What Are The Components Of A Hybrid Electric Vehicle – A hybrid electric vehicle (HEV) is a vehicle that uses two energy sources for propulsion, one of which is electricity. Most road vehicles with hybrid powertrains use an internal combustion engine (ICE) combined with an electric motor (EM).
Compared to conventional vehicles, powered by ICE, hybrid electric vehicles are able to perform the following functions:
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What Are The Components Of A Hybrid Electric Vehicle
For a detailed introduction to hybrid electric vehicles, their types and how they work, read the article What is a hybrid electric vehicle (HEV)?
In this article, we will focus on the different types of HEV powertrains (architectures), highlighting their operating principles and advantages/disadvantages over other types.
In a parallel hybrid power train, both the internal combustion engine and the electric motor can transmit torque to the drive wheels either sequentially or simultaneously. For rear-wheel drive (RWD) vehicles, a common hybrid engine architecture uses an electric motor between two clutches.
The first clutch, between the engine and the electric motor, allows the engine to be disconnected from the drive and driven in EV mode. Likewise, during the deceleration phase, by disconnecting the engine, we can remove its braking effect and be more efficient in recovering kinetic energy.
The second clutch allows the electric machine to be disconnected from traction and allows the vehicle to lean during deceleration. From an implementation point of view, the second clutch is part of the transmission and not a separate component.
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Clutch conditions in each hybrid powertrain mode are summarized in the table below.
There are several OEMs that use this hybrid powertrain architecture for vehicles. An example is Nissan, with two variants:
The FF HEV system uses an internal combustion engine with an electric motor and a continuously variable transmission (CVT) on the front axle.
The hybrid system improves driving performance and fuel consumption by using the engine to regenerate power during deceleration and store it in the battery, and supports the engine by using the battery to start the engine for low-speed EV driving and acceleration. In addition, fuel consumption is improved by using the battery to power the car’s electronic components when the vehicle is parked. Since the engine can be separated from the drive train when necessary, the engine and engine power resources can be used optimally, meaning there is no loss of engine friction when the engine is separated from the drive train or when driving an EV. .
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The system uses Intelligent Dual Clutch Control, combining one motor and two clutches to implement light and compact hybrid front-wheel drive. The first clutch is set between the engine and the engine, while the second clutch is set between the engine and the CVT. The use of the engine or engines can be differentiated according to the situation by selecting “on” or “off” on the first clutch for efficient driving.
The hybrid system’s clutch and motor are designed to fit into the torque converter chamber used in CVT engine vehicles. Accordingly, no special chassis is required and it can be used in various models. It can also be easily used on four-wheel drive vehicles and plug-in hybrids. A high-output lithium-ion battery, developed for hybrids and with excellent discharge and charging, has been used as the system battery.
In the FR HEV system, the single engine dual clutch hybrid system can separate the engine from the drive train as needed. It can use the engine and the engine as a power source, from running the engine only to full engine and engine acceleration, resulting in more efficient driving depending on the conditions. During regenerative and electric driving, the engine is completely decoupled from the powertrain, resulting in zero engine friction loss.
Nissan replaces the existing 7-speed automatic transmission with a torque converter engine and two clutches in the compact setup. The use of a single motor system to drive the wheels and electrical regeneration allows for a reduced number of parts and lighter weight.
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Both clutches mechanically transfer power to and from the engine. Despite the low efficiency and energy loss compared to conventional torque converters, this system has intuitive and responsive acceleration. Through the integrated control of this system and the transmission using advanced control technology, a drive that responds to various driving conditions is obtained.
A car’s lithium-ion hybrid battery can produce large currents in a short time. In this way, the engine running ratio is increased, and braking energy can often be recovered. Being able to use electricity efficiently means that gasoline fuel consumption is reduced, which in turn helps increase mileage.
In some vehicle applications, especially those with front engine and front wheel drive, component mounting is critical due to space constraints. Installing a clutch between the engine and the electric machine may not be possible, as it requires additional space that is not available.
In this case, it makes sense to use an existing powertrain solution and make it a hybrid. One solution is to use a dual clutch transmission (DCT) and integrate the electric machine on one of the input shafts, after the clutch.
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In this architecture, the electric machine is integrated into the transmission sub-unit, in odd or even gears. Input shafts and output shafts for odd and even gears allow the input torque of the internal combustion engine to be transmitted to the output via a different mechanical path than the torque path of the electric machine. Torque is collected in a ring gear connected to the differential.
Getrag has converted the 7DCT300 dual-gear transmission into a hybrid transmission by integrating an electric machine into the dual-gear shaft. The 7DCT300 forward transverse transmission has seven forward gears and one reverse gear. Even-numbered gears (2, 4, 6, R) and odd-numbered gears (1, 3, 5, 7) are divided into two subtransmissions. The engine and two partial transmissions are connected by a wet double clutch.
The result, the 7HDT300, is a flexible hybrid transmission capable of being integrated into lightweight, full hybrid and plug-in electric vehicles. The full hybrid variant of the transmission integrates a 40 kW electric motor, which allows the electric vehicle to be driven up to a speed of 50-60 km/h (depending on the application).
This solution allows the engine to be disconnected, open both clutches and drive a pure EV. It is also possible to disconnect the electric machine from the rest of the train synchronizing the gears in transmission.
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The clutch conditions in each hybrid DCT engine mode are summarized in the table below.
The main advantage of this solution is that the electric machine does not require additional installation space in the transmission box, allowing great flexibility for integration and vehicle applications. This hybrid architecture can receive different power levels of electric machines (15-110 kW), working at different voltage levels (48 – 360 V). Therefore, it can be easily integrated into a wide variety of hybrid vehicles, from mild hybrids to full and plug-in hybrids.
Another type of parallel hybrid electric vehicle is the split-axle hybrid. In this architecture one axle (usually the front) is driven by an internal combustion engine and transmission, the second axle is driven by an electric motor and a fixed ratio gear.
This solution would require an automatic transmission on the front axle, which would enable engine disconnection when driving the EV. The advantage of this solution is that the vehicle has all-wheel drive while the battery does not run out.
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Compared to previous parallel hybrid solutions, split-axle hybrids cannot charge the battery while the vehicle is stationary. To overcome this problem, and also to enable continuous integral traction, the engine is equipped with an integrated secondary electric belt machine. An auxiliary electric machine, connected to a continuous motor (P0 architecture), enables the generation of electrical energy at rest and while driving.
An example of a parallel split hybrid is the Peugeot 3008 hybrid. This hybrid powertrain system was developed by the PSA group in collaboration with Bosch.
The front axle is powered by a 2.0 liter diesel engine, mated to a 6-speed manual automatic transmission. The rear axle has a 20/27 (continuous/peak) kW permanent magnet electric motor coupled to a single speed gearbox. The 8 kW secondary electric machine is integrated with the belt to the engine, the engine ensures the Stop & Start function and can also generate the electricity required to operate the electric motor if necessary (in all-wheel drive mode).
In a series hybrid engine, the internal combustion engine does not provide torque directly to the drive wheels. Instead, the engine is powering an electric generator that supplies electric power to the electric traction motor. The hybrid series uses two electric engines:
Exercise 4.2. A Hybrid Electric Vehicle (hev)
There are other significant differences between parallel hybrids and series hybrids. Since there is no direct mechanical connection between the engine and the wheels, there is no need for a transmission. This is an advantage when it comes to packaging
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