The Schaeffler Group recently issued a statement saying that it will accelerate the electrification of the powertrain in order to cope with increasingly stringent emission regulations and meet the needs of global mobile transportation. This article refers to the address: http:// During the North American Auto Show, Schaeffler's acting CEO and Chief Technology Officer Peter Gutzmer pointed out that by 2020, 20% of cars will be electrified. If global car production reaches 120 million in 2030, then electric vehicles will reach 10 million, accounting for about 9%. To this end, Schaeffler offers a range of solutions for integrating hybrid modules, electric drive axles, wheel drive and other products into hybrid or pure electric vehicles, including 48 volt electrical systems and high pressure hybrid modules. Powertrain Electrification Solutions Schaeffler developed a new P2 (parallel, dual clutch) high-pressure hybrid module last year that is installed between the internal combustion engine and the gearbox and can deliver an engine torque of 800 Nm. The new generation of P2 hybrid modules is now available for light hybrids and plug-in hybrids. The Schaeffler P2 Hybrid Module distributes engine torque in an innovative way: the way the torque is transmitted depends on its direction, the torque is transmitted to the crankshaft via a 300 Nm split clutch, and the internal combustion engine traction torque is via a one-way The clutch is transmitted to the gearbox. Due to the compact design of the clutch, it offers significant advantages in terms of space utilization and cost even under high torque conditions. It is reported that Schaeffler's new P2 hybrid module consists of an automatic disconnect clutch and an electric motor. The disconnect clutch is operated by an electromechanical central clutch release system that directly drives the clutch to operate without the need for hydraulic transmission intervention, thus eliminating the need to install additional actuators external to the hybrid module. The use of a one-way clutch also has other benefits. Although acceleration often involves a complex set of devices such as internal combustion engines, disconnect clutches, electric motors, and gearboxes, Schaeffler ensures that the clutch and engine are just right. Once the engine and motor speeds are synchronized, the one-way clutch can be mechanically coupled to the engine in an instant so that it can be adjusted more quickly. When the driver steps on the accelerator pedal, he can experience the dynamic connection performance of the engine and, to a certain extent, improve comfort. When the electric motor acts as a generator to store electrical energy, the one-way clutch no longer transmits torque and the engine does not work in conjunction with the clutch. When the vehicle is running at low speed and the clutch is slightly slippery at 1500 rpm, the damper can be actively damped by optimizing the damper, which improves the space utilization while achieving comfort. Schaeffler said that its new generation P2 high-pressure hybrid module will be mass-produced in China for the first time in 2017, with a power of up to 80 kW, which can be used in plug-in hybrid vehicles. However, in the early stage, the module did not have a one-way clutch, and the efficiency of the motor used was greatly increased to 96%. Hybrid car / pure electric vehicle technology innovation Electric drive axle: Schaeffler electric drive axles provide a complete solution for both hybrid and pure electric vehicles. Based on the customer's needs and different preferences, Schaeffler has developed modular components based on the characteristics of the vehicle. The simplest solution is to design a single-speed ratio electric drive axle with coaxial or parallel shaft. Because the differential uses a planetary gear design (consisting of a single or dual stage planetary gear set), the drive train is very compact. In addition, it provides a large amount of space for the installation of permanent magnet synchronous motors (PSM) or asynchronous motors (ASM), with or without power electronics. For the plug-in hybrid car, it has a cruising range of 20 to 50 kilometers in pure electric mode and a speed of 120 km/h. When you need to drive long distances or ask for higher speeds, the engine will work. Hub drive: Schaeffler has been developing wheel drive technology since 2007. This technology is currently used in the Ford Fiesta, mainly for testing. Schaeffler said that for electric vehicles, wheel drive technology is the best solution. Its E-Wheel Drive hub drive system integrates motors, power electronics, controllers, brakes and cooling systems to complete drive and deceleration operations and ensure driving safety. In addition, compared with the central driving method, the front and rear mass distribution and space utilization of the hub drive are more reasonable, which also improves the handling performance while ensuring the performance of the vehicle. 48 volt electrical system Although most hybrid vehicles currently operate at more than 300 volts, Schaeffler is still developing a 48-volt on-board electrical system to produce electric vehicles that can travel at low speeds. Last year, Schaeffler has teamed up with Continental and Ford to showcase the Gasoline Technology Concept (GTC). The concept car further reduces the fuel consumption and CO2 emissions of the Focus sedan (using the 1.0-liter EcoBoost turbocharged three-cylinder petrol engine) by 17% through integrated micro-mixing technology. Schaeffler has also developed a transmission aid (TDA). Essentially, the TDA is a parallel hybrid system consisting of an optional power flow between the drive train and the 48 volt MGU. It eliminates the traditional belt drive and is instead connected to the powertrain, completing energy recovery operations and reducing CO2 emissions. Schaeffler also developed a concept car based on the Audi TT and conducted a number of tests. The car is equipped with a 48 volt ISG (starter generator), a 12 kW motor and a lithium battery. When the engine speed is low, the electronic power-assisting function of the motor ensures that sufficient torque is maintained without turbo lag and energy recovery is done to power electrical components such as lights, radios or seat adjustments. With the introduction of the 48-volt electrical system, the efficiency of the car will also increase significantly. Schaeffler also hopes to improve chassis technology and optimize vehicle construction, such as replacing the currently used hydraulically controlled anti-roll bars and using electromechanical active roll control systems to improve fuel economy and reduce carbon emissions.
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