Anniversary Issue 1/2011

Porsche Magazine

a

80 years of engineering services. Time to look back?

Anniversary Issue 1/2011

Porsche Engineering Magazine

Sure, but not for too long. The future is waiting. Impressum

About

At Porsche Engineering, engineers are of a premium manufacturer. Whether working on your behalf to come up with you need an automotive developer for new and unusual ideas for and your project or would prefer a specialist industrial products. At the request of systems developer, we offer both – be - our customers we develop a variety of cause Porsche Engineering works right solutions – ranging from the design of where these two areas meet. The exten - individual components and the layout of sive knowledge of Porsche Engi neering complex modules to the planning and converges in Weissach – and yet it is implementation of complete vehicles, glob ally available, including at your com - inclu ding production start-up manage - p any’s offices or production facili ties. ment. What makes our services special Regardless of where we work, we always is that they are based on the expertise bring a part of Porsche with us.

Impressum Porsche Engineering Magazine

Publisher Editor Porsche Engineering Group GmbH Frederic Damköhler

Address Design: Agentur Designwolf, Porsche Engineering Group GmbH Repro: Piltz Reproduktionen, Stuttgart Porschestraße Printing: Leibfarth&Schwarz, Dettingen/Erms 71287 Weissach, Translation: Übersetzungen, Stuttgart All rights reserved. No part of this publication may be reprodu- Tel. +49711 911- 8 88 88 ced without the prior permission of the publisher. We cannot Fax +49711 911- 8 89 99 guarantee that unrequested photos, slides, videos or manus- cripts will be returned. E-mail: [email protected] Porsche Engineering is a 100% subsidiary of Dr. Ing. h.c. F. Website: www.porsche-engineering.com Porsche AG.

4 Porsche Engineering Magazine 1/2011 Editorial

Dear Readers,

For more than 80 years, the name Porsche has stood for engineering services with the highest standards of quality and levels of innovation. We develop solutions that help our customers to move forward and are always dedicated to meeting the challenges of tomorrow.

Ferdinand Porsche was also always look - Intelligent thermal management also plays ing ahead: he developed the first func - an important role in electromobility. The tioning hybrid automobile in the world engineers at Porsche Engineering have way back in 1900. With the founding of thus developed new technologies to his engineering office in 1931, Ferdinand achieve optimum temperatures using Porsche also made his creativity and his only the available battery capacity. engineering expertise available to exter - nal clients. We are honored to continue The increasing use of electricity to this tradition. power vehicles is evident in numerous other areas of mobility, whether it is Come with us on a journey through our battery-operated watersports equip ment history and discover the milestones of or all-terrain hybrid mountain bikes. The our customer projects. But let’s not current pinnacle of this development is remain in the past for too long, be cause the Panamera S Hybrid, which marries the future is waiting. Everyone is talking efficiency, sportiness and ele - about electromobility. We will show you gance like no other vehicle. our contribution to this exciting deve l - op ment. As you can see, our ideas reach far into the future. We look forward to every new For example with the results from the challenge to master. Boxster E research project, a fully elec - trically powered Porsche Boxster, which We hope you enjoy the anniversary issue marks a new chapter in Porsche Intelli - of our magazine. gent Performance and for which we developed, constructed, and tested the Yours, Malte Radmann and Dirk Lappe high-voltage battery among other things. Managing Directors Porsche Engineering

Porsche Engineering Magazine 1/2011 5 Contents

Contents

News 8 About Porsche Engineering 4 Impressum 4 ANNIVERSARY Editorial 5

Pioneering performance for 80 years Porsche Engineering 10

Innovation as a tradition An interview with the Managing Directors of Porsche Engineering 22 Cover

ELECTROMOBILITY had been working on electro- mobility long before 1942, when the cover photo Intelligent ways to innovative performance was taken – what would he have had to say The Boxster E research project 26 about the Boxster E?

Thermal management New thermodynamic solutions for electro mobility 34

Mobility goes electric The Porsche Hybrid RS mountain bike and the Seabob 37

The Panamera S Hybrid The Porsche Gran Turismo sets a new benchmark for its class 40

6 Porsche Engineering Magazine 1/2011 Contents 10

History

Over many decades, Porsche Engi- neering has built up a reputation as an excellent and multi-faceted engi- neering service provider

26

Research

Cutting-edge research for electro- mobility: the Boxster E research vehicle, for which Porsche Engi- neering developed, constructed and tested the high-voltage battery

34

Development

Innovative thermodynamic solutions for the challenges of electromobility 22

Interview

The Managing Directors of Porsche Engineering discuss the tradition and future of the engineering service provider

Porsche Engineering Magazine 1/2011 7 News

Porsche Museum special exhibition

For the Porsche Museum in Stuttgart- The Porsche Museum is open Tuesday For further information please visit: Zuffenhausen, the 80th anniversary of to Sunday from 9:00 a.m. to 6:00 p.m. www.porsche.com/museum engineering services by Porsche, which was founded way back in 1931, is one of the central themes of 2011. From June 21 to September 11, 2011, the special exhibition “80 Years of engineering services by Porsche” is paying tribute to the most important and interesting customer projects of the past eight de- cades. On display are ap proxi mately 20 special exhibits extending from the de - velopment of entire vehicles via engi- nes and transmissions to remarkable in dus trial projects of the present day. The ten vehicles on display engineered by Porsche include a 1931 vintage Wan - derer , the legendary Grand Prix racing car and the Sport Quattro S1. The Porsche Museum in Stuttgart-Zuffenhausen

NEWS The office moves into a new building

Just in time for the 10 year anniversary of Porsche Engineering s.r.o., Prague, the engineers at the Czech subsidiary are moving into their new offices. The Prague office specializes in complex technical calculations and simulations. This involves using all the latest de - velopments and methods from current research. For this reason, Porsche Engineering has been working closely with the Technical University in Prague for a number of successful years.

8 Porsche Engineering Magazine 1/2011 News

Scania relies on Porsche Engineering

The Swedish commercial vehicle manu- facturer Scania is developing a new gen - eration of cabs with Porsche En - gineering. “In Porsche Engineering, we have found a partner that shares Scania’s values and views on development and production. We will develop a cab frame together that is optimized for Scania’s requirements on styling and functionality, as well as for rational production,” says Per Hallberg, Executive Vice President and Head of Research and Development, Purchasing at Scania.

Stay cool Historical edition

The Porsche Classic Cooler is the per- The Porsche Museum is also highlighting fect synthesis of technology and design. 80 years of the history of Porsche Engi- A genuine Porsche original. The exclusive neering with a further publication in the bottle cooler was developed as part of a series “Porsche Museum Editions.” The young talent development program by ten publication includes approximately 200 young engineers at Porsche Engineering pages of the most interesting customer for the Driver’s Selection. projects from the last 80 years. Numer - ous photographs, drawings and docu- The design language of the Porsche ments from the Porsche archive collec- Classic Cooler is defined by the use of tion provide a real insight into the work an original ribbed cylinder and therefore of Porsche engineers — material which is emanates the simple and pure design of normally strictly labeled “top secret”. the early air-cooled . The participants in the program were in- The book is available for 14.90 Euro in volved in the entire development pro- the museum shop and in retail stores. cess for the bottle cooler – from the very first idea to the finished product.

The Porsche Classic Cooler is Selection Shops and online: available in Porsche Design Driver’s www.porsche.com/shop

Porsche Engineering Magazine 1/2011 9 Anniversary History Pioneering performance for 80 years – Porsche Engineering

ON APRIL 25, 1931, FERDINAND PORSCHE FOUNDED AN ENGINEERING OFFICE UNDER THE NAME OF “DR. ING. H.C. F. PORSCHE GESELLSCHAFT MIT BESCHRÄNKTER HAFTUNG, KONSTRUKTION UND BERATUNG FÜR MOTOREN- UND FAHRZEUGBAU” IN STUTTGART. TODAY ENGINEERING SERVICES BY PORSCHE OPERATES UNDER THE NAME PORSCHE ENGINEERING AND HAS DEVELOPED PROJECTS FOR AUTOMOBILE MANU- FACTURERS, SUPPLIERS AND OTHER INDUSTRIAL COMPANIES FROM ALL OVER THE WORLD FOR MORE THAN 80 YEARS. Anniversary History

80 years of engineering services by Porsche

Dr. Ing. h.c. F. Porsche AG, Stuttgart, has been the leading manufacturer of premium sports for more than six decades. This success story of Porsche AG is however also based on decades of development experience, stretching far beyond just building sports cars. Over many decades, Porsche has built up a reputation as one of the best known and multi-faceted engineering service providers in the world.

1950, Prof. Ferdinand Porsche (third from left) and (second from left) examining an engineering drawing in their office

The engineering services company Ferdinand Porsche, sation at the Paris World Exhibition in Porsche Engineering Group GmbH has the automotive designer 1900. No less visionary was Ferdinand its roots in the oldest Porsche AG compa- Porsche’s next idea: again in 1900 he ny. On April 25, 1931, Ferdinand Porsche The name Porsche has been associ - combined his battery-powered wheel registered a design bureau named “Dr. ated with pioneering innovations in auto - hub drive with a – the Ing. h.c. F. Porsche Gesellschaft mit be- motive engineering since the beginning principle of the serial hybrid drive had schränkter Haftung, Konstruktion und Be- of the last century. Ferdinand Porsche been born. ratung für Motoren- und Fahrzeugbau” had already been busy de s igning and in Stuttgart. At that time, the company developing his first cars as far back as With the first functional, full hybrid car founder, Ferdinand Porsche, had already 1896. The first fruit of this endeavor in the world, the “Semper Vivus” (“al- built up more than 30 years of experi - was an known as the ways alive”), Ferdinand Porsche had ence working successfully for the leading “Lohner-Porsche” driven by steer ed entered uncharted territory in terms of automobile manufacturers of his time. wheel hub motors that caused a sen - tech nol ogy. In this vehicle, two genera-

12 Porsche Engineering Magazine 1/2011 Anniversary History

Left: 1900, an original sketch of the Lohner-Porsche

Below: 1900, the Lohner-Porsche electric car at the Paris World Exhibition

tors twinned with petrol formed This was followed in 1906 by the next which the Austro-Daimler works team a single charging unit, simultaneously step in Ferdinand Porsche’s career. At won the first three places in the 1910 supplying electricity to wheel hub motors the tender age of only 31 he landed the running of the highly regarded Prinz and batteries. position of Technical Director at Austro Heinrich Race. In the guise of the Austro- Daimler in , putting him Daimler “Sascha”, he developed a small As a full hybrid concept, the “Semper in charge of the products of one of Eu - car which prevailed against its larger Vivus” was also able to cover longer dis - r ope’s leading automotive companies. dis placement competitors in the 1922 tances purely on battery power until the One of the greatest successes of this era , notching up no fewer than combustion engine had to be engaged was the so-called “Prinz-Heinrich Car”, in 43 racing victories in total. as a charging station. To save weight and create space for a petrol engine, Ferdinand Porsche used a compara- ti ve ly small battery in the “Semper Vivus” with only 44 cells. In the middle of the vehicle he installed two water cooled 3.5 hp (2.6 kW) DeDion Bouton petrol engines for generating electricity, driv - ing two generators, each producing 2.5 hp (1.84 kW). Both engines oper - ated independently of one another, each delivering 20 amps with a voltage of 90 volts. Starting as far back as 1901 as the Lohner-Porsche “Mixte” and from 1906 onward as the “Mercedes Electrique”, Ferdinand Porsche brought his hybrid drive to series production. 1922, the Austro-Daimler “Sascha” Type ADSR-I at the Ries Race in Graz in Styria,

Porsche Engineering Magazine 1/2011 13 Anniversary History

In 1923 Ferdinand Porsche moved to the Daimler engine company in Stuttgart- Untertürkheim as Technical Director. There, in addition to the Type 8/38 mid- sized model and the first eight-cylinder engine Mercedes-Benz, the “Nürburg” Type 460, it was first and foremost the supercharged sports and racing cars that further consolidated his worldwide reputation as an automotive designer. In January 1929 he left Daimler-Benz AG. Following a short interlude at the Austrian Steyr plant, he returned to Stuttgart at the end of 1930 and opened an engineering office. 1927, the Mercedes Benz Type S at a tribute to Otto Merz on the occasion of his winning the German The founding of Grand Prix Porsche’s engineering office As early as 1931, Porsche designed a and used in international automotive On April 25, 1931, at the height of the six-cylinder average mid-size saloon for manufacturing over many decades is also world economic crisis, “Dr. Ing. h.c. F. the car manufacturer held to be a milestone in automotive Porsche Gesellschaft mit beschränkter as well as a new in-line eight-cylinder history. Haftung, Konstruktion und Beratung für engine. In addition, the engineering of- Motoren- und Fahrzeugbau” was entered f ice developed a small car for Zündapp In the spring of 1933, Ferdinand Porsche into the commercial register in Stutt- GmbH, which with its rear-engine, rigid was commissioned by Auto Union in gart. The work of the team under Ferdi- tubular backbone and transmis- to develop a 16-cylinder rac ing nand Porsche, initially comprising twelve sion mounted forward of the rear axle car according to the new 750 kilogram people, covered the entire scope of was to prove to be decisive for the Volks - (approximately 1653 pounds) rac ing for - automotive engineering from the very wagen that came later. The torsion bar mula. By January 1934, the Auto Union beginning. suspension patented on August 10, 1931 P racing car (P for Porsche) had already

1931, the patented Porsche 1933, the Porsche Type 7 for Wanderer, the first Porsche customer project (Porsche Type 17)

14 Porsche Engineering Magazine 1/2011 Anniversary History

Lohner Porsche The recreation of the “Semper Vivus”

In November 2007, the Porsche Museum decided to under - cations nor other helpful drawings are extant, experts had to take one of the most interesting and challenging projects in instead create technical drawings and calculation tables the its history: the faithful reconstruction of the Lohner-Porsche old-fashioned way, by hand on graph paper. Additionally, “Semper Vivus” from 1900. The construction of the first hy- existing photos and drawings were painstakingly studied and brid automobile in the world was still a huge challenge for all meticulously measured. As no functioning wheel hub motor those involved in the project, even 100 years after its inven- still exists, technical details such as driving performance and tion. The aim was not only to recreate a car that looked exactly range had to be calculated and figured out from scratch. like the original down to the finest detail, but also one with exactly the same driving performance. The Porsche Museum When selecting materials, the bodywork specialist Drescher contracted the mechanical work to an expert team under the looked to coaches and carriages from the beginning of the bodywork specialist Hubert Drescher. Along with numerous 19th century for inspiration. This also required the support of other racing car projects, the aluminum body of the Porsche experienced suppliers, who have solid expertise in the manu- Type 64 exhibited in the museum also originates from Dre- facture of unusual materials. The fully functioning replica of scher’s workshop in Hinterzarten. the “Semper Vivus” does not just consist of re-manufactured parts however: original combustion engines, which function Before work could be started, extensive research had to be as generators, were found and incorporated into the recon- carried out in various archives all over . Finally, a hand- struction. ful of black and white photographs and an original technical drawing provided the basis to start work. Just as Ferdinand The highly impressive result of the restoration of the “Semper Porsche had once worked, the reconstruction of the “Semper Vivus” was on show at the world premiere of the Porsche Pana - Vivus” began first of all on paper. As neither technical specifi- mera S Hybrid at the International Motor Show in Geneva.

Hubert Drescher restoring the “Semper Vivus” and in the car on the Porsche “skid pad” in Weissach

Porsche Engineering Magazine 1/2011 15 Anniversary History

set three world records and won three international Grand Prix races in addit ion to several hill climb races. Between 1934 and 1939, with drivers such as Bernd Ro- semeyer, Hans Stuck and , the constantly refined Auto Union racing car became one of the most successful pre-war era racing cars. Its mid-engine technical design proved to be a trendset- ter for all modern racing cars and is used to this very day in .

Pioneering developments

In addition to developing racing cars, since 1933 the engineering office had been equally hard at work on the design of a low-cost, small car commissioned by the NSU works. When Ferdinand Porsche began work on designing the Type 32 1937, the Auto Union P racing car on the Nürburgring (Type 22) , this was already the sev - enth small car design of his career. A number of prototypes of this vehicle type were built, which with the air-cool ed, flat-four, rear-mounted engine and Por- sche torsion bar suspension ex hibit ed dis tinct similarities with the later Volks- wagen Beetle.

The “Memorandum on the construction of a German people’s car” () that he presented to the Reich Transport Ministry on January 17, 1943 was to prove critical to the breakthrough of the small 1934, the prototype built for the NSU (Type 32) in front of the Porsche engineering office in Kronenstrasse 24 car concept. Shortly thereafter, on June 22, 1934, he received the official order Alongside the Volkswagen project, the ver arrows” between 1937 and 1939 as from the RDA, the “Reichsverband der Porsche engineering office, located in the well as the design of the Type 80 high- Deutschen Automobilindustrie” (German Zuffenhausen district of Stuttgart since speed car for an attempt on the land Reich Automobile Industry Association) 1938, was working on numerous other speed record. to design and build the Volkswagen Type development contracts from the automo- 60 and Volkswagen prototypes, which tive industry. For Daimler-Benz AG, work In 1938, the Volkswagen works awarded were assembled in the garage of his Por- included the development of technical the Porsche engineering office the con- sche villa in the north of Stuttgart in 1935. engine components for the Mercedes “sil- tract to develop a racing car based on

16 Porsche Engineering Magazine 1/2011 Anniversary History

the Volkswagen Type 60, which was to take its place on the grid for a planned long distance race from to Rome as a promotional event for the “KdF” car (“Strength through Joy” car). By the spring of 1939, the Porsche engineers had developed three coupés under the in-house designations Type 64 and Type 60K10, for the “Non-stop speed endurance test” scheduled for September, which however never took place because of the outbreak of the Second World War. With a sleek, stream- 1941, a tropical delivery vehicle based on the Type 82 lined aluminum body, shrouded wheel wells and a modified VW horizontally “VW Kastenwagen” the company, trad - New beginning with engineering opposed engine, the record-breaking ing as Porsche KG since the end of services and sports car construction car, weighing a mere 600 kilograms 1937, developed the “KdF off- (approximately 1,322 pounds), reached vehicle”, the Type 82, known as the The most important customer in the a speed of over 140 km/h (87 mph). “VW Kübelwagen” and the all-wheel drive early post-war years was the Italian Type 87 and Type 166 “VW Schwimm - company , whose car enthusiast The Second World War wagen” amphibious vehicle. A commis- owner Piero Dusio awarded numerous sion then came from the Armaments design contracts at the end of 1946. After the outbreak of the Second World Ministry to design and build military Besides a tractor and a water tur b ine, War, other types of vehicles were devel - between 1939–1942. It resulted Dusio also ordered a mid-engine sports op ed on the basis of the Volkswagen for in two prototypes, however the tanks car with hydraulic converter and military use. In addition to the Type 81 never saw military action. a Grand Prix racing car. The result was

1938/39, the Type 64 is considered the forefather of all Porsche sports cars

Porsche Engineering Magazine 1/2011 17 Anniversary History

Left: 1948, technically ahead of its time: the Porsche Type 360 “Cisitalia” Above: 1948, the 356 No. 1 the Type 360 “Cisitalia” completed in In July 1947, independent design work From the engineering office to the 1948, which was technically far ahead of began on the Type 356 “VW sports Weissach Development Center its time. Unlike the front-engine Formula car”. The design concepts became real - One racing cars of the post-war years, ity in the first half of 1948 as a prototype Despite the successful entry into vehicle which usually still featured rigid axles, under the in-house design number 356, ma nufacturing, customer projects re - the Type 360 was designed with a mid- based on earlier designs such as the main ed a firm fixture in the then Porsche engine layout. The suspension featured Volkswagen or the Type 64 “Berlin-Rome KG’s service portfolio. The most impor- double trailing arms on the front axle, the car”. Once the chassis had completed tant client right into the 1970s was rear axle being configured as a double- its maiden drive in February, the fin- Volkswagen AG, with whom an extensive joint swing axle with torsion bar suspen - ish ed prototype with the chassis num- coop eration agreement had been made. s ion. The drive train of the single-seater ber 356-001 received one-off approval Numerous detailed improvements were was a 385hp (283 kW) 12-cylinder en - by the State Government of devised for the VW “Beetle”. Porsche was gine with compressor, achieving a maxi- on June 8, 1948. The Porsche sports also involved in developing the succes- mum engine speed of 10,600 rpm. car brand had been born. sor models for the successful “Beetle”. The Stuttgart-based company devel - op ed numerous prototypes on behalf of the , which were to prove groundbreaking for the VW’s passenger vehicle product portfolio. The best-known customer pro jects were the VW unveiled in the autumn of 1969 and the built in response to Volkswagen development contract EA 425.

In addition to the numerous orders 1958, developments for Volkswagen: the Type 60, Type 728, Type 726/1 and Type 726/2 (from left to right) from the Volkswagen Group, Porsche’s

18 Porsche Engineering Magazine 1/2011 Anniversary History

1969, the VW-Porsche 914 1970, the construction of the first development center building in Weissach engineering services developed numer - center and a wealth of engine test rigs tion was particularly economical, which ous other pioneering innovations for do - were built and made avai l able for cus - critically influenced racing strategy. mestic and foreign clients in the 1950s tomer projects and in-house develop- and 1960s. Porsche developed the am- ments alike. AvtoVAZ, the largest passenger vehicle phibious all-wheel-drive Type 597 Jagd- manufacturer in Russia and Eastern wagen vehicle in response to a Bundes- For example, in the 1980s, the engineers Eu r ope, also relied on the technical exper- wehr invitation to tender. Although the at Weissach developed the “TAG Turbo tise of Porsche’s engineering services. Porsche Jagdwagen proved to be techni- made by Porsche” engine for the British The Weissach engineers were assigned cally superior, the contract was award ed McLaren International racing team, with with revising the five- Lada Samara to car and manufacturer DKW the aim of causing a sensation at the in order to achieve a competitive price for labor market reasons. very pinnacle of motor sport. The secret and the necessary sturdiness for road of the Formula One high-performance conditions in the Soviet Union. With the In 1961, Ferry Porsche laid the founda- engine’s success lay in marrying turbo- exception of the styling, nearly all as- tion stone for Porsche’s research and charger technology with an electronic semblies such as the motor, transmis- development center in Weissach, ap- engine management system. As a conse- sion, chassis, body, acoustics and elec- pro xi mately 25 kilometers (15.5 miles) quence, the racing car’s fuel consump- tronics were optimized or redeveloped. north west of Zuffenhausen in Stuttgart. He had already had a so-called “skid pad” built there 10 years earlier, which had been used ever since for conduct - ing suspension tests. In 1971, Porsche’s development division with its construc- tion, tes ting and design departments relocated to the newly constructed de- 1983, the velopment center in Weissach. Alongside Formula 1 engine, the “skid pad”, a large test track as well the “TAG Turbo made by Porsche” as high-spec installations such as a wind for the McLaren tunnel, crash facility, emissions testing racing team

Porsche Engineering Magazine 1/2011 19 Anniversary History

Industrial projects

Being innovative has a long tradition at Porsche Engineering. For example, Porsche designed the cockpit layout for widebody aircraft in cooperation with aircraft maker Airbus in the early 1980s, and set the trend through the use of monitors instead of conventional analog instruments. The project’s goal was to noticeably improve working conditions for pilots by optimizing the visual design of the cockpit.

A milestone in the development of ve- Above: 1981, the Airbus cockpit; below right: 1990, the Mercedes 500 E hicles for industry was the beginning of a cooperation with Linde Material Hand- Series development and ling, which continues successfully to this production very day. Having already designed slew - ing gears and chain drives for Linde, in From the late 1980s and early 1990s the early 1980s the sports car manufac- onwards, Porsche’s engineering ser - turer Porsche was retained to design a vices team worked for Daimler-Benz AG new generation of forklift . Porsche on the design and test aspects of a styling for Linde’s products has since W 124 series saloon fitted with the 5 liter, be come a multiple award-winning trade- V8 four-valve M 119 engine. With the the assembly of the body shell and final mark. For instance, Linde forklifts have four-speed fit- assembly took place at Porsche’s Zuffen- just recently once again received the ted as standard, the Mercedes-Benz hausen works. The Dai mler-Benz works coveted “red dot award for product 500 E reached the 100 km/h mark (62 in were responsible for the design” from the prestigious North Rhine mph) in only 5.9 seconds, with the top paint finish and delivery. Production of Westphalia Design Center: the electric speed electronically limited to 250 km/h the Mercedes-Benz 500 E started up in counterbalance E20-E50 forklifts earn ed (156 mph). In the process, the contract the spring of 1990. this distinction in 2011 and therefore far exceeded the usual development ac- continue the award-winning tradition tivities. Series production together with Porsche’s department for engineering which includes over 20 design awards services also entered into a joint venture since the beginning of the cooperation Award-winning design since the 1980s: the Linde with Audi to develop a high-performance E25 forklift, which received the red dot award in 2011 between Porsche Engineering and Linde. version of a series vehicle. The high- For Linde Material Handling, product performance sport , the design has become an integral part of Audi Avant RS2, unveiled in the autumn the “Linde” brand and a clear compe ti - of 1993, came into being in Weissach as tive advantage. In addition to design, the 315 hp variant of the all-wheel drive Porsche Engineering also assists Linde Audi Avant S2. This borrowed numer ous Material Handling with other develop- Porsche components, such as for ex - ment projects. ample wheel hubs, high-performance

20 Porsche Engineering Magazine 1/2011 Anniversary History

brakes and rims. Exterior parts such as Nowadays, all development projects for fog lights and indicators as well as the customers worldwide are managed by exterior mirrors also came from the the Porsche Engineering Group GmbH Porsche 911 of the then current 993 (PEG) founded in 2001 with headquar- model series. The Audi Avant RS2 was t ers in Weissach. By networking all of built at Porsche’s Zuffenhausen works the Porsche Engineering locations in between October 1993 and July 1994. Germany and abroad, and sharing infor- On the road since 2002: the 115 hp V2 engine for the “V-Rod” by Harley-Davidson mation closely between project teams, Design study PEG offers interface competency and Today, as in the past, Porsche Engineering lat eral thinking, ensuring that customer At the Beijing International is grappling with the engineering chal - projects are delivered consistently and Congress, Porsche presented the C88 lenges of the future. Be it the solid exper - productively, and without any hitches. study in November 1994, which was tise in the area of electromobility that developed especially for the Chinese Porsche Engineering displayed in the The combined expertise of Porsche En- market. The automobile constructed Boxster E research project in 2011 or in gineering’s engineers and the compre- under the project name C88 catered to the development of the Seabob series hensive resources at the Weissach Deve- the needs of Chinese customers and production sports watercraft in 2007, ex- lopment Center’s disposal form the basis was designed in three versions: in addi- perience in the lightweight construction of its innovative services with the high - tion to an extremely affordable, two- and downsizing, but also thinking outside est quality standards. But the public door version, a standard and four-door the box with the development of a pre- only gets to see the tip of the iceberg. luxury version were also mium outdoor barbecue in 2008 – Thanks to extremely strict confiden - planned. The development goals also Porsche engineers dedicate themselves tiality, Porsche Engineering protects its accounted for simple manufacturing to each project with the same commit- cus tomers’ product strategies and brand methods, a high quality standard and ment to ultimate quality, innovative identities with the greatest care at all high level of vehicle safety. designs and customized solutions. times. Only very few projects are known of, and only with the customers’ explicit Into the future with tradition and consent. Because Porsche Engineering innovation only succeeds if a customer returns. This maxim prevails to this day – as it has for In 2001, under the development name more than 80 years. “Revolution Engine”, Porsche Engineer - ing started work as a development Want to find out even more? Discover partner on developing a new V2 engine exciting developments from 80 years of for the American motorbike manufac- engineering services by Porsche in our

t urer Harley-Davidson’s “V-Rod” model. Electromobility is advancing: web special: Against the backdrop of a collaborative Above: 2011, the Boxster E research project www.porsche-engineering.com/80years relationship stretching back to the 1970s, Below: 2007, the Seabob sports watercraft Porsche engineers designed a water- cooled, 1,131 cc power unit based on a racing engine which delighted discern - ing Harley-Davidson customers with its performance and engine sound in equal measure.

Porsche Engineering Magazine 1/2011 21 Anniversary Interview with the management

Innovation as a tradition

For more than 80 years, Porsche has developed tailor-made engineering solutions for its customers. Malte Radmann and Dirk Lappe, the Managing Directors of Porsche Engineer ing, explain how Porsche Engineering supports its customers in the projects of today and helps them to solve the challenges of the future. They also discuss which role the 80-year tradition plays in their everyday work.

Mr. Radmann, Mr. Lappe, this year marks the 80th anniversary of Por- sche’s engineering services. How does this history influence the work of Porsche Engineering today? RADMANN: Our 80-year anniversary is an important event for us. The story of Porsche Engineering, which began in 1931 when Ferdinand Porsche founded an engineering office, defines the way we think and act every day. In past dec - ades, we have shown that the Porsche brand stands for excellent quality, long- term customer relationships and highly innovative technologies. This has shap ed our drive and our commitment.

One doesn’t normally associate Porsche with the engineering ser - vices provider Porsche Engineering, but with the manufacturer of sports cars ... RADMANN: Correct. However, those sports cars would not have been possib le without the engineering services work of Ferdinand Porsche. The success story of Porsche AG today is also based on the experiences Ferdinand Porsche gather - ed in engineering ser vices before the cre ation of the Porsche automobile brand. The engineering services are an essential part of the Porsche brand core. LAPPE: And even before the foun - Malte Radmann, Managing Director of Porsche Engineering dation of Porsche’s engineering ser -

22 Porsche Engineering Magazine 1/2011 Anniversary Interview with the management

vices in 1931, Ferdinand Porsche had al- ready been active in the development for the for a long time – for example in the development of the first serial in the world in 1900, the "Semper Vivus". Al- ready at this time, Ferdinand Porsche was build ing up experience in the area of hybrid technology.

Porsche Engineering as an essential part of the Porsche brand core – one might ask the question then, how much of your customers’ expertise goes into a Porsche sports car? RADMANN: Without the trust of our customers in our absolutely reliable confidentiality, the last 80 years would never have been such a success story for our customers and for us. Confiden- tiality is our top priority. Only with the explicit permission of our customers we even mention their names – like we did for example with our recent coopera- tion with the truck manufacturer Scania. Dirk Lappe, Managing Director of Porsche Engineering What areas of expertise does Por- sche Engineering offer? employees is also concentrated in this LAPPE: We define ourselves through our “The engineering services are area. In combination with the compre- outstanding total vehicle competence, hensive testing facilities and engineers both in the development of new vehicles an essential part of the Porsche with project experience at our other lo- and vehicle derivatives. We also consider brand core.” cations, we are able to offer tailor-made the smallest parts and their role in the (Malte Radmann) solutions to customers from a variety of vehicle as a whole when developing com- industries. ponents and assemblies. In this area, customers benefit from the expertise of LAPPE: Weissach is and will always be What sets the employees of Porsche the sports car manufacturer Porsche. We the central development resource for Engineering apart? are able to take every development to Porsche innovations, for both sports cars LAPPE: First and foremost, their ex - production readiness. and engineering services. We have the per tise in their respective field sets. necessary infrastructure that enables How ever, that alone is not enough for How important is the Weissach re - the development of high-tech solutions a service company. We strategically cul- search and development center for and testing up to production readiness. tivate interdisciplinary thinking among Porsche Engineering in this context? The knowledge of more than 2,500 our employees. This means that a pro-

Porsche Engineering Magazine 1/2011 23 ject is viewe d fro m as ma ny d ifferent perspect ives as possible. Our emplo y - ees also contribute another very im por- tant qualific ation , which we at Porsche value just as muc h a s our customers: the ability to think outside the bo x and to cre ate so lutio ns that are n ot appar ent at first gla nce.

Wha t ch arac ter d oes this kind of late ral think er have? RADM ANN: Hav ing so lid expertise in your fiel d and e njo ying figurin g out com plex puzzles a re importa nt re quire- ments fo r interdiscipli nary late ral think - ing. Yo u also need to have the ability to think outside your own box, your own disci pline, that’s es sen tial. However, at the en d of the day it ’s often a person’s personality w hich d ecide s wh ether we dec ide in favor of som eone or n ot. Every sing le em ployee c omm unicates dir ectly with our cu stomers and his or h er per- son ality an d social com petence is the deciding facto r for whether ou r cust o m - ers co me back.

What define s the corporate culture of Porsc he E ngi nee ring? LAPP E: Fir st of all, a go od blend of h igh- ly experien ce d employees and young, well trained junior staff . We offer ded icat - ed colleag ues th e opp ortunit y to quic kly assume re sponsibili ty du e to very lean organizational stru ctur es. For us, pro- fession al managem ent of ou r int erns is the ba sis for winning over new potential employees f or ou r com pany ear ly on. RADM AN N: Our colle agues have t he will to make a difference. They are very performance-oriented and display initia - tive . Our empl oyees va lue team spirit, a friendly working en viron me nt ...

24 PPoorsrcschhee E EnngginineeerirninggMMagaagzaiznien 1/2011

Anniversary Interview with the management

LAPPE: ... and most importantly, pas- reached the end of the road yet when it sion, a sense of humor, and taking plea- “We are capable of developing comes to battery development. We’re sure in everyday work. working extremely hard on optimizing hardware and software for the cell efficiency. The cell manufacturers are You have already mentioned that widest range of electromobility also continuously improv ing the storage Porsche Engineering is working on solutions.” capacity. projects in various industries. So (Dirk Lappe) you don’t just concentrate on the So, in your opinion, is electromobil - automotive industry? ity the most significant trend that RADMANN: Correct, in the 80 years of how to develop a high-performance, ful- will define the automotive industry Porsche Engineering, we have repeated- ly electric sports car. Whether fast charg - of the future? ly proven our development abilities in a ing processes, thermal management, RADMANN: We see electromobility as very large number of fields such as crash safety or battery management one of many trends in the same direc- shipping, power engineering, agricul - sys tems: the quality of our solutions tion: increased automobile efficiency. ture, load-carrying vehicles, in competi - remains true to the Porsche name. Apart from the increasing electrification, tive and aquatic sports, and in the health RADMANN: We started to work on this also includes lightweight construc- sector. In our work, we always focus on electromobility at a very early stage. tion with high-tech synthetics such as transferring our expertise from the The structure and staff of our organiza- carbon-fiber-reinforced plastic, the opti- automotive industry to other, related tion is oriented towards this develop- mization of gasoline and diesel engines, sectors. In this way, we tap valuable syn- ment, so that we can offer our custo- as well as what’s known as downsizing. ergies for entirely different fields. mers comprehensive expertise in the We assume leading development re - LAPPE: The industrial landscape of- areas of full hybrid, plug-in hybrid and sponsibilities in all these fields and are fers big potential for engineering ser - electric vehicles. continually increasing our high perfor- vice providers. Our many years of suc- mance. cessful coop eration with the forklift What's the situation with range of LAPPE: It is possible that we are more manufacturer Linde, for example, is clear electric vehicles that have been able to intelligently link a wide range of evidence of this potential. But at the developed so far? Are you already technological developments than other same time, the automotive industry is happy with the status quo here? engineering service providers, because still very important for us and is about LAPPE: That really depends funda- we can utilize our experience from the to go through dramatic changes, which mentally on what the electric vehicle is development of Porsche sports cars. we as an engineering services provider being used for. As a complete replace- They are also defined by an intelligent are able to support our customers in ment for a vehicle with a combustion combination of the latest technological handling. engine, electric vehicles and their cur- advances and set standards not just in rent technology are naturally not suffi- the sports car sector. Are you talking about electromo- cient. But it is very possible that a vehi- bility? cle with a range of only 93 miles would Could you summarize the idea and LAPPE: Exactly. Whatever role the be more than enough for the majority commitment of Porsche Engineering spread of electrification assumes in the of the population. The daily dis tance in one sentence? future, we at Porsche Engineering are driven by the average person is actually LAPPE: We view ourselves as a reliable capable of developing hardware and a lot less. If someone wants to drive for partner for our customers, who devel - software for the widest range of electro- longer distances, then a vehicle with a ops first-class technological solutions mobility solutions. We have shown in the range extender or an efficient full hybrid that consider the entire product up to Boxster E research project, for example, would be required. But we also have not production readiness.

Porsche Engineering Magazine 1/2011 25 Electromobility Boxster E

Boxster E research project Intelligent ways to innovative performance

WITH THE DEVELOPMENT OF THREE BOXSTER E RESEARCH VEHICLES, POWERED EXCLUSIVELY BY ELECTRICITY, A BRAND NEW CHAPTER IS OPENED IN PORSCHE INTELLIGENT PERFORMANCE. PORSCHE ENGINEERING WAS RESPONSIBLE FOR THE DEVELOPMENT, CONSTRUCTION AND TESTING OF THE HIGH-VOLTAGE BATTERY AND PROVIDED SUPPORT IN THE AREAS OF OPERATIONS AND DISPLAY, THERMAL MANAGEMENT AND BATTERY MANAGEMENT SYSTEM DESIGN.

Electromobility Boxster E

Porsche Intelligent Performance: the Boxster E research project

The Boxster E – a research vehicle with the mark of Porsche Intelligent Performance

The future of mobility is setting new challenges for the automotive industry. The intelligent combination of efficiency and performance through the optimized use of innovative technology provides answers to the mobility needs of the future. This principle, Porsche Intelligent Performance, is embodied by all Porsche development projects and is paving the way to the future.

Performance is nothing without intelli- Such as with the completely hybrid se- 918 Spyder, a unveiled in gence. More alone does ries vehicles, the Panamera S Hybrid and 2010 which is being developed for series not win the race. Only ideas drive the the Cayenne S Hybrid, which impress production as fast as possible. advancement of real progress. For more with lower fuel consumption but the efficient engines, lighter car bodies and same sportiness and elegance. Or with Additional research projects and racing innovative drive technologies. the hybrid super sports car, the Porsche experiments such as the mid-engine

28 Porsche Engineering Magazine 1/2011 Electromobility Boxster E

hybrid Coupé 918 RSR embody the ideas Efficiency and of Porsche Intelligent Performance and performance in one: the Boxster E research provide ways to research methods for vehicle achieving more sustainable improve- ments in efficiency.

With the development of three complete - ly electric Boxster E research vehicles, another great leap is made in the devel - opment of cutting-edge technol ogy for the future of mobility. Electromobility is setting significant chal- Federal Government created a strong The electromobility challenge lenges for the automotive industry. Cus - foundation for achieving their ambi- tomer requirements and the utilization tious and stated goal of getting one “Electromobility is the most important profiles customers expect must be har- million electric cars on the road in Ger- challenge of the next few years and the monized with what is technologically many by 2020. The first research and engineers at Porsche are determined to possible and ecologically sustainable. All development projects and regional pi- achieve the kind of outstanding results over the world, governments and agen- lot programs were implemented along they always obtain, in order to meet this cies are funding countless different initia - with the Economic Stimulus Package II challenge,” said Matthias Müller, CEO tives to encourage development in the and 500 million Euro of funding be - of Porsche AG, during the presentation area of electromobility and the wider tween 2009 and 2011. It was in this of the first of the three brand new electric use and acceptance of electric cars. context that the Porsche Boxster with a Boxsters. Early in 2011, Matthias Müller purely electric drive was developed. drove the first few almost silent meters Developing the future with the former federal state leader of The Boxster E research project is part Baden-Württemberg, Stefan Mappus, in With the National Development Plan for of the regional pilot program in Stuttgart, the impressively sporty research vehicle Electric Mobility in 2009, the German one of eight “Electric Mobility Pilot Re- in front of the equally impressive Porsche Museum in Stuttgart. “The Boxster E, as a laboratory on wheels, will help us signif - Supported by icantly to solve the practical problems of electromobility, and meet our custom - ers’ high expectations,” says Müller.

Knowledge gained from the Boxster E research project provides answers to the mobility needs of the future Funding of the Boxster E research project is part of the Stuttgart electromobility pilot program

Porsche Engineering Magazine 1/2011 29 Electromobility Boxster E

In the version with two electric ma - chines, the Boxster E research vehicle reaches an effective output of 180 kW gions” in Germany, in which pilot pro- Quite the opposite: efficiency united with resents a battery with incredible power jects for electric cars and electromobil - performance are typically Dr. Ing. and performance. Its maximum output is ity infrastructure are being realized up around 240 kW, so an extra 60 kilowatts until the middle of 2011. The pilot re- Boxster E research vehicle more than the all-wheel drive Boxster E gion Stuttgart is being funded and sup- requires at full throttle. ported as part of the national program The design of the Porsche Boxster as a for “Electric Mobility in Pilot Regions”. The mid-engine sports car provides the ideal High-voltage battery Federal Ministry of Transport, Building vehicle basis for testing the electric drive and Urban Development (BMVBS) is pro- in an everyday context. The open-top two The high-voltage battery was developed viding a total of 130 million Euro from the seater is extremely light and enables the and constructed at Porsche Engineering. Economic Stimulus Package II for eight new components, the electric ma ch ine, It was designed especially to be used in pilot regions across Germany. The pro- battery and high-voltage technology, to the Boxster E and delivers a level of per- gram is being coordinated by NOW GmbH be housed safely in the car. At the same formance typical of a sports car, while at (Nationale Organisation Wasserstoff- und time the high performance associated the same time being lightweight and Brennstoffzellentechnologie GmbH). with a Boxster S with a conventional fuel- optim ally positioned in the car. The trac- powered engine guarantees the future- tion battery replaces the combustion en- The aim of the Boxster E research pro- oriented fascination of a sports car with gine of the conventional series vehicle, ject is to gain new insights into every- new technology. The Boxster E research normally powered by a mid-engine (see day usability and user behavior, in par - vehicle exists in two different versions: image on the opposite page). This has a t icular when driving and charging electric one with a single electric mach ine that positive effect on the center of gravity cars, using three electrically powered has an output of 90 kW, and another of the vehicle and therefore also on the Porsche Boxsters. This should provide with two electric machines and 180 kW, driving dynamics. researchers with valuable knowledge making the Boxster E the first Boxster about the requirements for future prod - with an all-wheel drive (see image above). The cells used are made of lithium iron ucts and the relationship between electric As an energy storage device, a battery phosphate (LiFePO4) and are a very good vehicles and infrastructure. Are electro- with a capacity of 29 kWh, of which in compromise between energy consump- mobility and Porsche a contradiction? principle around 26 kWh can be used, rep - tion and performance, while also being

30 Porsche Engineering Magazine 1/2011 Electromobility Boxster E

The battery in the Boxster E research vehicle is positioned in the same position as the mid-engine of the series vehicle very sturdy and safe. The battery is fully The main structure is provided by a cen- High-voltage connectors for charged at approximately 400 volts. The tral supporting frame, which is a light- charging in less than 30 minutes target is a distance of 170 km (106 miles) weight construction made from high- in accordance with the New European strength aluminum (see image below The cells are housed in a total of ten Driving Cycle (NEDC). Depending on the left). All the internal components of the block-shaped modules containing 44 way the car is driven, a distance of more battery are attached to this supporting individual cells each. There are five than 150 km (93 miles) is possible. The frame. Two covers made of glass-fiber modules in the top half of the battery. resulting electrical currents can reach reinforced plastic provide protection on Five more modules are positioned sus - more than 600 amperes. Keeping this both sides against dirt and moisture. In pended in the bottom half. The fuse, under control is an especially big chal- order to shield the battery from electro- contactors and distributors are locat ed lenge. This applies especially to the magnetic waves, the covers are coated in the top part of the battery. The bat- construction and selection of the elec- with a conductive coating (see image tery has a total of five high-voltage trical components. below right). connectors for two drive motors, and

The supporting frame of the battery is a lightweight construction made of The cover of the battery is specially coated in order to protect it from electro- high-strength aluminum magnetic waves

Porsche Engineering Magazine 1/2011 31 Electromobility Boxster E

Stay cool

To ensure that the cells remain in the optimum temperature range of between –10 and +40° C (+14 and +104 °F), they must be heated or cooled as nec - essary. The battery is therefore ther- mally conditioned while being charged for example. One big challenge is keep - ing the battery cool when the car is being driven in a sporty manner. In this situation the battery can lose up to 5 kW of heat, which must be conducted else - where. If the battery were to be cooled using air, an air volume of 500 liters

Cross-section of the Boxster E battery showing (17.7 cubic feet) per second would be the cooling circuit required, which could not be achieved with the amount of space available in an air-conditioning compressor, charg - Monitoring the battery the vehicle. For this reason, five cooling ing device and heater in each. The plates are located in the center of the internal charging device is connected When operating lithium batteries, it must supporting frame of the battery pack, at the high-voltage port, so that the be ensured that their voltage is always at which cool the cells in the upper and battery can be charged at a capacity of a specific level, which has been specified lower modules with liquid. 3.3 kW using a normal household socket. by the manufacturer. Voltage that is too However, a higher charging capacity of high or too low can reduce the life span On the one hand, these plates are opti- up to 60 kW is also possible with an of the cells or in extreme cases damage mized in such a way that they have ex- external fast charger, which reduces them. A similar rule applies to the tem- cellent contact with the cell modules. charging time to under 30 minutes. The perature. Cells that are too hot age fast - This results in the best possible heat battery weighs a total of 341 kilograms er, cells that are too cold provide re duced conductivity in the cooling agent. On (751 lbs.). output. the other hand, the cooling channels are designed so that the pressure los- The circuit boards of the “cell control- ses are low and the heat is very evenly lers” can be seen on the front of the mo d - distributed through the plates. ules. The controllers constantly mon - itor the voltage and temperature of the The battery cooling system is also con - cells. The data measured by them is then nected to the low temperature circuit in analyzed in the central battery manage- the vehicle. In very low ambient temper - ment system. This system sends the atures, the battery is kept warm by a nec essary information to the motor and high-voltage heater. In average temper - the built-in 220 volt charging device via atures, heat exchange is controlled by the vehicle electrical system. The charge an air heat exchanger (cooling sys tem).

Just like the fuel cap on every Porsche sports state of the battery is thus controlled When cooling is required, the air-condi- car, the charging socket is located in the front during charging and driving. tioning compressor takes over.

32 Porsche Engineering Magazine 1/2011 Electromobility Boxster E

Porsche Engineering’s expertise in electromobili- ty can also be seen in the development of the dis - play and operating design of the Boxster E

Fast exchange in only a few ing, all of the basic functions of charg - Intelligently into the future minutes ing and discharging were first tested at mo derate capacities. Even the unlikely After the successful completion of com- All of the electrical connectors have capacity of over 200 kW was carefully prehensive testing, nothing more impe- plugs which can be quickly detached. tested. ded the battery of being fitted into the The conductors for the water cooling Boxster E and the car’s presentation. are also connected with water-tight, A very important aspect of testing is The result: typical Porsche performance quick-release connectors from motor the careful check of all the important in the charging function and also in driv - racing technology. If a platform lift is safe ty features that are relevant to the ing, from the very first few meters. And available, the battery can be changed in monitoring of the cells described above. all this without any local emissions. The very little time using the appropriate Another important function is the correct testing of the three completely electric tools, which is a particular advantage in calculation of the charge state of the vehicles has resulted in a solid foun - development processes. battery. Only after the calibration of nu- dation for future research and develop - merous parameters in the system is the ment in electromobility. You can therefore When the two covers are removed, all of charge state reliably transmitted and expect a few more chapters in the story the components can be accessed. This displayed to the driver in the cockpit. of Porsche Intelligent Performance ... has advantages for the assembly of the battery, which can therefore be carried out very easily and safely.

Test of strength

After the battery has been assembled, it is then extensively tested. At the end of 2010, a high-voltage testing facility was set up at Porsche Engineering in Bietig- heim. There, the battery and the battery management system were tested meti c - ulously, before they were allowed to be put to work in the Boxster E. During test -

Porsche Engineering Magazine 1/2011 33 Electromobility Thermal management

Thermal management in vehicles with electric drive system

Transforming the drive train into an electric drive sets new Cooling the battery, power electro- and exciting challenges for the thermodynamics specialists nics and the at Porsche Engineering. From a thermal point of view, there are three main aspects to take into account when using lithium-ion batteries in elec- tric vehicles. At temperatures below zero degrees Celsius (32 degrees Fahrenheit), the performance and therefore the range Traction battery drop significantly due to slower chemi- cal reactions taking place in the battery. At temperatures above 30 degrees Cel- sius (86 degrees Fahrenheit) the battery deteriorates exponentially, while extreme Cooling temperatures of above 40 degrees Cel- and sius (104 degrees Fahrenheit) can lead heating systems to serious and irreversible damage in the battery. Power electronics Passenger cabin and electric drive The ideal temperature for a lithium-ion Synergy effects traction battery is approximately the same temperature that is ideal for hu- man beings. In order to achieve the maximum power output and a long life - span for the battery, it must be kept Up until now, thermodynamics special - tronics, electric motor and range exten- within an ideal temperature range of ists at Porsche were responsible for effi- der, integrating these different cooling between 20 and 30 degrees Celsius (68 ciently conducting waste heat away systems and the efficient climate con- and 86 degrees Fahrenheit). To achieve from the combustion engine, ensuring trol in the vehicle interior while also this, it must be ensured that the battery thermal stability and functionality with saving energy is now the main focus. does not exceed a maximum tempera- an optimized cooling system and reduc - ture limit, while heat must also be distrib - ing fuel consumption at all operating Because traction batteries in electric uted as evenly as possible in the battery points using sophisticated thermal man - vehicles still have a limited capacity in cells. agement strategies. They also had to comparison to conventional cars, elec- ensure that components, auxiliary equip- tric vehicles have a significantly smaller The thermal influence on a battery, ment and the transmission were cooled, range. This means that it is of central such as fluctuations in the battery’s ventilated and protected from high tem- im por tance to ensure that all oper ating own temperature caused by resistance peratures. functions are reliable, while also main- inside the battery, external tempera tures, taining comfort and the energy effi - sunlight and waste heat, must therefore Electric vehicles have completely chang - ciency of all technical systems. This lim - be monitored and controlled by appro- ed the core tasks required. Along with ited range can be even more drastically priate thermal control systems, i.e. by controlling the temperature in the trac- re duced by auxiliary loads such as heating means of heating or cooling as neces- tion battery and cooling the power elec- and climate control. sary. This ensures proper functioning

34 Porsche Engineering Magazine 1/2011 Electromobility Thermal management

tor(s), power electronics and range ex- development using previously identi- Temperature levels tenders. fied performance data and driving pro- file requirements. T [°C] As these systems all operate at differ - 140 ent temperature levels and must be The graphic below shows an example of 120 fi Combustion engine cooled to different degrees (see graphic some of the results from a thermal sim - 100 fi Electric motor on the left), the aim is always to create ulation of a battery cooling process synergy effects by harmonizing all the for the New European Driving Cycle 80 fi Power electronics various cooling and heating circuits (NEDC). Based on the calculation of 60 AMBIENT TEMPERATURE fi (see graphic on opposite page). By har- the power loss, the increase in the tem- 40 fi Battery monizing the temperature levels, the perature of components as well as the 20 number of different cooling circuits can cool ing requirement can be defined. be minimized, which in turn results in Furthermore, the energy requirements lower weight and costs, as well as more for var ious cooling systems can be calcu- in the temperature range of –20 to space in the vehicle. lated and the optimum design for low +45 degrees Celsius (–4 to +113 de- energy consumption in the entire vehicle grees Fahrenheit) as required by cus - The engineers at Porsche Engineering can be selected. tomers. select the cooling agents and methods as early as during the first design con- Thermodynamic engineers at Porsche Depending on the type of electrically cept phase. For this purpose, Porsche Engineering develop and optimize the powered vehicle (for ex ample mild hy- Engineering has developed a thermal vehicle’s entire cooling system, indi - b rids, full hybrids, plug-in hybrids, com- simulation tool and validated it in tests. vidual cooling and heating circuits or pletely electric vehicles), requirements This can be used to work out and define components according to customer re- profile, battery type, cell chemistry and the optimum cooling and heating sys - quirements. An example of this process cell geometry, various cooling agents and tem design at an early stage of vehicle is the cooling plate from the traction methods can be used. These methods include air-cool ing, cooling with cool ants or refrigerants, and direct cooling or Simulation results for a vehicle in the NEDC secon dary cooling. —— T Targets —— T Coolant —— P Loss —— Speed The latter involves cooling the battery using an external low-temperature cooler. Only if necessary, e.g. at high outdoor temperatures, an additional heat ex- changer (chiller) is used to transfer the low temperature of the evaporating re- frigerant from the climate circuit to the battery cooling circuit.

Along with the traction battery, it is important to take the temperature of other components in an electric vehi- Time cle into account, such as electric mo-

Porsche Engineering Magazine 1/2011 35 Electromobility Thermal management

Boxster E battery cooling plate

Temperature

battery in the Boxster E, as it can be Calculations show that these kinds of bustion engines, or they require it only to seen above. Based on the analysis re- heating systems can actually absorb just a limited extent. With the lack of engine sults from the thermal model described as much power as driving itself and can waste heat and the option of powering above, the cooling plate was designed therefore reduce the range by up to 50 accessories using the combustion en - geometrically and optimized using com - percent. Porsche Engineering has devel - g ine, new solutions must be developed putational fluid dynamics (CFD). The re- oped new and innovative approaches to from the viewpoint of both thermal and sult is a highly efficient and lightweight relieve customers from the need to pick energy requirements. heat exchanger, optimally tailored and whether to drive or freeze. Integrated adapted to the battery pack, with low auxiliary heating systems based on re- This leads to complex thermal mana ge - pressure losses, high cooling perfor- newable fuels or combinations of heat ment systems at various temperature mance and a very even distribution of pumps, latent heat-storage units and air- levels for cooling the battery, the elec- temperature. and water-based auxiliary heaters can be tric motor, the power electronics and designed and built according to the vehi- any range extender. Climate control in Vehicle interior climate control cle model and the requirements profile. the vehicle interior is also becoming more complex. Another challenge in the design of elec- The Porsche engineers and designers al- trically powered vehicles is the provi- ways have the whole vehicle in mind, The specialized engineers at Porsche sion of heating and cooling systems for which means that secondary methods Engineering meet these challenges with passenger comfort, as well as consider - are also taken into account and tested solid thermal management experience ing aspects relevant to safety such as for efficiency and feasibility in the op- and expertise from classic sports car keeping the windows free of condensa- timization of thermal management. design and construction as well as ex- tion or ice (defrost function). The climate The use of innovative (insulation) ma- perience from electromobility projects. control systems customers are familiar terials and designs to insulate the inte- with and expect from conventional vehi - rior and components can therefore lead Using all available development tools c les require an energy input of up to 3 kW to targeted results in order to promote from simulation to calculation, from con - on hot and humid days, and up to 7 kW heat transfer or specifically insulate it. ventional component testing in the tes t - in the cold winter months for heating the ing facility to the testing of the ent ire vehicle. As there is no waste heat from Conclusion: challenges and vehicle on the test track, Porsche Engi- the combustion engine, this energy re- solutions neering develops components, mod ules quirement must be met by the traction and entire systems for the thermal pro- battery, e.g. using a high-voltage PTC Electrically powered vehicles no longer tection and optimization of vehicles and auxiliary heater. require conventional cooling as in com- products of all kinds.

36 Porsche Engineering Magazine 1/2011 Electromobility Hybrid mountain bike and Seabob

Mobility goes electric – the Porsche Hybrid RS mountain bike and the Seabob

Whether it is the Panamera S Hybrid, the very short period of time, engineers at a car, using the brake system. This means 918 Spyder, the Cayenne S Hybrid or Porsche Engineering developed fully that energy produced when cycling can the 918 RSR, the integration of electric functioning prototypes of hybrid moun- be recovered during braking and stored power in Porsche vehicles with conven- tain bikes and unveiled them at the pre- temporarily in the pedelec battery. This tional combustion engines is advancing sentation of the Cayenne S Hybrid. energy is then available again to the sys - all the time. Porsche Engineering has tem to propel the mountain bike. also demonstrated that electric energy As early as 2009, Porsche Engineering can power more efficient mobility on a had already been developing “pedelecs” The characteristics of the prototype bike smaller scale. In the Hybrid RS mountain (Pedal Electric Cycles) as part of a re - developed for the Cayenne S Hybrid pre- bike prototype and the series watercraft s earch study. Unlike conventional bicy - sentation are those typical of a Porsche Seabob, batteries provide the energy c les, pedelecs feature an electric motor vehicle: the high-performance Hybrid for new levels of performance. to propel the with electric power RS mountain bike is lightweight and yet in addition to muscle power through pe d - suitable for rough terrain (full suspension At the beginning of 2010, the idea was al ing. With a pedelec, the electric energy mountain bike). The styling of the bike born to emphasize the hybrid expertise can be used only if the person on the also played an important role during de- of Porsche by developing a hybrid moun- mountain bike is also pedaling at the velopment. Special emphasis was placed tain bike and presenting it alongside same time. Recuperation of energy in a on creating a sporty look with high-quality the S Hybrid. Within a pedelec is achieved the same way as in components in typical Porsche design.

Porsche Engineering Magazine 1/2011 37 Electromobility Hybrid mountain bike and Seabob

The frame of the mountain bike also wireless LAN. If desired, the app can sim - advertises its hybrid nature. ulate cycling uphill for training purp - oses by specifying an electric braking The Porsche Hybrid RS mountain bike torque. has a lightweight carbon-fiber frame, which results in a total weight of less When the Cayenne S Hybrid was pre - than 16 kilograms (35 lbs.). The electric sen ted in , national and interna- hub motor with direct drive can contrib - tional journalists were very impressed up to 450 to the rear wheel, with the Hybrid RS mountain bike’s without additional gearing. The energy diverse functions and enthused about Porsche Engineering developed an app which is provided by a lithium manganese bat- vis u alises among other things the energy flows how much fun it was to ride. Porsche tery with 161 Wh, located on the frame Engineering has successfully transferred in place of the water bottle. use sensors to recognize the angle of the hybridi zation to two wheels. The only brake lever and transmit this information downside of the Hybrid RS: the mountain The drive is regulated by torque sens - for a completely smooth recuperation. bike is a concept bike and not planned ing: as soon as the pedals are turned, for series production. the motor delivers additional torque The motor assistance can be set to and in this way boosts the pure muscle different levels and is controlled via an One series product that has been mak - power of the cyclist. This allows even iPhone, which is mounted securely on a ing waves in the water for some time is very steep inclines to be ascended with handlebar bracket. The app has been the sports watercraft Seabob, which ease and greater speeds to be reached. programmed by Porsche Engineering has an electric drive for environmentally The electric power lasts for a distance and not only controls the electric motor, friendly and speedy fun on and below of around 50 kilometers or 31 miles. but also displays the current flow of the water. Porsche Engineering has made When the brakes are applied (for exam- energy and the charge state of the bat- a decisive contribution to increasing the ple when going downhill), the drive motor tery. The iPhone communicates with the propulsion efficiency of this unusual re- becomes a generator and produces elec- control electronics, which were also creational craft. tric braking torque. The patented brakes developed by Porsche Engineering, via It can be easily steered and controlled, simply by shifting the body weight. The speed of the craft is controlled with a control grip. The Seabob weighs around 60 kilograms (132 lbs.) and has an elec- tric jet drive rated at seven hp (5.2 kW). It can reach speeds of between 15 and 20 km/h (9 and 12 mph) and can dive to a depth of 40 meters (130 ft.). For safety reasons, the series produced Seabob is currently pre-set to allow div - ing depths of 2.5 meters (8.2 ft.) or less. Users wishing to dive deeper can unlock its deep diving capabilities by entering a PIN code. Propulsion is prod - In good company: the hybrid bike was unveiled together with the Porsche Cayenne S Hybrid uced using the jetstream principle.

38 Porsche Engineering Magazine 1/2011 Electromobility Hybrid mountain bike and Seabob

The powerful rotating impeller sucks in water and pushes it out through a jet channel at high pressure. The Cayago Seabob is impressive not only thanks to its driving pleasure and striking look: hard work in development also produc - ed cutting-edge technology. The engi- neers at Porsche Engineering developed electronics ensures an equal voltage in the optimum torque with an exceptional no less than three electronic compo- all cells. This prevents the voltages of effi ciency level of over 96 per cent. Dur - nents for the patented watercraft: the the series-connected batteries from ing an endurance test over more than battery manager, the motor control sys - drifting apart. 10,000 operating hours at maximum tem and the operating sys tem with output, there was neither a fault nor a graphical display. The Seabob’s electric motor is complet e - decrease in power in the motor. ly emissions-free and almost silent. Its With a capacity of 40 ampere-hours per control system works with a digital signal The illuminated LCD panel clearly and leg - four-volt cell, the battery manager moni- processor (DSP) and creates a sinusoidal ibly shows all important motor electro- tors the function of the lithium-ion bat - three-phase current from the battery volt - nics technical data. This includes the cur- teries integrated into the craft. These bat - age. Phase currents of up to 200 am - rent driving power, remaining operating teries are also used in aerospace technol - peres are generated from the DC link volt - time and the charge state of the battery. ogy applications. In order to protect the age of 60 volts at maximum. The power The rider is also given important informa- lithium-ion batteries from damage, a output stage even allows for up to 250 tion about diving depth and water tem- spe c ial electronic system was developed amperes. The motor has a rated power perature on this display. Finally, an inte- to monitor the voltage in each individ - up to 7.5 kw but can be over loaded to grated infrared interface allows software ual cell. The battery manager also con- twice this figure if necessary. The rotor updates to be uploaded and diagnostic trols the power monitoring system and position is measured by three Hall effect data to be read out, while important pro - the power cutoff for charging and dis - sensors. The drive consists of a high- gramming functions can be conven iently charging the battery. Furthermore, nu- torque synchronous drive. Using the very controlled using the LCD panel. merous sensors monitor the operating latest technology and despite its surpris - temperature. Using cell balancing, the ingly compact size, the motor achieves The result is a sports watercraft that can be intuitively operated, that has an intelli- gent battery and motor control system, and that guarantees endless fun in the water. That is not all: Porsche Engineering is currently working together with Caya- go to create a significantly lighter model that promises to be even more fun.

So whether it is a hybrid bike or the Sea bob, Porsche Engineering brings its expertise and experience in the area of electromobility to a variety of different applications – even if they have little to Battery-operated watersports fun on and below the water: the Seabob do with automotive engineering.

Porsche Engineering Magazine 1/2011 39 Electromobility Panamera S Hybrid

Panamera S Hybrid: the Porsche Gran Turismo sets a new benchmark for its class

The S Hybrid marks a new chapter the NEDC – the equivalent of 167 g/km in Porsche Intelligent Performance and continues the of CO2 – an exceptionally low level never achieved before in this class. success story of the four door Gran Turismo. Only the Panamera S Hybrid can “sail” up to 165 km/h Without sacrificing sportiness or ele- cles in the luxury class in terms of fuel gance, the new hybrid model combines consumption and CO2 emissions. The Panamera S Hybrid sets new stan- a total power output of 380 hp (279 dards, both in terms of classic perfor- kW) with a best case fuel consumption These incredible statistics were achiev - mance and when measured against hy- of only 6.8 l/100 km (41.54 mpg imp.) ed with Michelin all-season tires with brid vehicle characteristics. Capable of based on the NEDC (New European Driv - even lower rolling resistance, develop - accelerating from zero to 100 km/h ing Cycle). This is equal to CO2 emis- ed especially for the Panamera and (62 mph) in just 6.0 seconds, the Pana - sions of only 159 g/km. The Panamera available as an option. Even with stan- mera S Hybrid can reach a top speed S Hybrid is therefore not only the most dard tires the fuel consumption of the of 270 km/h (168 mph). The range in economical Porsche ever, it is also far new Porsche hybrid model is only 7.1 purely electric mode is approximately ahead of all other full hybrid series vehi- l/100 km (39.79 mpg imp.) based on two kilometers (1.24 miles), while elec-

40 Porsche Engineering Magazine 1/2011 Electromobility Panamera S Hybrid

tric driving is possible at speeds of up alone or in combination. The electric torque capacity of up to 300 Nm (221 to 85 km/h (53 mph), depending on machine also operates both as a gen - ftlb.) from a standing start to power fully the situation. The Porsche hybrid drive erator and a starter. Together with the propel the car forward. The maximum also enables even more energy-saving decoupler, it makes up the compact hy - output of both of the drives, 380 hp, potential to be unlocked at high speeds b rid module located between the trans- is achieved at 5,500 rpm, while the by using the so-called “sailing” func- mission and the combustion engine. The combined torque of 580 Nm (428 ftlb.) tion on highways and rural . This electric motor is connected to a nickel- is reached at only 1,000 rpm, which system is the first and only one of its metal hydride battery (NiMh), where the guarantees a powerful and impressive kind in the world. At speeds of up to electrical energy recovered from driving throttle res ponse. 165 km/h (103 mph) (Cayenne S Hyb rid: and braking is stored. Power transmis- 156 km/h (97 mph)) when no power is sion is handled by the familiar eight- Like the Porsche Cayenne S Hybrid, the being delivered from the combustion speed Tiptronic S, fitted as standard in Panamera S Hybrid also has an E-Power engine, it is disengaged from the drive- the Cayenne models, with a wide spread button in the center console, which can train and switched off. of ratios. be activated to expand the range in which the vehicle can be driven under A great team: the compressor and The driver can unleash the maximum purely electric power. The activation is the electric machine power of the Panamera S Hybrid by shown firstly via an LED on the button using the so-called “booster” function. and secondly, the word “E-Power” ap- The Panamera S Hybrid is powered by When this is activated, the combustion pears in blue, illuminated text on the the same engine combination that has engine’s and the electric machine’s drive instrument cluster. In E-Power mode, the already proven itself in the Cayenne S torque are combined and reinforce each accelerator pedal characteristic curve is Hybrid: a three-liter V6 compressor en- other. This is another major advan tage changed so that pressure on the accel - gine with 333 hp (245 kW) is responsi- of the Porsche hybrid design. While the erator pedal is converted much more ble for the main power, supported by an combustion engine reaches its maxi- moderately. The combustion engine is electric machine with an output of 47 hp mum torque of 440 Nm (325 ftlb.) be - therefore prevented from starting auto- (34 kW). Both machines are capable of t ween 3,000 rpm and 5,200 rpm, the matically too early when more power is powering the Panamera S Hybrid either elec tric machine can make use of its full required.

The Porsche hybrid drive allows for the combustion engine to be disconnected and switched off when no drive power is required

Porsche Engineering Magazine 1/2011 41 Electromobility Panamera S Hybrid

Porsche exclusive: the parallel full hybrid, compact and powerful

Instead of using a power-branched hy - b rid drive, Porsche went for a parallel full hybrid. There were numerous reasons for this decision. Unlike other hybrid sys - tems, which offer particular advantages for stop-and-go city driving, the system developed by Porsche also provides the additional option to “sail” in the Pana - mera S Hybrid, with the combustion en- In line with the Porsche philosophy: exceptional driving performance combined with maximum efficiency gine switched off and at speeds of up to 165 km/h (103 mph). The parallel full sitioned between the combustion eng - Impressive equipment hybrid model also allows the kind of ine and the transmission, and consists acce leration and elas ticity typical of a primarily of the ring-shaped synchro- The range of standard equipment for Porsche without the so-called rubber nous motor and a decoupler on the side the Panamera S Hybrid is even wider band-effect of power-branched hybrid connected to the com bustion engine. In than that of the already extensive stan- systems. The concept therefore fits per- this way, the power flux and characteris - dard equipment of the Panamera S with fectly with the Porsche philosophy: ex- tics are the same as a conventional drive. eight-cylinder engine. For example, the ceptional driving performance combin - Additionally, the Porsche hybrid does not hybrid model is fitted as standard with ed with the highest level of efficiency. add much extra weight. The Panamera S the adaptive including Another advantage is the comparatively Hybrid weighs only 1,980 kilograms the adaptive shock-absorber system with small amount of space required: at only (4,361 lbs.) when empty and is therefore PASM, with Servotronic and a rear wiper. 147.5 millimeters long, the full hybrid quite trim for its class. It can also take a The new Gran Turismo also features the module is particularly compact. It is po- load of up to 505 kilograms (1,112 lbs.). innovative display design from the Cay- enne S Hybrid that provides the driver with all the relevant information about the vehicle’s specific hybrid driving sta- tus. The performance of both power sources as well as all of the relevant sta- tistics related to the hybrid drive are dis - played to the driver on the TFT display in the instrument cluster. The driver can see the charge state of the traction bat- tery and the energy flows, illustrated by an arrow in the direction of flow, in real time on the display. The Panamera S Hyb rid creates totally novel highlights in the luxury segment – from sporty to environmentally friendly – and thus un- derlines the strategic importance of Porsche Communication Management (PCM) shows the hybrid drive in operation and energy flows in detail Porsche Intelligent Performance.

42 Porsche Engineering Magazine 1/2011 www.porsche-engineering.com

Porsche Engineering driving identities

www.porsche-consulting.com

Summing up 80 years of efficient engineering performance: no resource wasted, no dream untapped.

Porsche Consulting heartily congratulates Porsche Engineering on its 80th Anniversary – and looks forward to further successful teamwork.

Porsche Consulting Shortcut to success.