FROM DHT TO DHP
Currently, hybrid drives for passenger cars are mostly add-on solutions, that is, the electric motor is added to the combustion engine and transmission, which remain largely unchanged. As an alternative, the dedicated hybrid transmission (DHT) concept came up some years ago [1]. Here, the system-integrated electric machine (EM) plays a dominant and indispensable role and can help to simplify the transmission and internal combustion engine (ICE).
The more high-voltage (HV) hybrid drives use powerful EMs, the more the DHT comes into focus, 1. This is particularly the case with plug-in hybrid drives, because electric driving only makes sense with powerful EMs, especially at higher speeds. A big disadvantage of the DHT so far has been that it needs to be produced in high volumes to make a business case. However, the following will show that this is not necessarily true any longer.
Increasing EM power enables a shift of power between EM and ICE. The EM takes over more and more dynamic loads and the ICE can increasingly be operated more or less toward stationary loads. This allows simplification with regard to the turbocharging concept, valve control or injection, for example. One could speak of a dedicated hybrid engine (DHE); Magna Powertrain Transmission Systems refers to the entire powertrain including DHT and DHE hereinafter as a dedicated hybrid powertrain (DHP) [2].
For the following consideration, an ICE in conjunction with the DHP was assumed that has only 63 instead of 110 kW. Its sweet spots within the consumption map are slightly narrower. However, the large spread of the dominant EM allows reducing the number of gears; for example, to two gears for the EM and three to four gears for the ICE. Since the EM largely covers the dynamic loads, the stepping for the ICE can be specifically optimised for low consumption.
SIMULATION OF DIFFERENT HYBRID CONCEPTS
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