Executive Director Prof. Dr. Jürgen Leohold from the Volkswagen Group discusses opportunities and challenges of the automobiles of the future at the BASF Science Symposium: smart energy for a sustainable future held on March 9th 2015 in Ludwigshafen, Germany. For more information see https://creator-space.basf.com/content/basf/creatorspace/en/events/symposium-ludwigshafen.past.html.

1. AUTOMOBILES OF THE FUTURE
PROF. DR. JÜRGEN LEOHOLD
EXECUTIVE DIRECTOR VOLKSWAGEN GROUP RESEARCH AND AUTOUNI

2. 2
Group Research
FUTURE CHALLENGES FOR MOBILITY

3. 3
Group Research
FUTURE CHALLENGES AND MEGA TRENDS
► Demographic change: growing & aging
population
► Changes in lifestyle: catch up-phenomenon
in consumption vs. increased awareness
for sustainability
► Diversified mobility patterns
alongside with increasing traffic volume
► Digital transformation
and connectivity
in the internet of things
► Functional, ultra lightweight
materials
► Artifical intelligence and
robotics as key enabling
technologies
► Markets are shifting
towards Asia & Africa
► Extented automotive value
chain by new business models
and services
► Circular economy as established
economic principle
► Climate change remains
dramatic
► Insufficient mobility
infrastructures
► Growing urbanisation
with social and ecological risks
► More stringent regulations
for vehicles
► Regional environment measures
on the rise
► High volatility and impact of economic and
trade policies

4. 4
Group Research
POWERTRAIN TECHNOLOGIES

5. 5
Group Research
CO2‐REGULATIONS
Greenhouse‐Gas II
2020
125 g CO2/km
Draft Fleet Consumption
Legislation (Phase IV)
2020
5 l/100km
2025
101 g CO2/km
after 2025
«5 l/100km
CO2‐Fleet Legislation
2020
95 g CO2/km
after 2025
tbd
Europe USAChina

6. 6
Group Research
MQB POWERTRAIN TECHNOLOGIES
Alternative/
Renewable
Ethanol CNG
Electrical
Plug‐In Hybrid Battery Electric Vehicle
Conventional
Diesel Petrol
Fuel cell
Hydrogen

7. 7
Group Research
CO2‐REDUCTION MEASURES
TransmissionEngine
High Performance
Combustion System
Maximum Injection
Pressure
Hybrid Supercharging
Variable Valvetrain
Variable Compression
Innovative Materials
Structural
Optimisation
Cylinder Deactivation
Downspeeding
Coasting / Sailing
Energy, Recovery and
Waste Heat
NVH at Low Speed
Surface Finish &
Coating
Thermal
Management
Utilisation of
Residual Heat
Spread
Efficiency
Tractive Performance
Low Speed Concept
Combustion System Lightweight Design Operational Strategy Friction Direct‐Shift Gearbox

8. 8
Group Research
MQB POWERTRAIN TECHNOLOGIES
Alternative/
Renewable
Ethanol CNG
Electrical
Plug‐In Hybrid Battery Electric Vehicle
Conventional
Diesel Petrol
Fuel cell
Hydrogen

9. 9
Group Research
XL1 – TECHNICAL DATA
 Aerodynamic Cw = 0,189
 Weight 795 kg
 Maximum speed 160 km/h
 Fuel consumption (NEFZ) 0,9 l/100 km
 CO2‐Emissions (NEFZ) 21 g/km
 Electrical Range 50 km
 Range ca. 500 km

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Group Research
Lithium‐Ion‐Battery
 Energy content: 5,5 kWh
Powertrain
 0,8l 35 kW TDI
 Electric engine 20 kW
 Transmission:
Magnesium‐DSG
AC‐Charging connection
Fuel system
 Diesel: 10 l
VOLKSWAGEN XL1

11. 11
Group Research
GOLF PLUG‐IN HYBRID (GTE)
Powertrain
 1,4l 110 kW TSI
 Electric engine 75 kW
 Transmission: DQ400E
 System‐Torque:
350 Nm
 System‐Power:
150 kW
Lithium‐Ion‐Battery
 Energy content:
8,8 kWh
 Battery weight:
120 kg
AC‐Charging connection
Fuel system
 Petrol:
40 l

12. 12
Group Research
Acceleration 0 – 100 km/h: 7,6 s
Maximum speed: 222 km/h
Fuel consumption: 1,5 l/100 km
Power consumption: 11,4 kWh/100 km
CO2 Emissions: 35 g/km
Electrical range (NEFZ): 50 km
Range (NEFZ): 939 km
TECHNICAL DATA – GOLF GTE

13. 13
Group Research
CHALLENGES FOR ENERGY STORAGE SYSTEMS
Energy
Electrical driving range,
availability of comfort devices,
charging time and infrastructure
Safety
Failure, accident,
abuse, maintainance,
comfort, reliability
Durability
Cycles, lifetime
Power
Driving power,
performance, dynamics
Cost
Affordability,
market acceptance,
recycling
Temperature
behaviour
Cold start,
heat in summer

14. 14
Group Research
LI‐ION‐BATTERIES: ROADMAP FOR HIGH ENERGY BATTERIES
ELECTRICAL RANGE IN KM **
Solid state battery
New battery
technologies
Conventional Lithium‐Ion
Technology
2010 2020
* Energy density based on cell
** Basis:: Golf with constant battery volume
100
200
300
400
500
600
2030
700
190 km
260 Wh/L*
300 km
380 Wh/L*
380 km
510 Wh/L*
500 km
650 Wh/L*
700 km
1000 Wh/L*

15. 15
Group Research
DEVELOPMENT REQUIREMENTS
REQUIREMENTS FOR THE POWERTRAIN
Full‐Hybrid
(HEV)
Range
Battery Electric
Vehicle (BEV)
ca. 2 km
total
electric
ca. 150 km
Plug‐In Hybrid
(PHEV)
ca. 50 km
Emissionfree Short Distance MobilityLong Distance Mobility
Große Bandbreite
der Kundenanforderungen
Increasing Electrification 100 % Electric Powertrain
+ +++
Touareg (2010) Jetta (2012) A3 (2013) e‐up! (2013) e‐Golf (2013)Panamera S (2013)Golf (2014)
CO2 Reduction Potential
+ +

16. 16
Group Research
MQB POWERTRAIN TECHNOLOGIES
Alternative/
Renewable
Ethanol CNG
Electrical
Plug‐In Hybrid Battery Electric Vehicle
Conventional
Diesel Petrol
Fuel cell
Hydrogen

17. 17
Group Research
TECHNOLOGICAL SYNERGIES IN ELECTROMOBILITY
Natural gas Fuel cellSynergy
In Development
CNG FCEV
Battery
BEV
Fuel cell technology is based on MQB modules

18. 18
Group Research
FUEL CELL TECHNOLOGY
Membrane electrode
assembly and bipolar plate
Fuel cell
vehicle
Fuel cell
stack
End Plate
Cells
Casing
End Plate
Fuel cell
system
Stack
Turbo
Compressor
Gas diffusion
layer (GDL)
Membrane
Gas diffusion
layer (GDL)
MEA*
Bipolar Plate (BPP)
Media inlet
and outlet
* MEA: Membrane ElectrodeAssembly

19. 19
Group Research
FUEL CELL TECHNOLOGY – GOLF HYMOTION
Drive system output
100 kW
Accelaration
0 ‐100 km/h
10 s
Maximum speed
> 160 km/h
Torque
270 Nm
Battery capacity
1 ‐ 3 kWh
Range
> 500 km

20. 20
Group Research
CORE CHALLENGES FOR FUEL CELL TECHNOLOGY
ŠKODA Q
Cost
Pull: Customer’s demandPush: Legislation
Availability of renewable
energy and fuel Fuel Cell
business
• Vehicle technology availability
• Functionality
• Emotions
• TCO
Availability of vehicle
• Fuel availability
• Technology for fuel production
• Technology for fuel delivery
• Cost: ROI
• Renewable energy availability
• Peak oil
• Land use change
• Seasonal availability
HyMotion®

21. 21
Group Research
POWERTRAIN AND FUEL STRATEGY
COEXISTENCE OF POWERTRAIN TECHNOLOGIES
CO2‐neutral
and
sustainable
mobility
FCHEV
ICE
CO2‐neutral electricity
CO2‐neutral fuels
Conventional electricity
Conventional fuels
HEV
BEV
PHEV

22. 22
Group Research
OPPORTUNITIES FOR WEIGHT REDUCTION

23. 23
Group Research
VEHICLE FUEL CONSUMPTION FACTORS
100%
Consumption
Friction / Electric
Drivetrain
Weight
3%
13%
19%
42%
23%
Weight causes about ¼ of fuel consumption
Rolling Resistance
Aerodynamics

24. 24
Group Research
 Comfort
 Safety
 Quality
 Legislation
 Interior
Rigid body
High performance
Larger fuel
volume
+ kg
Stronger
chassis
THE WEIGHT SPIRAL

25. 25
Group Research
REVERSAL OF THE WEIGHT SPIRAL
Downsized
engine
‒ kg
Reduced fuel
volume
Intelligent body
materials design
Light
chassis
Next vehicle
generation
 Integrated
components
and functions
 New materials
and processes
 Cost‐ / weight‐
optimisation

26. 26
Group Research
LIGHTWEIGHT MATERIALS
Relative component weight
for equal performance
Source: N/EK‐L; EKP
Qualitative cost
AluminiumAluminium
CFRPCFRP
CFRPCFRP
SteelSteel
unidirectional
quasi‐isotropic
‐40%
‐20%
‐60%
75%
100%
25%
50%
MagnesiumMagnesium
‐15%
20
25
5
10
1
15
Lightweight steel
construction
Lightweight steel
construction‐5 to ‐25% Audi A8
Car body structure
VW XL1
Car body structure

27. 27
Group Research
Greenhousegas (kg CO2‐eq)
reference lightweight alternative 1 lightweight alternative 2 lightweight alternative 3
Use phase (mileage in km)Use phase (mileage in km)ProductionProduction End of lifeEnd of lifeUse phase (mileage in km)Production End of life
ENVIRONMENTAL IMPACT, LIGHTWEIGHT DESIGN AND LCA
According to Volkswagen AG's corporate environmental principles
lightweight design has to achieve an overall improved lifecycle balance.
= No amortisation compared
to reference – measures to
improve the environmental
impact necessary
= Amortisation over life cycle,
break‐even within use phase
= Better right from the start,
e.g. hot formed steel due
to material and weight savings
break‐even
 Intelligent lightweight design

28. 28
Group Research
MATERIALS EVOLUTION
Steel / Aluminium100 %
Medium scale
production
Low volume
production
Lowest volume
production
Large scale
production
VW Polo
Multi material design
Audi R8 Coupe
Lamborghini
Murcielago Bugatti
Veyron 16.4
FRP composites 100 %
Audi

29. 29
Group Research
FUTURE FOCUS FOR MATERIAL DESIGN
Before curing:
After curing:
Design concepts Joining technologies Vehicle manufacturing sequence
Enable expansion in joining zone
adhesive and rivet allow movement
and withstand all stresses
CFC‐Structures
Al‐Structures
Steel/Aluminium‐
material mix
Small & medium production scale
Low volume production
Large scale production
Material mix for
large volume
CollapseCollapsePolymerizationPolymerization Ϭ IncreasesϬ Increases CollapsePolymerization Ϭ Increases
Optimised steel
lightweight design
Curing at 100°C
Tolerable tensile
stress at 180°C
Product: tolerable compression stress in use phase
E‐coat curing 180°C
a th Alu > a th CFRP
Vehicle manufacturing sequence
Material mix suitable for
cataphoretic painting
Body construction
(St‐/Al‐/CFC)
Anticorrosive coating
top‐coat
Vehicle
assembly
Target: Integration in existing
assembly facilities
CFC‐
parts/‐
modules

30. 30
Group Research
MOBILE LIFE CAMPUS – OPEN HYBRID LABFACTORY

31. 31
Group Research
AUTOMATED DRIVING

32. 32
Group Research
Longitudinal Control
ACC Front Assist
City Emergency Brake
Lateral Control
Side Assist
Lane Assist
Side Assist
Parking
Park Assist Park Pilot
Rear Assist Area View
DRIVER ASSISTANCE SYSTEMS – PRESENT‐DAY EXAMPLES
Light
Light Assist
Dynamic Light Assist
Driver Status
Pause Recommendation
Prediction
Sign Assist

33. 33
Group Research
City Emergency Braking
ACC Front Assist
Emergency Assist
Side Assist
Lane Assist
Front Assist
Park Assist Park Pilot
DRIVER ASSISTANCE SYSTEMS – PRESENT‐DAY EXAMPLES
Park Assist
Light Assist
Trailer Assist
CameraRadar CameraRadar CameraRadar
Ultrasonic Camera

34. 34
Group Research
CHALLENGES FOR AUTOMATED DRIVING
More than 90%of all
Accidents
are caused by
human errors.
Surroundings, weather
Technical vehicle defects
Others

35. 35
Group Research
TECHNOLOGY FOR AUTOMATED DRIVING – SENSORS

36. 36
Group Research
Sensors
Gateway
DDS
EXLAP
Vehicle
Data Fusion & Environment Model
Localization
MapObject Fusion
Drivable Area
Road Fusion
Ego Master
Road Graph
Function
Maneuver planning
Mission Planning
v[m/s]v[m/s]
Trajectory planning
Vehicle Interface
Lat./ Long control
Status interface
Maneuver interface
CAN / FLEXRAY / ETHERNET / …
TECHNOLOGY FOR AUTOMATED DRIVING – SYSTEM ARCHITECTURE

37. 37
Group Research
HUMAN MACHINE INTERFACE – HMI
JACK COMES WITH THE FIRST PRODUCTION CAR INTEGRATED HUMAN MACHINE INTERFACE
THAT IS SCIENTIFICALLY EVALUATED AND DESIGNED FOR EVERYDAY DRIVING.

38. 38
Group Research
TECHNOLOGY – END TO END ARCHITECTURE – CAR TO X
New and innovative functions become reality when wireless connection
between vehicle and infrastructure come to mass production.
IT BackendIT Backend
Cloud architectureCloud architecture
Vehicle architectureVehicle architecture
Map service
Connected ACC
Connected piloted vehicles
Local hazard warning Parking & navigationTraffic light info online

39. 39
Group Research
LEVELS OF AUTOMATED DRIVING
Driver
Only
Level of automation
Vehicle has entire
longitudinal and
lateral control in a
defined use case.
Driver must not
monitor.
Vehicle has entire
longitudinal and
lateral control in a
defined use case.
Driver must not
monitor.
Driver is
continuously in
longitudinal and
lateral control
Driver is
continuously in
longitudinal or
lateral control
Driver must monitor
the system
continuously
Driver must not
monitor the system
continuously
No intervening
vehicle system
active
No intervening
vehicle system
active
The other driving
task is
accomplished by
the vehicle
The other driving
task is
accomplished by
the vehicle
Vehicle has
longitudinal and
lateral control (for a
specific time and/or
in specific
situations)
Vehicle has
longitudinal and
lateral control (for a
specific time and/or
in specific
situations)
Vehicle has
longitudinal and
lateral control (for a
specific time and/or
in specific
situations).
All system limits are
recognized by the
system. Sufficient
time for driver to
takeover.
Vehicle has
longitudinal and
lateral control (for a
specific time and/or
in specific
situations).
All system limits are
recognized by the
system. Sufficient
time for driver to
takeover.
Source: VDA
Assisted
Partial
automation
High automation
Full
automation
VehicleDriver

40. 40
Group Research
ACTION REQUIRED FOR IMPLEMENTING AUTOMATED DRIVING AND PARKING
Technology Infrastructure Regulation1. 2. 3.
2
1
4
3
5
6
► Sensors
► Safety architecture
► Redundant actors such as brakes
► High‐performance computer
► User interface
► Validation methodology
► Vehicle registration regulations
► Regulatory law (Vienna Convention,
highway traffic regulations)
► Liability
► Maintaining and expanding
infrastructure
► Global Implementation of standards
► Car2Car communication
► Accurate digital maps with short‐term
updates

41. 41
Group Research
eT – Follow me!
2011
Automated Driving –
urban delivery traffic
AUTOMATED DRIVING AT VOLKSWAGEN GROUP RESEARCH
Heavy DAS
2013
Automated Driving –
Traffic jam pilot
(heavy duty vehicles)
Auto‐Pilot
2015
Automated Driving –
highway 900 km
(CES Las Vegas)
Race‐Pilot
2014
Automated Driving –
race track

42. THANK YOU FOR ATTENTION!