In November's new energy list, BYD once again became the brightest star - whether it is single-month sales or cumulative sales, it is the top champion. In particular, the monthly sales volume is 90,100 units, which is more than double that of the second place SAIC-GM-Wuling's 44,200 vehicles.
However, the discerning people also know that behind BYD's dazzling data, the main contributor is the DM-i model. This phenomenon-level technology, which has been hotly discussed since the beginning of the year, finally realized its power at the end of the year.
However, behind this, it is not "BYD alone in the fight". Looking back at 2021, in the independent brand technology circle, one of the most prominent points of view is to get together and hybridize. Yes, it's hybrid, not PHEV — the core of BYD's DM-i fire more than the previous DM is its hybrid technology, not plug-in.
The second important representative besides DM-i is naturally the Great Wall's lemon-blended DHT. At present, on weY Macchiato, Haval H6S and other models, lemon hybrid DHT has officially begun to be loaded.
The third one that many people may overlook: the Dongfeng Fengshen Yixuan MAX, which was launched in September this year, is a hybrid version, and it is a high-performance hybrid with a high-power (130 kW/300 Nm) motor and a ternary lithium battery pack and E-CVT.
The fourth is the second-generation Trumpchi GS8, which has just been listed. Although its hybrid technology was bought from Toyota, the overall matching, engine, etc. are solved by themselves, and the amount of research and development investment cannot be underestimated. Of course, it also represents gac Trumpchi's emphasis on hybrid technology.
The above are models that have been clearly listed and have been actually tested. And much more, hybrid technologies/models that have either been released or are about to be launched – covering almost all of the mainstream own brands.
Since it is unclear who will eventually go to market earlier, there is no sorting problem with the following enumerations, including:
Geely's DHT Pro hybrid transmission is currently in mass production. The first Hoshikoshi L Thor Hi-X hybrid version equipped with Geely hybrid technology will also open pre-sale on December 25.
Although Chery's official hybrid production model has not yet announced the listing schedule, its exhibition car "Tiggo 8 PLUS Kunpeng e+" has been unveiled at the 2021 Shanghai Auto Show and Chengdu Auto Show, and was once rumored to be launched in October. Therefore, it can be determined that Tiggo's hybrid technology has been fully formed and officially loaded, and the listing can be said to be within easy reach.
Changan's Blue Whale iDD was released as early as the Chongqing Auto Show in June. Although the things displayed are more PPT-based, but based on the release of some detailed data, as well as the news that will be first installed on UNI-K, the technical completion of iDD should also be very high, and the loading and listing in 2022 will be a high probability event.
And SAIC. Compared with these brands, SAIC is obviously more low-key, and even feels deliberately confidential. Because from the declaration information of the new car Totoro, it will be equipped with a set of energy storage devices for ternary lithium batteries but does not support external charging system - obviously, this is also a hybrid system.
Who else? The first-line independent brands are almost all on it. Coupled with the possibility that Toyota may transfer hybrid technology to FAW at the beginning of the year, although there is no clearer "following", but based on the success of GAC, this matter can be described as "empty wind may not be without reason".
Therefore, Uncle Ka said that from 2021, the "pile-up" hybrid of Chinese brands can be clear. This is not only completely inconsistent with some of the sayings in previous years that "hybridization is a transitional technology", but also significantly different from the actions of the joint venture brand (the joint venture brand is still only the Japanese Three Musketeers who are keen on hybrid).
Why is that? The most intuitive reason is, of course, the fuel credit in the "double credits" policy. The sensitivity of independent brands to policies, the flexibility of technical routes and adjustments (relative to foreign brands) contributed to this result. By better responding to the points policy, the overall cost of independent brand manufacturers can be effectively reduced and their products more competitive.
However, in Uncle Ka's view, this is only part of the reason. The more important reason is that through hybrid technology, the "old and difficult" problem that plagues independent brands at the powertrain level can be completely solved.
The gap in the powertrain of independent brands is mainly reflected in "soft power"
Everyone should have noticed that in the field of pure electricity, the price difference between joint venture cars and autonomous vehicles has been greatly reduced - even, there are cases where models with similar prices are competing and the results of competition are not comparable. This is unthinkable in the field of fuel vehicles. At present, most of the fuel models with the same level and configuration of the joint venture brand still have a price difference of 20%-50%. Among them, the gap in powertrain performance is one of the main reasons for this spread.
Compared with the "hard power" in the early years, the current gap between independent brands in this regard is mainly reflected in the "soft power" level. That is to say, if you only look at the structure, technology and data, the engine developed by the independent brand has basically achieved not losing the joint venture brand. Even, in some test items, including "zero hundred" acceleration, comprehensive fuel consumption, noise values, etc., can also achieve "no loss".
However, these things that look the same or are very "beautiful" have a gap in the actual feeling of use. And the more specific it is to everyday driving, such as on stop-and-go city roads, the more pronounced the sense of difference becomes. This is what Uncle Ka calls the "soft power" gap.
People who understand how a fuel engine works should know that its operation is extremely complex – every detail of the four strokes is very exquisite. Specific to how the valve is opened and closed under what circumstances, and how the amount of fuel injected is controlled under what circumstances, this is not a simple calculation. In addition to the perfection of the engine setting itself, it is also necessary to adjust and calibrate according to the different models, different styles, and different transmissions. Among them, the more low-speed working conditions, the more stop-and-go conditions, the more difficult it is. The key is that engineers must have good power values and extreme acceleration results to better cope with the needs of promotion and testing out of the requirements of "leaders", so it is more difficult to "take care of" daily driving.
In fact, we are familiar with a variety of advanced technologies, including direct injection, boosting, valve timing adjustable, valve stroke adjustable, variable intake manifold, layered injection, double injection, etc., their core goal in addition to improving the overall fuel efficiency, another core appeal is to better take into account the needs of power output under different operating conditions. However, the more "variable" technology, the more tuning combinations it faces and the more difficult it is to control.
The addition of fuel to the electric drive can cleverly avoid the "soft power" gap
However, pure electricity has no problems in this regard. On the one hand, the starting point of Pure Electric Technology Chinese brands and foreign brands is roughly the same. On the other hand, the motor is far less than the various technologies of the fuel engine "Rausch". Another point is that the areas of expertise in electric drives and fuel drives are "reversed". The most troublesome starting low-speed working condition of fuel drive is precisely what electric drive is best at. Therefore, in order to control the electric drive, although it is also necessary to match and adjust, the difficulty and fuel powertrain are not an order of magnitude at all. This is also the main reason why we open pure electric models and feel that the gap between our own brands and joint venture brands is no longer obvious.
This is clear to everyone. However, in the short term, it is impossible for all independent brand models to be replaced by pure electricity, which is also very clear to everyone. But what if you combine electric drive and fuel drive?
The previous idea was hybridization, and the original intention of the idea was simply to use the battery to store the energy in the efficient range of the engine to cope with inefficient conditions and reduce fuel consumption. However, in how to make good use of electric drives, or even rely entirely on electric drives to achieve this method, little consideration is given.
With the development of pure electric technology, electric drive technology, especially battery technology, has made rapid progress. Many people may overlook the value of batteries in the field of hybrid. In the past, hybrids represented by THS were based on the battery technology at that time, and for safety reasons, nickel-metal hydride battery packs were used. The resulting problem is that the battery capacity is limited, the discharge current is more limited, and the performance of the motor is greatly restricted.
In the current lithium battery era, the performance of power batteries is changing with each passing day. Even small battery packs (such as a 1.7 kWh lithium battery) can provide a large discharge current, enabling pure electric drive in more operating conditions.
Of course, dm-i is more extreme, it completely abandons the conventional hybrid. The reason why DM-i does this is not entirely for the purpose of "mixing new energy circles", but more importantly, the large battery pack based on PHEV, the performance of the motor can be played more effectively, so as to achieve "almost the whole electric drive".
When this shift in thinking comes, we will find two qualitative changes.
The first is that the transmission in the traditional sense has not much value. All kinds of complex transmission technology, super multi-gear transmissions, have also become meaningless. Because, the electric drive does not need a transmission at all. The technology represented by DM-i has a constant gear ratio, the same as that of pure electric models. Even if there is a two-speed transmission like the lemon hybrid DHT, the main purpose is because its 1.7 kWh battery is difficult to support the entire electric drive, in order to make better use of the engine direct drive. The point is that although this transmission has two gears, there is no matching problem with traditional transmissions. Its gear switching is carried out on the basis of electric drive assistance. So when we drive the Macchiato, we will find that the whole process does not feel the existence of the transmission, and there will be no problems with traditional fuel vehicles such as the so-called gear shift setback.
The second is the qualitative transformation of the role of the engine (especially the technology represented by DM-i). Its main role is to generate electricity rather than drive vehicles. In this way, this kind of "starter (electric) machine" almost does not need to consider the so-called optimization of low and medium speed conditions, and various variable technologies, direct injection technologies, and even pressurization technologies have become redundant. This "starter (electric) machine" only needs to take care of one working condition - efficient working conditions. As a result, such engines are not only extremely efficient – more efficient than Toyota Hybrid engines , but also have low costs and small weights (simple technical structures). The part saved can be given to the motor, battery, and finally achieve a perfect balance.
Then look at the results. If the non-PHEV version, or the PHEV version is not charged, they are used in exactly the same way as a fuel car. But from the drive point of view, they are more like trams. At the same time, their cost increase is not obvious — at least, it can still be sold cheaper than the joint venture fuel vehicles of the same class.
Don't underestimate this "drive mode like a tram", which means that the gap between the above-mentioned independent brands in the "soft power" of the powertrain not only no longer exists, but can also be surpassed. More intuitively, for example, BYD's Song PLUS DM-i, WEY Macchiato, Haval H6S, etc., in terms of the comprehensive performance of the powertrain (especially the most commonly used daily commuter driving), can already be superior to Tiguan, Tanyue, CR-V (non-hybrid version), RAV4 (non-hybrid version), QiJun and other joint venture masters. At the same time, the price of these self-owned brand hybrid vehicles still has obvious advantages, as well as ultra-low fuel consumption...
summary
At present, only DM-i is still "hot" on the surface, and models such as Macchiato are still "slow heat", and other models are still "on the way to the market". However, the advantages and effects of the (hybrid) analysis in the article will surely gradually emerge. That is to say, by piling up and mixing, independent brands may completely erase the gap with joint venture brands in the comprehensive performance of the powertrain. Coupled with the fuel consumption advantages and integral advantages of hybridization, it is possible to fundamentally change the competitive pattern between independent brands and joint venture brands. For the growth of independent brands, the significance of this is absolutely not to be underestimated.