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Schaeffler Group Develops Research Hybrid Configurable to Different Electric Drive Architectures

The Schaeffler Hybrid. Click to enlarge.

The Schaeffler Group has developed the “Schaeffler Hybrid” as part of an advanced development project to enable a practical comparison of the various options available for e-mobility. The vehicle can demonstrate different electric-drive vehicle configurations.

The Schaeffler Hybrid features a combustion engine from a basic vehicle, a central electric motor and two wheel hub motors. The various elements can each be switched on or off; options range from classic operation using a combustion engine, operation as a parallel hybrid or serial hybrid to operation using the electric motor only.

“The ‘Schaeffler Hybrid’ will not go into volume production; rather it serves as a vehicle of ideas. For example, with the “CO2ncept-10%” based on a Porsche Cayenne, we successfully demonstrated advantages in fuel consumption and emissions by reducing friction in the drive train. With the Schaeffler Hybrid, we want to demonstrate that the Schaeffler Group takes a holistic approach to mobility and offers innovative products for e-mobility solutions in its portfolio.

Presenting various concepts with informative comparisons as well as realistic testing played a decisive role in the implementation of the Schaeffler Hybrid. Another important aspect of this advance development project are the linked development activities of the Schaeffler brands. [INA, LuK, FAG, IDAM and AFT]

—Prof. Dr. Peter Gutzmer, Member of the Executive Management Board responsible for technical development at the Schaeffler Group

The combustion engine can power the vehicle and be coupled for use as a range extender. An automated manual transmission increases the options available. The transmission naturally incorporates clutch products specially matched to the requirements of hybrid vehicles from the Schaeffler brand LuK.

The energy store, which is a 16 kWh lithium-ion battery pack (400 V, 400 A), is charged by means of energy recovery, the range extender as well as via an external power supply (plug-in hybrid).

The central unit is flange-located to the automated manual transmission by means of a toothed chain and drives the front wheels. The unit includes a liquid-cooled 50 kW, 95 N·m (70 lb-ft) electric motor that was designed and manufactured by Schaeffler subsidiary IDAM. The wheel hub motors—called eWheel Drive—have an output of around 50 kW each and torque of around 530 N·m (391 lb-ft).

The wheel hub motors are incorporated in a compact unit that integrates wheel bearing, drive and brake. These drive units can be integrated in an existing vehicle platform without making any major changes to the vehicle architecture. In addition, the eWheel Drive from Schaeffler offers a remarkably low noise level.

Along with the components shown in the Schaeffler Hybrid, Schaeffler’s range of products tailored to the requirements of hybrid vehicles and electric mobility includes, amongst others, hybrid clutches (as used in upper-class hybrid SUVs recently presented), electromechanical chassis and steering components, as well as various differentials. These differentials include the space-saving lightweight differential with face spline and electric differentials.



Can Shaeffler Group really do more, with a small budget, than the majors like Nissan-Renault, GM, Ford, Mercedes, VW, BMW, Fiat, Peugeot-Citroen etc are currently trying to do with far larger budgets? If so, it could be a wake up call for many.


This showcases their products.

Do more what?

How would this provide any insight into which electric-drive vehicle configuration is better in any way?

It has the unsprung weight of a wheel-motor vehicle, the total weight of a big engined hybrid, BEV, wheel-motor vehicle.


Try to think of it as six cars, an ICEV, parallel hybrid, serial hybrid, PHEV, REEV and BEV that all have the same weight/mass distribution/aerodynamics/etc. and the only variable is the drivetrain.


And they will find that BEV mode uses less petrol, both hybrids have more range than the BEV and that the parallel vs. serial hybrids contest is undecided - it depends on the drive cycle.

Quite simply, what will it reveal ?


Well now that's why it's called a "Research Hybrid."


Only the title claims "Research "
Otherwise it's;
"With the Schaeffler Hybrid, we want to demonstrate that the Schaeffler Group takes a holistic approach to mobility and offers innovative products for e-mobility solutions in its portfolio."


The one does not exclude the other.

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