Peugeot 307 Hybride HDi Diesel
- Peugeot’s technology demonstrator shown at British International Motor Show
- A diesel hybrid vehicle provides a 30% improvement in fuel economy over a
conventional car and 25% better economy over a petrol hybrid vehicle
- Dynamic body style works well to promote the environmental
benefits
Peugeot has extended its diesel hybrid technology programme, applying it to
the popular, stylish and versatile 307 CC Hybride HDi, unveiled at the Geneva
Motor Show in February. This diesel hybrid technological demonstrator highlights
the company’s commitment to protecting the environment by reducing fuel
consumption and CO2 emissions, while operating with the practicalities of real
world use.
By combining a 1.6-litre HDi diesel engine with a DPFS (Diesel Particle
Filter System) and an electric power train, this technological demonstrator is
effectively a new step on the path to reducing fuel consumption. The 307 CC
Hybride HDi joins the 307 hatchback, announced in January, to lead diesel hybrid
development in readiness for possible introduction in 2010.
In addition to a hybrid powertrain, the 307 CC (Coupé Cabriolet) includes
something of the hybrid in architectural terms, enabling the elegant coupé to be
transformed into a genuine convertible in a matter of seconds. The 307 CC HDi
offers ‘open air’ driving, thanks to the driving pleasure provided by a
cabriolet, with all the environmental protection made possible by its diesel
particle filter system (DPFS) and electric powertrain.
In use, the hybrid electric/diesel powertrain heralds a genuine new benchmark
in terms of fuel consumption, since it combines the exceptional efficiency of
the 1.6-litre HDi engine, running in its optimal operating range, with that of
the electric motor designed mainly for use in town. A mixed-cycle fuel
consumption of nearly 70mpg means a gain of some 30% compared to the standard
HDi model.
In addition to the all-electric operating mode at low speed around town, it
provides a high level of noise and vibration insulation. This hybrid HDi power
train also offers substantially improved acceleration compared to a traditional
vehicle of equivalent power. The driver benefits on an ad hoc basis from the
additional power from the electric motor of up to 43bhp. For example, equipped
with a 80kW 1.6-litre HDi DPFS engine, the performance of the Hybride HDi Coupé
Cabriolet is roughly the same as the production model with 100kW 2.0-litre HDi
with DPFS.
The combination of a hybrid power train and a HDi diesel engine signals a
real breakthrough in terms of low fuel consumption and greenhouse gas emissions.
The gain, compared to a similar vehicle with a petrol hybrid power train, is
around 25%.
The layout chosen for operational efficiency was the ‘parallel hybrid power
train’, in which the diesel engine is used mainly to move the vehicle. It is
combined with a transmission that functions in the traditional way, and an
electric motor which is powered by energy stored in batteries. Kinetic energy
recovered during the vehicle’s deceleration and braking phases is used to
recharge the batteries. Phases of driving in the electric mode are better suited
in cases where the diesel engine is less efficient, i.e. essentially in low-load
situations.
DESCRIPTION OF THE POWER TRAIN
The 110bhp 1.6-litre HDi (DPFS) engine is combined for the first time with a
2.5kW Stop & Start system (STT). The STT system ensures the standby status -
possible as soon as the speed is below 37mph – and the restarting of the engine.
The electric motor is of the synchronous permanent magnets type and is
located between the diesel engine and the gearbox. It develops a continuous
power of 31bhp and a torque of 110Nm, but its power output can be increased on
an ad hoc basis to 43bhp and 180Nm. Combined with the inverter, it operates in a
voltage range of between 210 and 380 volts. The inverter controls the torque of
the electric motor by regulating the current from the batteries. The battery
pack, located in place of the original spare wheel, ensures there is no
alteration of the boot volume. It consists of 240 Ni-MH (Nickel Metal Hydride)
cells.
The electronically controlled manual gearbox also benefits from the
integration of an automated control to engage the hybrid power train. It
eliminates the need for a clutch pedal and offers two driving modes; one fully
automatic and one with sequential gear changes. Controlled regenerative braking,
during deceleration and braking phases, is used to recharge the batteries.
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