New Stop & Start Systems for PSA Peugeot Citroën Due in 2010
04 October 2008
PSA Peugeot Citroën was one of the first manufacturers to commercialize a stop/start system, packaging it with the C3 beginning in 2004. (Earlier post.) This micro-hybrid technology cuts fuel consumption and CO2 emissions in the city by around 10%, and up to 15% in heavy traffic.
The group will introduce a follow-on Stop & Start system, to be provided by Valeo (earlier post) on the market in 2010. The new-generation system, which will cut fuel consumption and CO2 emissions by around 15% in the city, will continue to use alternator/starter technology but will also recover energy during deceleration and braking, in order to recharge the vehicle battery without increasing consumption.
PSA plans to fit the system widely across its range on both gasoline and diesel models, with more than 1 million vehicles offering the system by 2011.
At the Paris Motor Show, Peugeot displayed a 308 1.6 liter HDi FAP with six-speed manual gearbox (BMP6) equipped with an early verison of the new Stop &Start system. Fuel consumption is 4.2L/100km (57 mpg US) with CO2 emissions of 109 g/km in the combined cycle (NEDC). Compared to the standard 308 1.6 litre HDi FAP BMP6, the reduction in fuel consumption and CO2 emissions is 9% in the combined cycle and 11% in the urban cycle.
During braking when bringing the vehicle to a halt (at a red traffic light, a stop sign, queuing traffic, etc), the Stop & Start system switches the engine to standby mode as the speed falls below 6 kph (3.7 mph). To indicate the engine is in standby mode, an “eco” indicator illuminates on the instrument panel.
The engine remains on standby for as long as the brake pedal is applied. When the brake pedal is released, the engine restarts automatically and instantaneously, in a manner transparent to the vehicle occupants. The system can be de-activated by the driver at any time by pressing the “eco off” button on the dashboard.
During operation, the system continuously checks a number of conditions to ensure the engine can be placed and maintained in standby mode (engine temperature and sufficient battery charge level, outside temperature not extreme, reverse gear not engaged, etc.), via the ECU. The system can operate in temperatures down to -5°C (23°F).
The system is based on a reversible alternator with an output of around 4 kW, installed in place of the traditional alternator, and serving the function of both starter and alternator. An electronic power unit, including the inverter and converter, is incorporated in the alternator. This controls the latter and ensures communication with the engine ECU. The alternator enables energy recovery during deceleration, making it possible to directly recharge the battery, thereby helping to reduce fuel consumption.
The layout of these components in the vehicle is subject to no major constraints, according to the group. The system can therefore be mass produced, on many different vehicles and at a moderate cost.
It would be nice to be able to use e-drive in town, but if they can save the brake energy, it will be a good thing, and it may be a lot cheaper to build.
Anyway, bring 'em on and lets see how good they actually are, vs 3g Prii etc etc.
Posted by: mahonj | 04 October 2008 at 11:26 AM
@ mahonj -
these vehicles will be somewhere in-between micro and mild hybrids. Comparing them to a full - let alone a plug-in - hybrid completely misses the point.
In terms of electric drive performance, these new Citroen PSA products will be unimpressive. In terms of the aggregate impact of the numbers sold, they will make a significant contribution to reducing fleet average CO2 emissions. Indeed, it's quite likely that this contribution will be greater than what could be achieved in Europe with full hybrid models.
You simply cannot compare the European market or the mindset of the European consumer with their US counterparts. Diesel market share is one difference. Another is that Europeans are much less interested in eco bragging rights than in making sure no-one gets a free ride on energy security and global warming.
Posted by: Rafael Seidl | 05 October 2008 at 05:34 AM
I would have thought that a diesel mini hybrid like above and a gasoline full hybrid like the Prius would have a similar cost and size, so comparing them would be very interesting
Posted by: DavidJ | 05 October 2008 at 02:03 PM
The accessory suppliers will love to sell this system, no extra battery storage, just (even more) expensive starter and alternator.
The car makers love it cause it can be called " hybrid , greener, eco, and the addition is a comparatively effortless.
In an era of high output alternators to supply prodigious electrical systems.
I see it as a cop out.
It avoids paying design teams, testing, recognising and implementing the advantages from mild hybrid technology that with a little (well maybe a lot more) commitment and belief in looking forward, could give he consumer so much more and drive us further into tomorrows technology.
This (stop start) is a minimum effort that could be retrofit(but we know that wont happen - too expensive) has practical application for traffic jammed city driving and allowing manufactures to avoid real development commitment. This enables the proliferation of 'Fashion products'
Half pregnant?
Posted by: arnold | 05 October 2008 at 03:44 PM
I think this short debate reflects some of the differences between American and European thinking. When Americans see that their current product does not meet expectations they tend to clear the table and build something new (like the Volt) (revolution). European carmakers on the other hand tweak their current models and put out new generations (evolution). This is why America gets 5-10 times more different car models than Europe does.
There are pros and cons of both strategies. The main benefit of the European approach is that much experience and engineering is (historically) put into a car, e.g. the VW Golf, now coming out in its sixth generation. European customers like this evolutionary approach which guarantees (or so they hope) that all the good sides of the previous generation are kept in the new one along with fixes and improvements.
The 308 is relatively new and PSA needs to sell millions before their investments in production lines are paid off. This is certainly a reason why they look for small tricks that improve fuel economy without interrupting the current work flow too much.
Someone developed a replacement starter motor that does all these new tricks and most likely fits within the frame of the existing model, thus enabling this latest fuel saving with modest extra cost.
57 mpg is not something to sneese at in a car that holds four people comfortably (I have driven the 307 1.6 HDi extensively in my carpool and it's a lovely car to be transported in)
With no electric motor to drive the wheels this hardly qualify as a hybrid. But then again, it does not say hybrid anywhere in the article...
Posted by: Thomas | 06 October 2008 at 02:25 AM
The high-power alternator also allows the system to charge the battery during deceleration, capturing energy that would be wasted. The alternator can be turned off during acceleration, allowing a smaller engine to provide the same peak performance. If the alternator and battery can provide torque assist, you have a micro-hybrid.
Posted by: Reality Czech | 06 October 2008 at 11:40 AM