SAAB BioPower Hybrid Concept Martin Elliot Saab Automobile, GM Europe Hybrid Integration Manager

Transcription

1 SAAB BioPower Hybrid Concept Martin Elliot Saab Automobile, GM Europe Hybrid Integration Manager

2 Agenda 1. Environmental background 2. Hybrid Architectures 3. The Saab BioPower Hybrid Concept

3 Global energy consumption

4 CO 2 level is rocketing

5 Why are renewable fuels so beneficial to the environment? Add CO2 Remove CO2 Add CO2 CO2 is removed from environment in growing crops/trees for ethanol production; then released again during combustion => ability to stabilize atmospheric CO2 Fossil fuels can only add CO2 during combustion => CO2 level continue to increase indefinitely

6 EU directives on Bio Fuels

7 Bio Ethanol for Sustainable Transport Bio Ethanol from sugar beet, sugar cane and spruce is available now Bio Ethanol does not add new CO2 to the atmosphere BEST is: EU co-funded project to assist the development of Bio Ethanol infrastructure on regional level in 10 cities in Europe, South America and China incl car and bus fleet monitoring and evaluation. Saab is a committed BEST partner Supported by The European Commission

8 GM s alternative propulsion roadmap today tomorrow Fuel Cell Technology Saab BioPower Hybrid Vehicles GM E-Flex Alternative Fuels Improvement of Conventional Fuels Optimization of Combustion Engines

9 Agenda 1. Environmental background 2. Hybrid Architectures 3. The Saab BioPower Hybrid Concept

10 Hybrid Technology Overview INCREASE IN ELECTRICAL POWER 1-2 kw (MICRO) MILD FULL 1-3 kw 4-6 kw 5-10 kw kw kw kw 40+ kw eawd Plug-in 40+ kw INCREASE IN FUNCTIONS 12 VOLT 42 VOLT 144 VOLT 250 VOLT + INCREASE IN SYSTEM VOLTAGE E-AWD ZEV (electric driving/ cruising >3km) ZEV (electric park maneuver <1km) Launch - Power assist (engine load/speed control, el. boost) Regenerative braking (recuperation) and engine off at deceleration Engine off at idle (Start & Stop) 3-6 % 10-20% 20-40% FUEL ECON COST SYSTEM ARCHITECTURE 12V BAS, SBS Engine control + ISG, BAS+ P2 2-Mode Vehicle level control

11 Hybrid powertrain systems Series Series Parallel Parallel Split Split DC/AC Converter Mechanical Transmission Electric Motor AC/DC Converter Thermal Engine Fuel Tank Electric Generator Batteries DC/AC Converter Mechanical Transmission Electric Motor Thermal Engine Fuel Tank Batteries DC/AC Converter Electric Motor AC/DC Converter Electric Generator Planetary gear Fuel Tank Thermal Engine Batteries

12 Series Hybrid Battery Combustion Engine Generator Inverter El-motor Drive power Electrical power Reduction gear

13 Parallel hybrid Battery Combustion Engine Inverter Transmission El-motor Generator Drive power Electrical power Reduction gear

14 Power Split Hybrid Battery Power split device Generator Inverter Combustion Engine El-motor Drive power Electrical power Reduction gear

15 Chevrolet VOLT Built on GM E-FLEX system Electrical driving range 64 km Flexible range-extender Plug-in charging

16 GM E-Flex, using 3 cyl ICE as range extender Combustion Engine Battery Pack Plug-in Charge connector Electrical motor for propulsion

17 GM E-Flex, using Fuel-Cell as range extender Fuel Cell Hydrogen storage Battery Pack Electrical motor for propulsion

18 Agenda 1. Environmental background 2. Hybrid Architectures 3. The Saab BioPower Hybrid Concept

19 9-3 BioPower Hybrid Concept 1. Saab E100 BioPower 2.0 Turbo 2. Power Electronics 2-Mode Hybrid 3. Zero Mode Button Volt Li-Ion battery 5. Battery Management System (BMS) 6. 2-Mode System 7. Rear Drive Unit (RDU)

20 9-3 BioPower E100 capable ICE 1. GM 4 cyl 2.0L SIDI Turbo 2. Modified valves (in/out) 3. Hoses and materials for corrosive fuels 4. Base calibration for E100 with adapted compression ratio for improved fuel consumption 5. Enabled for any blend of ethanol and gasoline

21 A Hybrid Vehicle is more than a Hybrid Architecture PGAS& PASD Electrical Architecture Energy Balance Hybrid Vehicle Hybrid architecture EMC E-AWD Internal Combustion Vehicle w/o hybrid propulsion Body Integration Crash Performance Climate/ Thermal Blended Brakes HMI

22 Cost Two-Mode positioning 30% Criteria Fuel Economy [%] 15% Two- Mode mild hybrid full hybrid entry top medium Fuel consumption Emissions Performance Comfort Cost Market presence Innovation Comfort [mode change / drive quality]

23 Two-mode hybrid with 4 fixed mechanical gears

24 GM 2-Mode Input & Compound Split Hybrid Optimized motor size, resulting in lower cost and better packaging Two clutches offer four fixed gears Input split (mode 1) and compound split (mode2) EVT ranges

25 2-Mode FWD Transmission

26 Rear axle with El-motor 38kW

27 SAAB BioPower Hybrid Concept 1. Sustainable 2. Effortless Performance 3. EV capable 4. Active safety 5. Surprisingly practical

28 Thank You for Your attention

29 Back-up material

30 Hybrid AT-PZEV Credit Scores Drive MYs Type A (BAS) Type B Type C Type D Type E (AHS II) Voltage < 60 volts > 60 volts < 60 volts > 60 volts > 60 volts Peak Power* (Motor/ P.E.) Total Credit per Vehicle kw kw >10 kw kw >50 kw Full Early Credit Value MY Type E vs

31 CO2 Taxation Political Context In March 2004, the EU passed all aspects of the Kyoto Protocol into European law without international ratification of the treaty it is now legally & politically binding in the EU. The reduction target is 8%. The strategy on CO2 emission reduction from passenger cars is key to the EU s plans to achieve their Kyoto reduction target. European Commission to issue framework Directive on car taxation by end of 2004 upon which the Member States can decide. EU proposal will include obligation to introduce CO2 element in national car tax regimes. EU will only provide framework - up to Member States to shape and implement it. Convergence rather than harmonisation likely. Some have already begun to enact CO2-based taxes.

32 CO2-based taxation in the EU has commenced Eg., ACEA voluntary agreement for 140 g/km Eg., CO2 labelling Industry Commitments EU CO2 Goal: 120 g/km Consumer Information CO2 Reduction for Cars Fiscal Measures EU/ Member States poised to enact Studies confirm technologies alone not enough to achieve 120g/km Initial fiscal action delayed on the basis of voluntary commitments to 140g/km Taxes considered an important complementary instrument to support achievement of 120 g/km. Implementation timing & amounts decided by each EU Member State. Some have begun e.g., UK implemented in 2001/2002, France pending for 2005

33 Summary of outlook by country 2003 VAT Registration tax Taxes on ownership Future Prognosis status market Austria % Based on fuel HP [kw] Shift to tax base with CO2 Informal discussion took place consumption (MVEG) max.16% element likely Belgium % based on cc + age CC Shift to tax base with CO2 element likely Denmark % 105% of price up to DKK61, % on the remainder Finland % petrol: 28% of price diesel: 28% of price - fuel consumption, weight registered before 1994 : 26 cent/day ( /annum, after 1994: 35 cents/day ( /a) 450 France % none none France has presented a proposal to implement a CO2 taxation system Germany % None CC, emissions Shift to tax base on Emissions and CO2 element likely; concept exists Greece % Cylinder capacity (cm3), Emissions, Exfactory value Ireland % < 1.4 liters : 22.5% liters : 25% >1.9 liters : 30% Italy % IPT 2% HP [kw] Luxembourg % none CC Netherlands % petrol car: 45.2% - 1,540 CC CC curb weight, province, fuel plans to partially base vehicle registration tax on fuel efficiency by 2006 Portugal % based on cc CC system might be based on car invoice price and CO2 emissions Spain % < 1.6 liters: 7% of price 1.6 liters: 12% of price Sweden % none weight Linear function of CO2 emissions, with penalties for diesel United Kingdom HP Proposal to incentivize purchase of cars with low CO2 emissions as of (115 and 105g CO2/km threshold). Proposal delayed Discussion on DPF implementation is has stalled the issue informal discussion % none CO2 emissions implemented implemented might be changed in 2-3 years due to EU pressure Indication on shift of tax base from weight to CO2 emissions: