROMer in 1992. well as an electric motor. And Volkswagen went up another gear in its E- research and development activities with the aim The Audi A4 duo did, however, reveal that the of bringing the first mass producible cars out on to Group had undertaken intensive research in this the street by 2012/13. The multi-brand Group has area since the 1970s, and that it had already also the ambition of becoming the world leader in elec- produced the first prototypes of cars with hybrid tromobility by 2018 – and to reclaim the heritage technology. The assertion that Volkswagen had of Ferdinand Porsche from the year 1900.

2010 Porsche 911 GT3 R Hybrid Flywheel storage drives hybrid Porsche Flywheel storage instead of a battery > stores braking energy mechanically in the form of rotation energy > technology platform at the Geneva Autosalon 2010 > to supply information on hybrid technology for subsequent street sports cars HISTORY 49

Many of today’s concepts have their roots in earlier developments such as the DKW electric vehicle produced by the Audi predecessor AutoUnion (1950s), and the electric Golf and E-Transporter research vehicles (1970s).

2010 Touareg hybrid Volkswagen brings out its first series hybrid 333 hp petrol engine and 46 hp E-motor: fuel economy: urban 8.7, extra urban 7.9, and combined 8.2 l petrol/100 km > CO2 emissions 193 g/km > efficiency class B > heralds the hybridisation of other Volkswagen Group models 50 Volkswagen AND ELECTROMOBILITY VOLKSWAGEN E-ROADMAP 51

Volkswagen E-roadmap Step-by-step into the electromobility age

Notwithstanding all of the many promises: the E-car will not suddenly replace the internal combustion engine anywhere. Different types of drive will exist together for a long time. Customers enjoy greater diversity and buy a product to match their requirements. The Volkswagen Group’s electrification road map shows how the electrification of the drive train will take place step-by-step. 52 Volkswagen AND ELECTROMOBILITY

micro hybrid full hybrid hev 1) plug-in hybrid (parallel) phev 2) plug-in hybrid (serial) erev3) e-car (battery) bev 4) e-car (fuel cell) fcev 5)

Internal combustion engine Internal combustion engine Internal combustion engine E-motor and internal combustion engine, Exclusively E-motor Exclusively E-motor and small E-motor and much bigger E-motor but only for generating electricity (APU) compared to the HEV drive drive

features electrically than a micro hybrid, can drive with one > On longer journeys, the internal and generates power for indirect understanding, the future of > Uncertain series capability because features > Only minimally electrified via of the engines or combine their power combustion engine switches on and power transmission unlike a PHEV. individual mobility, if the range of the very high costs, safety problems recuperation, therefore not really a > Recuperation drives the wheels directly, mixed > Recuperation can be improved in the future. and the infrastructure deficits in hybrid in the strict sense operation also possible > Recuperation particular. > Recuperation (»Glossary) > Recuperation > Recuperation

Range in pure electric operation Approx. 200 – 600 km Approx. 80 – 200 km Approx. 50 – 120 km range range Approx. 25 – 80 km Approx. 2 – 3 km examples examples Sˇkoda Fabia GreenLine Audi A8 hybrid Golf estate twïnDRIVE Audi A1 e-tron e-up! Tiguan HyMotion Series car Geneva Autosalon 2010 study Study and fleet test in Berlin Study and fleet test Study IAA 2009 and 2011, Research vehicle Series 2012 in Munich series vehicle from 2013 Fuel economy figures in l/100 km: urban 4.1 / 6.4 l petrol/100 km, 148 g CO2 emissions/km – Up to 57 km pure electric driving possible. Total 50 km pure electric driving. APU charges the Large lithium-ion battery with 18 kWh for a The 700 bar hydrogen tank holds 3.2 kg

extra urban 3.0 / combined 3.4; CO2 emissions best value within the whole luxury class; lithium- range the same as a normal petrol or diesel car, battery (12kWh) only when necessary. Range range of up to 150 km. 135 kmph top speed and of hydrogen for a range of up to 230 km. 89 g/km, efficiency class A+ ion battery capacity: 1.3 kWh combined with the advantages of a BEV 250 km, combined with the advantages of a BEV very dynamic handling 140 kmph top speed

1) HEV = hybrid electric vehicle 2) PHEV = plug-in hybrid electric vehicle 3) EREV = extended range electric vehicle 4) BEV = battery electric vehicle 5) FCEV = fuel cell electric vehicle

2010 Volkswagen Berlin Taxi The E-taxi of the future makes its debut in Berlin Many innovative details, e.g. display with sightseeing information > luggage area easier to load because of absence of co-driver’s seat > 300 km range > concept vehicle with the potential for use in the world’s big cities volkswagen e-roadmap 53 micro hybrid full hybrid hev 1) plug-in hybrid (parallel) phev 2) plug-in hybrid (serial) erev3) e-car (battery) bev 4) e-car (fuel cell) fcev 5)

> Internal combustion engine + > Dominant internal combustion engine, > Internal combustion engine and > Always driven by the E-motor > Always driven by the E-motor > Always driven by the E-motor, generator to generate electricity, supported by E-motor E-motor with approximately the same with a small range. with a low range. larger range than BEV. no E-motor > Independent small battery on board status and a normal range > Medium-sized battery for energy > Large battery for energy storage, > Usually no socket, but does > No on-board battery, energy storage in for energy storage > Medium-sized battery for energy storage, rechargeable via socket. rechargeable via a socket. have a small battery for intermediate the normal car battery > Pure electric driving up to three storage, rechargeable via a socket > Up to 120 km pure electric driving at > Drives purely electrically at a energy storage. > Purely driven by the internal kilometres possible at average speed > Up to 80 kilometres pure electric normal speed. slightly lower speed. > Hydrogen via the fuel cell generates combustion engine – cannot drive > Much higher degree of electrification driving at normal speeds > The APU kicks in on longer journeys > According to today’s technical power on board the vehicle. features electrically than a micro hybrid, can drive with one > On longer journeys, the internal and generates power for indirect understanding, the future of > Uncertain series capability because features > Only minimally electrified via of the engines or combine their power combustion engine switches on and power transmission unlike a PHEV. individual mobility, if the range of the very high costs, safety problems recuperation, therefore not really a > Recuperation drives the wheels directly, mixed > Recuperation can be improved in the future. and the infrastructure deficits in hybrid in the strict sense operation also possible > Recuperation particular. > Recuperation (»Glossary) > Recuperation > Recuperation

Approx. 200 – 600 km Approx. 80 – 200 km Approx. 50 – 120 km range range Approx. 25 – 80 km Approx. 2 – 3 km examples examples Sˇkoda Fabia GreenLine Audi A8 hybrid Golf estate twïnDRIVE Audi A1 e-tron e-up! Tiguan HyMotion Series car Geneva Autosalon 2010 study Study and fleet test in Berlin Study and fleet test Study IAA 2009 and 2011, Research vehicle Series 2012 in Munich series vehicle from 2013 Fuel economy figures in l/100 km: urban 4.1 / 6.4 l petrol/100 km, 148 g CO2 emissions/km – Up to 57 km pure electric driving possible. Total 50 km pure electric driving. APU charges the Large lithium-ion battery with 18 kWh for a The 700 bar hydrogen tank holds 3.2 kg extra urban 3.0 / combined 3.4; CO2 emissions best value within the whole luxury class; lithium- range the same as a normal petrol or diesel car, battery (12kWh) only when necessary. Range range of up to 150 km. 135 kmph top speed and of hydrogen for a range of up to 230 km. 89 g/km, efficiency class A+ ion battery capacity: 1.3 kWh combined with the advantages of a BEV 250 km, combined with the advantages of a BEV very dynamic handling 140 kmph top speed

2010 Porsche Cayenne S hybrid First series hybrid Porsche off the production line Full hybrid SUV with particularly high efficiency > can be driven purely by the internal combustion engine or the electric motor, or both drives can be combined > fuel economy: urban

8.7, extra urban 7.9, combined 8.2 l/100 km, CO2 emissions 193 g/km, efficiency class B 54 Volkswagen AND ELECTROMOBILITY

Mobility 2025: A day with the Lavida Blue-e-Motion in Beijing Mobility 2025 55

What will using an E-car on a day-to-day basis be like in 2025? How will people get around on a 24-hour basis? With its ambitious car-oriented population, and smog-choked megacities, China is the electromobility market of the future – especially because battery electric vehicles and hybrid electric vehicles are being subsidised by the state in five-year plans. Our future scenario from the capital of China is purely fictitious, but not unrealistic. 56 Volkswagen AND ELECTROMOBILITY

08:05 11:32 16:30

07:13 – Off to work tromobility has driven a change in attitude: inner Zhang Hao leaves his apartment at the edge of city journeys are increasingly undertaken with Beijing to drive in his Lavida Blue-e-Motion to his environmentally-friendly E-cars, while longer office in the Chaoyang district. The 48-year-old en- journeys are undertaken by rail or air. Before he gineer has a forward-looking attitude and bought gets to his destination, Mr. Zhang books a taxi with an electric car some years ago. This enables him an electric drive using his iWe-Pod. The taxi will be to satisfy the strict emission regulations laid down awaiting him at a parking space close to Tianjin by the Beijing administration and therefore drive Station when he arrives. within the 5th ring road at any time of the day. Traf- fic restrictions have been continuously strength- This service is provided in all major cities by the ened ever since the Olympic Games in 2008. Volkswagen Mobility Card which comes with the E-car, and precisely bills the minutes/distances 08:05 – Arrival at the office at the end of each month just like the earlier mo- Zhang Hao has parked his car and connected it up bile phone contracts. The same procedure ap- with a cable to a charging column to recharge the plies to using the local public transport systems or lithium-air battery. The successor technology to the Volkswagen E-scooter which can be collected the lithium-ion battery gives the E-Lavida a range from hubs. of over 300 kilometres. His employer has a charging column at every car parking space. The elec- 11:32 – Arrival in Tianjin tricity is deducted from his monthly salary. Mr. Zhang is guided to the waiting E-taxi by his iWe-Pod. The driver has already entered into his 10:00 – Business appointment satnav the destination sent him by Mr. Zhang, so Engineer Zhang has to go to a business appoint- that Mr. Zhang arrives environmentally-compat- ment in Tianjin. He leaves his car at a terminal ibly and punctually at 12 o’clock at the restaurant parking zone at the West Railway Station and takes arranged for the business lunch without getting the high speed train to the neighbouring city. Elec- involved in any detours.

2010 SEAT IBE

SEAT with pure electric sports coupé at the Paris Autosalon Breathtaking mixture of day-to-day car and sports coupé > up to 130 km range > inexpensive lightweight construction concept with steel- aluminium mixed technology > study, series production being evaluated Mobility 2025 57

16:54 18:48

16:30 – Arrival back in Beijing As soon as several cars have to rapidly cut back After returning from Tianjin, Mr. Zhang boards their speed, the system informs Mr. Zhang within his E-Lavida at the West Railway Station to do seconds of the identified traffic jam – cars heading some quick shopping for dinner. At the shopping towards the tailback are then guided onto different centre, he parks on an induction field to top up alternative routes. his battery with new power but without having to connect the cable. The power is generated by the 18:48 – Back home again newly installed wave and tidal power plants on Mr. Zhang connects the Lavida Blue-e-Motion to the eastern coast and he will pay for it at the cash the socket with a charging cable. Whilst the num- desk when he pays for his shopping. The loca- ber of public induction charging zones is growing tions of these induction field charging areas are increasingly in number, Mr. Zhang’s apartment highlighted on the satnav system in Mr. Zhang’s block still has the cheaper plug system. But still E-Lavida. They save him time when he is eating a lot better than earlier when he had to carry the or shopping. heavy battery of his electric bicycle up into his apartment for recharging. Thanks to its 300 kilometre range, Mr. Zhang could actually easily get through the day without The intelligent control electronics waits until after having to charge up the car, but he is so enam- 22:00 to charge up the car because this is when oured of the simple system that he tries it out as cheaper electricity is available. Mr. Zhang thinks often as possible – and unlike in the past, arrives it is unfortunate that unlike North America or Eu- home without any petrol on his hands. rope, the Chinese electricity is still mainly generated by coal-fired power stations instead of renew- 17:35 – Homeward journey able energy sources. He cleverly circumvented the traffic jam on the 3rd ring road because just like all new cars, his E-Lav- Nevertheless, the air in Beijing has become very ida has Car-to-X and Car-to-Car communications. much better.

2010 Audi e-tron Spyder

Audi presents the plug-in hybrid soft top Parallel plug-in hybrid: diesel and two E-motors > open-top sports car with two seats > only 2.2 l diesel/100 km; 59 g CO2/km > study presented at the Paris Autosalon 58 Volkswagen AND ELECTROMOBILITY A LOOK INSIDE AN E-CAR 59

Battery yes – ignition no: A look inside an electric car

Which are the components which characterise a pure battery electric vehicle, and what are the differences to a conventional car? The superficial differences are marginal, but there is a big difference inside. Volkswagen engineers have “cut open” a Golf Blue-e-Motion to demonstrate some of the details. 60 Volkswagen AND ELECTROMOBILITY

Solar roof Power connection The solar cells permanently Instead of the opening to the tank, feed power into the on-board an electric Golf has a safety socket grid and supply the vehicle for “filling up” with electricity. air-conditioning system to cool There is another socket behind the down the interior when the car Volkswagen emblem at the front is standing. of the car.

Battery packs The lithium-ion battery is installed in the floor beneath the luggage space, beneath the rear seat, and in the central tunnel of the underside. A combined water-air cooling system maintains a constant temperature. Despite the mass of the batteries, the Blue-e-Motion Golf only weighs 205 kilograms more than a Golf BlueMotion TDI with DSG. With a capacity of 26.5 kWh, the battery provides a range of up to 150 kilometres. According to the German Statistics Bureau, this distance satisfies the requirements of most commuters, many service providers, as well as private users.

High voltage cable A high voltage cable connects the socket to the battery from where the power with 324 Volts is carried to the engine compartment by another cable. Available space The voluminous battery packs do not restrict the amount of available space: the pre-series vehicles of the Golf Blue- e-Motion models which are currently Battery management system (BMS) undergoing fleet tests, have a high value This control system is the interface between the car and the luggage space of 238 litres, and just like in a battery, and continuously monitors the battery system. The normal Golf, the car has five seats. state of the vehicle and the battery can be checked remotely by the BMS, such as with an iPhone App.

2010 Octavia Green E Line

Sˇkoda presents its first pure battery electric vehicle E-motor with 115 hp peak output > 26.5 kWh lithium-ion battery for up to 140 km range > panorama glass roof with integrated photovoltaic elements > concept study presented at the Paris Autosalon, test fleet from 2011 A LOOK INSIDE AN E-CAr 61

Controls The Golf Blue-e-Motion is steered via the steering wheel just as any normal car. Pressing on the accelerator pedal also accelerates the car just like in conventional models. The brake pedal is located to the left of the accelerator pedal, but there is no clutch. By pressing harder on the accelerator pedal, more power is fed into the motor and the car accelerates. The car requires no gears in the classic sense. There is a joystick though, just like in an automatic car – which is used to select the three operating phases: drive, park and reverse.

Car heating Special window glass A heated windscreen and heated seats ensure that the warmth is distributed as The Golf Blue-e-Motion has windows made of efficiently as possible and where needed in special glass which darken automatically when the the passenger compartment. sun shines. This reduces the amount of work done by the power-guzzling air-conditioning system.

Power electronics The power electronics is vital for the performance of an electric motor. It controls the energy flow (from the battery to the E-motor and from the E-motor to the battery) as well as supplying the 12 Volt on-board voltage via a DC/DC converter.

Engine compartment All of the main drive and accessory equipment is housed in the engine compartment. The electric motor forms the heart of the drive train together with the transmission, the differential and the power electronics.

Electric motor The core of the Golf Blue-e-Motion in addition to the battery. Maximum 115 hp (85 kW), it can deliver a top speed of 135 kilometres per hour. Driving faster though also reduces the range. The car needs 11.8 seconds to accelerate from zero to 100 kilometres per hour. Unlike internal combustion engines, E-motors deliver their full torque right from the start (270 Newton metres in the case of the electric Golf) which considerably enhances the driving fun.

Recuperation When it brakes, the electric Golf converts excess kinetic energy into electric energy and uses this later for driving (» Glossary). The intensity of the recuperation can be controlled in four stages via two paddles on the steering wheel. A higher recuperation level results in more recuperation and a higher braking effect.

2011 XL1 Volkswagen presents the most fuel-economical hybrid car in the world High-tech light-weight construction, perfect aerodynamics, 7-gear DSG, plug-in hybrid system > with

only 0.9 l/100 km (24 g CO2/km) the most economical hybrid car world-wide > a further stage in the evolution of the 1L and L1 (» box P. 33) > study at the Qatar Motor Show, test fleet 2012, small series 2013 62 Volkswagen AND ELECTROMOBILITY BATTERY TECHNOLOGY 63

Research focus: battery technology

“The battery is the source of all electromobility,” says a study by the Fraunhofer Institute and PricewaterhouseCoopers – justifiably so. This is the key component which will largely decide the success of the E-car. Volkswagen is pushing ahead with research into batteries with a very high level of commitment – around the world and on the basis of numerous co-operation projects. The objectives: making the power storage safer, more efficient, longer lived, cheaper and recyclable – and therefore to set the standards ahead of its competitors. 64 Volkswagen AND ELECTROMOBILITY

The “torture chamber”: Volkswagen Group tests battery cells in special cabinets.

A glimpse of the battery production at the Braunschweig factory.

2011 E-Boxster Porsche launches a pure battery electric car Sports car fascination combined with future technology > soft-top two-seater > specially innovative lithium-iron-phosphate battery > technical study for fleet test in the Stuttgart area BATTERY TECHNOLOGY 65

he holy of holies in the Electric Traction De- Volkswagen AG invests around six billion Euros T partment is hidden behind a massive steel every year in research and development – a con- door – the battery laboratory. Here in the isolated siderable proportion of which is concerned with think tank of the Wolfsburg Research & Develop- E-car and battery technology. And for good rea- ment Department, grey cabinets wired up with sons: in addition to the E- thick power cables stand against one wall. Inside motor, the battery is the key Volkswagen invests around these cabinets, different types of cells – separate component of the E-car. It is six billion Euros every year components which when joined together dozens also the technology with the at a time, and connected up to complex electronics, greatest optimisation deficit. in research & development make up a battery – are continuously charged and activities. A considerable discharged, several months long, under simulated This is demonstrated by one proportion of this is spent on hot and cold conditions. Test series after test series. of the problem areas: range. E-car and battery technology. Today’s batteries are very Volkswagen is working at full speed on the power heavy, but can still only power a car for around storage technology – not only in Wolfsburg but also 150 kilometres at best. Compare this to a diesel in Braunschweig, and in the Electronics Research Golf BlueMotion which can cover almost ten times Laboratory (ERL) in Palo Alto (California), one of the distance on a full tank. Nevertheless, there are the Group’s global research satellites. At its head- certain to be more efficiency jumps in the next few quarters in Germany, Volkswagen is currently set- years, not only because of the optimisation of mate- ting up an electric campus with more than 1,000 rial combinations and the whole battery system. employees where research and work will also be done on the batteries. Audi has also commissioned an integrated E-development centre with more The prices for battery systems will drop. than 800 employees. 100 % Costs In addition to this, there are also numerous co- 80 % operation projects with companies such as Toshi- ba and Sanyo or Varta Microbattery. Together 60 % with the chemical company Evonik Degussa, 40 % Volkswagen finances a chair for battery research at the University of Münster. The Volkswagen Group 20 % is involved in around 350 co-operation projects with universities and research institutes around 2010 2015 2020 2025 the world – with an increasing focus on batteries.

2011 Electric Caddy

First Caddy with an electric drive Pure battery electric vehicle: 110 km range, 4.2 m3 load space, pay load up to 500 kg > battery in the underside guarantees a level loading area > technical study at the Hannover Messe > fleet tests in Hannover, and together with the German postal service 66 Volkswagen AND ELECTROMOBILITY

One thing is already certain: in all of its pure E- Back in the past, Germany was already one of the vehicles, Volkswagen will be using lithium-ion world leaders in the production of cells. At the be- batteries (Li-ion). This is because Li-ion batteries ginning of the 1990s, Volkswagen and the Daimler have a whole range of advantages over the compet- subsidiary Daug worked together with Varta to ing technologies (nickel-cadmium (NiCd), nickel- develop the NiMH battery for instance. In the fol- metal hydride (NiMH) or lead-acid): lowing years, however, Germany was outmanoeu- vred by South Korea, China and Japan – as dem- > High energy density – a Li-ion battery of the onstrated in several ways, including the fact that same size can store three times as much energy electrochemistry was no longer taught in German as a lead-acid battery and around 40 per cent universities for a long period of time. more than a NiMH. > Coulomb efficiency almost 100 per cent, i.e. al- The turnaround has now also taken place here. most all of the power stored in the battery can From Chemnitz to Berlin, from Münster to Mu- be extracted. nich – all around the country, research is again > Higher cell voltage, marginal self-discharging, being actively focused on battery technology. And and no memory effect. no wonder, many of the essential components such as electrodes or separators, are made in But there is not just one type of Li-ion battery. Al- Germany – companies such as Evonik Degussa or though the alkali metal lithium (» P. 69) is always Süd-Chemie have outstanding reputations in this used, it is always combined segment. Whilst cells made in Asia are sometimes Even if the path is long and with other materials. Around still sifted through by hand to select the best qual- 300 material combinations ity, production in Germany can be done in high arduous, Volkswagen intends are possible, with many ef- tech fashion thanks to the country’s excellent to set the standards in fects on the properties – find- technical know-how, such as in mechanical en- battery technology. ing the ideal combination is gineering. This has a very positive effect on the one of the key challenges. All price of the batteries, and therefore also the suc- of the research activities are focused on the major cess of the E-car on the market. objective of optimising the end points of the “magic pentagon” (» P. 67). It is already clear that even though the path is difficult, Volkswagen intends to set standards in battery technology, and sees it as a technology with considerable potential – also in part with a view to creating jobs, in the factories as well as at the subcontractors.

2011 Porsche 918 Spyder

Series-ready plug-in super sports car The emissions of a small car: 70 g CO2/km at 3 l consumption > performance of a sports car: 320 kmph, from zero to 100 kmph in 3.2 sec. > limited to 918 examples > delivery begins in autumn 2013 BATTERY TECHNOLOGY 67

Battery optimisation – a magic pentagon

Recycling Lifetime

Volkswagen’s strategy for the battery is to implement a The simulated charging and discharging in the battery laboratory balanced material cycle. It therefore intends to fully is mainly aimed at testing the lifetime of the batteries un- recycle all of the battery components for envi- der the toughest (temperature) conditions. Volkswagen ronmental as well as economic reasons – and will only approve E-cars for series production when the is already doing intensive research to achieve batteries last the lifetime of the car. Today’s systems this aim. Efficient battery recycling also has can easily handle 3000 full cycles. So even if one only a positive knock-on effect on the price of an assumes 100 kilometres per cycle, this still gives a E-car. An alternative to direct recycling total range of 300,000 kilometres. is subsequent re-use, for instance in holiday homes to store solar Costs power (island solutions). If the battery is ignored, the costs of manufacturing an E-car are similar to those of a diesel or petrol engined car because the electri- Safety cal components such as the E-motor or the Volkswagen stip- power electronics roughly ulates very high match the prices of the safety specifications traditional components for all innovations, which they replace. The and only launches higher price is solely due to them on the market the battery which costs sev- when all the risks have eral thousand Euros, and is thus been removed – this ap- “the key economic plies particularly to battery limita- technology. The high energy density in a confined space could give rise to fires, short circuits, and therefore also ex- plosions, which could cause the tion to the widespread break-through membranes in the cells to melt of the E-car” as formulated in a study by like plastic film on a hot plate and the management consultants Bain & Com- suddenly release all of the stored energy. Energy content pany. Nevertheless: the current high price We therefore do research into materials will sink rapidly as a consequence of the which are not self-inflammable and which The low energy content compared to conven- standardisation of the cells and the start of do not give rise to any unwanted chemi- tional fuel (24:1) is the main deficit of the lithi- mass production, thanks to the associated cal reactions. In addition, we concentrate um-ion battery – but the available potential is scale effects benefitting purchasing and on improving the subsequent production enormous. The energy density is currently only production. The battery for an electric-Golf processes to remove all sources of error. 140 watt-hours per kilogramme: the aim in the currently still costs around Euro 16,000. But And we ensure that the battery is posi- next few years is to increase this to 200 watt- Volkswagen has clear concepts of how to tioned in the vehicle in such a way that it hours per kilogramme, and it is considered slash this price to Euro 4,000 to 5,000. The cannot be damaged during accidents or feasible in the long term to boost this further company also benefits here from its multi- other hazardous incidents. An important to as high as 250 watt-hours per kilogramme. brand and modular strategy (» Glossary). role is played here by the new MQB plat- Follow-up technologies will have to be found Although there is no doubting the impor- form (modular transverse matrix) which to improve the energy density further – such as tance of subsidies to stimulate the market provides adequate, and most important, rechargeable metal-air batteries, which are still during the early phases of development, the safe space for the battery packs, plus the only at the basic research stage today. All of E-car will only be successful on the volume battery management system and the high this could make ranges of around 600 kilome- market if production costs can be consider- voltage cable. tres commonplace at some time in the future. ably reduced.

2011 Audi e-tron quattro

Audi develops tomorrow’s four-wheel drive Parallel plug-in hybrid with enormous traction strength thanks to three motors > E-motor and petrol engine in the front, supplemented by an E-motor at the back > points the way to the partial electrification of the quattro drive > technology platform on the basis of the A5, series in 2014 at the earliest 68 Volkswagen AND ELECTROMOBILITY

Lithium reserves and resources world-wide Sought-after commodity: more than 80 per cent of global lithium reserves (currently extractable) and Canada resources (undeveloped to date) are in South America. 3 % reserves 2.7 % resources

USA China 8.9 % reserves 0.6 % reserves 8.2 % resources 3.1 % resources

Bolivia 0 % reserves Brazil 40.2 % resources 3.1 % reserves resources 6.8 % Australia Chile 2.8 % reserves 49.2 % reserves Argentina Zimbabwe 1.6 % resources 22.3 % resources 32.8 % reserves 0.4 % reserves 14.9 % resources 0.2 % resources

A giant salt lake in Bolivia, the Salar de Uyuni, holds the world’s largest lithium resources estimated at five million tonnes – a real treasure chest for a developing country.

2011 E-scooter

Volkswagen presents series E-scooter for China Contribution to cutting emissions in China’s megacities > pure electric drive with 0.5 hp and approx. 50 km range > study presented at the Shanghai Motor Show, series production planned in future for the Chinese market LITHIUM // BATTERY TECHNOLOGY 69

Lithium: The crude oil of the 21st century

Optically, it is nothing more than a plain white considering its very inhomogeneous distribution powder – but the significance of lithium is actually around the world. The largest deposits of lithium enormous. This light metal is the key component are in South America: Chile is currently the main of the extremely promising lithium-ion battery, producing country, followed by Argentina, the USA and thus a critical electromobility raw material. and China. Europe has no deposits at all. Lithium or Li, according to its chemical abbre- viation in the periodic table, was discovered by Serious worries though are unjustified: even if the Swedish chemist Johan August Arfwedson in E-vehicles corner a very large share of the mar- 1817. It has the lowest density of all of the solid ele- ket, the deposits will still last until ments and is highly reactive. It forms a hydroxide 2050 according to a study by the layer within seconds if it is not sealed up in an air- Fraunhofer Institute. Much of the Lithium is the key tight container. This is why lithium never occurs lithium can also be recovered by component of the highly naturally in its pure form but always combined in recycling the batteries. So the fact minerals or salt solutions. is that lithium will not end up on promising lithium-ion the list of endangered materials. battery, and therefore a The U.S. Geological Survey estimates that the The main problem instead is that vital natural resource. amount of economically exploitable lithium (re- 90 per cent of current production serves) in the world amounts to six million tonnes. is in the hands of only three com- 17,000 tonnes were extracted in 2008 alone – with panies. It is therefore all the more important for a strongly rising trend. There are therefore wor- countries as well as companies with a strategical- ries that the increasing numbers of E-cars could be ly oriented natural resource policy to safeguard limited by a shortage of lithium, especially when access to this crucial metal.

Power packs with a bright future: cathode anode how a lithium-ion battery works. Li metal compound Carbon or titanate on a on a conductor film conductor film

The plus terminal (cathode) contains lithium in a compound.

li+ When the battery is charged, the electricity entering the bat- Charging li+ Discharging tery causes the lithium ions to migrate to the minus terminal (anode). The anode contains carbon and the lithium ions li+ electrolyte become incorporated in the carbon lattice. When electric con- Organic solvent separator and conductive Porous plastic sumers are connected to the battery, the lithium ions migrate salt film or laminate back to the plus terminal and generate an electric current.

2011 Audi A3 e-tron concept Limousine built by Audi uses only 2.2 litres Four-seater notchback limousine > plug-in hybrid > E-motor and petrol engine generate total power of 238 hp > average consumption: 2.2 l/100 m > technology study for the Shanghai Motor Show 70 Volkswagen AND ELECTROMOBILITY

Fast charging versus swapping technology

wapping stations could help make E-cars at- fast charging stations could be increased. “Fill- S tractive for long distance journeys as well: ing stations could corner an outstanding position the idea is to simply replace the battery with a new here,” concludes a Bain & Company analysis. “With one before it is completely flat. All of the drive en- a relatively cheap modification to their already ex- ergy could therefore be replenished within only isting high voltage infrastructure, they could give three minutes – just as fast as filling up the tank their customers an 80 per cent charge within only of a petrol engined car. Such a system, however, 15 to 20 minutes. While charging is taking place, would swallow up an enormous amount of capital the client could buy things in the associated shop or because of the hundreds of different battery types drink a coffee – a real win-win situation.” of all manufacturers which would have to be kept in stock. Wireless charging using the induction effect could also be feasible within the not too distant Standardising the battery, so that only one type future. The E-car in this case would drive onto would have to be stocked up, is not a viable alter- an induction charging zone and be charged up native. This is because the battery harmoniously within a very short time. In Audi’s urban concept matches the vehicle design of each model and and A2 concept project studies presented at IAA manufacturer, to protect it 2011, use is already made of this technology. An- A much better alternative, to on the one hand from acci- other technical alternative, which is feasible in also make E-cars attractive for dents, and to maximise the principle, is to install localised charging lanes on volume and range on the motorways or highways which can charge up the long-distance mobility, is fast other hand. Standardisa- on-board battery while a car is being driven – in direct current charging. tion comes face to face with the same way as the Transrapid where the induc- its limits when components tive field moves along in sync. with brand-influencing features are involved. An- other disadvantage: customers at the swap stations could receive a battery of unknown quality which may even be damaged.

A much better alternative, to also make E-cars attractive for long-distance mobility, is fast direct current charging: this will one day allow a battery to be charged up to 80 per cent of its capacity within 30 minutes. In the very long term, the charging time could be reduced even further and the number of

2011 Panamera S Hybrid

Second hybrid Porsche to go into series production Full hybrid with 380 hp total power > most economical Porsche of all time > fuel economy: urban 7.6, extra urban 6.8, and combined

7.1 l/100 km > CO2 emissions 167 g/km > efficiency class B COMMENT 71

bernd osterloh

“We will be right up amongst the leaders”

“Volkswagen will be right up amongst the leaders when it comes to electromobility. I am absolutely convinced of this because I am very familiar with the products which are currently being worked on. It is also clear that we will only bring fully developed vehicles onto the market. As the representa- Bernd Osterloh tives of the workforce, it is extremely important for Chairman of the Central Works Council and Group Works Council, us that our factories profit from the entry into the and President of the Global Group Works Council of Volkswagen electromobility sector. Aktiengesellschaft

Our factory in Braunschweig is already making – a factor which is also essential for our future com- great strides with battery technology. Kassel is fo- petitiveness. There is also more involved ultimately cused on electric traction. It is essential that we than just the production of the battery. keep our hands on parts of the value chain. It is our wish that Volkswagen itself gets on board where the The recycling issue – which already exists – also productivity is the greatest: in the completion of the has to be solved. In our opinion we would also like batteries. Specifically, this means that we upgrade Volkswagen to analyse whether we can get into the battery cells with our in-house developed and this business ourselves. Beyond Volkswagen, we produced air-conditioning, as well as the manage- see a major need to promote electromobility much ment and safety technology. This is important be- more intensely than is being done today. Other cause in the case of this key technology, it is vital that countries such as China have set up much higher we do not become dependent on another company subsidy programmes than Germany.”

2011 NILS

Volkswagen presents arrow pointing the way to the urban future Single-seater pure battery electric car with up to 65 km range > aluminium space frame chassis, glazed wing doors and exposed wheels > specially designed for the commuters of tomorrow around the world > technology and design study at IAA 2011 72 Volkswagen AND ELECTROMOBILITY

How environmentally-compatible is an electric car really? WELL-TO-WHEEL BALANCE 73

E-cars are by no means climate-neutral per se – it all depends on the origin of the electricity. But how environmentally- compatible are they really compared to other

forms of traction? A fairer CO2 comparison requires well-to-wheel analysis. The Environmental Analysis Team at Volkswagen Group Research prepares these complicated balances itself. The result: there are no simple answers. 74 Volkswagen AND ELECTROMOBILITY

ure electric cars require no tailpipes – no In other words, refineries and power plants, raw Pwonder when the E-motor does not produce material production, transport to the compressors

any exhaust. Does that mean that the CO2 emis- – a well-to-wheel analysis incorporates all of the sions are equal to zero? Not really, because car- equipment and processes which generate emis-

bon dioxide and other emissions are produced sions, to yield a precise CO2 balance. Also includ- depending on the type of power plant used to ing the power used by this equipment. generate the electricity. And even if an E-car is powered by pure wind-generated electric- The environmental analysts are not even satisfied, ity, the equation still does not work out to zero however, when they have incorporated all of the

CO2 because energy is also used to construct the real CO2 emissions. When determining all of the

wind farms and to transmit the electricity to the CO2 figures, they also incorporate the so-called

consumers. CO2-equivalents – such as methane and nitric oxides. When characterising the different emis- When analysing the environmental compatibil- sions, use is made of the work of the respected In- ity of conventional drives, it is also not adequate tergovernmental Panel on Climate Change (IPCC). to merely take into account the CO emissions Which conclusions can be Well-to-wheel balances take 2 a detailed look at the whole generated by the petrol drawn from the analysis? or diesel consumed in > Given the current EU electricity mix, E-cars are production chain as well as the the engine. A fair CO2 only slightly more environmentally-compatible consumption during driving. comparison is only pos- in the overall balance than economical petrol sible when the balance engined cars or diesels. This lead will improve also includes the energy consumption from the further, however, as the proportion of renew- oil production well to the refinery, and then on to able energy sources in the overall power mix the filling station (production equipment, petrol increases in future. tankers, etc.). > Because of the higher proportion of climate- damaging energy sources in the power mix and Incorporating every aspect throughout the the old power plants in the USA and China in production chain is summed up in a well-to- particular, E-cars do much worse in the com- wheel balance, i.e. from the oil well to driv- parison in these countries – modern internal ing the car on the road. This type of analysis is combustion engines are currently the best extremely complex and very time consuming. solution in these countries. Electric cars only At Volkswagen, this assessment is carried out by deliver their most significant advantage when the Environmental Analysis Team in the Environ- they are charged up with power from renew- mental Product Department. able energy sources. > Natural gas and Autogas have potential as en- The complexity of the calculation arises from vironmentally-compatible alternatives to con- the need to not only include the equipment ventional drives. directly involved in the system chain, but also > The continuing hybridisation of internal com- all of the upstream and associated peripheral bustion engines is a prudent and important

processes and equipment. means of cutting back CO2 emissions.

2011 Audi A2 concept

Premium E-car for conurbations rolls out at IAA Pure E-vehicle with a number of technical highlights > e.g. automatically darkening glass roof, driver identification, high tech lights > a look ahead to electric mobility in tomorrow’s megacities > technical study at IAA 2011 WELL-TO-WHEEL BALANCE 75

How much CO2 is generated by a Golf with different drives in the well-to-wheel balance?

Internal combustion engine 109 g/km Diesel* (77 kW, TDI, BlueMotion)

1) 167 g/km Power mix EU 2008 Petrol engine* (90 kW, TSI, double clutch gearbox) 0.5 % 3.5 % 146 g/km 0.9 % 0.7 % 10.6 % Full hybrid* (77 kW petrol engine + 20 kW E-motor) 1.6 % 27.8 % 3.1 % 104 g/km Plug-in hybrid* ** (77 kW petrol engine + 85 kW E-motor)

23.3 % 0.3 % 127 g/km 10.6 % Natural gas (90 kW, double clutch gearbox) 16.0 %

136 g/km 1.0 % Autogas (90 kW, double clutch gearbox)

2)Power mix China 2008 Battery electric vehicle (85 kW) with power from… 88 g/km 0.4 % 2.0 % … EU power mix1) 0.1 % 0.7 % 16.7 % 184 g/km 1.3 % … China power mix2) 0.6 % 71 g/km … EU 2020 power mix 78.2 % 123 g/km … USA power mix

1 g/km  … wind power Nuclear power  Peat  Lignite  Hard coal Fuel cell (90 kW) – H from… 276 g/km 2  Coal gas … electrolysis with EU-power  Natural gas  Oil 110 g/km  Biomass … natural gas steam reforming  Biogas  Waste 3 g/km  Hydroelectric power  … electrolysis with wind power Wind power  Other renewable * Calculated biofuel proportion of currently 7 % biodiesel in diesel, energy sources and 5 % bioethanol in petrol, pursuant to EU regulations ** 50 % petrol engine and 50 % battery electric drive (with EU power)

2011 Audi urban concept Audi points the way to micro mobility 1 + 1 seater, ultra-light pure E-vehicle > racing car, fun car and city-mobile combined > can be inductively loaded (Audi Wireless Charging) > technical study at IAA 2011 76 Volkswagen AND ELECTROMOBILITY CUSTOMER REQUIREMENTS 77

Car drivers want E-mobility – but easy to use and affordable

Technical aspects such as charging procedures and range are often the main focus of discussions around electric cars. But Volkswagen is just as strongly focused on its customers: what do car drivers in tomorrow’s urban conurbations really want, also in the light of rising petrol prices? 78 Volkswagen AND ELECTROMOBILITY

Soon everyday practice in many people’s lives: Smartphone applications for vehicle management and electricity “filling up”.

2011 eT! Electric revolution in the light commercial vehicle sector Pure electrically-driven transporter > innovative partially-automatic driving function > maximum movement and turning freedom > future vision for the delivery and logistics sector CUSTOMER REQUIREMENTS 79

he world at the beginning of the 21st century and understandable packages which come togeth- T is changing fast. Lifestyles, values, and there- er with the car, but do not restrict purchasers’ in- fore also customer requirements are evolving in dividual decision-making freedoms. the face of climate change, resource shortages and urbanisation (» P. 11). Volkswagen always places a Almost all Group brands are The overwhelming majority very high priority on its customers’ requirements sending out test fleets world- – they are the strongest motor for the development wide to ensure that they really of customers have a positive of new drive technologies such as electromobility. can deliver one hundred per attitude towards E-mobility cent completely worked out – but not unconditionally. A great deal of sensitivity is required to properly and understandable products, understand customers and their attitudes – espe- perfectly trimmed to customer requirements, from cially when dealing with completely new technolo- 2012/13 (» P. 82). There are differences in the tech- gies. Volkswagen is therefore undertaking com- nical concepts behind these fleets – they range from prehensive market research. The results reveal plug-in hybrids to pure electric vehicles. Every type that against the background of growing prosperity, will have its own circle of users. Overall, electromo- in emerging markets in particular, there are grow- bility will corner a significant share of the market in ing expectations among customers for cleaner, the long term – all over the world. sustainable mobility. The overwhelming majority have positive attitudes to E-mobility – but not un- Result 2: conditionally. The results in detail: The electric car has to be as affordable as a real Volkswagen. Result 1: Despite higher manufacturing costs, E-cars like The E-car and all of the associated aspects have the electric Golf, e-up! and others will be real to be simple and comprehensible. Volkswagens and therefore affordable. Innovative E-mobility will function differently compared to financing models, as well as new concepts such as conventional driving in some aspects. This is one micro leases, have been conceived to help every of the reasons why Volkswagen looks beyond the interested customer in driving an E-car. They as- windscreen to provide a complete mobility pack- sist the democratisation of the latest technologies age consisting of car, natural power, wall box and which Volkswagen has pledged itself to deliver. mobile online services. To make it as easy as pos- Customers benefit from the financial compensa- sible for customers to enter the world of electro- tion when using the vehicles thanks to the lower mobility, the Group brands make available simple costs per kilometre.

2011 Audi Q5 hybrid quattro Audi launches a series hybrid SUV Lightest full hybrid SUV which can drive with either the internal combustion engine and E-motor combined or separately > fuel economy: urban 6.6, extra urban 7.1, and combined 6.9 l/100 km > CO2 emissions 159 g/km > efficiency class B 80 Volkswagen AND ELECTROMOBILITY

Result 3: and services – and all of this naturally with the Volkswagen E-products set the standard. expectation of benefitting from maximum user Customers have a justifiable high level of trust in friendliness. And in addition to the level of rational Volkswagen. They expect the company’s E-cars to decision-making weighing up the economic and also set overall standards, and that its products es- environmental benefits, the emotional level is also tablish the market benchmarks. The market lead- satisfied: namely the desire for enjoyable driving ership in E-mobility which Volkswagen is striving without a guilty conscience. for not only means delivering the best automotive products, but also the best additional services With the new world of electromobility, the (» diagram). E-mobility begins with Volkswagen. Volkswagen Group satisfies its customers’ new requirements, as well as responding to the rapid Conclusion: changes affecting society – throughout the world. Customer satisfaction remains Despite the many discontinuities, the highest pri- the highest priority ority of Europe’s number 1 carmaker is what it has Customers expect their vehicle to be integrated always been: delivering optimum levels of custom- within a complete system of new technologies er satisfaction – also with electric vehicles.

Potential business models

Mobile services contract Infrastruc- ture Electricity Full service Battery management Mobility Leasing/ Electricity supply Financing concepts After Sales Vehicle Multiple Electricity Accounting Mobility battery use distribution systems card

Residual value Mobile Used car Service concepts Battery leasing Vehicle-to-grid Wall box management applications

2012 Audi A6 hybrid Audi equips upper medium class car with hybrid technology Full hybrid with 245 hp system power > offers the power of a V6 with the consumption of a straight four > can drive on the internal combustion engine or E-motor alone or combined > up to 100 kmph running on E-motor alone (preliminary values). CUSTOMER REQUIREMENTS 81

Thanks to the wall box and the charging column, charging an electric car is mere child’s play – a special exhibition at the Berlin Automobile Forum invites people to come along and test the E-infrastructure of tomorrow.

Clever financing models make the E-Volkswagen affordable for a broad spectrum of purchasers.

2012 Audi A8 hybrid Hybrid technology enters the luxury class Environmental properties which set new standards in the luxury class: 6.2 l petrol/ 100 km, 144 g CO2/km > full hybrid with 211 hp internal combustion engine and 45 hp E-motor > 235 kmph top speed > studies, Geneva 2010 and Frankfurt a.M. 2011 82 Volkswagen and electromobility

Rolling out from test bed to everyday use TEST FLEETS 83

How long does a US-American need to recharge an E-vehicle from a Californian socket with only 110 Volts? On the other hand, does the mild climate of the sunshine state increase the lifetime of the battery? Before the first E-cars built by the Volkswagen Group are ready for mass production and enter the showrooms, they have already completed a thorough test programme. This includes realistic every day use in test fleets. Leading the pack: the electric Golf. 84 Volkswagen AND ELECTROMOBILITY

hey glide over the asphalt cleanly and quietly, metres per battery recharge – perfectly adequate T and impressively highlight how far the devel- in the city – in almost zero-emissions mode. Be- opment of the E-vehicles built by Volkswagen has cause climates and power grids vary from country advanced: 140 Golf Blue-e-Motions in total are driv- to country, just as much as customer expectations ing the roads in Europe and the USA in test fleets. and mobility habits, it also makes sense to roll The fleet project started in Wolfsburg in May 2011. out an international test programme. The E-Golfs were only on the road around Wolfsburg, Hanno- The white fleet en ver and Berlin during the first phase. ables the technology An absolute must for Volkswagen: to be tested during Some Golf Blue-e-Motion cars are now even on the Market launch only takes place day-to-day use, and streets of Beijing: in a co-operation project with when the E-cars have proven refined for the series the national museum, visitors are shuttled free of production scheduled charge between the various museums and the For- their suitability for day-to-day use for 2013. In addition, bidden City. E-cars are undoubtedly an enormous in the practise test. potential customers opportunity for China and its megacities. are directly involved in the further development of the product. This After over half a million test kilometres in Germany, is because the people sitting behind the steer- it is clear that the Golf Blue-e-Motion is the perfect ing wheels of the test fleet are in most cases not second car for anywhere in the world. The remote Volkswagen engineers but demanding customers. control via the iPhone App is also used enthusiasti- The test drivers reflect a mixed spectrum of clients cally, and the 150 kilometre E-range is completely from government agencies, small and large com- adequate given the average daily driving distance panies, and private individuals. of around 30 kilometres. Unfamiliar aspects include the soundlessness. And the wish was often All of the German test drivers – whether commer- expressed for the further development of stations cial or private – drive a full-value Golf with five seats for rapid charging – both, very predictable aspects. and a large luggage area – features which the car will also boast when it is launched in 2013. All of the The high level of development of the test Golf was test drivers are also offered the opportunity to use already revealed back at the end of 2010 when a the Volkswagen Naturstrom®-tariff (natural power, prototype easily won the British “Future Car Chal- » P. 90). This enables them to drive up to 150 kilo- lenge” in the category: most efficient regular car.

2012 Jetta hybrid

Volkswagen builds a hybrid vehicle specially for the USA A classic vehicle in a hybrid version for the US market > after the Touareg hybrid, Volkswagen’s second model with hybrid drive TEST FLEETS 85

The SEAT Altea Electric is being evaluated in a fleet test in Spain.

From the Porsche E-Boxster in Stuttgart, the instance is testing the Golf Estate twïnDRIVE in Škoda Octavia Green E-Line in the Czech Berlin, and SEAT is testing the Leon in Spain in a Republic,the SEAT Altea Electric XL in Spain, and joint project with six partners from research and the Audi A1 and A3 e-tron in Munich, the USA industry. In its own joint project together with E.ON, and China – not just Volkswagen, but almost all municipal utilities and TU Munich University, Audi of the Group brands are now either operating or is also testing the A1 e-tron. The Volkswagen Group planning the operation of test fleets. (» Map P. 86). uses these broad-based fleet tests to find out more about the behaviour, as well as the expectations that The questions which arise are always the same: customers have when driving electric cars. how easy is it for customers to operate the cars? Do they use the smartphone applications? And most There are also test fleets for special applications. important, which weaknesses have to be rectified For instance Volkswagen Commercial Vehicles is before mass production can be implemented? testing a pure electric version of the Caddy in a joint project with the city administration and council-af- Road testing is not only done on pure E-cars, but filiated companies in Hannover. Testing for inner- also on plug-in hybrids: the Volkswagen brand for city services and delivery transport is a signif-

2012 Audi R8 e-tron

First mass producible pure E-car from Audi Pure electric high performance sports car > innovative technology and mixture of maximum performance and range > Car-to-X (» P. 97) > first produced in a mini series, built in Neckarsulm 86 Volkswagen AND ELECTROMOBILITY

icant milestone in the development of sustainable every day, on well-known routes, and the vehicles mobility in the light commercial vehicles segment. return back to the depots every evening. Around 80 per cent of these vehicles do not drive more than This is particularly significant because inner-city 50 kilometres during a single day but still guzzle delivery and services transport is just ideal for E- up to 35 litres of fuel per 100 kilometres because mobility. No wonder: the trips undertaken by trad- of the low average speed of around five kilometres ers and businesses take place on a regular basis per hour, and frequent stop-and-go.

Overview of Group fleet projects 2011/2012

Volkswagen Golf Blue-e-Motion Germany Belgium USA France Austria China

SEAT Altea Electric Sˇkoda Octavia Green E Line Spain Czech Republic

SEAT Leon TwinDrive Spain TEST FLEETS 87

A pure electric commercial vehicle that can be Thanks to the large “Blue-e-Motion” lettering on driven during the day and charged up at an electric the side of the vans, they can be easily distinguished socket over night is therefore easily the most eco- from the other post vehicles – and demonstrate to nomical alternative. It is therefore not surprising customers even at a distance that the letter or pack- that the German postal service (Deutsche Post) is age today is arriving in a particularly environmen- operating ten yellow-painted E-Caddy vehicles in tally-compatible way, thanks to German technology a joint fleet project with the Volkswagen brand. of the future made by Volkswagen.

Volkswagen Golf Estate twïnDRIVE Germany Volkswagen E-Caddy Germany

Porsche E-Boxster Germany

Audi A1 e-tron Germany

Volkswagen E-Lavida China

Audi A3 e-tron USA China 88 Volkswagen AND ELECTROMOBILITY

With blue power to emissions-free mobility NATURSTROM 89

Volkswagen aims to provide E-mobility from a single source. An essential factor is a Naturstrom (natural power) product to enable E-cars to truly glide across the asphalt with zero per cent emissions. Audi and Volkswagen are investing millions in wind, hydro & Co., also for the purpose of supplying their factories. 90 Volkswagen AND ELECTROMOBILITY

here the wind generally expends its energy could otherwise fail to match that of an economi- Wunused over the wave-tossed North Sea, cal BlueMotion diesel (» P. 75). Naturstrom® tariffs could soon be the source of the automotive fuel could be feasible in future for E-mobility custom- of the 21st century. On its course to becoming the ers, and car dealers, as well as employees. TÜV world’s most economically and environmentally Nord will issue a certificate to verify the environ- successful carmaker, Volkswagen wants to kick mentally-friendly nature of the electricity. start the use and expansion of renewable energy sources by investing millions of Euros. Climate- The Golf Blue-e-Motion test fleet vehicles – incompatible mobility will be expanded in a targeted cluding those of the Autostadt in Wolfsburg – are way. This applies to the operation of the cars as well already driving with Volkswagen Naturstrom®

as their production. which is generated completely CO2-free from flowing water hydroelectric power plants in Germany The idea: not only using renewable sources of and Switzerland. electricity in the factories, but also selling it as Volkswagen Naturstrom® – especially to the own- Dependable hydroelectric power is also scheduled ers of E-cars. In future, the Volkswagen Group to play an important role in the future, in parallel will not only be able to the expansion of the power portfolio. In addi- Volkswagen intends to to boast having the tion to expanding cogeneration power plants, and best E-cars in its boosting the efficiency of existing power plants, in- accelerate the use and expansion portfolio, it will also vestment is also planned in wind farms, solar facil- of renewable energy sources be able to justifiably ities and flowing water hydroelectric power plants. by investing millions. claim to be the best all-in-one supplier Although this development may appear novel, it of emissions-free mobility. The electricity tariff actually has a very long pedigree: Volkswagen’s made by Volkswagen plays a key part in this over- power plants have already used the very environ- all package of vehicle, financing models, mobile mentally-compatible cogeneration technology for online services, etc. decades already; Volkswagen do Brasil is supplied with more and more power from renewable hy- The reason is obvious: E-cars can only be run in a droelectric power plants, and is also investing its really climate and resource friendly way if they are own money in this technology; the roofs of various powered by renewable electricity. The eco balance Volkswagen, Audi and SEAT factories are already

2013 e-up!

Premiere for the first mass producible electric Volkswagen Pure electric small car and innovative city specialist – cult design > top speed: 135 kmph, up to 130 km range (preliminary) > already presented at IAA 2009 and 2011 as a show car and near-series study NATURSTROM 91

Hydroelectric power plays an

Photos: Kraftwerke Sarganserland AG, Switzerland, trading partner Vattenfall Europe Sales, 2011 important role in future.

decked out with photovoltaic panels, and more ane in another processing step to produce a gas will follow in future; wind turbines power the fac- which is identical to natural gas. This so-called tory in Emden. The link to the E-car is of course E-gas will be used to run natural gas vehicles and completely new. can also be fed into the normal natural gas grid. This also provides an approach to solving the prob- One of the intermediate steps on the way to one lem of the typical fluctuations associated with re- hundred per cent CO2-neutral mobility will be newable energy sources – undoubtedly one of the completely supplying the electricity needs of biggest challenges facing us in the future. the German Group locations from cogeneration power plants and renewable energy sources by The E-gas project is an important foundation of 2030. All the brands are making good progress in the “Audi balanced mobility” initiative. This has achieving this ambitious goal. Audi for instance CO2-neutral mobility as its ultimate objective. To wants to construct a whole chain of renewable en- achieve this, we have to bring every aspect of mo- ergy sources – including wind farms in the North bility into equilibrium in an integrated approach – Sea. These generate climate-friendly power in harmony with people and their new values, and which is used for the production and operation of in harmony with the environment. the e-tron models, as well as being converted into hydrogen in a special plant. The hydrogen could be used to power fuel cell cars when this technology has established its market credentials in the future (» P. 42). In addition, hydrogen can be converted into meth-

2013 Electric Golf

Classic car goes electric: E-Golf goes into mass production Pure electric version of the most successful car of all time > up to 150 km range > electric version of the best seller to pull E-mobility out of its niche existence > 2011 and 2012 test fleet campaigns with the Golf Blue-e-Motion 92 Volkswagen AND ELECTROMOBILITY AUTOMOBILITY 2.0 93

Automobility 2.0 Networked, intermodal and revolutionary

Electric cars do not seem to change things very much at first glance: instead of a tank, there is now a battery, and instead of a throaty engine, driving is now accompanied by a quiet humming. In reality though, electromobility opens up a completely new mobility culture which is not yet describable in all of its facets and dimensions. Nevertheless, the Group and brand sales, the Volkswagen Financial Services AG, and the Future Research and Trend Transfer Department are already working on what the distant future will bring. 94 Volkswagen AND ELECTROMOBILITY

Micro leasing and intermodal bottom). Another idea: drivers of the e-up! and transport concepts other E-models can lease a clean diesel cheaply For short journeys: use the car. For longer journeys: from their local Volkswagen showrooms six times the railways or aircraft. The perfect means of trans- a year – for their holiday travel for instance. With port for every purpose: E-mobility will accelerate pay-per-use concepts of this kind, Volkswagen this development. Volkswagen is already designing in the long term gives E-cars the status of a first intermodal concepts which enable the easy change car, as well as making it attractive to families from one means of transport to another. One fea- who can only budget for one car. And this could sible scenario: car-on-demand services in cities. work anywhere around the world: during the While you are still on the train, you use the mobile week, the professional family in Shanghai drives internet to rent a car for urban mobility. Another emissions-free using an E-car, but leases a con- advantage: by sharing the use of an E-vehicle, a ventional car to take trips to visit their relatives in study by the Fraunhofer Institute and Pricewater- the Shanxi province. houseCoopers shows that this enables the higher purchasing costs to be carried on many shoulders. The MicroCity – the parking and shopping centre of the future A car sharing concept of this kind has already been Large cities in particular are searching for intel- initiated in Hannover under the name “Quicar – ligent solutions. One of the aspects is that car Share a Volkswagen”. The launch in autumn 2011 parking spaces take up a lot of space, and parking during the first phase on the street produces a chain reaction leading to With “Quicar – Share a saw 200 economical traffic jams. One solution is the Volkswagen Mi- cars of the Golf Blue- croCity – an integrated urban mobility and trans- Volkswagen” Volkswagen is testing Motion brand become fer centre at the periphery of the city. It has several its own car sharing concept. available at 50 (later parking decks to which the E-cars are automatical- 100) pick-up and drop- ly driven. Commuters simply park in the MicroCity ping-off stations. The scheme is already scheduled security zone and do the last part of their journey for expansion to other models including E-cars. to the office for instance on a bik.e (» P. 42 bottom). The concept with the most efficient models is char- This could sustainably cut down on traffic jams and acterised by the high level of availability of the cars emissions in city centres but without restricting in- and the rationality of the overall concept. By this dividual mobility. At the end of the working day, the means, Volkswagen integrates private customers, E-car stands ready to be picked up after being auto- students and government agencies, as well as com- matically “filled up” and, if necessary, serviced in mercial users. the security zone. And because the shopping mall is part of the MicroCity, the groceries are already Volkswagen presented a similar prepaid-based in the luggage area because they were ordered ear- concept at AutoShanghai 2011 for the traffic-jam lier from the office PC and transacted by the robot plagued Chinese megacities – but using electric shopping system. scooters as the means of transport instead of cars. Whilst the chances of implementing this This just gives a small taste of what the post-fossil sustainable overall concept are still being ana- mobility culture can offer. As the hub for the no- lysed, production of the two-seater E-scooter is mads of the future, the MicroCity also provides oth- already planned for the Chinese market (» P. 68 er services such as childcare or battery tuning.

2013 First E-car specially created for the Chinese market AUTOMOBILITY 2.0 95

Quicar – This is how micro leasing works

Volkswagen’s car One-off registration Access to the vehicle by 24/7 call centre service Regular and automatic a system connected to (accident, complaints…) online invoices sharing test fleet Reservation at the the windscreen station via phone or in Hannover internet Flexible rental periods

2014 The first plug-in models for the Volkswagen Group’s various markets go into production

96 Volkswagen AND ELECTROMOBILITY

Vehicle-to-Grid is a futuristic idea. Electric cars are not only used for transport, they also act as power storages – think: swarm electricity.

In this concept, charging takes place at the optimum time for the grid capacity to make most efficient use of excess wind power.

2014 –2018

More and more models from all of the Volkswagen brands are offered with electric or hybrid drives, and the ranges of the E-vehicles increase successively AUTOMOBILITY 2.0 97

And of course, the MicroCity operated by local au- Vehicle-to-Grid: Will car drivers thorities as well as private companies, is exclusive- become power traders? ly supplied with renewable energy sources. The vision sounds very promising: millions of E- vehicles have an enormous storage capacity and Car-to-X and Car-to-Car: can compensate for the kind of fluctuations in Perfectly networked car the electricity grid which are forecast to become The E-car of the day after tomorrow is intelligently increasingly problematic in future because of the connected to other vehicles (Car-to-Car) and its expansion of volatile renewable energy sources. environment (Car-to-X, where X stands for build- When thousands of wind turbines spin during a ings, passers-by, traffic lights, etc.). Information stormy night when the demand for power is at a is constantly being exchanged – encrypted and an- minimum, that is when the E-cars are charged up. onymised naturally. No central service provider is now required to process the signals quickly and ef- Then, in the afternoon and in the early evening fectively – participants do this themselves by spon- during the peak demand period, the E-car stand- taneously connecting up with one another. ing unused on the company car park or in the garage at home feeds energy back in to The rapid development of computer capacity and stabilise the grids. Background idea: The E-car of the communications technology opens up whole new power generators, storages and con- future is intelligently vistas. Even before the driver has noticed, the E- sumers are all linked together in an connected up to its car identifies the red traffic light and automatically intelligent power grid (smart grid) via cuts the speed to save battery power. a sophisticated communications in- environment. frastructure. Less environmentally-compatible grid And when traffic becomes heavier, the vehicles stabilisers such as lignite power plants would be re- automatically modify their speeds to ensure that quired less and less thanks to millions of E-vehicles. the traffic flows smoothly – energy-intensive But the Vehicle-to-Grid vision has weaknesses: stop-and-go and traffic jams will then become a > Every additional charging cycle harms the qual- thing of the past. The safety of pedestrians is also ity of the battery. improved when they are automatically identified > The E-car would require a much more expen- by the vehicle. And although this may sound ex- sive bi-directional charger to be able to feed tremely futuristic – it is by no means a pipe dream: power back into the grid. the new Audi R8 e-tron for instance which will be > There are significant conversion losses when launched in 2012 in a small series (» P. 85 bot- transforming direct current (battery) to alter- tom), boasts Car-to-X and Car-to-Car. The more nating current (grid). cars which use this technology, the better the system becomes. Traffic lights and traffic signs need This may mean implementing a light version in- to be successively equipped with small transmit- stead which does not feed back into the grid but ters – in line with a model project already up and which would nevertheless bring about significant running in Ingolstadt. environmental benefits.

2018

Volkswagen’s ambition is not only becoming the world’s leading economical and environmental carmaker by 2018, but also to achieve market leadership in E-mobility. 98 Volkswagen AND ELECTROMOBILITY

The principle: charging will take place at the best have the key to intelligently connected electromo- time for the management of the grids. Excess wind bility in their pockets”. power generated at night can therefore be ideally utilised in this way. This requires the use of intel- Moreover, there is also an option to create a ve- ligent software which can identify power peaks. hicle management website enabling non-smart- Technically, this is not a problem. Bidirectional phone users to make use of most of the functions charging and therefore the vision of Vehicle-to- via a PC or an internet-capable cell phone. This Grid could always become feasible at some time in technology is also already being tested in the the future. Golf Blue-e-Motion test fleet.

Smartphone and App: Design 2.0: How electrification Intelligently connected E-car will revolutionise car design Vehicles in the Volkswagen test fleet – such as the Although electrification may appear to be an aes- Golf Blue-e-Motion – can already use an iPhone thetic problem when considering the sheer size of App to access information on the state of the bat- the battery, in the long term, this is the key to a com- tery or remaining charging time. It is also already pletely new vehicle design. This is because many of possible to press the display to enable the vehicle the conventional components of diesels and petrol- to cool down or warm up some time before the engined cars could be dispensed with one day to journey starts. Major benefit: the power comes make room for something completely new. from the grid so that the full range is always available in the battery. This also opens up many more The next generation of E-cars for instance could options in future. For instance: be powered by four hub motors: which means that > E-cars in micro lease models can be easily lo- the complete steering column system could be- cated, reserved and paid for. come obsolete thanks to electronic steering. The > Reserved vehicles can be opened and closed via steering wheel could shrink to a very small size the Smartphones. and could easily be plugged in on the other side of > The smartphone E-cars are connected the car when driving into a Commonwealth coun- during the journey so that charg- try. Younger drivers may even prefer to replace the ing columns and other mobil- steering wheel with a joystick. ity offers (» intermodal transport concepts) can now be Volkswagen therefore expects that the real break- easily found and booked. through for E-technology will only come about with the development of a specific electric car. A car The possibilities are many, whose architecture is no longer governed by the especially because, according internal combustion engine. A car with a design to one of the conclusions of the language which unmistakably expresses the inno- study by the Fraunhofer Institute and vative technology. Instead of being a rolling dec- PricewaterhouseCoopers, the growing laration of austerity, the E-car of the future will be sales of smartphones mean that most of the a real status symbol. The future of the automobile potential purchasers of an electric car “already has therefore only just begun in this context. AUTOMOBILITY 2.0 99

The NILS is an electric research vehicle designed for commuters and has a range of 65 kilometres.

The „one“ (left) and „ego“ (right) bring alive some of the visions of the Future Research and Trend Transfer Department. 100 Volkswagen AND ELECTROMOBILITY ELECTROMOBILITY AS A SHARED RESPONSIBILITY 101

Electromobility as a shared responsibility Requirements to be met by politics, science and energy providers

As a key technology, electromobility is very important for the future of Germany and Europe as industrial and technology locations. With its government funding programme, the German government has sent out the right signal, but more steps are required. If Germany wants to keep in the fast lane, politics, science and industry need to work together more intensively because the points are being set today for the future of electromobility. 102 Volkswagen AND ELECTROMOBILITY

Automobil Salon Geneva 2011: Volkswagen director Sanz (left) and SEAT CEO Muir (2nd from right) present the SEAT IBE to the Spanish Minister for Industry, Tourism and Economics Sebastián (right) and the President of the Generalitat de Catalunya Mas (2nd from left)

Politicians and industry must work together to secure the success of The German Transport Minister Dr. Peter Ramsauer electromobility. in a Porsche E-Boxster ELECTROMOBILITY AS A SHARED RESPONSIBILITY 103

Government Electromobility Funding Programme

he automotive industry itself intends to invest Funding totalling one billion Euros has been set T ten to twelve billion Euros in the development aside for this purpose. Priority is given to technical of alternative drive systems in the next three to four beacons such as the further development of bat- years. But to make sure E-mobility is one hundred teries, and regional per cent ready for the market, we also need more showcase projects to The “Government Electromobility wide ranging central government investments, test the daily practi- and stimulus for research and development. cability of electromo- Funding Programme” is the bility. The objectives: guideline for the next few years. The German government has set itself an ambi- connecting research tious target: one million E-cars on the road in and development work to improve the utilisation Germany by 2020. With more than five million of synergies. In addition, non-financial stimulus electrically powered vehicles envisaged for 2030. and favourable road-transport regulatory condi- Germany is also targeted to become the leading tions are to be established. market and leading provider of electromobility. The government funding programme is there- The “Government Electromobility Funding Pro- fore an important step in the right direction, gramme” launched in May 2011 defines the but further moves are required with additional guidelines for the next few years. In response to measures. the second report by the National Electromobility Platform (» P. 104, box), it defines research & development as the main focus of the measures in the pre-market preparation phase until 2013. 104 Volkswagen AND ELECTROMOBILITY

Criteria to be met by German and European policy

Standardised incentive programmes Non-monetary incentives throughout Europe Non-monetary incentives such as privileged park- Mainly because of the high battery prices, E-cars ing, the permission to use bus lanes, and waiving will be much more expensive than conventional access restrictions could also have an additional cars in the foreseeable future. Even though some positive influence on the development of the mar- groups of consumers will accept the higher price, ket. The same applies to the eventual implemen- the broad based success of E-mobility will hardly tation of swappable number plates which can be have a chance without buying incentives. used on a conventional car for long distance journeys and on an E-car for short-distance mobility. Direct bonuses for the purchase of electric vehicles are already being paid in some countries in Sensible legislative support one form or other. In Germany for instance, E- There are still no statutory frameworks for many as- vehicles are exempt from car tax for a period of five pects involved in E-mobility – such as battery trans- years. The Government Electromobility Funding port and storage. The EU, German government and Programme expands the car tax exemption for ve- the German states need to move rapidly here to im-

hicles with CO2 emissions below 50 grams per kil- plement sensible laws so that the launch of E-cars is ometre and purchased before 31 December 2015 not hindered by excessively strict regulations. to ten years. There is now a need for harmonised measures across the whole of Europe.

National Electromobility Development Plan and National Electromobility Platform

As foreseen in the National Electromobil- ment, and comprises representatives from ment of the German market in three phases: ity Development Plan, the establishment politics, industry, science, local authorities > Priming the market up to of the National Electromobility Platform and consumers. Its aim is to elaborate con- 2014 with 100,000 E-cars in May 2010 was an important step to con- crete recommendations for achieving the > Stimulating the market up to nect all of the stakeholders in Germany. The goals of the National Electromobility Devel- 2017 with 500,000 E-cars National Electromobility Platform is an ad- opment Plan. According to the plan, these > Initiating the mass market by visory body assisting the German govern- goals have to be achieved by the develop- 2020 with one million E-cars. ELECTROMOBILITY AS A SHARED RESPONSIBILITY 105

Initiation in 2010: Transport Minister Dr. Peter Ramsauer, Economics Minister Rainer Brüderle and Prof. Henning Kagermann, Chairman of the Steering Committee of the National Electromobility Platform (from left to right). 106 Volkswagen AND ELECTROMOBILITY

Co-operation is essential at a research level: meeting of the senate of the Max- Planck Society in the AutoUni Wolfsburg.

Science and research are required to get Germany fit for the electromobility age. ELECTROMOBILITY AS A SHARED RESPONSIBILITY 107

Action required from universities, research and education

Research association for the chairs for electrochemistry and power electron- industrialisation of battery systems ics, and establish research groups in universities Universities and scientific institutes must make and institutes focusing on electromobility. use of the public research funding in a targeted way. A very significant development would be a Guaranteeing the supply of industrial experts “battery systems” research association. In addi- The qualification strategy must not stop at the tion to improving the storage capacity of the bat- gates of the universities, but must also reach out teries, the long-term objective would also have to to industrial training. It is absolutely essential to include the development of the necessary techno- modify the technical content of the training pro- logical conditions for the production of cells and grammes for (automotive) mechatronics techni- systems in Germany, including the associated cians and industrial electronics technicians. subcontractor infrastructure. The chambers of industry and commerce need Guaranteeing the supply of university experts to ask themselves whether they need to create All innovation requires qualified staff. To cover a completely new vocational segment. Another the (future) demand for experts in the E-mobility essential aspect is the further training of auto sector, we need an intensive education campaign. motive and subcontracting industry employees, The aim here must be to create engineering car workshops and other parts of the automobile courses and post-graduate programmes, set up sector. 108 Volkswagen AND ELECTROMOBILITY

Action required from energy providers

Setting up a charging infrastructure trust of car drivers in the day-to-day practicability E-mobility opens up enormous opportunities for of electric vehicles. energy providers. This is associated with the re- sponsibilities to set up a charging infrastructure, Unlike the contours of a standard Germany-wide (nationwide, at the car parks of major compa- charging system, which are becoming increas nies, public car parks and supermarkets) and es- ingly better defined, we now need a European- tablishing intelligent power grids. wide and world-wide harmonisation of plugs and invoicing systems. The charging stations would A very important aspect here is free access to the ideally provide for two types of charging: charging stations (standard plugs, open for all car > Basic charging with 230 Volt/16 Amp alterna- drivers), as well as customer-friendly invoicing ting current as used in people’s homes – and models to guarantee the cross-border and easy as also used by the test fleets with the Volkswa- charging of vehicle batteries independent of the gen wall box – a method which boasts the high- power provider (“Roaming”). Nothing would be est efficiency. more damaging than having car drivers standing > Fast charging with high voltage direct cur- at a charging station and not being able to use it rent which enables charging under less than because of differences in the plugs or providers. 30 minutes. Many car drivers are afraid that their car may simply come to a stop at the side of the road before Power from renewable energy sources they have finished their journeys – a fear referred The ecobalance of an electric vehicle is largely to by psychologists as “range anxiety”. Every new determined by the nature of the power it uses to charging station will therefore strengthen the charge its batteries, and not the E-car itself. ELECTROMOBILITY AS A SHARED RESPONSIBILITY 109

Expansion of renewable energy sources is vital for the success and sustainability of E-mobility. 110 Volkswagen AND ELECTROMOBILITY

Electric vehicles can only fully unfold their environ- its overall responsibility and will therefore gene- mental innovation potential when they are char- rate environmentally-compatible power itself and ged up with power from renewable sources. Our make its own renewable power tariff available goal must therefore be (» P. 90). Politics is charged with the responsibility Our goal is the zero-emissions the zero-emissions car of establishing the proper statutory framework for car that is powered that is powered by elec- all of the expansion activities. tricity from renewable by renewable electricity. energy sources. The topic of energy generation and the rapid expansion of renewable energies are now firmly This will all considerably strengthen the accep- fixed in the public mind in the light of continuing tance of electromobility. Although the expansion climate change and the nuclear reactor disaster of the proportion of renewable energy sources in Fukushima, Japan. Electromobility is an intelli- in the power mix is basically the job of the energy gent way of supporting this development. providers, the Volkswagen Group is well aware of

Funding measures for electromobility in selected markets

In recent years, a downright sprint has begun around the world in the race for technological leadership, innovation, and the expansion of an infrastructure in the field of electromobility. In China and the USA in particular, but also in France, there are opportunities of positioning their domestic industries right up front thanks to extensive subsidy programmes. Public funding in Germany, however, is fairly modest by interna tional comparison, although it is increasing.

Research and development funding Investment subsidies Purchasing incentives

Country Research Development Infrastructure Guaranteed Favourable Direct Tax Purchase price Non-monetary funding subsidies funding fleet purchases loans investment relief reductions/ incentives (charging stations) funding favourable leasing offers

Germany – –

USA

China –

France –

Austria – – – –

Belgium – – – – – – –

Japan – – – –

extensive funding minor funding – no subsidies known COMMENT 111

olaf tschimpke “Demonstrating what is technically feasible”

Carmakers – and environmental conservation- makes further increases in the efficiency of the TSI, ists – are also only human. They don’t like noise, TDI and EcoFuel all the more important. This activ- and need clean air and a stable climate – in other ity has already begun: within only a few years, the words, a healthy, intact environment. The chal- Golf and Passat models for instance have improved lenges on the way to achieving this are enormous: their fuel consumption by more than 30 per cent by climate scientists, as well as the German govern- the implementation of relatively simple measures. ment, are convinced that industrial countries such Those of us at NABU have always believed in the rap- as ours will have to slash their CO2 emissions by at idly exploitable potential, and had faith in the abili- least 80 per cent before 2050. And given the many ties of the engineers and subcontractors. unknowns in the complex climate system, it would be even better to aim at complete decarbonisation. One disappointing aspect though is that without the Better safe than sorry! directives issued by the EU, many of these improvements would never have come about as quickly or Volkswagen has a major responsibility in achiev- as comprehensively. The frequently lauded market ing these climate targets. Many years ago, with forces have so far completely failed to produce any the consumption-optimised 3-litre Lupo, and the change in this direction. And many customers who Audi A2, they were able to demonstrate what is tech- appear only to happy to hit the road in fast, heavy Olaf Tschimpke has been President of NABU, Germany’s nically feasible. But as in the case of many others and possibly still four-wheel-driven juggernauts, largest nature conservation who were ahead of their times, the front runners in and are still doing so, have shaped the market even and environmental society, since 2003 the Volkswagen Group had to wait a long time for though they mostly drive alone and almost never buyers for these products. The times and petrol pric- venture on surfaces other than smooth paved roads. es have now changed: everyone is becoming aware that simply “continuing as before” is no longer an The car industry has focused for a very long time on option. Without the extensive optimisation of drives more performance, and has never tired of announc- and fuels, motorised individual mobility is no longer ing that this can be achieved hand-in-hand with viable in the light of the current growth of the world’s more efficiency. Of course, both can be achieved at population. the same time, but the environment and the climate benefit much more if boosting performance is dis- A great deal of rethinking will have to be done. Elec- pensed with altogether. This is now vital. tromobility therefore offers significant opportunities. We are unanimous that the coupling of electric It is therefore all the more remarkable that the most cars to renewable electricity is a precondition for efficient version of the new Passat has not been en- the environmental justification of this new technol- dowed with any extra horse power. And can any- ogy. Electric cars though will not be able to solve all body really claim that 105 hp is an unacceptable of the problems arising from road traffic, especially imposition? We will motivate Volkswagen further as since even the most optimistic scenarios for 2020 still it pursues its path to become the most ecological car- predict that 99 out of 100 cars on the road will still maker in the world, and will be an uncomfortable be powered by internal combustion engines. This observer when necessary. 112 Volkswagen AND ELECTROMOBILITY INTERVIEW

Interview with Dr. Rudolf Krebs : “Reinventing individual mobility”

Dr. Krebs, what is the crucial advantage have to think beyond the car door and see the E- of the electric car? vehicle in its overall context – all the way to its inter- The E-vehicle is the only means of transport with action with other means of transport. the potential to drive without any local or global Who will be able to afford an expensive emissions. Not so long ago, sustainable mobility battery electric vehicle? Dr. Rudolf Krebs was nothing much more than a pipe dream. The Volkswagen has repeatedly succeeded in making Chief Representative of Volkswagen Aktiengesellschaft E-vehicle brings it tangibly close, but only if the top technology available at affordable prices – and Group Chief Officer for power used to charge it up comes from renewable and we will do so again. The key to success is our Electric Traction sources. But the framework for this to happen has modular and multi-brand strategy. We plan to now been put into place. Just six hours of sunshine build a hybrid and an electric module which can in the earth’s deserts would be enough to supply the be flexibly integrated within the vehicle platforms of population of the world for one year. all of the Group brands, to produce scale effects for How big is the challenge for the the benefit of our customers. automotive industry? The sales forecasts seem rather modest though. The electric car undoubtedly represents a funda- The numbers will rise – not only because of the fall- mental technological change of a kind never seen ing production costs, but also because of the con- before in the history of car making. The challenge we tinuously rising range that can be achieved thanks face here is nothing less than reinventing individual to improved battery technology. And also because of mobility. An enormous challenge for the carmakers. the transport policy of the local authorities. And obvi- Why is it such a problem? ously because of rising petrol and diesel prices. Driv- A new motor, a larger battery… ing with electricity is already much cheaper today, Far from it. All of the technologies, even the air con- and the difference will grow further (» Diagram). ditioning, have to be modified. And not only that: E- The start will be made by second-car users, followed mobility affects the whole company in every aspect by commuters and inhabitants of large cities who all the way to the production processes and sales & already take advantage of the good connections to marketing models. More than ever in the past, we the long-distance public transport systems for longer journeys. The E-vehicle is also very attractive for fleet customers because it is particularly economical. Comparison between purchasing and energy costs The E-car is undoubtedly sensible – but is it also emotional? I can guarantee you that it is great fun to climb Purchasing costs* Energy costs* into a modern cockpit and drive almost sound- Battery electric vehicle Electricity lessly and extremely dynamically – and still have a warm feeling of doing something to protect the environment. Diesel car Diesel

*Using the Golf, Germany, as an example facts 113

Volkswagen and electromobility: The ten most important facts

The electric car is the biggest revolu- The Volkswagen Group is bang up to 1 6 tion in the history of the automotive date in terms of E-mobility, and has the industry. The chances are looking good that it really ambition to become the world market leader by 2018. will become the standard for sustainable mobility in the 21st century. The activities of the National Electro- 7 mobility Platform should flow com- However, the glowing promises by pletely into the development of battery (and not hy- 2 some that the E-car is completely drogen) powered electric vehicles. This is the only way ready for mass production tomorrow must be dis- of achieving the German government’s goal of put- credited as illusory, and as neither economically nor ting one million E-cars onto German roads by 2020. environmentally helpful. Volkswagen sees the E-vehicle as 8 To accelerate its breakthrough onto an important contribution to solv- 3 the market, electric cars should be ing the urgent problems of climate change, resource exclusively recharged with renewable power. It is shortages and urbanisation – in particular in (Asian) now up to the energy providers to create the neces- emerging countries. sary framework as quickly as possible. Volkswagen is also aware of its responsibility and will itself push Electromobility embodies a large part 9 ahead with the expansion of hydroelectric, wind and of the future economic and techno- solar power. logical activities in Germany. Politicians, science and the energy industry must establish the proper frame- The E-drives and the internal com- work now to enable Germany and the EU to move into 4 bustion engine will co-exist in the the overtaking lane. short term, as well as in the medium to long term. The diversity of the product spectrum will grow in line Despite their smaller ranges, elec- 10 with the step-wise electrification of the drive train. tric vehicles are not austere cars, because they get across a fascinating feeling of mobile The electric car will acquire com- autonomy. 5 pletely new functions and become integrated intelligently in its environment and the public infrastructure. This will also affect the sales & marketing and business models of the carmakers. The Volkswagen Group sees this revolution as an opportunity, and has been working on intelligent concepts for a long time already. 114 Volkswagen AND ELECTROMOBILITY

Glossary

BEV = Battery Electric Vehicle, a vehicle starch; the 2nd generation biofuels in- gies and products which help save fuel and which is powered exclusively by battery clude bio natural gas (bio methane), cellu- reduce toxic emissions: the technologies power. lose ethanol, BtL fuels (biomass-to-liquid, include e.g. » Recuperation, » Start-Stop

synthetic biofuels) as well as bio hydrogen. system, and NOx exhaust post treatment, BiFuel = Volkswagen label for vehicles Unlike the 1st generation biofuels which » P. 17 BlueTDI. which can drive on either Autogas (LPG) or require large volumes of fossil fuels in their petrol – also labelled bivalent vehicles. production processes, the 2nd generation BlueTDI = New concept behind the TDI die-

biofuels have a much better overall CO2 sel technology which reduces nitric oxides

Biofuels = Liquid or gaseous fuels made balance. (NOx) by approx. 90 per cent. This enables from biomass produced by agriculture or vehicles to satisfy the Euro-6 exhaust gas forestry, or from commercial and domestic Blue-e-Motion = The label used by limits. A differentiation is made between residuals, and used to power an internal Volkswagen for its first pure electric test fleet. two technologies: NOx storage catalyst and combustion engine. They are used in the SCR cat (selective catalytic reduction) com- form of pure fuels and as additives mixed in BlueMotion = Product label highlighting bined with the ureic acid solution AdBlue. to fossil fuels. A general distinction is made the most fuel economical model of each se- between 1st generation and 2nd genera- ries in the Volkswagen brand. CO2 = Carbon dioxide, a colourless and tion biofuels. The 1st generation biofuels odourless gas produced by combustion pro- include vegetable oils, vegetable oil methyl BlueMotion Technology = Umbrella cesses. CO2 is the main cause of the green- esters, and ethanol made from sugar and brand and label for efficiency technolo- house effect and climate change. The CO2 Glossary 115

proportion of greenhouse gas emissions in e-concept = An Audi efficiency label analo hours, fast charging can be completed with- 2007 alone was 88 per cent. gous to » BlueMotion, for Volkswagen in 20 – 30 minutes using specially config- brand cars. ured charging stations with 400 Volt heavy Car-to-Car communication = Direct ex- current. Around 80 per cent of the capacity change of data and information between ve- Electric car / E-car / E-vehicle = Cars which can be recharged in this way at the present hicles to enhance road safety and improve instead of being powered by fuel are ener- time. Another option in the long time is re- the flow of traffic. » P. 46 gised by electricity. When looked at more pre- charging electric vehicles wirelessly using cisely, the term is a general name for both the induction technology. Car-to-X communication = Communica- » Battery electric vehicle, as well as the » Fuel tion between vehicles and their environ- cell vehicle, depending on the different type Fuel cell = Galvanic cell which converts the ment with the aim of avoiding accidents and of energy storage. The term “electric car” is chemical reaction energy of a continuously traffic jams. » P. 57 almost always conventionally understood as fed-in fuel and an oxidation agent into elec- being the battery electric vehicle (» BEV). tric energy. A fuel cell is not an energy storage: conversion into electric power takes place di- Cycle strength = Number of charging and Electrification of the drive train = Suc- rectly, in other words not by the intermediate discharging cycles experienced by a battery cessive entry into use of electric motors as step of extracting thermal energy. The effi- before its capacity drops below a defined tomorrow’s alternative traction source. ciencies achieved so far exceed those of pet- percentage of the original capacity. It starts with the optimisation of conven- rol and diesel engines and match (or slightly tional internal combustion engines using exceed) those of modern gas turbines. Cylinder on Demand = Being able to switch » Recuperation (» Micro hybrid) through off a cylinder the development of various hybrid systems Fuel cell vehicle = Vehicle with electric (» Mild hybrid, » Full hybrid, » Plug-in hy- drive for which the electric energy is gener- Downsizing = Shrinking the volume of the brid, and the »Serial hybrid) all the way to ated by a fuel cell from either hydrogen or engine at the same time as boosting the spe- » BEV which is the ultimative objective. Cf. methanol as the energy carriers. cific power or the torque density, such as by Volkswagen E-roadmap » P. 52/53. turbocharging. Downsizing reduces fuel Full hybrid = Vehicles characterised by the consumption and exhaust emissions. Emissions = Expulsion of substances or ability to be driven with either of the two dif- types of energy into the environment. The ferent drives. In general, the internal com- Dual clutch gearbox (DSG) = Automatic main emissions from road traffic are car- bustion engine and the electric motor can gear shifting which uses two sub-gearboxes bon monoxide (CO), nitric oxides (NOx), sul- also be used in combination to power the for fully automatic gear changing without phur dioxide (SO2), hydrocarbons (HC) and vehicle. any palpable interruption in traction. » CO2. Diesel engines are also associated with emissions of particles (soot, dust). Green electricity = Also eco-electricity, EcoFuel = Volkswagen label for vehicles power that comes from renewable energy with natural gas drives (CNG = compressed e-tron = Label with which Audi will be sources or environmentally-compatible co- natural gas), such as in the Volkswagen launching its first pure battery electric vehi- generation power plants: physically indis- Passat TSI EcoFuel (» P. 20) cles onto the market in 2012. tinguishable from “grey” electricity.

Ecomotive = SEAT label for especially fuel- Fast charging = Unlike standard charging GreenLine = Label under which Škoda sells economical and environmentally-compati- which is usually done via a 220 Volt electric particularly low fuel consumption and envi- ble cars. socket and which can take up to four to eight ronmentally-compatible cars. 116 Volkswagen AND ELECTROMOBILITY

Hybrid electric vehicle (HEV) = Vehicles Memory effect = Capacity losses associ- Modular strategy = Volkswagen product which combine at least two drive concepts ated with some types of battery which have development and production concept in – one internal combustion engine and not been completely discharged before they which selected components can be used in one electric motor. The term hybrid can are recharged. It is assumed that the battery different model classes. The resulting syn- be interpreted in various ways because “recognises” the energy requirement so ergy potential is harnessed in various ways hybrids can be categorised either accord- that over a period of time, instead of making including cutting development and pro- ing to the technology (» Parallel, » Serial, » available the original full capacity, it only curement costs. Mixed hybrid) as well as according to the makes available the energy associated with degree of electrification (» Micro hybrid, the previous charging processes. Parallel hybrid = Internal combustion en- » Mild hybrid, » Full hybrid and » Plug- gine and electric motor are combined to in hybrid). Conventionally, however, the Micro hybrids = Not a real hybrid vehi- power the drive train. The power of each term hybrid is usually understood as the » cle in the strict sense, but only a further motor is transferred directly, unlike the » Full hybrid. development of the internal combustion Serial hybrid. engine. Micro hybrids save fuel using the Hydrogen » Fuel cell vehicle » Start-Stop automatic system or recover Peak oil = Point at which global oil produc- the energy created by braking (» Recupera- tion reaches its maximum and then declines Intermodal transport concept = Transport tion), and feed this energy back into the car every year. » P. 12 and traffic concepts involving all types of battery to relieve the generator. Because of transport which enable the easy switch from this partial electrification, however, they Plug-in hybrid (PHEV) = Plug-in hybrid air, bus and rail, electric vehicles, car shar- can be included amongst the broader defi- electric vehicle, vehicle with a combined in- ing services and bicycles. nition of » Hybrid vehicles. However, a mi- ternal combustion engine and electric mo- cro hybrid does not have an E-motor. tor, and whose battery can be charged up via Internal combustion engine = Engine a plug, unlike the » Full hybrid, whose bat- which derives its power from converting Mild hybrid = Vehicles whose electrical tery can only be charged up by » Recupera- chemical energy bound up in fuel into heat, components only account for a small pro- tion. Plug-in hybrids can also drive much and converting this heat into mechanical portion of the drive concept. They do, how- longer in pure electric mode. work. The conversion into heat is achieved ever, have an increased level of electrifica- by burning fuels which mainly consist of hy- tion compared to a » Micro hybrid because Post-lithium-ion battery = Successor tech- drocarbons. they have their own battery and E-motor. nology to today’s » Lithium-ion batteries. However, unlike a » Full hybrid, the mild Such as open systems, e.g. zinc-air batter- Lightweight construction = Construction hybrid cannot be driven by the electric mo- ies with much higher energy densities (> philosophy aimed at achieving maximum tor alone. This only backs up the internal 500 kWh), which may open up long distance weight savings. In addition to the drive sys- combustion engine. electromobility at some time in the future. tem, this is the most effective means of saving fuel and reducing emissions. Mixed hybrid = Marriage of the » Par- Range anxiety = Fear of the short reach of allel and » Serial hybrid. The internal the electric car and coming to a stop at the Lithium-ion battery = Battery with very combustion engine drives a generator to side of the road with no means of recharg- high energy density, thermal stability and provide energy to the electric motor or is ing the car in the vicinity. almost no » Memory effect. Volkswagen will connected directly to the drive. The car is use the lithium-ion battery as the energy automatically switched between these two Range extender (serial hybrid) = Addi- storage for all E-cars. states. tional engine suitable for extending the Glossary 117

range of electric vehicles beyond the range management by the customer. The aim is to in Volkswagen vehicles. The term encom- achievable from the installed battery alone. safeguard energy supplies by setting up an passes a range of turbo charging types, cylin- The most frequently used range extender is a efficient and reliable system. der capacities and future cylinder numbers small internal combustion engine known as and arrangements. With its TSI technology, an auxiliary power unit (APU), which powers Smart meter = Intelligent electricity meter Volkswagen has succeeded in building en- a generator which then tops up the battery installed in an E-car which can react to the gines which, by reducing fuel consumption, and supplies the electric motor. The internal signal from the power grid which informs it offer many advantages, as well as being desir- combustion engine therefore supplies pow- when recharging the car battery is particu- able because of their effortless power output. er indirectly, unlike the » Parallel hybrid. larly sensible or inexpensive. Vehicle-to-Grid = Concepts in which E-ve- Recuperation = Recovering the kinetic Start-Stop automatic = System for reducing hicle batteries are used as grid buffer stor- energy released during braking or during the fuel consumption of cars. The internal ages. When needed, energy is withdrawn overrun mode. In E-vehicles, this is usually combustion engine is stopped by the brak- from the fleet of electric vehicles and fed done by switching over the drive motor to ing force of the generator and shutting off the back into the grid. This can make sense generator mode and then feeding the elec- fuel lines when the car is rolling to a stop or in the context of effective load and storage tricity which is generated into the vehicle standing in a traffic jam. It restarts fully au- management with the aim of e.g. compen- battery, where it is stored for later use. For tomatically when the driver presses on the sating for fluctuations in the output of re- physical reasons, only part of the braking accelerator pedal or releases the brake. Fuel newable energy sources. See » P. 97 for the energy can be recuperated. saving potential particularly in urban traffic problems associated with Vehicle-to-Grid. characterised by many stops and starts. Roaming = Term taken from mobile phone Well-to-Tank = cf. » Well-to-Wheel systems referring to the ability of cell Tank-to-Wheel = cf. » Well-to-Wheel. phones to operate outside of their contract- Well-to-Wheel = Total energy consumption ed national mobile phone network, and TDI = Turbo Diesel Injection, Volkswagen and greenhouse gas emissions of a fuel associ- therefore make and receive calls abroad. brand for all diesel engines with direct in- ated with its production, transport and use. In Incoming and outgoing telephone calls or jection and turbo charging. the case of crude oil, this starts with the oil well data are handled by a local cell phone pro- and goes via the refinery, filling station net- vider and are billed by the phone owner’s Think Blue. = Volkswagen “Initiative for en- work and vehicle tank, before it can be used to own provider. E-mobility analogously re- vironmentally-compatible mobility and sus- power the vehicle. This analysis is divided into quires customer-friendly billing and roam- tainability. The name is a modification of the two steps: the well-to-tank path describes the ing models to enable easy recharging of slogan Think Small” which accompanied provision of the fuel, the tank-to-wheel path vehicle batteries independent of the local the success story of the Volkswagen Beetle in describes the use of the fuel in the vehicle. power provider and country. the 1960s. Unlike the strategy at the time of giving as many people as possible access to Zero-emissions vehicle = A vehicle (ZEV Serial hybrid » Range extender individual mobility, Think Blue. promotes for short) that emits no toxic gases during the transition to more environmentally- operations and satisfies the so-called zero- Smart grid = Intelligent power grid which compatible mobility and lifestyles. emissions limits. To count as a zero-emis- utilises modern information and communi- sions vehicle in the overall energy balance cations technology for purposes such as in- TSI = Designation of a type of engine which though, the electric power used to run the tegrating decentrally-generated energy, to encompasses all of the single and double vehicle must have been sourced from re- optimise load management, and for energy turbo charged direct injection petrol engines newable energies. 118 Volkswagen AND ELECTROMOBILITY

Imprint

Publisher: Volkswagen Aktiengesellschaft, Global Government Affairs Letterbox 011/18820, 38436 Wolfsburg, Germany, Tel. +49 (0)5361 9-0, Fax +49 (0)5361 9-20654 Responsible in the sense of the Press Act: Stephan Grühsem, General Representative and Head of Group Communications, External Relations and Investor Relations Project management: Dr. Thomas Steg, General Representative and Head of Global Government Affairs

Editor: Michael Scholing-Darby, Head of Political Communication, Global Government Affairs Concept, text: Christian Wiesel Design: KARMA Kommunikationsdesign, Wolfsburg, www.karma-web.de

Photos and illustrations: Volkswagen AG and their brands, Renewable Energy Agency (P. 23), Nabu (P. 111), Fotolia (P. 10/11,81 bottom, 105 top), Lennart Andresen (P. 56/57, 92/93), Siemens AG (P. 96 top), Thomas Heinze (P. 68), Sony (P. 30)

Printing: Multimedia Centre, Volkswagen Paper: Circlesilk Premium White, FSC recycl cred GFA-COC-001203, from 100 per cent recycled fibres

All details as at March 2012. Subject to modification, particularly with reference to the presented vehicles and their specifications. The Volkswagen Group, its brands and subsidiaries disclaim any liability for the non-fulfilment of future-oriented statements.

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Are you ready to electrify the world with us?

We are looking for engineers (m/f) for our electromobility division.

Volkswagen is recruiting engineers (m/f) who are keen on new technologies and who want to promote them with us to make the e-car accessible to everyone around the world. Find out more and apply! Visit www.volkswagen-karriere.de

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