Modular Electric Range Extender vehicle

In WP3 (Modular Electric Range Extender vehicle), 6 deliverables were completed in the OPTIMORE project:

D3.1 - Description of the Optimore Demo Vehicle
D3.2 - A functional HMI Interface that can be used to safety deliver and get information from the driver in
D3.3 - Calibration process
D3.4 - Calibration and Test Planning (initial report)
D3.6 - Report of the feasibility of the VCC modular approach and the efficiency gained in different drive c

Check out the final results in this presentation: 
Final Presentation - WP3 VCC / Getrag / Chalmers / AVL Schrick Modular Electric Range Extender vehicle

and find out more on the HMI in the following link with movies how the demonstrator car was created:

HMI demonstrator development

Modular Approach of HEV Range Extender

The Volvo modular approach contains three different drivetrains which can be integrated into one electrified powertrain platform. It contains of a tunnel battery and an optional rear drivetrain providing different attributes and resulting cost.
Showing the 3 different concepts, C30 BEV, C30 Fuerex Concept and the C30 Optimore Concept
Volvo C30 Electric have been chosen as a baseline, and the Optimore concept is a Parallel/Series hybrid. In addition to a pure series hybrid, the consumption during highway driving improves with drivability and performance.
As can be seen in the Figures the rear subframe contains the dual clutch transmission with the electric machine integrated in the gearbox. The subframe now in Figure 9 contains driveshafts within the same assembly and the engine mounts are similar as in Fuerex. The difference in this concept is that the movement of the rear powertrain will be larger, as because of pre-tensioning the drivetrain when transferring wheel torque.   
Showing a schematic view of the Optimore concept (left) and the Electric machine in the Optimore transmission is assembled on the even shaft axis.
Showing the Optimore concept installed in the vehicle and the rear subframe with installed combustion engine and dual clutch transmission
The main results in consumption performance can be seen in the Table below. The concept itself fulfills the requirements for Euro 6 emission levels, although the prototype used in the project cannot fulfill these levels due to early prototyping material. In order to run the engine in efficient operating points, knock compensation need to be well calibrated to run efficiently. The higher sustain consumption in the Optimore concept can partially be explained by a spark retard at part-loads and the higher road load for the Optimore prototype than for Fuerex. This will also affect the emission results, why Table 1, Annex I, Part B could not be fulfilled fully within this project.
Representing the Consumption performance of each concept where red values are representing simulated values and green are representing values measured within the scope of the Optimore project
C30 Fuerex
Results and Attributes
Concept 1
Concept 2
Concept 3
Fuel Economy
@ 90 kph [l/100 km]
CO2 @ 90 kph [g/km]
CO2 NEDC depletion [g/km]
CO2 NEDC sustain [g/km]
Electric Range [km]
NEDC CO2 rating [g/km]
 HMI Demonstrator and Work
The goal to find a non distrurbing ECO-Coach function started with case study what problems which occur related to limited electric range. This continued with analyzing the disturbance effects which can lead to limited electric range which are caused the driver. These disturbance factors which are related to the usage and driving of the car, have been the key focus information to distribute in a non-disturbing way. Also, a benchmark of the current market HMI have been carried out on already implemented competitor interfaces, to understand how they relate and affect the driving. One example is trees with growing leafs when driving efficiently and different type reward systems in the design. The focus in this project have been rewarding the driver driving efficiently by not displaying any information in order not to cause any distraction, different from the market today. Examples of this can be seen in Figure below. The main driver related disturbance factors for electric range have been identified as:

Driving too fast, road resistance increase with Air Drag

  • Accelerating too hard, so the optimal efficiency of the drivetrain cannot be achievied
  • Braking too hard, with saturated electric recupation and engaging friction brakes
Also, a guidance range meter was implemented to feedback how the electric range is affected by the road load polynomial. In this way, one would know which Eco-speed to aim for to avoid engine starts when driving towards a destination.


Showing the HMI implementation with the contextual GUI design, top picture shows the battery range meter and distance to empty, while middle view shows one implementation of the eco coach, and the final implementation in the bottom view, containing the speed and eco coach information to the right.
 In the bottom left view, the red ECO blobs can be seen connected to a negative action carried out by the driver (Here driving too fast). A negative action will create a historical view of the negative actions.





This project has received funding from the European Union’s Seventh Framework Programme for research, technological development and demonstration under grant agreement no 314252

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