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At the Frankfurt Motor Show Peugeot will showcase its new 308 Hybrid HDi,
which emits just 90g/km of CO2 and reduces fuel consumption by 38% in the
Combined Cycle compared to a standard 308 HDi.
In its pearlescent white and green colour scheme, two colours chosen as
symbols of purity and ecology, the 308 Hybrid HDi demonstrator is the eagerly
anticipated star of the environmental section of Peugeot’s stand at the 2007
Frankfurt Motor Show.
This new 308 Hybrid HDi demonstrator represents another step on the path
towards the planned commercialisation of the technology in 2010. Further
evaluation of the original Peugeot 307 Hybrid HDi demonstrator in 2006 has
confirmed the choice of a diesel engine, instead of a petrol engine, as the best
option to provide the best reduction in fuel consumption and emissions.
The demonstrator is powered by Peugeot’s most efficient parallel hybrid power
plant to date, combined with a 6-speed electronically controlled manual gearbox.
It has a 80kW 1.6 HDi DPFS diesel engine coupled with a 16kW electric motor
providing a maximum power output of 96kW, comparable to that of the 308 with the
2.0 litre HDi DPFS 100kW diesel engine. Fuel consumption in the combined cycle
is 3.4 litres per 100km and 90g/km of CO2 or a reduction of 38% compared to an
equivalent 308 diesel HDi model.
In addition, the engine has been designed to meet the future Euro V directive
which comes into force in 2009 and offers the possibility of driving exclusively
in electric or “ZEV” (Zero Emission Vehicle) mode for journeys in regulated
urban centres.
The excellent aerodynamic performance of the 308 hatchback and the use of
Michelin’s new Energy Saver tyres, which reduce rolling resistance, help to
enhance further its performance.
A step towards commercialisation
Compared to the previous 307 Hybrid HDi demonstrator presented in 2006, the
focus of the development has now switched to concentrating on the packaging of
the hybrid technology into the structure of the new 308, and to ensure its
compatibility with the future Euro V emission standards.
To ensure a competitive purchase price, priority has been given to using as
many components as possible from current Peugeot vehicles. This has enabled the
number of specific parts associated with the hybridisation of the 308 to be
reduced by around 30% compared to the previous 307 Hybrid HDi demonstrator.
A simple, automatic technology
The vehicle is started by a customary ignition key but, unlike a conventional
vehicle, this does not start the diesel engine. Instead by pressing the
accelerator pedal with the gearbox in automatic mode, the electric motor powers
the vehicle. The diesel engine only operates when required and is controlled by
a stop and start system. All the powertrain operating modes are controlled by a
Power Train Management Unit (PTMU) according to the driver’s requirements.
The driver is informed in real time of the power train operating mode by a
schematic diagram on the vehicle’s colour multifunction display. Other
information is also available, such as the battery charge status or the power
train operation mode.
Well equipped and without compromise
The comprehensively equipped demonstrator has all the standard equipment of a
Premium Pack 308 and also includes a panoramic glass roof and the RT4
multi-media system with a retractable colour display screen. The level of
standard equipment, interior space, interior brightness, dynamic qualities and
driveability are no different to those of the standard 308.
General dynamic performance is also comparable to a standard 308 HDi. In-gear
acceleration, however, both in town and on the open road, is improved with the
Hybrid HDi. Indeed, during in-gear acceleration, the diesel engine is backed up
by the electric motor which is able on demand to deliver a power boost.
Optimised Hybrid HDi technology
The parallel hybrid power train consists of a 1.6 litre HDi DPFS 80kW diesel
engine and an electric motor with a continuous output of 16kw. The Power Train
Management Unit (PTMU) selects the right distribution of power from both units
to meet the requirements of the driver and minimise fuel consumption.
The electric motor alone is responsible for starting and driving at low
speed, while only the diesel engine is used on open roads and motorways, with
both units coming into play simultaneously to provide quicker acceleration. The
system is fitted with a 6-speed electronically controlled manual gearbox able to
operate in automatic or manual sequential mode.
To extend the battery range, kinetic energy recovered during phases of
deceleration and braking is used to recharge the batteries. A special button
provides access to an all-electric “ZEV” Zero Emission Vehicle mode. Operation
of the diesel engine is then restricted to more pronounced acceleration phases
or high speed driving. This "ZEV" mode provides total absence of exhaust
emissions and noise pollution.
Technical description of main specific components
The electric motor is of the synchronous type with permanent magnets,
developing a continuous power of 16kW and a torque of 79Nm. However,
intermittently its output can attain 22kW and 128Nm.
An inverter regulates the 150 to 260 volt current from the high voltage
battery pack supplying the electric motor in accordance with the torque
requirements determined by the Power Train Management Unit (PTMU).
A new generation battery pack has been developed which delivers an output of
200 volts. It is housed in the spare wheel well and does not, therefore, reduce
the available boot volume. The batteries are of the Nickel Metal Hydride (Ni-MH)
type.
A converter converts the 200 V from the battery pack into 12 V to supply the
vehicle equipment in phases of solely electrical operation.
Managed braking maximises the recharging of the batteries during phases of
deceleration and braking. An Intelligent control of the braking optimises the
distribution between regenerative electric braking and traditional dissipative
hydraulic braking. The braking management system gives priority to braking
efficiency over the recovery of energy.
Main technical characteristics
| - |
308 Hybrid HDi |
Reference 308 HDi |
| Diesel engine |
1.6 litre HDi DPFS |
2.0 litre HDi DPFS |
| Power (kW) @ rpm |
80 @ 4000 |
100 @ 4000 |
| Torque (Nm) @ rpm |
240 – 260* @ 1750 |
320 –340* @ 2000 |
| Electric motor |
Synchronous with permanent magnets |
- |
| Continuous power (kW) |
16 |
- |
| Gearbox |
6-speed electronically controlled manual |
6 speed manual |
| - |
- |
- |
| Emissions |
Euro 5 |
Euro 4 |
| Kerb weights (kg) |
1460 |
1426 |
| "Hybridisation" only (kg) |
110 |
- |
| Fuel tank capacity (litres) |
60 |
60 |
| Battery range (km) |
3 |
- |
| Fuel consumption (MVEG / CEE) |
- |
- |
| Combined drive cycle (litres per 100km) |
3.4 |
5.4 |
| CO2 g/ km |
90 |
142 |
| - |
| Specific components |
- |
| Brakes |
Controlled braking system: Management of conventional hydraulic
system and regenerative braking by electric motor. |
| Inverter |
Operating voltage range: 150 to 260 volts; liquid
cooled. |
| High voltage battery |
Type: nickel-metal hydride. 200 volt high voltage & capacity:
5.5 Ah. |
| Converter |
Conversion of 200V to 12V to supply equipment in electric
mode. |
| PTMU |
A power train supervisor responsible for energy management and
optimal fuel consumption. |
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