Schaeffler introduces new high-voltage P2 hybrid module; up to 800 N·m; first production application in China in 2017
29 September 2015
Schaeffler has developed a new P2 (parallel, two-clutch) high-voltage hybrid module—arranged between the internal combustion engine and transmission—that can transmit engine torques of up to 800 N·m (590 lb-ft) to the transmission without having to incorporate a commensurately expensive clutch.The new generation P2 hybrid module can be used in both medium- and very high-performance transmission concepts—e.g., from mild to plug-in hybrids.
The high-torque module distributes the flow of forces in an innovative way; the pathway of torque conveyance depends on its direction. Torques are transmitted to the crankshaft via a 300 N·m disconnect clutch, while traction torques from the internal combustion engine are transmitted to the transmission via a one-way clutch. The clutch can therefore have a compact design, even at high torques, with the corresponding advantages in terms of space utilization and cost. Schaeffler showcased the unit at the International Motor Show (IAA) in Frankfurt.
The new P2 module from Schaeffler consists of an automated disconnect clutch and the electric machine. The disconnect clutch is operated by an electromechanical central clutch release system that directly engages the clutch mechanically via a ball screw drive without a hydraulic transfer path—no extra installation space for actuators is needed outside the module.
|
|
| Schaeffler high-voltage P2 hybrid module. Click to enlarge. |
There are other benefits from using the one-way clutch. Regulating the connection to the engine when accelerating is normally a complicated matter that involves the internal combustion engine, the disconnect clutch, the electric machine, and the transmission.
The one-way clutch provides an immediate mechanical connection to the engine as soon as the engine and electric motor speeds synchronize. This allows regulation to take place much more quickly.
As the driver operates the gas pedal, he or she is more obviously aware of the dynamic connection with the engine, yet in a way that is very comfortable due to the fact that the clutch is operated in slippage mode on the transmission side during the initial phase. When the electric machine is running as a generator to capture electrical energy, moments are no longer being transmitted by the one-way clutch and the clutch is open—i.e., the engine does not have to be “dragged along with it.”
By optimizing the damper in conjunction with active vibration damping at lower speeds and with clutch micro-slip starting at approximately 1,500 rpm, it is also possible to achieve comfort and reduce the installation space at the same time.
This new hybrid module is going into volume production for the first time in China in 2017 in a version without a one-way clutch for internal-combustion torques of up to 250 N·m. This hybrid module has a considerably higher electrical power of 80 kW, and can be used for a plug-in hybrid.
The electric motor used in the hybrid module for volume production in China has an efficiency of up to 96%. This provides dual benefits to the system, both in terms of capturing energy during braking and electric driving—a smaller battery can be used for the same range, saving space, mass, and cost.
Every now operating automobile can be turned into a very mild hybrid with the substitution of a motor-alternator for the alternator and adding a higher power battery. ..HG..
Posted by: Henry Gibson | 05 October 2015 at 12:10 AM
How about use this concept to make an econobox with the same concept as the Koenigsegg Regera!
Posted by: GdB | 26 October 2015 at 12:16 PM