Munich Actually, the “Isarpost” event center in downtown Munich should primarily be about autonomous driving. But Volkswagen received additional visitors on its corporate evening at the start of the IAA Mobility. Greenpeace was there. The environmental organization wanted to hand over to CEO Herbert Diess the civil lawsuit presented last Friday because of insufficient efforts in terms of climate protection. “I have a copy for you personally,” said Marion Tiemann, traffic expert from Greenpeace. Herbert Diess did not shy away from the discussion and approached the activist directly. The interaction with each other was even friendly, the VW boss told of a weekend trip to the Alps in the past.
But when it comes to climate protection, there was no convergence. “I think it is unfair that you start your lawsuit with the car manufacturers,” complained the VW boss. Volkswagen is trying everything to become climate-neutral and environmentally friendly as quickly as possible. Instead, Greenpeace should take action against companies that emit extremely high levels of carbon dioxide. Diess named oil companies first.
Greenpeace activist Tiemann defended the lawsuit against VW that her organization would adhere to it. She and Diess then parted, the short, camera-effective protest action in front of the “Isarpost” was quickly over. And Herbert Diess was able to take care of the autonomous driving inside the building.
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A lot depends on autonomous driving, not just for Volkswagen, but for the entire automotive industry. It is something like the supreme discipline in the ever-increasing use of software in a car. The car is actually on the way to becoming a “smartphone on four wheels”. If the autonomous systems prevail by the end of the decade, a larger number of cars could then be on the road completely independently and without a driver. Robotaxis are to be used in cities such as Hamburg and Munich.
Herbert Diess
The environmental organization wanted to personally hand over its civil suit to the VW boss.
(Photo: Reuters)
The VW boss thinks it is possible that the Wolfsburg-based car manufacturer will generate around 15 percent of its group sales with robotic taxis and other new mobility services by 2030. 15 percent of the group turnover would be a huge sum, according to the current situation that is around 40 billion euros.
“Autonomous driving will change the world,” said VW boss Diess. It becomes a “game changer” that allows completely new business models and high returns. The Greenpeace activists in front of the “Isarpost” might not have liked that much – climate and environmental protection did not play such a big role in Diess’ presentation on autonomous driving.
Volkswagen is not alone in attempting autonomous driving. About two years ago, the Wolfsburg-based company invested around 2.6 billion dollars in the US start-up Argo AI, which will develop the autonomous computer systems for the German group in the coming years.
Since then, Volkswagen has held 40 percent of Argo AI, making it one of two major shareholders. Another 40 percent is with Ford, the second largest automaker in the USA, the rest with Argo founder Bryan Salesky and the employees of the American start-up.
Product development could be a generation task
Salesky, who has been the company’s chief developer for years as CEO of Argo AI, will have to deliver for the foreseeable future if he is to permanently satisfy his major shareholders Volkswagen and Ford. In any case, he broadened optimism on the corporate evening of the Wolfsburg. Working together, Volkswagen, Ford and Argo AI would have a good chance of putting high-performance autonomous cars on the streets in the coming years.
“Demand is particularly high in cities,” said Salesky, “we have to go there.” The use of robotic taxis is worthwhile there. Taxi companies could save a lot of money if the computer drives the car in the future and drivers are no longer needed. If it were then possible to produce computer programs for autonomous driving in large numbers, then economic success should also be achieved. Ford and Volkswagen together have an annual production of around 16 million vehicles. Salesky saw sufficient potential for the use of autonomous systems in this.
However, the success of the current development work is not guaranteed. Bryan Salesky is still preparing for one or the other problem until finished products have come out in the end. “The world is underestimating how complex it is,” he said. The development of autonomous systems is a task for several generations, and maybe the products will never be finished.
The first results can now also be seen in Germany: Argo and Volkswagen are testing the first autonomous minibuses on a test track at Munich Airport. Tests on public roads should be available soon. The first commercial use is planned for the VW mobility subsidiary Moia in Hamburg in 2023 at the earliest, but then with a safety driver. Two years later, Volkswagen and Argo want to completely do without the person behind the wheel.
The basic vehicle for the first autonomous deployments is the new, fully electric ID.Buzz, which Volkswagen will bring to market next year – then still without an autonomous system – for a larger customer base. For its first fully autonomous attempts, the Wolfsburg-based company is relying on an electric car. Something that should actually appease Greenpeace.
More: VW boss Herbert Diess believes that digitization will pay off for the car manufacturer. The Group’s return is expected to increase significantly by 2025.