Powertrain and. fuels evolutions in the short and medium term. VIII JORNADA DE AOP Madrid May 2009 DIRECTION TECHNIQUE ET INDUSTRIELLE

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1 Powertrain and fuels evolutions in the short and medium term Dr. Pierre MACAUDIERE VIII JORNADA DE AOP Madrid May

2 Challenges linked to sustainable mobility 80% of energy will still depend on fossil sources in 2030 (coal, petrol, gas) Long term supply of liquid fuels will remain a necessity for transportation (storage, distribution, autonomy ) during the next 20 year Long term energy security will become a priority, due to fossil fuel reduced availability (from resources but also geopolitical point of view) necessity to further increas se engine fuel efficiency 2

3 Automobile and Environment : two priorities Local Pollution : improvement of air quality Strengthening of Norms : Euro 5 and 6 will imposed very low levels of pollutants (HC, CO, NOx, PM), and improvements in term of durability and diagnostics New technical solutions under development (SCR ) Global Warming : reduction of Green House Gas (GHG) emissions Improvement of vehicle fuel efficiency Development of engines compatible with alternative fuel emitting less CO 2 3

4 European reglementation on CO 2 adopted by Parliament in December 2009 Objective : 120 g/km starting from 1/1/2012 with Homologation (Tank to Wheel) : 130 g/ /km for a vehicle having the weighted average mass of ACEA vehicle sold in 2006 Additional 10 g/km coming from comple ementary measures : biofuels, air conditioning, i GSI Phase-in (65% of new cars sold in 2012 are concerned, 100% in 2015) A repartition of CO 2 targets between OEMs depending on vehicle average mass M of each OEM CO 2 target (g/km) = ,0457 (M 1289) Financial penalty (per vehicle sold in the year, in grams) :5 for the first gram above the limit, 15 for the second up to 95 /g in objective : 95g/km 4

5 What OEMs will have to do? Averag CO2 ge moyen CO2 p emission ondéré par ns les (in vente g/k es km) Fiat CO2 objective Objectif for 2012 su based r on des 2006 masses average 2006masses PSA PSA Toyota GM Renault Ford Average Mass (in kg) VAG Masse moyenne pondérée par les ventes BMW Daim Ch

6 PSA Peugeot Citroën answer to these challenges Technological l approach Optimization of actual technol logies (HDi engines, gasoline down sized engines ) Technological steps : Stop & Start, hybrids, low consumption tires Alternatives fuels Gas, electrical, hydrogen (fuel cells) Biofuels 6

7 Diesel engine as part of the answer to these challenges Diesel engine consumption : - gasoline engine 20/25% compared to a similar PSA Peugeot Citroën adopted in 1998 the HDi technology, using high pressure common rail injection. New development are under progress to further improve fuel economy, emissions More than 11,6 Millions engi nes sold by PSA 7

8 NOx elimination : major Diesel Aftertreatment challenge MAF SCR EGR MAP 0-4 bar Main reactions with amonia Linear λ sensor NOx-Sensor oxicat SCR-Cat. Urea injection Differential pressure sensor DPF E N G I N E T AT1 + λ sensor OxiCat NOx trap ΔP AT2 DPF NOx-Trap Lean Phase: NO NO 2 Rich Phase: reduction of NO 2 in N 2 NOx sensor 8

9 Gasoline technologies : cost versus CO 2 saving CO 2 saving % 40 VVA + GDI Lean burn GDI TC engine VVT GDI turbocharged engine GDI turbocharged engine Turbocharged engine Double VVT VVT 0 ref: basic atmospheric engine Extra cost 9

10 PSA Peugeot Citroën has introduced new generation of gasoline engines EP Engines : decreased consumption (up to 15%) with increased perform mances Indirect injection and VVT Direct injection turbocharged engine PSA Peugeot Citroën recently announced the development of a small 3 cylinders engine family (starting from 1l displacement) 10

11 Other technical solutions that will be implemented Reduction of mass Reduction of mechanical friction losses Generalization of high fuel efficiency tires (low rolling resistance) Development of fuel efficient i l ubricants bi Optimized gearboxes These optimizations are not sufficient enough to reach the CO2 requirements expected for 2012 PSA decided to generalized hybrid technologies 11

12 Classical l battery IC engine Hybridation levels Without Hybridation Gearbox Wheels 12

13 Reinforced battery Reversible alternator (starter) Micro Hybrid (optimized Stop & Start) IC engine Hybridation levels Gearbox Wheels "Stop & start (launched by PSA on Citroën C3 in 2003) Fuel economy : ~5% on normalized cycle, up to 15% in congested urban driving conditions Better re-starting conditions Start-up timing Noise/vibrations Partial energy recovery during deceleration (second generation on the road in 2010) 13

14 Reinforced battery Reversible alternator IC engine Hybridation levels Mild Hybrid (Urban Hybrid) Gearbox Wheels DC/AC transformer This system can provide an acceleration "boost" allowing : extended downsizing possibilities of the engine a better optimization of gearbox ratio Better energy recovery during deceleration 14 Supercapacitor: energy storage / high throughput energy release

15 Hybridation levels Full Hybrid Reinforced battery Reversible alternator t IC en ngines Electrical engine Automated gearbox Wheeel High voltage batteries Electronic supervision Pure electric mode at low engine load (eventually plug in hybrids) "Boost" mode in conjunction with an efficien i t energy recovery process during deceleration Automated gearbox (piloted manual gearbox) for a better optimization of engine 4x44 architecture t under development (HYb bryd4), based on a Diesel engine 15

16 Diesel hybrid in 2011 Peugeot 3008 hybrid: 200 HP 109 g CO2/Km 4,2l/100 km 2.0l HDi DPF High Power Stop&Start Power train management unit 6-speed compact automated gearbox Power electronics (invertor & convertor) Electrical engine High voltage battery (NiMh) Existing components 16

17 Energetic optimization using hybridation g CO O2/km l HDi Micro Mild engine Hybrid Hybrid - 5-7g -10g Full Hybrid -24g Stop $ Start Energy recovery Level 1 Energy recovery Level 2 Energy re ecovery Level 3 Electric Electric Vehicle mode losses losses 17

18 Alternative fuel : PSA Peugeot Citroën in favour of biofuels (1) BIODIESEL (first generation) All PSA Peugeot Citroën vehicles ar re compatible with 10% of biodiesel (B10) and up to 30% providing some limited maintenance preconisation (lubricant quality, lubricant and fuel filter maintenance ) PSA Peugeot Citroën is in favour of a B10 generalisation (to maximize the CO 2 reduction impact (around 5% with B10) while staying in acceptable production capacity limits), it if strict t quality norms are adopted d on the market (oxidation stability, cold properties ) 18

19 Risks linked to the poor oxydation stability of biofuels Ageing at 115 C, 16h 10,00 gazole) 8,00 gazole avant vieillissement gazole après vieillissement mg KOH/g e d'acide (m umber Indice Acid Nu Total 6,00 4,00 2,00 0,00 Fuel normalisation as the technical answer EN 590 fuel Gazole d'essai GOPSA3 Commercial B30 Biofuel GOPSA3 + GOPSA3 + GOPSA3 + GOPSA3 + Gazole Premium + Premium + B30 site B30 site 5%EMC 30%EMC 5%EMAG 30 %EMAG Premium 30%EMAG 30%EMC Sochaux Poissy 19

20 Alternative fuel : PSA Peugeot Citroën in favour of biofuels (1) BIODIESEL (first generation) All PSA Peugeot Citroën vehicles ar re compatible with 10% of biodiesel (B10) and up to 30% providing some limited maintenance preconisation (lubricant quality, lubricant and fuel filter maintenance ) PSA Peugeot Citroën is in favour of a B10 generalisation (to maximize the CO 2 reduction impact (around 5% with B10) while staying in acceptable production capacity limits), it if strict t quality norms are adopted d on the market (oxidation stability, cold properties ) Engines fully compatible with second generation biodiesel (GTL, HVO ) 20

21 4 Biofuels : a cumulative benefit when used with hybrid technology * Tank to Wheel analysis **Including a 50% GHG reduction of the biodiesel fraction in a Well to Wheel analysis O 2 per rkm* gofc Diesel DI g of CO O2 per km* g of CO2 2 per km** Hybrid Diesel B30 Bonus 21

22 Alternative fuel : PSA Peugeot Citroën in favour of biofuels (2) ETHANOL All PSA Peugeot Citroën vehicles produced after January the 1 st 2000 are compatible with 10% of Ethanol (E10) PSA Peugeot Citroën is in favour of an E10 generalisation (to maximize the CO 2 reduction impact (around 4% with E10) while staying in acceptable production capacity limits) Like in Brazil (where more than 80% of gasoline engines sold are flex-fuel), PSA developed for Europe a range of flex-fuel (BioFlex) vehicles to run with E85 (SuperEthanol) 22

23 CNG vehicles CNG represents a real alternative still remains a fossil fuel except initiatives are launched to conventional fossil fuels, but when local production of biogas CNG is well adapted to specific markets such as Argentina, Iran, and probably China and Russia CO2 emissions are reduced of roughly minus 20% compared to an equivalent gasoline engine PSA Peugeot Citroën developed d a world wide engine (1,6l, 80kW) and is currently selling : 206 tribody in Iran C3, C4 Picasso et Berlingo/Partner CNG in Europe 23

24 Electrical Engines as the natural final evolution of hybrid vehicles PSA Peugeot Citroën is the leading more than 12,000 vehicles produced up to Batteries are still a concern EVs have a place in the long term world manufacturer of electric cars, with 2004 the only ZEV (TtW) and "zero noise" vehicle, adapted to urban driving conditions. WtW CO 2 emissions largely depending on th he way electricity is produced Adobe Acrobat Document PSA Peugeot Citroën announced development projects on EVs, recently with Mitsubishi Motors Corp.for a ne ew Peugeot vehicle based on I MiEV (target 2010/2011) 24

25 A cocktail of solutions to answer fuel economy challenges Hydrogen and associated technologies (Fuel cells ) Synthetic fuels (XtL ) Second generation biofuels (BtL ) Diesel hybrid, to conjugate advantages of hybrid in city and Diesel in road driving conditions, and electric engines First generation biofuels (Ethanol, FAME ) and alternative fuels (CNG ) Innovative technologies such as Stop&Start Optimisation of today technologies (Diesel HDI, gasoline direct injection, variable distribution, supercharged downsized engine ) 25