ATC Trend Analysis - Range Extender Technology

© copyright 2011 - Automotive Technology Centre

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

Trends and Developments in Range extender Technology V1.0.doc page 2 of 23 © copyright 2011 - Automotive Technology Centre

TABLE OF CONTENTS

1. INTRODUCTION 3

2. DEFINITIONS OF TYPES OF ELECTRIFIED VEHICLES AND RANGE EXTENDER 3

3. WHY ELECTRIC VEHICLES WITH RANGE EXTENDER? 4

4. RANGE EXTENDER TECHNOLOGY AND BASIC PRINCIPLES 5

5. DEVELOPERS OF RANGE EXTENDERS 8

6. EXAMPLES OF VEHICLES WITH RANGE EXTENDER 11

7. REQUIREMENTS FOR RANGE EXTENDERS. 16

8. MARKET PERSPECTIVE FOR RANGE EXTENDERS 17

ANNEX I: DEVELOPERS OF RANGE EXTENDERS 20

ANNEX II: ATC PARTNERS & PARTICIPANTS ACTIVE WITH RANGE EXTENDER TECHNOLOGY 22


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 OEM’s 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


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 full-

performance 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.

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

Conventional ICE

gasoline / diesel

Battery Electric

Vehicle

Conventional

Mild / Full Hybrid

Plug-in Hybrid

Electric Vehicle

Electric Vehicle with

ICE Range Extender

Electric Vehicle with

Fuel Cell Range Ext.

Propulsion System


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 lion’s 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,


then someone—either the producer or a government agency—must 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.


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

0

2

4

6

8Price

Time to market

Efficiency

Raw emissions

Maintenance

Noise & vibrations

ROTARY ENGINE

0

2

4

6

8Price

Time to market

Efficiency

Raw emissions

Maintenance

Noise & vibrations

MICROTURBINE

0

2

4

6

8

Price

Time to market

Efficiency

Raw emissions

Maintenance

Noise & vibrations

FUEL CELL

0

2

4

6

8

Price

Time to market

Efficiency

Raw emissions

Maintenance

Noise & vibrations

Peec-Power Concept

(Opposed Piston Engine)

MTT Concept (Micro

Gasturbine based on

turbocharger parts)

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


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 OEM’s 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 5.000-

10.000 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 one-

cylinder 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).


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 Hüttlin 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).


Some developers are still in the early research and development phase, for example:

h. Free piston ICE from Deutsches Zentrum für 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.


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)

Audi’s A1-Etron

Audi’s 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


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 Audi’s A1-Etron with 15 kW range extender

Opel Ampéra, Chevrolet Volt, Holden Volt and Vauxhall Ampéra

The Chevrolet Volt, Holden Volt, Opel Ampéra and Vauxhall Ampéra 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 Ampéra, Chevrolet Volt, Holden Volt and Vauxhall Ampéra are the same.

Figure 6: Kinematical architecture of the Extended Range Electric Vehicles from GM (Ref.3)


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 generator-

motor 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 vehicle’s

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 generator-

motor. 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

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

Figure 7: Mode 1 - Low-speed EV Propulsion (Engine Off).

Figure 8: Mode 2 - High-Speed EV Propulsion (Engine Off)


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 extended-

range 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 10-

15% 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

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 EREV’s 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.

Figure 9: Mode 3 - Low-speed Extended-Range Propulsion (Engine Running).

Figure 10: Mode 4 - High-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.

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

Fisker Karma/Surf sports cars Jaguar C-X75 hybrid concept car

Converted H3 Hummer Hybrid

Volvo C30 concept car

Honda FCX Clarity Totota FCV-R (2015)


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 let’s 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.


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 potential—but OEMs will

need to pull multiple levers simultaneously to meet the expected 2020 emissions targets. However, it is too early to

tell which technology—pure battery EVs, range extenders, or plug-in hybrids—will 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 markets—Europe, North America,

China, and Japan—in 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)


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.

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 EV’s, like the 2-

cylinder 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 Hüttlin 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

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


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).

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 Electrification of Road Transport

Figure 14: Milestones for 2nd

and 3rd

generation range


Annex I: Developers of Range Extenders Automotive Range

Extender Developers

Website Technology Gene-

ration

Development

Status

Advantages Disadvantages Power

(kW)

Weight (kg) Picture

Innovative Solutions for

Energy (ISE)

USA Headquarters

Bluways USA, Inc.

12302 Kerran Street

Poway, CA 92064

www.isecorp.com 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

1st Commercially

available.

Already applied

in hybrid electric

buses and

trolleys

Proven technoology

(13+ million mile track

record). Integrated

system, including

inverters, brake

resistors, drive motors,

etc.

High weight, high

volume, low specific

power. Only applicable

for electrification of

standard city busses

with conventional drive

axle. Noise and

vibrations.

200 kW

(gene-

rator

output)

??

Opel / General Motors www.opel-

ampera.com/index.php/m

as/ampera

Conventional 1,4 litre 4-

cylinder gasoline engine and

two electric motor/generators

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.

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

fo rthe

ICE (RE

electric

power

un-

knowkn)

engine

95 kg

125 kg incl.

oil, coolant,

radiator,

generator

AVL Deutschland Head

Office Mainz-Kastel

AVL Deutschland GmbH

Peter-Sander-Straße 32

55252 Mainz-Kastel

Also other locations

worldwide.

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.

2nd In October 2011

Audi started a

fleet trail with 20

Audi A1 e-tron

prototypes

High efficiency for the

ICE (31%). Nearly

vibration-free and quiet

operation, Small

dimensions, low

building height, low

weight.

Difficulties with

tolerances, seals and

lubrication. Reduced

system life time. Shape

combustion chamber

suboptimal for low

emissions. Asymmetric

heating of the engine.

No possibilities for

variable compression.

15 kW

@ 320-

420V

engine 80 kg

115 kg inc.

oil, coolant,

radiator,

and

generator

Bladon Jets Holdings Limited

Westminster House

Parliament Square

Castletown

Isle of Man, England

www.bladonjets.com/ 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

2nd Prototypes

applied in the

Jaguar C-X75

concept car.

High specific power,

Light weight. Compact.

Small nr of parts. Low

maintanance. Vibration-

free operation. Low raw

emissions

Expensive technology.

System has no water

cooling, so heating the

vehicle is more

complicated. Longer

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.

70 kW 35 kg

(gasturbine +

generator)

ENGIRO GmbH

Rathausstraße 10

52072 Aachen

www.engiro.de 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.

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

tolerances, seals and

lubrication. Reduced

system life time. Shape

combustion chamber

suboptimal for low

emissions. Asymmetric

heating of the engine.

No possibilities for

variable compression.

15 kW

(48 - 570

V

27 kg

without

auxiliary unit

and 32 kg

with auxiliary

unit

GETRAG Corporate Group is

represented in Europe, Asia

and North America.

www.getrag.com “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. Power-

shiftable 2-speed transmission

mechanically connects ICE

with the electric motor when

needed.

2nd fully functional

prototype

Short time to market. Noise and vibrations.

Aftertreatment

necessary to

compensate high raw

emssions.

20 kW

elec-

trical

output

55 kg

(without

electric

motor)

Kolbenschmidt Pierburg

(KSPG) and FEV

Motorentechnik GmbH

www.kspg-ag.de 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 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).


Aftertreatment

necessary to

compensate high raw

emssions.

30kW 60 kg

LOTUS ENGINEERING

UNITED KINGDOM

Potash Lane, Hethel, Norwich

NR14 8EZ

United Kingdom

www.lotuscars.com/engin

eering/en/lotus-range-

extender-engine

Three-cylinder 1.2 liter engine

optimized between two

operating points, giving 15 kW

of electrical power at 1,500

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.

Jaguar’s Limo-

Green

Low costs if produced

in series of 30.000 or

more. Proven

technology. Low weight

design.


Multifuel capability

(alcohol-based fuels or

gasoline).


Aftertreatment

necessary to

compensate high raw

emssions.

35 kW engine

56 kg

86 kg incl.

oil, coolant,

radiator,

generator

etc


Automotive Range

Extender Developers

Website Technology Gene-

ration

Development

Status

Advantages Disadvantages Power

(kW)

Weight (kg) Picture

Polaris Industries inc. in

Medina, USA

in collaboration with

Wenko AG Swissauto

www.dtic.mil/ndia/2011po

wer/Session23_12836Ste

wart.pdf

One-cylinder 325cc ICE

supplies 26 kW of power to

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%).

2nd Prototypes have

been

demonstrated in

2010

High electrical

efficiency (31%). Low

costs if produced in

series. Proven

technology. Low weight

design.



Aftertreatment

necessary to

compensate high raw

emssions.

22 kW 38 kg

Capstone Turbine

Corporation

21211 Nordhoff Street

Chatsworth, CA 91311, USA

www.microturbine.com/ 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 heavy-

duty truck and transit buses as

well as for marine

applications.

3rd Commercially

available.

Already applied

in more than

1000

DesignLine

hybrid buses.

Low raw emissions.

Multi fuel capability.

Vibration-free and quiet

operation. Low

maintenance costs.

Recuperated gas

turbine, so good

efficiency for wide

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

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

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-of-

the-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/drive-

technologies/fuel-cell

80 kW Fuel Cell System

(PEM) for Mercedes-Benz B-

Klasse. Runs at compressed

hydrogen (700 bar)

Range 385 km with 6.8 Ah,

1.4 kWh Li-Ion battery

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 für Luft-

und Raumfahrt (DLR)

Linder Höhe

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.

3rd Experimental

already for

more than 10

years

Variable compression.


Clean combustion and

high efficiency (50%?).

Shorter combustion

duration under high

compres-sion ratio.

Peak temp. and

pressures are lower

than traditional ICE.

This reduces

temperature-dependent

emissions.

Its difficult to control

the piston. Low specifik

power. Large and

expensive coil is

needed. No sinusoidal

alternating current. The

Cylinder undergoes

accelerations 3 times

larger than traditional

ICE

?? ??

Innomot AG

Oberwiberg 6

CH-6212 St. Erhard

Switzerland

Development Company:

Innojet Herbert Hüttlin

Daimlerstrasse 7

D-79585 Steinen

Germany

www.innomot.org Hütlin 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.

3rd functional

prototype

Small number of parts

in comparison to

conventional ICE (only

63 parts). High power

density. Small volume

and weight. 25%

reduction in fuel

consumption is claimed

w.r.t. conventional ICE.

Manufacturability

(difficult shapes, close

tolerances required,

probably problematic

with seals).

High costs due to

geometric complexity.

Time to market.

74 kW

at 3000

rpm

62 kg

Micro Turbine Technology

De Rondom 1

5612 AP Eindhoven

The Netherlands

www.mtt-eu.com 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.

3rd Proof of

concept is ready

High specific power.

Low weight. Low noise

& vibrations. Low raw

emissions. Few

components. High

reliability. Low

maintenance costs.


Recuperated gas

turbine, so good

efficiency for wide

variety of power

settings

Longer time to market.

Higher cost price than

range extenders based

on conventional

crankshaft piston

engine technology.

Slightly lower efficiency

than state-of-the-art

piston ICE's

15 kW 50kg

PEEC-POWER B.V.

Griendweg 9

3295 KV - ‘s-Gravendeel

The Netherlands

www.peec-power.com 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 fully functional

prototype

Low manufacturing

costs, compact design

(600x400 mm), high

efficiency, Multi fuel

capability (gasoline,

CNG, LPG, diesel, bio-

diesel, etc)

No proven technology.

Longer time to market.

30 kW 55 kg incl.

generator,

power

electronics,

oil &

lubrication

pump


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 Products /services Website

All Green Vehicles Development, conversion and sales of high

quality electric vehicles. Also development

of range extenders for heavy duty vehicles

(45-150 kW).

http://allgreenvehicles.com/

Altramotive Expertise on range extenders in general and

also system integration aspects such as

cooling, NVH, system optimization and

controls of range extenders.

www.altramotive.com

AWEFLEX Systems B.V. Development and prototyping of electric

vehicles. Integration of range extenders.

www.aweflex.nl/

Fontys Hogescholen Research on automotive control systems and

mechatronica systems. Test facilities for

range extender technology.

www.fontys.nl

Hogeschool van Arnhem en

Nijmegen

R&D on fuel cells, hybrid and electric

drivetrains, etc.

www.han.nl

LMS Internationaal NVH & Acoustics, Durability, Energy

Management, Drivability and Powertrain

Integration, Controls Development.

www.lmsintl.com

Magnetic Innovations BV Knowledge centre in the area of electric

motors/generators which could be applied in

range extenders.

www.magneticinnovations.com

Micro Turbine Technology Development of range extenders for electric

vehicles and auxiliary power units.

Parking heaters for trucks, based on micro

gas turbines.

www.mtt-eu.com

NedStack fuel cell

technology BV

Nedstack fuel cell based systems enable

emission free and cost effective drive trains

for the material handling industry and city

transportation

www.nedstack.com

TNO Industrie en Techniek,

Business Unit Automotive.

European Electric Mobility

Centre (EEMC)

State of the art test facilities for range

extenders (Light & Heavy duty).

Conceptual design, Research & Develop-

ment, Engineering, Testing and Certification

www.tno.nl

VDL Bus & Coach Integration of range extenders in series

hybrid electric powertrains for city busses.

www.vdlbuscoach.com


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. Münkel, H-P. Schmalzl, U.

Wenger, B. Kohler, Advanced Propulsion Concepts/Swissauto Powersports/Polaris Industries, Januar 2011

Abbreviations:

• BEV Battery Electric Vehicle

• EV Electric Vehicle

• EREV Extended Range Electric Vehicle

• FCEV Fuel Cell Electric Vehicle

• FHEV Full Hybrid Electric Vehicle

• MHEV Mild Hybrid Electric Vehicle

• NVH Noise Vibrations and Harshness

• OEM Original Equipment Manufacturer

• RE Range Extender

• RESS Rechargeable Energy Storage System

• SOC 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

ATC Trend Analysis - Range Extender Technology

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