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It started with simulations. “Before we actually assembled the I.D. R Pikes Peak, we used computers to analyse a multitude of different configurations,” says Willy Rampf, technical advisor to the project and a man with a wealth of Formula 1 experience, recalling the start of the development of the car for the Pikes Peak International Hill Climb. “It was clear to us that we would not have time to build multiple test vehicles. We had to get it right at the first attempt.”

The trials focused on finding the optimal compromise between performance and weight. Both factors are even more dependent on each other in an electric car like the I.D. R Pikes Peak than in a racing car with a conventional combustion engine. The simple rule of thumb is: The greater the performance, the heavier the batteries required. However, every single gram is unwanted weight – particularly at a hill climb. On Pikes Peak, the cars must overcome a difference in altitude of more than 1,400 metres – from the start at 2,862 to the finish line at 4,302 metres above sea level.

Romain Dumas, at the wheel of the I.D. R Pikes Peak, will also be faced with a series of hairpin turns, where a heavy car would be a disadvantage when braking and accelerating out of corners.

As such, the Volkswagen Motorsport engineers decided on the following strategy: The I.D. R Pikes Peak was to be as light as possible, while still maintaining a very high level of performance. The framework for this strategy was provided by the regulations for the most famous hill climb in the world, which literally offer virtually limitless freedom in the “Unlimited” class.

Being given the proverbial blank sheet of paper and told to develop a new racing car from scratch is a dream for any engineer. “To develop a car solely for this 20-kilometre hill climb is a very special task. There were virtually no bounds to the innovation shown by the engineers,” says François-Xavier Demaison, Technical Director at Volkswagen Motorsport.

“Simulation played a major role in achieving the low weight of the car,” explains Rampf. For example, computers were used to design chassis parts in such a way that they are able to cope with the anticipated loads without any problems, and without appearing oversized – or overweight. However, the development team almost completely dispensed with the standard but extremely expensive materials commonly used in top-class motor racing, such as titanium. “The chassis, wheel suspensions and safety structure of the I.D. R Pikes Peak are almost completely made of steel and aluminium,” says Demaison.

Despite this, and whilst still generating a top performance of 500 kW (680 PS), the car, complete with driver, weighs less than 1,100 kilograms – a lightweight compared to previous record-breaking cars in the Pikes Peak category for electric cars. The relatively low performance allowed the battery blocks for the I.D. R Pikes Peak to be made so compact that they could be positioned next to and behind the driver, thus ensuring perfect weight distribution. They provide the energy for an electric engine on both the front and rear axles, while torque distribution is managed electronically.

The I.D. R Pikes Peak’s chassis and aerodynamic components are made of an extremely light carbon fibre/Kevlar composite. One of the tasks faced during the design phase was to integrate design elements from the I.D. family – Volkswagen’s future range of fully-electric vehicles – in the exterior of the Pikes Peak racing car. “During this phase of development, we worked particularly closely with our Volkswagen colleagues in Wolfsburg,” recalls Willy Rampf.

The cockpit of the I.D. R Pikes Peak, a monocoque structure, is also made of ultra-light carbon fibre. The extent to which the engineers were willing to go to reduce weight is exemplified by the driver’s equipment.

Technology partner OMP made driver Dumas’ fire-resistant race overall, as well as the seat padding and six-point harness, from particularly light material. Even the sponsors’ logos are printed onto the overall, to save the weight of conventional patches.

However, the lightweight perfectionists at Volkswagen Motorsport did have to give in on one point: The regulations of the Pikes Peak International Hill Climb stipulate that each driver must wear a large event emblem, roughly 40 cm² in size, on their race overall. The plan was to have this logo printed on Dumas’ overall too. “That was rejected. According to the regulations, it has to be sewn on. The thread used for that weighs almost as much as the entire overall,” says Technical Director Demaison with a wink.

Article source: www.volkswagen.co.uk

Volkswagen experts want to simulate the chemical structure of batteries on quantum computers
They have already successfully modeled key molecules such as lithium-hydrogen and carbon chains on quantum computers
The objective is the “tailor-made battery”, a configurable chemical blueprint ready for production
Volkswagen is presenting quantum computing at CEBIT (June 12-15)

For the first time, Volkswagen experts have succeeded in simulating industrially relevant molecules using a quantum computer. This is especially important for the development of high-performance electric vehicle batteries. The experts have successfully simulated molecules such as lithium-hydrogen and carbon chains. Now they are working on more complex chemical compounds. In the long term, they want to simulate the chemical structure of a complete electric vehicle battery on a quantum computer. Their objective is to develop a “tailor-made battery”, a configurable chemical blueprint that is ready for production. Volkswagen is presenting its research work connected with quantum computing at the CEBIT technology show (Hanover, June 12-15).

Martin Hofmann, CIO of the Volkswagen Group, says: "We are focusing on the modernization of IT systems throughout the Group. The objective is to intensify the digitalization of work processes – to make them simpler, more secure and more efficient and to support new business models. This is why we are combining our core task with the introduction of specific key technologies for Volkswagen. These include the Internet of Things and artificial intelligence, as well as quantum computing."

The objective is a “tailor-made battery”, a configurable blueprint
Using newly developed algorithms, the Volkswagen experts have laid the foundation for simulating and optimizing the chemical structure of high-performance electric vehicle batteries on a quantum computer. In the long term, such a quantum algorithm could simulate the chemical composition of a battery on the basis of different criteria such as weight reduction, maximum power density or cell assembly and provide a design which could be used directly for production. This would significantly accelerate the battery development process, which has been time-consuming and resource-intensive to date.

Florian Neukart, Principle Scientist at Volkswagen’s CODE Lab in San Francisco, says: “We are working hard to develop the potential of quantum computers for Volkswagen. The simulation of electrochemical materials is an important project in this context. In this field, we are performing genuine pioneering work. We are convinced that commercially available quantum computers will open up previously unimaginable opportunities. We intend to acquire the specialist knowledge we need for this purpose now.”

On this project for the simulation of electrochemical materials, IT is co-operating closely with Volkswagen Group Research. The Volkswagen experts have already successfully simulated key molecules such as lithium-hydrogen and carbon chains, on a quantum computer. They are now working on more complex chemical compounds. In the experts’ opinion, they are only at the beginning of their development work.

Volkswagen and quantum computing
Highly specialized IT experts from Volkswagen, including data scientists, computer linguists and software engineers, are working together at the IT labs in San Francisco and Munich to develop the potential of quantum computers for applications which will be beneficial for the company. The main focus is on the programming of algorithms on quantum computers. These are subject to different laws than in the case of conventional computers.
In the field of quantum computing, the Volkswagen Group is cooperating with the technology partners Google and D-Wave, who provide the Volkswagen experts with access to their systems.

Article source: www.volkswagen-media-services.com

At first glance, it is clear to see that the I.D. R Pikes Peak has been developed for extreme conditions. The aerodynamic aspect of Volkswagen’s first fully-electric racing car is also uncompromisingly designed to tackle the most famous hill climb in the world. “The start line is located at an altitude of almost 2,900 metres, with the finish at 4,300 metres above sea level. The low air pressure up there means that the aerodynamic conditions are different to those at a racetrack on flat land,” explains François-Xavier Demaison, Technical Director at Volkswagen Motorsport and the man responsible for developing the I.D. R Pikes Peak as project manager. The relatively open regulations gave the engineers far more leeway, with which to design the chassis and rear wing of the I.D. R Pikes Peak, than in other racing disciplines.

During the winding 19.99-kilometre drive to the summit of Pikes Peak near Colorado Springs (USA), a top speed of around 240 km/h is reached – this is relatively low for a prototype like the I.D. R Pikes Peak, as it could theoretically do far more than this. “For this reason, we concentrated mainly on achieving optimal cornering speeds. The entire chassis is designed to generate as much downforce as possible, without causing too much aerodynamic drag,” says Demaison, summing up the task facing his team.

The most visually striking result of this strategy is the seemingly oversized rear wing on the I.D. R Pikes Peak. “The altitude on Pikes Peak means that the air we are driving through is on average 35 per cent thinner. As a result, we lose 35 per cent of our downforce compared to a racetrack at sea level. The huge rear wing allows us to compensate for some of this lost downforce,” explains Willy Rampf, technical consultant to the project and a man with years of Formula 1 experience. “The imaginative aerodynamic development means that we will still achieve maximum downforce greater than the weight of the car during the hill climb.”

Precision work in the Porsche wind tunnel

Volkswagen Motorsport used a scale mode (1:2) to test a host of different variants of the Pikes Peak racer in the wind tunnel. The final touches were then put to a full-size chassis in the Porsche development centre in Weissach. “It was greatly beneficial to be able to use resources from within the group,” confirms Demaison.

New components were often produced in quick time on a 3D printer. “We printed about 2,000 parts. In doing so, we saved a lot of time,” says Dr. Hervé Dechipre, who, as a CFD engineer at Volkswagen Motorsport, is responsible for the aerodynamics on the I.D. R Pikes Peak.

Little need to cool electric engines benefits aerodynamics

The electric engine on the I.D. R Pikes Peak does need to be cooled efficiently. However, the need for fresh air is far less than in the case of a combustion engine. Furthermore, it is not necessary to guide any intake air to the two electric engines, which together generate 500 kW (680 PS). This made it possible to reduce the size of the necessary inlet ports in the chassis, which are always a big drawback from an aerodynamic point of view. In contrast, the thin air at altitude has a negative effect on the efficiency of the cooling.

Simulation software provided by technology partner ANSYS is used to calculate the ideal compromise. “We could not manage this solely with the data from the wind tunnel, where it is not possible to recreate the thin air, for example,” says Demaison. “The simulation was a great help in determining the dimensions required for the cooling system.”

In the meantime, the findings from the development phase have been optimised in great detail in comprehensive tests. The first test run on the original route in the USA is planned for the end of May. Driver Romain Dumas and the Volkswagen Motorsport team then begin the final phase of their preparations for the “Pikes Peak International Hill Climb 2018” on 24 June. The goal is to break the record in the class for electric prototypes, which currently stands at 8:57.118 minutes.

Article source: www.volkswagen.co.uk

“Future Electronic Engineer Program” (FEEP) launched with 100 young engineers
Participants are to be trained especially for work with the modular electrification toolkit (MEB)
Objective: excellent, trouble-free launch of 27 MEB models throughout the world

The Volkswagen brand is moving ahead with preparations for its major electric offensive and launching a comprehensive e-mobility competence program. Within the framework of the “Future Electronic Engineer Program” (FEEP), 100 young engineers and skilled workers throughout the world will be trained as top production experts. As start of production specialists, they will occupy future-oriented positions in planning, the pilot hall, the e-mobility model group, the pre-series center and electronics development. The first participants to complete the three-year program will support the run-up phase of the I.D. family, the new generation of full-electric vehicles based on the modular electrification toolkit (MEB) in Zwickau.

The new training program has been initiated by the Volkswagen brand pilot hall in Wolfsburg, which forms part of the Production and Logistics Board of Management division. Plants in China, Brazil, Argentina, the USA and Mexico are also participating in the program, which is supported by Volkswagen’s volunteering initiative and local universities. From June onwards, young specialists from Germany, China and the Americas will be participating in the program.

Oliver Wessel, Head of the Pilot Hall, who is responsible for the product creation process of all Volkswagen models together with his team, ensuring that series production of the models starts in the optimum way, aims to provide one of the most comprehensive specialist training schemes in the industry with the FEEP. “This year and next year, we will have to master about 80 starts of production. The vehicles have more digital intelligence on board than ever before. These are severe challenges. And the situation will become even more challenging with the MEB models. We need start of production specialists who can provide local support at our plants when the need arises and ensure a good start of production. We intend to implement outstanding volume production that meets our high quality requirements.”

The successful FEEP trainees will act as “midwives” for the new electric cars to be launched on the market as part of Volkswagen’s major electric offensive. Thomas Ulbrich, Member of the brand Board of Management responsible for E-Mobility, outlines the dimensions: “Within three years, Volkswagen will be starting production of a total of 27 electric car models for four brands in three regions of the world. At the Zwickau plant alone, models of three Group brands will roll off the production lines. In future, our MEB plants throughout the world will need young engineers who are thoroughly conversant with the requirements for production of the new vehicle architecture and also have considerable practical experience.”

Participants entering the program in fields such as vehicle informatics or data logistics will normally have completed a practically oriented course of studies. Initially, they will be provided with basic training on commissioning at the Volkswagen brand pilot hall in Wolfsburg and will work on current vehicle projects such as the first compact I.D. Following this stage, they will receive intensive seminars – for example during specialist training as programmers – and will work on projects with gradually increasing requirements. They will then complete an assignment to another country where they will work on starts of production and benefit from practically oriented support by highly qualified mentors and senior experts working on a volunteering basis.

Article source: www.volkswagen-media-services.com

Digitalization in production, self-learning systems (bots) and “IT for all” initiative were among the topics of this year’s IT symposium held by Group IT
Finance and IT Board Member Witter: “Digital know-how is a major factor in the competitiveness of Volkswagen. Group IT plays a key role here.”

At this year’s IT symposium held in Wolfsburg today, the main focus was on digital technologies and innovative projects from all areas of Volkswagen Group IT. The event was attended by members of the Volkswagen Group and brand Boards of Management, top management representatives and the Works Council. The main emphasis of the symposium was on IT innovations to make work and processes within the company even simpler and more efficient. Specifically, the symposium dealt with further digitalization in production, self-learning programs (bots) to support employees with administrative tasks and the “IT for all” initiative.

Frank Witter, Member of the Group Board of Management responsible for Finance and IT, emphasized: “Digital know-how is a major factor in the competitiveness of Volkswagen. Group IT plays a key role here; it must safeguard all processes within Volkswagen as a global mobility group and make them fit for the future, at the same time as developing future-oriented digital topics for the company. This is why we continue to expand our IT competence, as we want to offer our customers the best possible product and service experience and to provide even better support for our team in factories and offices, with a view to further improving the efficiency of the company.”

Digitalization in production
Together, experts from Volkswagen brand production and Group IT are working on a digital platform to link all the systems and facilities at a plant in one integrated overall system. The experts expect this approach to yield significant efficiency benefits. In addition, it will be considerably easier to integrate digital best practice solutions and pilot projects in the existing architecture.

Martin Hofmann, CIO of the Volkswagen Group, emphasized: “Our most important objective continues to be to create digital solutions that make processes and project work in all areas of business even simpler, more reliable and more efficient. This is why we are forcing the pace for the modernization of our IT systems and developing even more mobile applications. At the same time, we are making advances with future-oriented topics. These include the use of artificial intelligence to provide effective support to our colleagues in the performance of certain tasks.

Artificial intelligence and corporate processes
At the symposium, representatives of Group IT presented trial projects for self-learning systems – “bots”. These systems learn through smart data analysis and can independently prepare repetitive administrative tasks (such as approvals or the award of contracts) for employees and submit them for decisions.

Bernd Osterloh, Chairman of the Group Works Council, said: “The impressive achievements of our IT colleagues demonstrate that we at Volkswagen can and should place more emphasis on in-house developments than on outsourced solutions. For this purpose, we need more IT personnel and more possibilities for the further training of employees. We can only achieve success with colleagues who have the best possible training and are highly motivated. They are the heart of IT.”

“IT for all” initiative
The “IT for all” initiative launched by the Works Council and IT is to give all employees of the Volkswagen brand access to digital media and working tools. The objective is to further improve the preparation, updating and management of time schedules and tasks, communication and cooperation within the team, further training and induction and the rapid distribution of internal messages for employees in factories and offices. A key topic is the increasing use of company or private smart phones to perform tasks.

Article source: www.volkswagen-media-services.com

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