2011 Volkswagen Xl1 Concept
Volkswagen XL1 Concept
Futurity mobility is one of the almost stimulant topics of our sentence. The key motion hither: Good how lots could the get-up-and-go intake of cars be rock-bottom if all the chicago were pulled out for efficiency? Thither is now an solution to this enquiry, and Volkswagen is delivering it in the manikin of the new Volkswagen XL1 Conception. Combined fire phthisis: 0.9 l/100 km. No former loan-blend car powered by an electrical drive / intragroup burning locomotive compounding is more fire effective. The paradigm makes its earth introduction at the 2011 Qatar Motive Prove (26-29 January, 2011).
Conceptually, the Volkswagen XL1 represents the 3rd evolutionary stagecoach of Volkswagen’s 1-litre car scheme. When the new millenary was ushered in, Professor. Dr. Ferdinand Piëch, who is now Chair of the Supervisory Plank of Volkswagen AG, formulated the seer destination of delivery to the grocery a product car that was hardheaded for unremarkable use with a fire ingestion of 1.0 l per 100 km. In the new XL1, Volkswagen is demonstrating that this end is now inside compass.
The new Volkswagen XL1 attains a CO2 emissions valuate of 24 g/km, thanks to a combining of jackanapes expression (monocoque and improver parts made of c character), real low sleek cart (Cd 0.186) and a card crossbreed arrangement – consisting of a two cylinder TDI locomotive (35 kW/48 PS), E-motor (20 kW/27 PS), 7-speed dualclutch transmitting (DSG) and lithium-ion shelling. The results: with fire use of 0.9 l/100 km, the new Volkswagen XL1 sole emits 24 g/km CO2. Since it is intentional as a board crossbreed, the XL1 epitome can too be compulsive for capable 35 kilometres in saturated galvanizing fashion, i.e. with nada emissions at item of use. The bombardment can be aerated from a ceremonious house outlet. Course, shelling re-formation is too employed to find vim spell deceleration pile and entrepot as practically of it as potential in the bombardment for re-use. Therein pillowcase, the galvanising centrifugal acts as an galvanic source.
2011 Volkswagen XL1 Concept
Scorn the selfsame mellow levels of efficiency, developers were capable to excogitation a personify layout that offers greater routine practicality, incorporating adjacent seats sooner than the bicycle-built-for-two system seen in both the outset 1-litre car presented in 2002 and the L1 presented in 2009. In the new Volkswagen XL1, annex doors survive easier to infix and expiration the car. Promote procession has been made by fabrication trunk parts from c character built polymer parts (CFRP), a proficiency victimized in Expression 1 car building. Again, Volkswagen has successfully achieved meaning reductions in output costs – an authoritative footfall onwards to shuffling feasible a modified output run of the XL1. Desktop: jointly suppliers, Volkswagen has highly-developed and patented a new scheme for CFRP product in what is known as the aRTM appendage (advance Rosin Conveyance Border).
The most efficient car in the world
The new Volkswagen XL1 Conception shows the way advancing for uttermost thriftiness vehicles and houseclean technologies. It likewise demonstrates that such cars can besides be fun. The touch when drive the XL1 is genuinely active – not based on vestal ability, kinda on its saturated efficiency. Two examples:
When the wide powerfulness of the loan-blend arrangement is occupied, the Volkswagen image accelerates from 0 to 100 km/h in hardly 11.9 seconds; its top speeding is 160 km/h (electronically special). Yet these numbers unequaled do not severalize the unharmed history: Since the XL1 weighs hardly 795 kg, the campaign organization has an sluttish job of propellant the car. When wide-cut exponent is needful, the galvanizing drive, which can pitch 100 N metres of torsion from a stalemate, plant as a champion to keep the TDI locomotive (120 N metres torsion). Unitedly, the TDI and E-motor birth a uttermost torsion of 140 N metres in boosting modality.
Plug-in hybrid concept
With the new XL1, Volkswagen is implementing a card loanblend conception, which utilises the fire effective engineering of the commons railing turbodiesel (TDI) and the three-fold grasp contagion (DSG). The TDI generates its declared maximal ability of 35 kW/48 PS from hardly 0.8 liter translation. The stallion intercrossed whole is housed supra the fomite’s compulsive arse axle. The factual intercrossed faculty with galvanizing drive and grasp is positioned ‘tween the TDI and the 7-speed DSG; this faculty was structured in the DSG contagion lawsuit in berth of the common flywheel. The incorporate lithium-ion barrage supplies the E-motor with vigour. The high-pitched emf push flowing from and to the bombardment or E-motor is managed by the ability electronics, which operates at 220 Volts. The Volkswagen XL1’s personify electric organization is supplied with the requirement 12 Volts done a DC/DC convertor.
Interplay of E-motor and TDI locomotive: The E-motor supports the TDI in quickening (boosting), but as described it can likewise might the XL1 Construct on its own for a space of capable 35 km. Therein way, the TDI is decoupled from the drivetrain by disengaging a clutches, and it is fold. Meantime, the clench on the gearbox position corpse unsympathetic, so the DSG is full booked with the galvanizing drive. Authoritative: The driver can take to thrust the Volkswagen XL1 in arrant electrical fashion (provided that the bombardment is sufficiently aerated). As shortly as the galvanic modality push on the board is pressed, the car is propelled alone by wattage. Restarting of the TDI is a rattling still and prosperous procedure: In what is known as “pulsate start” of the TDI locomotive patch impulsive, the galvanizing drive’s rotor is sped up and is rattling apace conjugate to the locomotive clutches. This accelerates the TDI to the needed speeding and starts it. The total operation takes berth without any jolts, so the driver scarce notices the TDI locomotive restarting.
When the XL1 is braked, the E-motor operates as a author that utilises the braking vigor to mission the bombardment (bombardment re-formation). In sealed operational weather the lading divided ‘tween the TDI locomotive and the galvanic motive can be shifted so that the turbodiesel is operational at its virtually golden efficiency degree. The gears of the mechanically shifty 7-speed DSG are too e’er selected with the aim of minimising vim utilisation. The locomotive control regulates all zip menses and ride direction tasks, pickings into explanation the ability demanded at any tending instant by the driver. About of the parameters ill-used to see the optimal actuation way for the disposed weather are: throttle situation and locomotive lading, likewise as the get-up-and-go provide and mix of energizing and electricity at any disposed clip.
Two-cylinder TDI uses deal product engineering: The 0.8 liter TDI (35 kW/48 PS) was derived from the 1.6 l TDI, which drives such cars as the Golf and Passat. The 0.8 TDI exhibits the same data as the 1.6-litre TDI common rail engine in terms of cylinder spacing (88 mm), cylinder bore (79.5 mm) and stroke (80.5 mm). In addition, the Volkswagen XL1 Concept’s two-cylinder and the mass produced four cylinder share key internal engine features for reducing emissions. They include special piston recesses for multiple injection and individual orientation of the individual injection jets. The excellent, smooth running properties of the common rail engines were transferred to the two cylinder engine. within addition, a balancer shaft that is driven by the crankshaft turning at the same speed optimises smooth engine running.
Meanwhile, the TDI’s aluminium crankcase was constructed to achieve high rigidity and precision, which in turn leads to very low friction losses. With the goal of reducing emissions, exhaust gas recirculation and an oxidation catalytic converter as well as a diesel particulate filter are used. Equipped in this way, the 0.8 TDI already fulfils the limits of the Euro-6 emissions standard.
Also designed for efficiency is the vehicle’s cooling system. Engine management only cools the TDI by activating an externally driven electric water pump when engine operating conditions require it. This cooling system includes an automatically controlled air intake system at the front of the vehicle to reduce cooling system drag. This thermal management strategy also contributes towards reduced fuel consumption. A second electric water pump, which is also used only as needed, circulates a separate lower temperature coolant loop to cool the starter generator and power electronics.
CFRP body is a technical masterpiece
The development team made extraordinary strides in designing the CFRP body – in terms of its lightweight construction as well as its aerodynamics. A comparison to the Golf illustrates just how innovative the body concept of the new XL1 is.
The drag coefficient of the highly successful Golf is very good for the compact class: Cd (0.312) x A (frontal area 2.22 m2) equals a total drag figure of 0.693 m2 (Cd.A) providing this car with benchmark aerodynamic credentials in its class. Meanwhile, the Volkswagen XL1 exceeds this performance with a Cd value of 0.186 and a frontal area of 1.50 m2. The product of these two parameters yields a total drag, or Cd.A value of 0.277 m2 which is 2.5 times lower than that of the Golf.
Design for a new era: The VW XL1 is 3,888 mm long, 1,665 mm wide and just 1,156 mm tall. These are extreme dimensions. The Polo has a similar length (3,970 mm) and width (1,682 m), but it is significantly taller (1,462 mm). The height of the new XL1 is about the same as that of a Lamborghini Gallardo Spyder (1,184 mm). So, it is easy to visualise just how spectacular such a Volkswagen would appear on the road – as long and wide as a Polo, but with a low profile like a Lamborghini.
The wing doors of the new Volkswagen XL1 are also reminiscent of a high-end sports car. They are hinged at two points: low on the A-pillars and just above the windscreen in the roof frame, so they do not just swivel upwards, but slightly forwards as well. The doors also extend far into the roof. When they are opened, they free up an exceptionally large amount of entry and exit space.
Visually, the new XL1 also adopts the styling lines of the L1 presented in 2009; however, the new prototype has a more dynamic appearance thanks to its greater width. The design of the entire body was uncompromisingly subjected to the laws of aerodynamics. In front, the VW XL1 Concept exhibits the greatest width; the car then narrows towards the rear. Viewed from above, the form of the XL1 resembles that of a dolphin; especially at the rear, where the lines optimally conform to the air flow over the car body to reduce the Volkswagen’s aerodynamic drag.
In side profile, the roofline reflects styling lines that trace an arc from the A-pillar back to the rear. The rear wheels are fully covered to prevent air turbulence; the air flows here are also optimised by small spoilers in front of and behind the wheels. Observers will look for door mirrors in vain; replacing them on the wing doors are small cameras which take on the role of digital outside mirrors that send images of the surroundings behind the car to two displays inside the vehicle.
The front end of the new Volkswagen XL1 Concept no longer exhibits the typical radiator grille; however, it still reflects the styling of the current Volkswagen “design DNA” with a predominance of horizontal lines. Specifically, there is a black cross-stripe (in the area where there is no longer a radiator grille) that combines with the energy-efficient dual LED headlights to form a continuous band. The actual air intake for cooling the TDI engine, battery and interior is located in the lower front end section and has electrically controlled louvres. The narrow turn indicators are also designed in LED technology; these form an “L” shape which vertically follows the wheel housing and horizontally a line beneath the headlights. This creates a front end, which – although it is completely redesigned and extreme in its dimensions – can immediately be recognised as a Volkswagen design by its clean lines.
Lightweight construction: more systematic than ever: Large sections of the new XL1’s body consist of carbon fibre reinforced polymer (CFRP) – which is as lightweight as it is strong. Specifically, the monocoque with its slightly offset seats for driver and passenger and all exterior body parts are made of CFRP. The layers of carbon fibre, which are aligned with the directions of forces, are formed into parts with an epoxy resin system in the aRTM process. This material mix produces an extremely durable and lightweight composite. For a long time, it was considered impossible to manufacture a body of CFRP, like that of the new Volkswagen XL1 Concept, to industrial standards. Nonetheless, Volkswagen successfully found a cost-effective way to mass produce CFRP parts in sufficient volumes as early as 2009 – in the framework of the XL1 development project. Now this process has been further perfected.
CFRP is the ideal material for the body of the new XL1 because of its light weight. The XL1 Concept weighs only 795 kg. Of this figure, 227 kg represents the entire drive unit, 153 kg the running gear, 80 kg the equipment (including the two bucket seats) and 105 kg the electrical system. That leaves 230 kg, which is precisely the weight of the body – produced largely of CFRP – including wing doors, front windscreen in thin-glass technology as in motorsport and the highly safe monocoque. A total of 21.3 percent of the new Volkswagen XL1, or 169 kg, consists of CFRP. In addition, Volkswagen uses lightweight metals for 22.5 percent of all parts (179 kg). Only 23.2 percent (184 kg) of the new XL1 is constructed from steel and iron materials. The rest of its weight is distributed among various other polymers (e.g. polycarbonate side windows), metals, natural fibres, process materials and electronics.
Lightweight construction: safer than ever: The new XL1 is not only lightweight, but very safe as well. As mentioned, this is due in part to the use of CFRP as a material. In the style of Formula 1 race cars, the Volkswagen has a high-strength monocoque. In contrast to Formula 1, however, this safety capsule is enclosed on top – for safety. Depending on the type of collision, the load path may be directed through the A- and B-pillars, cant rails and sills, all of which absorb the impact energy. Additional side members and crossmembers in the front and rear perfect the car’s passive safety.
Running gear with ESP utilises high-tech materials
The running gear is equipped with anti-roll bars at the front and rear and is characterised by lightweight construction with maximum safety. In front, a double wishbone suspension is used, while a semi-trailing link system is employed at the rear. The front and rear suspension are both very compact in construction and offer a high level of driving comfort. The running gear components mount directly to the CFRP monocoque in key areas.
Running gear weight has been reduced by the use of aluminium parts (including suspension components, brake calipers, dampers, steering gear housing), CFRP (anti-roll bars), ceramics (brake discs) magnesium (wheels) and plastics (steering wheel body). Friction-optimised wheel bearings and drive shafts, as well as an entirely new generation of optimised low rolling resistance tyres from MICHELIN (front: 115/80 R 15; rear: 145/55 R 16), contribute to the low energy consumption of the Volkswagen XL1 Concept. Safety gains are realised by an anti-lock braking system (ABS) and electronic stabilisation programme (ESP). That is because sustainability without maximum safety would not really be a step forward. The new VW XL1 shows how these two parameters can be brought into harmony.