Future of Automotive Powertrains

Trends and Developments in Range extender Technology

1: Internal Combustion Engine, 2: Generator, 3: Battery, 4: Electric Motors.

Author Anton Klostermann Senior Consultant Efficient Powertrains

copyright 2011 - Automotive Technology Centre

TABLE OF CONTENTS
1. INTRODUCTION 2. DEFINITIONS OF TYPES OF ELECTRIFIED VEHICLES AND RANGE EXTENDER 3. WHY ELECTRIC VEHICLES WITH RANGE EXTENDER? 4. RANGE EXTENDER TECHNOLOGY AND BASIC PRINCIPLES 5. DEVELOPERS OF RANGE EXTENDERS 6. EXAMPLES OF VEHICLES WITH RANGE EXTENDER 7. REQUIREMENTS FOR RANGE EXTENDERS. 8. MARKET PERSPECTIVE FOR RANGE EXTENDERS ANNEX I: DEVELOPERS OF RANGE EXTENDERS ANNEX II: ATC PARTNERS & PARTICIPANTS ACTIVE WITH RANGE EXTENDER TECHNOLOGY 3 3 4 5 8 11 16 17 20 22

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1. Introduction
Electric vehicles are a promising alternative to conventional vehicles powered by internal combustion engines, offering the opportunity to cut down CO2, pollutant and noise emissions. However, limited battery capacity minimizes the driving range of electric vehicles. Additional vehicle features, such as heating the passenger compartment, further limit this range. A solution to overcome this compromise is a range extender. Range extenders are small electricity generators operating only when required. This report gives an overview of the current state-of-the-art for range extenders technology and provides information on anticipated market opportunities. Chapter 3 describes why range extenders can be necessary and which technology and basic principles are used (Chapter 4). Chapter 5 and Annex I give an overview of the most significant developers of range extenders. Chapter 6 shows some examples of extended range electric vehicles which are on the market or which will come on the market soon. Chapter 7 summarizes the most important requirements for range extenders. Chapter 8 describes the market perspectives for range extenders. First different types of electrified vehicles and the concept of a range extender is defined in Chapter 2. The target audience for this report are developers of range extenders and OEMs who are already developing electric vehicles with range extenders or who are planning to use range extenders in the future.

2. Definitions of types of electrified vehicles and range extender

Electric vehicle (EV): Following the nomenclature as defined in SAE J1715 an electric vehicle is a vehicle in which its propulsion is accomplished entirely by electric motors, regardless for the means of obtaining that electric energy. Therefore, what previously was known as a series hybrid electric vehicle, is now also referred to as an electric vehicle. An electric vehicle can have one or more energy storage systems. If an electric vehicle has a combustion engine for propulsion power, the combustion engine is not driving the wheels directly through a mechanical transmission. Hybrid Electric Vehicle (HEV): According SAE J1715 the expression hybrid car is only used for parallel or combined hybrid systems. In a hybrid electric vehicle (HEV) drive power to the wheels can be supplied both by an electric motor and a combustion engine working together. This means in certain drive modes, the combustion engine is driving the wheels directly through a mechanical transmission. A hybrid electric vehicle has two or more energy storage systems both of which can provide propulsion power either together or independently. The engine is typically the larger of the two propulsion sources, being sized to provide most of the power during high power vehicle events. The electric motor is typically the smaller of the two propulsion sources, being sized to maximize the amount of energy that can be captured during braking and for limited low speed EV operation. Plug-in hybrid vehicle (PHEV): A Plug-in hybrid vehicle has been defined by SAE J1715 as: A hybrid vehicle with the ability to store and use off-board electrical energy in the rechargeable energy storage system. These systems are in effect an incremental improvement over the Hybrid with the addition of a large battery with greater energy storage capability, a charger, and modified controls for battery energy management and utilization. Extended Range Electric Vehicle (EREV): Tate, Harpster and Savagian from the General Motors Corporation have defined an EREV as A vehicle that functions as a full-performance battery electric vehicle when energy is available

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from an onboard Rechargeable Energy Storage System (RESS) and having an auxiliary energy supply that is only engaged when the RESS energy is not available. General Motors uses the term Extended Range Electric Vehicle to describe its Chevrolet Volt, Holden Volt, Opel Ampera and Vauxhall Ampera, but others in the industry refer to such vehicles as a type of hybrid. This is because for these vehicles in a certain drive mode, the combustion engine is driving the wheels directly through a mechanical transmission. This is further explained in Chapter 6. Range extender: A range extender is used to extend the driving range of electric vehicles (EVs). A Range extender uses fuel to produce electricity for electric traction. In electric vehicles or series hybrid electric vehicles the range extender is not mechanically connected to the driven wheels. In extended range electric vehicles such as the Chevrolet Volt, Holden Volt, Opel Ampera or Vauxhall Ampera a range extender is applied which also can be mechanically connected to the driven wheels in certain driving modes (see Chapter 6).

3. Why Electric Vehicles with Range Extender?

Manufacturers are producing or developing electric vehicles with range extenders for several reasons (see Ref 1): Concerns have been raised about the security of oil supply and global warming of the atmosphere. This calls for reduced consumption, reduced emissions, and diversification of energy sources. Automobiles should be able to shift significant portions of their required energy from petroleum to other sources. Figure 1 shows the various energy sources, energy pathways, and possible on-vehicle energy storage media. To be able to use non-petroleum energy sources for transportation, vehicles will need higher power electric motors, higher energy on-board electrical storage, and electrified power supply of auxiliary systems that allows for driving without a combustion engine. If electric energy can be effectively stored and integrated to propel automobiles, the full range of energy sources could be used for future automotive needs. Another reason for introduction of electric vehicles with range extenders is the lack of fullperformance electric capability in all operating modes of the PHEVs which currently are on the market. The electric traction power and speeds at which the PHEV operates electrically is only sufficient to drive urban driving schedules (Urban Capable PHEV). Adding more batteries to these already complex and costly systems could increase their performance, but would price them out of the market. Therefore electric vehicles with range extenders have been invented, which have full-performance electric capability as long as battery energy is available and which do not have to start the range extender until all useable on-board electric energy has been used.
Propulsion System Conventional ICE gasoline / diesel Conventional Mild / Full Hybrid Plug-in Hybrid Electric Vehicle Electric Vehicle with ICE Range Extender Electric Vehicle with Fuel Cell Range Ext. Battery Electric Vehicle

Figure 1: Energy pathways for liquid, gaseous, and electric energies (Ref 8)

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4. Range extender Technology and Basic Principles

4.1 Range Extender Basic Principles Four basic principles are used for range extenders which are being developed at the moment: 1. Reciprocating engine with generator which uses one or more reciprocating pistons to convert pressure into linear or rotating motion, using a Otto-, or Diesel cycle. Various mechanisms are used to convert the motion of the pistons into a rotating motion. The rotating motion is used to drive a generator which produces electricity. 2. Microturbine with generator which has an upstream rotating compressor coupled to a downstream turbine, and a combustion chamber in-between. Energy is added to the gas stream in the combustor, where fuel is mixed with air and ignited. The products of the combustion are forced into the turbine section, where the high velocity and pressure of the gas flow is directed over the turbine's blades, spinning the turbine which mechanically powers the compressor and which is also used to drive a generator which produces electricity. Two types of turbines exist: axial turbines and radial turbines. Radial turbines allow the use of a recuperator which will increase the thermal efficiency. The recuperator is used to recover waste heat from exhaust gasses. 3. Rotary engine with generator which uses one or more rotors to avoid the reciprocating motion of the piston with its inherent vibration and rotational-speed-related mechanical stress. The Wankel engine is the only successful rotary engine. The rotating motion is used to drive a generator which produces electricity. 4. The fuel cell which is made of three segments which are sandwiched together: the anode, the electrolyte, and the cathode. At the anode a catalyst oxidizes the fuel, usually hydrogen, turning the fuel into a positively charged ion and a negatively charged electron. The electrolyte is a substance designed such that ions can pass through it, but the electrons cannot. The freed electrons travel through a wire creating the electric energy. The ions travel through the electrolyte to the cathode. Once reaching the cathode, the ions are reunited with the electrons and the two react with a third chemical, usually oxygen, to create water or carbon dioxide. 4.2 Properties of each technology Figure 3 on the next page gives a first indication of the properties of each technology in terms of price (at volume production), time-to-market, efficiency, raw emissions, maintenance costs and noise & vibrations. Cost price at higher volumes Based on production volumes of tens of thousands to hundreds of thousands of units per year (realistic volumes for range extenders for the next 8 years), the cost price of rotary engines potentially is the lowest, even slightly lower than for piston engines, because they have less parts. Recuperated microturbines usually have a higher cost price then piston or rotary engines because the compressor and turbine parts are difficult to produce because they must conform to tight tolerances to maximize the efficiency. MTT claims that their microturbine concept can be produced at the same price as rotary engines, because the turbine and compressor parts are based on mass produced components of turbo chargers. Fuel cells have the lowest score on Price in Figure 3. Even at volumes of hundreds of thousands of units per year the cost price of fuel cells would still be at least 40 times too high. A recent survey of fuel cell manufacturing shows that the low-volume costs for fuel cells are still in excess of $1800/kW (Ref. 10). Volumes in the order of 5 million units per year would be necessary to reach the automotive target of $40/kW. The lions share of the high production costs seem to lie in either the membrane electrode assembly, or the bipolar plate manufacturing, even neglecting the high material costs (platinum). As long as production costs are higher than the acceptable price,
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then someoneeither the producer or a government agencymust make up the difference between the cost of production and the price at which it is sold. For such an approach to the market, it will take 20 years before producers start to see profits, or must rely upon a very patient government subsidy program to make it to profitability. If, however, other niche markets can be entered at higher price points (and the fuel cell can compete favourably with incumbent technologies at those points), then profits can be realized sooner. Time to market Range extenders based on piston engines are already commercially available in larger volumes from several suppliers (for example the concepts from Opel, or ISE), or almost ready for series production in larger volumes (for example the concepts from Lotus, GETRAG, KSPG and Polaris Industries). Also some concepts based on rotary engines are almost ready for series production from several suppliers (for example the concept from AVL). Only the microturbines from Capstone already are applied in hybrid buses. The microturbines from MTT and Bladon Jets are still in a proof of concept phase. Also fuel cell concepts are already on the market on a small scale. Honda has a fuel cell vehicle commercially available (Honda FCX Clarity) and Mercedes will introduce the B-Class E-Cell Plus in 2014 (see Chapter 6). According Ref. 11) Tens of thousands of fuel cell vehicles are expected to be on the market from 2016 (Figure 2). Therefore the fuel cells get the same score for Time-to-market as the microturbines from MTT and Bladon Jets.

Figure 2: Expected total number of passenger FCVs on the road (Ref. 11).

Efficiency Range extenders based on fuel cell technology have the best score in terms of electrical efficiency (>50%). Range extenders based on simplified piston engines reach thermal efficiencies of 34% (240 g/kWh with gasoline) and a combined efficiency of engine and generator of 31% (see concept Polaris industries in Annex I). Range extenders based on state-of-the-art rotary engines reach thermal efficiencies of 31% (AVL specifies 260g/kWh with gasoline). MTT claims that the efficiency of recuperated microturbines potentially is just as good as rotary engines with equal power and additional fuel savings may be possible due to the low weight of range extenders based on microturbines. Raw emissions Range extenders based on fuel cell technology also have the best score in terms of raw emissions. The emissions consist only of H2O. Because microturbines have a continuous combustion process they have relatively low emissions (exhaust gas after treatment usually is not necessary). Range extenders based on piston engines have a low score on emissions and will need exhaust gas after treatment to meet emission legislation. This means extra weight compared to concepts based on microturbines. Rotary engines have the lowest score in terms of raw emissions due to the unfavourable shape of the combustion chamber and will also need exhaust gas after treatment.
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Maintenance Range extenders based on microturbines and fuel cells have the highest score in terms of maintenance requirements. Microturbines have only one moving part. Also fuel cells are expected to have minimum maintenance requirements (see www.energy.ca.gov/distgen/equipment/fuel_cells/cost.html). The fuel supply systems and reformer system need inspection and maintenance about once a year. The cell stack itself will not require maintenance. The maintenance and reliability of fuel cells still needs to be proven in large-scale, long-term demonstrations. Maintenance costs of a fuel cell are expected to be comparable to microturbines (annual inspection). Concepts based on piston engines will need more maintenance, but not as much as rotary engines due to difficulties with tolerances, seals and lubrication. Noise & vibrations Range extenders based on fuel cell technology have the best score in terms of noise and vibrations. Also microturbines have low noise and vibrations because of the continuous combustion, the high frequencies (which are easier to mute than low frequencies), the lightweight construction of the rotating parts and because the recuperator acts as a silencer. Rotary engines have the same pulsating noise as crankshaft piston engines (silencer must be applied), but have less vibrations because the rotor can be optimally balanced. Single or dual cylinder crankshaft piston engines have a low score on noise and vibrations. Some special piston engine concepts have low vibrations, like the fully balanced concept from Peec-Power with two pistons moving symmetrically in opposite directions.
PISTON ENGINE
Peec-Power Concept (Opposed Piston Engine)

ROTARY ENGINE
Price
8 6

Price
8 6

Noise & vibrations

4 2 0

Time to market

Noise & vibrations

4 2 0

Time to market

Maintenance

Efficiency

Maintenance

Efficiency

Raw emissions

Raw emissions

MICROTURBINE
MTT Concept (Micro Gasturbine based on turbocharger parts)

FUEL CELL
Price
8 6

Price
8 6 4 2 0

Noise & vibrations

Time to market

Noise & vibrations

4 2 0

Time to market

Maintenance

Efficiency

Maintenance

Efficiency

Raw emissions

Raw emissions

Figure 2: First indication of the properties of each technology.

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5. Developers of range extenders

Annex I shows examples of 16 different types of range extenders. Twelve of them are still in a research or early development phase. Four are commercially available or applied in series produced vehicles. Annex I gives a description of the technology, development status, advantages/disadvantages and electric power output for each type of range extender. For the weight it was often not clear what exactly is included. Therefore the weight as specified in Annex I is just indicative. This overview does not pretend to be exhaustive. There are more developers of range extenders. Nevertheless, Annex I shows the most significant ones. Three generations of range extender technology can be distinguished, all based on one of the four basic principles as described in Chapter 4: 1. First generation range extenders: off-the-shelf crankshaft piston engines driving a separate generator. Both the engine and the generator have their own bearings. The engine and generator are connected via a coupling which compensates misalignments. Most of the HEVs/EREVs that are on the market or which are currently being developed use slightly adapted conventional engines which are compromised in the efficiency that they can achieve, because they are designed for a wide range of operating conditions. Until recently OEMs did not want to take the risk to develop new cars with a new hybrid powertrains AND a new type of power source. By using off-the-shelf crankshaft piston engines the technical risks can be reduced. Some examples: a. The 200 kW hybrid range extender from ISE is already applied in many series hybrid transit busses and trolley busses in the USA. Its based on an existing Ford V10 6,8 litre gasoline engine. b. Also the range extender from General Motors as applied in the Chevrolet Volt, Holden Volt, Opel Ampera and Vauxhall Ampera is based on a conventional 4-cylindre 1.4 litre gasoline engine. 2. Second generation range extenders: combustion engine and the generator are still separate systems. However, combustion engines are used which are optimized for use in series hybrid powertrains: a. Downsized and simplified crankshaft piston engines driving a separate generator. b. Rotary combustion engines with a generator attached to it. c. Microturbines attached to a generator. There is evidence that there currently is a window of opportunity for 2nd generation range extenders. In October 2011 Audi started a fleet trail with 20 Audi A1 e-tron prototypes using a 15 kW range extender from AVL Deutschland, which consists of a 250cc rotary engine which is connected to a permanent magnet synchronous machine. Lotus Engineering has recently received enquiries from several OEMs to take 5.00010.000 units of its simplified internal combustion engine annually. This range extender is optimized for 2 operating points. The new Lotus range extender is a 3-cylinder mono-block motor, meaning the head is inseparable from the block, which lowers weight and reduces production costs. According Lotus Engineering there is interest from several companies in acquiring 5.000 to 10.000 units annually, including 3 major passenger car manufacturers. Another good example of a 2nd generation range extenders is the concept from Polaris Industries using a onecylinder 325cc crankshaft piston engine connected to a Brusa generator with 22kW electrical output. This highly efficient generator set has 31% combined efficiency and a weight of only 38 kg (Ref. 12).

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Rotary engines are also a good option for range extenders because of their high specific power and nearly vibration-free and quiet operation. The rotary engine from AVL has a fuel efficiency of 31% (260gr/kWh). A disadvantage could be their reduced life time due to difficulties with tolerances, seals and lubrication. Also the shape of the combustion chamber is not optimal for low raw emissions. Another example of 2nd generation range extenders are the microturbines from Bladon Jets, which have been applied in the Jaguar C-X75 concept car. Two axial-flow micro-turbine are coupled to a high speed switched reluctance generator. Each of the gas-turbine generator sets weighs 35kg and produces 70kW of power at a constant 80,000rpm. Total Range Extender power in this hybrid super car is 140 kW. Generic advantages of gas turbines are the high specific power, small number of parts, low maintenance costs, vibration-free operation and low raw emissions (= emissions without exhaust gas after treatment). Because an exhaust gas after treatment system and liquid cooling systems are not needed, there is an additional weight saving potential in comparison to piston- or rotary engines. 3. Third generation range extenders: more compact solutions where the power source and generator are fully integrated. The ultimate objectives for a Range extender (high specific power, high efficiency, high reliability and low costs) probably can only be achieved by integration of its main functions. Some examples: a. The microturbine concept from Capstone is an integrated design with radial turbine, radial compressor and high speed generator on a single axle. The Capstone turbines are already deployed in over 1000 hybrid buses and trolleys. Because this concept is more than 10 years old, specific power (30 kW/91 kg) and efficiency (25%) are not as good as state-of-the-art piston engines. Some other developers have already demonstrated functional prototypes or are already planning series production, or are already on the market in limited volumes, for example: b. The microturbine concept from Micro Turbine Technology (MTT) is an integrated design with axial turbine, axial compressor and high speed generator on a single axle. By adding a recuperator, a large portion of the exhaust gas heat is recovered and thermal efficiency is substantially increased. MTT reports 17% combined efficiency (for ICE and generator) with a 3kW microturbine. As a result of the scaling effect the efficiency will increase with larger systems with more power. Combined efficiency levels for microturbine and generator up to 25% could be realized with a 15 kW microturbine (only to be compared with other 15 kW systems). c. The Httlin Kugelmotor from Innomot AG. This is a very innovative and compact design, but high production costs can be expected due to the geometric complexity. d. The Peec-Power concept based on a 1-cylinder piston engine with two pistons moving symmetrically in opposite directions with a fully integrated generator. Also a very innovative and compact design and - very important - with a potential to be produced at low costs. Due to the low heat and mechanical losses which are inherent to this single cylinder design this concept promises a high efficiency. Further improvement of specific power is possible with a turbo charger. e. Fuel Cell system for the Honda FCX Clarity, already on the market in USA and Japan (see Chapter 6). f. Fuel Cell System for Mercedes-Benz B-Class from Daimler AG. Production is planned for 2014. g. Toyota is planning global sales of a few thousand fuel-cell vehicles by 2015. That number will be limited due to the lack of fuelling architecture and the high price of the vehicles (100.000- in Europe).
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Some developers are still in the early research and development phase, for example: h. Free piston ICE from Deutsches Zentrum fr Luft- und Raumfahrt with coils around unattached piston that generate electricity. Although a very high efficiency and low raw emissions are expected (>50%) the specific power is low and its difficult to control the piston. Experimental already for 10 years. i. Rotary piston engine from Clarian Laboratories with integrated brushless induction-based generator. Compact and lightweight design with multi-fuel capability. Only two moving parts. High specific power. Clarian is looking for partner to commercialize this technology. For the Fuel Cell System from Daimler AG actual application in an electric vehicle is foreseen. The microturbines from Capstone have been applied in several hybrid busses and trolleys in the USA and in many non-automotive applications (industrial, military, civilian applications, etc.). All other developers are still in a development phase and/or are looking for industrial partners for industrialization and series production of their technology. Since they all have good performance, the systems with the lowest production costs and most reliable technology probably will be the most successful.

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6. Examples of vehicles with range extender

This Chapter describes some examples of electric vehicles with range extender and EREVs which have been presented as a concept car, or which will be commercially available within a few years, or which are already on the market. Renault Kangoo The electric Renault Kangoo Elect'road RE (Figure 3) is on the market in Europe since 2003. It has NiCd batteries and a 25 kW electric motor. It can optionally be supplied with a range extender (RE), a 500cc 16 kW gasoline engine. Two alternators are used to generate electricity (2 x 5.5 kW at 132 volts at 5000 rpm). The operating speed of the ICE and the output delivered by the generators varies according to demand. It is possible to drive the Kangoo on the 10kW output of the engine alone, minimizing the power drain on the battery. A 10-litre fuel tank is sufficient for a total range of 200 km. The driver can select whether or not to use the range extender. If the range extender runs the fuel economy is 7 litres/100km. In practice it is needed only 10% of the time, which improves the fuel consumption to 3 litres/100km. Another benefits of the RE is that it can be used to supplement the Kangoo's electric heater in winter. BYD F3DM The BYD F3DM Dual Mode electric vehicle (Figure 4) is based on the standard gasoline model BYD F3, which is one of China`s best-selling cars. The BYD F3DM is already on the market in China for about $21.900 USD. It will come on the US market for approximately $20.000 USD, after government incentives, which is 50% cheaper than the competing Chevrolet Volt. Currently BYD is planning a dealer network in North America with the first sales for Los Angeles and California. BYD says the F3DM has a range of 100 km on battery power alone. It uses a 330V 40Ah Li-ion pack which can be charged with 220V in 8 hours. The BYD F3DM has three modes of operation comparable to the Chevrolet Volt: Full battery-powered electric mode. Series-hybrid mode; engine drives a generator to recharge the batteries, acting as a range-extender. Parallel hybrid mode, in which the engine and motor both provide propulsive power. The powertrain incorporates a 50 kW 3-cylinder, 1.0-liter BYD371QA aluminium engine, and has a combined maximum output of 125 kW. The combined range is 580 km. On battery power alone, the F3DM has a range of 100km.

Figure 4: Chinese BYD F3DM Dual Mode electric vehicle (left) and Renault Kangoo Elect'road RE (right)

Audis A1-Etron Audis A1-Etron with 15 kW range extender generator module in the back (Figure 5), 45 kW synchronous electric motor and 12,7 kWh Li-Ion batteries. The A1 e-tron has an EV-mode range of 50 km and an additional extended hybrid

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range of 250 km. The electronics in the A1 e-tron also consider navigation data such as the destination and route profile to automatically activate the range extender as needed. The driver can also turn the range extender on and off as necessary with the push of a button. In October 2011 Audi started a fleet trail with 20 prototypes. In 2013-2014 the A1 can be expected on the market.

Figure 5: Lay-out of the Audis A1-Etron with 15 kW range extender

Opel Ampra, Chevrolet Volt, Holden Volt and Vauxhall Ampra The Chevrolet Volt, Holden Volt, Opel Ampra and Vauxhall Ampra have been presented by General Motors as an Extended Range Electric Vehicle. They are already available on the market or will be from 2012. These vehicles are often erroneously described as pure electrically driven vehicles. Although under most conditions these cars are indeed pure electric, there are also conditions where the ICE is directly mechanically driving the wheels. By using this combined mode the efficiency is improved by 10-15%. This also increases the range and further reduces the CO2 emissions. The architecture of the Extended Range Electric Vehicles from GM is shown in Figure 6 below (Ref. 3). The vehicles have a 1,4 litre 4-cylinder 63 kW/130Nm gasoline engine, a 16 kWh Li-Ion battery pack, a 111 kW main traction motor and a 63 kW generator motor (55 kW generator output) as well as 3 clutches and a planetary gear. The 111 kW traction motor is permanently connected to the sun gear, and the final drive (gear reduction, differential) is permanently connected to the planetary carriers. The electric driving range is 40-80 km. Total range is 563 km. Specifications of the powertrains of the Open Ampra, Chevrolet Volt, Holden Volt and Vauxhall Ampra are the same.

Figure 6: Kinematical architecture of the Extended Range Electric Vehicles from GM (Ref.3)
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The Vehicles have two primary driving modes: 1) All battery-electric (charge depleting), in which the battery is the sole source of power for the motors; 2) Extended-range (charge sustaining), in which the battery and engine work together in different operating modes to power the traction motor and to improve overall efficiency. Each of these two driving modes is supported by two drive unit operating modes: a low-speed, 1-motor mode, and a high-speed, 2-motor mode. This is further explained in detail below: Mode 1: Low-speed EV Propulsion (Engine Off) is shown in Figure 7. In this mode, the ring gear is locked by clutch C1. With clutch C2 and C3 disengaged, the generatormotor is decoupled from the engine as well as the planetary gear set. As the traction motor is permanently coupled to the sun gear, the planetary carriers must rotate when the traction motor rotates. Since the planetary carriers are permanently coupled to the final drive, the traction motor propels the vehicle. All of the vehicles Figure 7: Mode 1 - Low-speed EV Propulsion (Engine Off). motive power is delivered by the traction motor in this mode, including hard accelerations, using power supplied by the battery pack. Mode 2: High-Speed EV Propulsion (Engine Off) is shown in Figure 8. As vehicle speed increases, motor speed and losses also increase. To engage both motors and preserve motor efficiency, clutch C1 is disengaged, allowing the ring gear to rotate. At the same time, clutch C2 is engaged, connecting the ring gear to the generatormotor. The generator-motor is then fed current from the inverter, and runs as an electric motor. The engine remains disengaged from the generator-motor. This Figure 8: Mode 2 - High-Speed EV Propulsion (Engine Off) mode allows the two electric machines to operate in tandem at a lower speed and at higher efficiency than if the traction motor alone was providing torque. Mode 3: Low-speed Extended-Range Propulsion (Engine Running) is shown in Figure 9. Once the battery pack has reached its minimum state of charge (SOC) clutch C1 engages, locking the ring gear, and clutch C2 disengages, decoupling the generator-motor from the ring gear. At the same time, clutch C3 engages to couple the 1.4 liter engine to the generator-motor, so that it may be operated in generator mode. During low speeds as well as hard accelerations, the traction motor propels the vehicle. The engine drives the generator, and electric power to drive the traction motor is delivered by the generator as well as the battery pack via the inverter. Under most conditions, the
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generator will provide enough electric power to maintain minimum battery SOC, and therefore allow the vehicle to remain in this mode until it is plugged in. Mode 4: High-Speed Extended-Range Propulsion (Engine Running) is shown in Figure 10. The blended two-motor electric propulsion strategy used at higher speeds in EV driving is also used for extendedrange driving. In this mode, the clutches that connect the generator/motor to both the engine and the ring gear are engaged, combining the engine and both motors to drive the vehicle via the planetary gears. All of the propulsion energy is blended by the planetary gear set and sent to the final drive. This combined mode enables 1015% improvement in efficiency at cruising speeds. Under no circumstance can the vehicle be propelled by engine torque alone; the 111 kW traction motor must be operating if the vehicle is to move. An important competitor for the EREVs from General Motors will be the 2012 Figure 10: Mode 4 - High-Speed Extended-Range Propulsion (Engine Running). Toyota Prius Plug-in Hybrid. A 4.4 kWh Li-ion battery pack replaces the NiMH battery. The 2012 Toyota PHEV allows for full EV operation for 24 km at speeds up to 100 km/hr on a full charge. Once the battery is depleted, the vehicle operates like a conventional hybrid. In real world operation, anytime during operation that the driver requests more power or speed than motor and battery can provide, the engine is required to start and the controls will default to a combined mode of operation. General Motors refers to the Prius as a Plugin Hybrid with initial EV operation (Ref 1). Strictly speaking the Toyota Prius and the EREVs from General Motors are not electric vehicles, because in combined mode the combustion engine drives the wheels directly (see Chapter 2). There are a few more examples of electric vehicles with range extender which are already on the market or which will be available within a few years (Figure 11): Fisker Karma/Surf sports cars with 2-liter turbocharged 4-cylinder gasoline engine as a range extender. Converted H3 Hummer from Raser Technologies/FEV with same engine as used by Fisker Automotive. Jaguar C-X75 hybrid concept car with microturbine range extender from Bladon Jets. Volvo C30 concept car with three-cylinder gasoline engine as a range extender. Honda FCX Clarity with 100 kW Proton Exchange Membrane Fuel Cell (PEMFC), 100 kW AC Synchronous Permanent-Magnet Electric Motor, The range on a full hydrogen tank is 385 km. The FCX Clarity is currently available for lease in the U.S. (California), Japan and Europe. The number of fuel cell vehicles Honda can put on the road is significantly limited by the number of hydrogen stations.
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Figure 9: Mode 3 - Low-speed Extended-Range Propulsion (Engine Running).

Mercedes B Class E-Cell Plus Range Extended Plug in Electric (50 kW 3-cylinder turbocharged petrol engine, 100 kW electric motor, 600 km range). Presented in 2011. In production in 2014. Totota FCV-R next-generation hydrogen fuel-cell concept vehicle is planned for launch in about 2015. With the fuel-cell unit located beneath the specially designed body, the vehicle can accommodate up to four passengers. The fuel cell system, along with a 70 MPa high-pressure hydrogen tank, has been improved to provide a cruising distance of approximately 700 km or more under the JC08 test cycle.

Fisker Karma/Surf sports cars

Jaguar C-X75 hybrid concept car

Volvo C30 concept car

Converted H3 Hummer Hybrid

Honda FCX Clarity

Totota FCV-R (2015)

Figure 11: Electric cars with range extender from Fisker, Jaguar, Hummer, Volvo, Honda and Toyota.

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7. Requirements for range extenders.

Based on literature, internet research and the range extenders which are currently on the market or being developed it is possible to describe the general requirements for the ideal range extender system: Functional Requirements: o The range extender shall generate electric energy from liquid or gaseous fuel. o Some powertrain architectures will require a mechanical traction power output. o Some powertrain architectures will require a power output for energy supply of auxiliary systems. o It shall be possible to control the power output of the range extender. o To be able to optimise system efficiency at vehicle level it shall be possible to select at least a few different working points: for example off/low/high. This enables control of the electrical output of the range extender depending on the state-of-charge of the battery. o It shall be possible to remove excess heat from the range extender effectively. o It must be possible to use excess heat for heating of the interior of the vehicle. Performance: o Because a range extender does not have to provide the vehicles peak power they can be relatively small. The peak power for passenger cars is usually 15-30 kW. For heavy duty vehicles (trucks, busses, trolleys, etc.) the required peak power depends on the application and the powertrain configuration. o Specific power (kW/kg) shall be at least be comparable to state-of-the art crankshaft piston engines. o The range extender shall be optimized to work at a limited range of loads or number of working points. Transient behaviour plays no important role, power source can be operated quasi-stationary. o The range extender shall have vibration free and quiet operation. Operating Costs: o Specific fuel consumption shall at least be comparable to state-of-the art gasoline piston engines. o Automotive levels of costs, reliability and durability should be provided. This also means that existing and proven technologies should be applied as much as possible. Design Constraints: o The range extender shall have a compact design/low weight and volume. o Compatibility with vehicle-infrastructure must be ensured (CAN communication standards, etc.). o The range extender shall be compliant with future emission regulations (depends also on the region). o For safety comply with ECE R100 and ISO-6469-3 (protection against electrical shocks, etc.). o Electromagnetic compatibility must comply with ECE R10. o Electrical/Electronic equipment must comply with the environmental conditions according ISO 16750. Especially the costs of a range extender are essential to be able to penetrate the market. A mid sized battery electric passenger vehicle with a range of 150-200 km needs a 30 kWh Li-ion battery of lets say 15.000,-. If a smaller 12 kWh Li-ion battery is used which costs 6.000,-. plus a range extender which costs 3.500,-, the OEM will save 5.500,- on the powertrain costs AND the range can be extended significantly. This is an example of a good business case to apply a range extender. Prototypes of range extenders usually are 10-30 times more expensive. Nevertheless, a manufacturer of range extenders for passenger vehicles should be able to demonstrate that his range extender can be produced at low costs when it is produced in series of 10.000-30.000 units. Range extenders for heavy duty vehicles must be affordable for production numbers from dozens of vehicles - up to thousands of vehicles a year.

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8. Market perspective for Range extenders

Economic, environmental, and security concerns continue to drive the growth of hybrid, plug-in and battery electric vehicle sales worldwide. Conventional technologies still have significant emission-reduction potentialbut OEMs will need to pull multiple levers simultaneously to meet the expected 2020 emissions targets. However, it is too early to tell which technologypure battery EVs, range extenders, or plug-in hybridswill prevail. Several forecasts indicate that Hybrid Vehicles (Full and Mild Hybrids) and Plugin Hybrid Electric Vehicles (PHEVs) will have the largest sales volumes in 2020. Global sales volumes of Battery Electric vehicles will be smaller. In 2020 global sales volumes of Extended Range Electric Vehicles (EREVs) and Fuel Cell Electric Vehicles (FHEVs) also will still be relatively small. In 2020 the yearly sales volumes of EREVs are expected to be in the order of 100.000 200.000 units. Sales volumes of FHEVs will be much smaller, in the order 15.000-30.000 units per year. After 2020 the market share of EREVs and FHEVs could grow significantly. This is further explained below. According the Boston Consulting Group (Ref. 6) sales of HEVs will be significant across all markets to 2020. Combined, EVs and HEVs could reach 15 percent of aggregate new-car sales in the four major marketsEurope, North America, China, and Japanin 2020. This is shown below in Figure 12. Growth will be fastest in Europe, where BCG expects an HEVs' share of overall vehicles sales to rise to 18% in 2020. Japan will remain a strong market for HEVs, with the vehicles rising to 14% of total vehicle sales in 2020 from their 10% share in 2010. In the Unites States, HEVs' share of the market will rise to 7% from their current 3%; in China, HEVs will climb to 4% from their current near-zero share. The forecasted EV and HEV penetration rates are sensitive to the price of oil and battery pack costs. In a scenario with an higher oil price of $180 per barrel, EV penetration would increase to 5% in the United States, 12% in Europe, 8% in Japan, and 9% in China. A reduction in usable battery pack costs (to the OEM) to $300 per kWh or sustained incentives of $2,000 per EV would increase EV penetration by an average of 2% in each of the four major markets. Much of this increase would be at the expense of HEVs, which are targeting a similar consumer segment. China is the biggest wildcard in any global EV growth projection. In its draft plan the government has targeted having 500,000 EVs, trucks and buses on the road by 2015 and 5 million by 2020. But local OEMs who introduced EVs have so far met a cold reception from Chinese consumers. Only around 2,000 electric passenger cars were sold in 2010.

Figure 12: Forecast of Passenger Car Sales in 2020 for HEVs and EVs (Ref.6)

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J.D. Power (Ref. 5) is much more conservative. J.D. Power expects that HEVs and EVs will have a combined market share of only 7,4%, half of the forecasted 15% from Boston Consulting Group. This is shown in Figure 13. According J.D. Power global sales of hybrid and electric vehicles are expected to grow from 732.000 units in 2009 to 5.2 million units in 2020. Hybrid and PHEV sales will grow from 728.000 units in 2009 to 3.9 million units in 2020. PHEV sales will exceed 335.000 units by 2020, while EREV sales will exceed 110.000. BEV sales grow from less than 5.000 units in 2009 to over 1.3 million in 2020. The US will regain the lead from Japan starting in 2012, and the US will account for 53% of global HEV sales in 2015 and 44% in 2020. Asia will account for 32% in 2015 and 33% in 2020. Financial constraints will limit EV production and sales in favour of cheaper solutions to meet the fuel economy and emissions objectives. This will benefits diesels, hybrids and gasoline ICEs. Sales of Fuel Cell Electric Vehicles are expected to remain below 15,000 units for the next 10 years.

Figure 13: Forecast of expected global Hybrid/EV sales volumes in 2020 by Type from J.D. Power (2010)

Based on two previous predictions fro BCG en J.D. Power and considering a new dip in the economy over the coming years, the reality will probably be in the middle. In 2020 the yearly sales volumes of EREVs are expected to be in the order of 100.000 200.000 units. Sales volumes of FHEVs will be much smaller, in the order 15.000-30.000 units per year. After 2020 the market share of EREVs and FHEVs could grow significantly. As already explained in Chapter 5 there is evidence that there is now a window of opportunity for 2nd generation range extenders. For the next years there will probably be a global market of several ten thousands of units per year of 2nd generation range extenders. This concerns range extenders based on downsized piston engines as developed by LOTUS, KSPG, GETRAG Corporate Group and Polaris Industries (see Annex I). But also there will be an opportunity for range extenders based on Wankel engines, for example from AVL and from ENGIRO and for some range extenders based on micro turbines, like the concept from Capstone (actually a 3rd generation concept, but proven technology). OEMs will be prepared to apply this type of range extenders because they are all based on proven technology. Some developers are approach the market with low cost standard products which can be applied in existing EVs, like the 2cylinder piston engine concept from Kolbenschmidt Pierburg (KSPG) and FEV Motorentechnik. However, for most OEMs probably a dedicated system will have to be developed, based on proven technology. For developers of 3rd generation range extenders, for example the Httlin Kugelmotor or the Peec-Power concept, it will be more challenging to gain a substantial market share within a few years. Because this is less proven technology, OEMs will be more reluctant to apply this technology. OEMs are already taking significant technical risks with the new
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hybrid concepts that are being introduced. Therefore, for developers of 3rd generation fully integrated range extenders it will be essential to prove the reliability of their concepts as soon as possible and to reduce their cost price by selling their range extenders initially also in other markets (i.e. in civil, industrial, military, aerospace or nautical applications). The implementation path for 2nd and 3rd generation range extenders as described above is confirmed by the milestones and roadmaps as published by the European Road Transport Research Advisory Council (ERTRAC). The role of ERTRAC is to provide a strategic vision for the Road Transport sector with respect to Research and Development and to define strategies and roadmaps to achieve this vision. The road maps from ERTRAC are used as an input for the framework programmes for R&D in Europe (FP7, running from 2007 to 2013 and FP8 running from 2014). Therefore the ERTRAC road maps also indicate which innovations of future powertrains will be eligible for European funding after 2014. According the ERTRAC roadmaps (Ref. 9) optimized combustion engines for range extenders must be commercially available in 2016 for 2nd generation electric vehicles with updated powertrains (Figure 14). A research & development phase for optimized combustion engines for range extenders is assumed until 2014 (Figure 14). Research & development of highly integrated range extender systems (= 3rd generation) is assumed on a larger scale between 2016 and 2018. Production and marketing of highly integrated range extender systems in larger volumes is assumed to start around 2018. In 2020 highly integrated range extender systems must be available for mass produced electric vehicles (novel platforms with overall improved system integration).
Figure 14: Milestones for Electrification of Road Transport

A breakthrough in electric energy storage could ultimately lead to pure electric vehicles with acceptable range and performance. Range Extenders for on-board generation of electric energy will not be necessary anymore. We have seen another form of hybrid propulsion in history. The Savannah was the first steamship that crossed the Atlantic in 1819. It still had full sails because steam engines where not reliable. The sails became smaller as more steam power was installed. It took 100 years to make steam propulsion reliable enough. Than it disappeared because another breakthrough: diesel engines. This technology is still used today.

Figure 14: Milestones for 2 and 3 generation range

nd

rd

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Annex I: Developers of Range Extenders

Automotive Range Extender Developers Innovative Solutions for Energy (ISE) USA Headquarters Bluways USA, Inc. 12302 Kerran Street Poway, CA 92064 Website www.isecorp.com Technology GHE Drive System for transit bus applications. Triton Ford V10, 6.8 L gasoline engine. 200 kW generator. Siemens MONO Inverter 4 x 300A rms Rated Power 170 kW / 228 hp Peak Power 300 kW / 402 hp Gene- Development ration Status 1st Commercially available. Advantages Disadvantages Proven technoology (13+ million mile track record). Integrated Already applied system, including in hybrid electric inverters, brake buses and resistors, drive motors, trolleys etc. Power Weight (kg) Picture (kW) High weight, high 200 kW ?? volume, low specific (genepower. Only applicable rator for electrification of output) standard city busses with conventional drive axle. Noise and vibrations.

Opel / General Motors

AVL Deutschland Head Office Mainz-Kastel AVL Deutschland GmbH Peter-Sander-Strae 32 55252 Mainz-Kastel Also other locations worldwide.

www.opelConventional 1,4 litre 4ampera.com/index.php/m cylinder gasoline engine and two electric motor/generators as/ampera with 111 kW in total. Only the smaller motor/generators is used as a generator in Range Extended Mode or in Combined Mode (high speed driving with empty battery). Larger motor/generators is only used as a generator during Regenerative braking. www.avl.com 250cc rotary engine running at 5,000 rpm with a permanent magnet synchronous machine. Fuel consumption is 260 g/kWh (31% thermal efficiency). Dimensions 490mm x 400mm x 980.

1st

In production for Opel Ampera, Chevrolet Volt, etc.

Proven technology. Low emissions. High efficiency. Short time to market. Low costs with large series.

Noise and vibrations. Aftertreatment necessary to compensate high raw emssions. Large weight, dimensions and volume.

63 kW engine fo rthe 95 kg ICE (RE electric 125 kg incl. power oil, coolant, unradiator, knowkn) generator

2nd

In October 2011 High efficiency for the Audi started a ICE (31%). Nearly fleet trail with 20 vibration-free and quiet Audi A1 e-tron operation, Small prototypes dimensions, low building height, low weight.

Difficulties with 15 kW engine 80 kg @ 320tolerances, seals and 420V 115 kg inc. lubrication. Reduced oil, coolant, system life time. Shape combustion chamber radiator, suboptimal for low and emissions. Asymmetric generator heating of the engine. No possibilities for variable compression. 70 kW 35 kg (gasturbine + generator)

Bladon Jets Holdings Limited www.bladonjets.com/ Westminster House Parliament Square Castletown Isle of Man, England

Bladon Jets develops and manufactures one piece integrally-bladed rotors for use in microturbines. Improved performance and efficiency is achieved by closer tolerances and reduced hub to tip ratios. Improved reliability is due to stress free machining from solid material and reduced inertial mass. The gas turbine is directly coupled to a high speed generator that produces 70 kW at 80.000 rpm 1-disc 4-stroke AIXRO Wankel engine with integrated permanent excited synchronous generator/starter (ENGIRO) and shared cooling circuit. Electrical machine operates as starting motor, generator or as electric drive for energy supply of auxiliary units. Boosted range extender concept combines 2-cylinder 1-litre ICE with electric motor, alternator and power-shiftable 2-speed transmission. Electric driving, serial hybrid and parallel hybrid operation. ICE is only used for a small portion of driving conditions. 45 kW Electric motor (80 kW peak). 20 kW alternator. Powershiftable 2-speed transmission mechanically connects ICE with the electric motor when needed. 2-cylinder, V-type gasoline engine with vertical crankshaft and two generators with gear wheel drive. Except fuel tank and radiator, all components are mounted on support frame. Construction optimized for minimal NVH.

2nd

Prototypes applied in the Jaguar C-X75 concept car.

Expensive technology. High specific power, Light weight. Compact. System has no water Small nr of parts. Low cooling, so heating the maintanance. Vibration- vehicle is more free operation. Low raw complicated. Longer emissions time to market. This is a non-recuperated gas turbine, so low efficiency outside the optimum working point. No recuperator that works as a silencer, so high noise level.

ENGIRO GmbH Rathausstrae 10 52072 Aachen

www.engiro.de

2nd

fully functional prototype

Nearly vibration-free and quiet operation Small dimensions Low weight. 3 kW mechanical output for energy supply of auxilieries, for example A/C compressor

Difficulties with 15 kW 27 kg tolerances, seals and (48 - 570 without lubrication. Reduced V auxiliary unit system life time. Shape and 32 kg combustion chamber with auxiliary suboptimal for low unit emissions. Asymmetric heating of the engine. No possibilities for variable compression. Noise and vibrations. Aftertreatment necessary to compensate high raw emssions. 20 kW electrical output 55 kg (without electric motor)

GETRAG Corporate Group is www.getrag.com represented in Europe, Asia and North America.

2nd

fully functional prototype

Short time to market.

Kolbenschmidt Pierburg (KSPG) and FEV Motorentechnik GmbH

www.kspg-ag.de

2nd

Demonstration Model presented at IAA 2011

Low costs. Low emissions. Short time to market. Short construction height, minimum of interfaces, can be integrated in existing vehicle (modification). Low costs if produced in series of 30.000 or more. Proven technology. Low weight design. Short time to market. Multifuel capability (alcohol-based fuels or gasoline).

Noise and vibrations. Aftertreatment necessary to compensate high raw emssions.

30kW

60 kg

LOTUS ENGINEERING www.lotuscars.com/engin Three-cylinder 1.2 liter engine UNITED KINGDOM eering/en/lotus-rangeoptimized between two Potash Lane, Hethel, Norwich extender-engine operating points, giving 15 kW NR14 8EZ of electrical power at 1,500 United Kingdom rpm and 35 kW at 3,500 rpm via the integrated electrical generator. Its low mass of 56 kg makes it ideal for the series hybrid drivetrain configurations for which it is designed.

2nd

Ready for series production. Has been undergoing testing in a range of vehicles, incl. Jaguars LimoGreen

Noise and vibrations. Aftertreatment necessary to compensate high raw emssions.

35 kW

engine 56 kg 86 kg incl. oil, coolant, radiator, generator etc

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Automotive Range Extender Developers Polaris Industries inc. in Medina, USA in collaboration with Wenko AG Swissauto

Website

Technology

www.dtic.mil/ndia/2011po One-cylinder 325cc ICE wer/Session23_12836Ste supplies 26 kW of power to wart.pdf Brusa generator with 22kW electrical output. Port fuel injection. Low friction design. Generator acts as flywheel, dynamic balancer and starter. Integrated crankshaft drive and mounting system for generator. BSFC = 240 g/kWh on gasoline (34%). It concerns a radial gas turbine with turbine, compressor and high speed generator in one axle. By adding a recuperator, a large portion of the exhaust gas heat is recovered and electrical efficiency can be substantially increased. The system is suitable for passenger vehicles to heavyduty truck and transit buses as well as for marine applications. Based on Wankel engine technology. No external drive shaft, power generation is fully self-contained within rotor housing. Integrated brushless induction-based generator. Motion of rotor is not constant. Actual motion of rotor is controlled by energy management system and involves complex velocity profiles, continuously changing velocities and finite accelerations to optimize fuel efficiency, control vibration and limit peak loads 80 kW Fuel Cell System (PEM) for Mercedes-Benz BKlasse. Runs at compressed hydrogen (700 bar) Range 385 km with 6.8 Ah, 1.4 kWh Li-Ion battery

Gene- Development ration Status 2nd Prototypes have been demonstrated in 2010

Advantages High electrical efficiency (31%). Low costs if produced in series. Proven technology. Low weight design. Short time to market.

Disadvantages Noise and vibrations. Aftertreatment necessary to compensate high raw emssions.

Power Weight (kg) Picture (kW) 22 kW 38 kg

Capstone Turbine www.microturbine.com/ Corporation 21211 Nordhoff Street Chatsworth, CA 91311, USA

3rd

Commercially available.

Low raw emissions. Multi fuel capability. Vibration-free and quiet Already applied operation. Low in more than maintenance costs. 1000 Recuperated gas DesignLine turbine, so good efficiency for wide hybrid buses. variety of power settings

Expensive technology. Specific power not as good as expected (30kW=91kg!) Lower efficiency than state-of-the-art piston ICE's (25-29%).

30-65 kW

91-135 kg

Clarian Laboratories USA

www.clarianlabs.com/ www.wired.com/images_b logs/gadgetlab/2011/06/cl arianlabs_rotary_piston_g enerator_datasheet.pdf

3rd

early research and evelopment phase. Clarian is looking for partner to commercialize this technology

Compact and lightweight. Multi-fuel capability. Only two moving parts. High power-to-weight ratio.Scalable design

Emissions? Time to market. Lower thermal efficiency than state-ofthe-art piston ICE's (30%).

5 kW

10 kg

Daimler AG Corporate Headquarters Mercedesstr. 137 70327 Stuttgart Germany

www.daimler.com/technol ogy-and-innovation/drivetechnologies/fuel-cell

3rd

Prototype presented 2011. In production in 2014.

High efficiency (>50%) Low maintenance. Silent operation No emission of pollutants or CO2

No H2 infrastructure available. High costs. No H2 available from renewable sources. Long time to market.

80kW

??

Deutsches Zentrum fr Luftund Raumfahrt (DLR) Linder Hhe 51147 Cologne

www.dlr.de

Free piston linear alternator or "Freikolben-Lineargenerator". Piston moves freely between two combustion chambers back and forth, using a 2-takt process. Connecting rod between pistons is equipped with permanent magnets. Around the cylinder a spool arranged. Movement of the magnet in the coil induces electric current. Htlin Range Extender with ICE and electric machine fully integrated. Within curvy channel 2 groups of pistons move. 2 swinging pistons are connected through a central axis moving with them and thus forms 2 groups of connected pistons. Pistons do not touch the cylinder wall but are guided by titanal spheres. Sealing is made of conventional piston rings. Rotor of combustion engine is fixed to generator rotor. Microturbine system based on COTS automotive turbocharger components. Resulted in system that can be produced in large volumes at low prices. Microturbine is coupled with a high speed generator. By adding a recuperator, a large portion of the exhaust gas heat is recovered and electrical efficiency can be substantially increased. 655 cc single-cylinder piston engine with two pistons moving symmetrically in opposite directions (600x400 mm) (fully balanced, low vibrations). Fully integrated brushless permanent magnet generator (DC up to 600V, AC 110-420V).

3rd

Experimental already for more than 10 years

Innomot AG Oberwiberg 6 CH-6212 St. Erhard Switzerland Development Company: Innojet Herbert Httlin Daimlerstrasse 7 D-79585 Steinen Germany

www.innomot.org

3rd

functional prototype

Variable compression. Its difficult to control ?? Multi fuel capability. the piston. Low specifik Clean combustion and power. Large and high efficiency (50%?). expensive coil is Shorter combustion needed. No sinusoidal duration under high alternating current. The Cylinder undergoes compres-sion ratio. Peak temp. and accelerations 3 times pressures are lower larger than traditional than traditional ICE. ICE This reduces temperature-dependent emissions. Small number of parts Manufacturability 74 kW in comparison to (difficult shapes, close at 3000 conventional ICE (only tolerances required, rpm 63 parts). High power probably problematic density. Small volume with seals). and weight. 25% reduction in fuel High costs due to consumption is claimed geometric complexity. w.r.t. conventional ICE. Time to market.

??

62 kg

Micro Turbine Technology De Rondom 1 5612 AP Eindhoven The Netherlands

www.mtt-eu.com

3rd

PEEC-POWER B.V. Griendweg 9 3295 KV - s-Gravendeel The Netherlands

www.peec-power.com

3rd

Proof of High specific power. concept is ready Low weight. Low noise & vibrations. Low raw emissions. Few components. High reliability. Low maintenance costs. Multi fuel capability. Recuperated gas turbine, so good efficiency for wide variety of power settings fully functional Low manufacturing prototype costs, compact design (600x400 mm), high efficiency, Multi fuel capability (gasoline, CNG, LPG, diesel, biodiesel, etc)

Longer time to market. 15 kW Higher cost price than range extenders based on conventional crankshaft piston engine technology. Slightly lower efficiency than state-of-the-art piston ICE's

50kg

No proven technology. Longer time to market.

30 kW

55 kg incl. generator, power electronics, oil & lubrication pump

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Annex II: ATC Partners & Participants active with Range Extender Technology
In 2011 the following Partners and Participants from ATC have been active in with Range Extender Technology: Company / Organization All Green Vehicles Products /services Development, conversion and sales of high quality electric vehicles. Also development of range extenders for heavy duty vehicles (45-150 kW). Expertise on range extenders in general and also system integration aspects such as cooling, NVH, system optimization and controls of range extenders. Development and prototyping of electric vehicles. Integration of range extenders. Website http://allgreenvehicles.com/

Altramotive

www.altramotive.com

AWEFLEX Systems B.V.

www.aweflex.nl/

Fontys Hogescholen

Hogeschool van Arnhem en Nijmegen LMS Internationaal

Research on automotive control systems and www.fontys.nl mechatronica systems. Test facilities for range extender technology. R&D on fuel cells, hybrid and electric www.han.nl drivetrains, etc. NVH & Acoustics, Durability, Energy Management, Drivability and Powertrain Integration, Controls Development. Knowledge centre in the area of electric motors/generators which could be applied in range extenders. Development of range extenders for electric vehicles and auxiliary power units. Parking heaters for trucks, based on micro gas turbines. Nedstack fuel cell based systems enable emission free and cost effective drive trains for the material handling industry and city transportation State of the art test facilities for range extenders (Light & Heavy duty). Conceptual design, Research & Development, Engineering, Testing and Certification Integration of range extenders in series hybrid electric powertrains for city busses. www.lmsintl.com

Magnetic Innovations BV

www.magneticinnovations.com

Micro Turbine Technology

www.mtt-eu.com

NedStack fuel cell technology BV

www.nedstack.com

TNO Industrie en Techniek, Business Unit Automotive. European Electric Mobility Centre (EEMC) VDL Bus & Coach

www.tno.nl

www.vdlbuscoach.com

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Literature:
1) SAE TECHNICAL PAPER 2008-01-0458, The Electrification of the Automobile: From Conventional Hybrid, to Plug-in Hybrids, to Extended-Range Electric Vehicles, E. D. Tate, M. O. Harpster and P. J. Savagian, General Motors Corporation, 2008 2) Opel Ampera Technische specificaties, Oktober 2011 3) Green Car Congress, Chevy Volt Delivers Novel Two-Motor, Four-Mode Extended Range Electric Drive System; Seamless Driver Experience Plus Efficiency, M. Millikin and J. Rosebro, 20 October 2010 4) Roland Berger: Automotive landscape 2025: Opportunities and challenges ahead, Feb. 2011 5) J.D. Power and Associates, The McGraw-Hill Companies, Inc. Drive Green 2020 - Alternative Powertrain Forecast, Michael Omotoso, 2010. 6) The Boston Consulting Group, Draft Report, Powering Autos to 2020: The Era of the Electric Car?, M. Devineni, A. Dinger, M. Gerrits, etc., July 2011 7) See also the website links in Annex I. 8) Future Transport Energies, Abstract - ERTRAC Roadmap, 17-02-2011 9) European Roadmap Electrification of Road Transport, Version 2.0, G. Meyer, ERTRAC, Smartgrids, VDE Innovation + Technik GmbH, November 2010 10) Getting Back into Gear: Fuel Cell Development after the Hype, J.P. Meyers, The Electrochemical Society Interface, 2008 11) Progress and 2011 Actions for Bringing Fuel Cell Vehicles to the Early Commercial Market in California, California Fuel Cell Partnership, February, 2011 12) Die Zukunft des Verbrennungsmotors im elektrifizierten Fahrzeugantrieb, U. Mnkel, H-P. Schmalzl, U. Wenger, B. Kohler, Advanced Propulsion Concepts/Swissauto Powersports/Polaris Industries, Januar 2011 Abbreviations: BEV EV EREV FCEV FHEV MHEV NVH OEM RE RESS SOC

Battery Electric Vehicle Electric Vehicle Extended Range Electric Vehicle Fuel Cell Electric Vehicle Full Hybrid Electric Vehicle Mild Hybrid Electric Vehicle Noise Vibrations and Harshness Original Equipment Manufacturer Range Extender Rechargeable Energy Storage System State of Charge (battery system)

This report was established with contributions from:

Salem Mourad, Altramotive Willy Ahout, Micro Turbine Technology Ton van den Brink and Chris van den Brink, Peec-Power Godfried Puts, Senior Consultant from Automotive Technology Centre Ezzio Spessa, Professor Dipartimento di Energetica, Politecnico di Torino
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