EV shopping guide
Focus on new energy vehicle information and shopping guide
concern
Affected by many factors, let alone the blue card / green card, the recent hybrid car wind evaluation has turned better rapidly, with the gradual maturity of technology, coupled with the multiple advantages compared to pure fuel vehicles, more and more consumers have begun to focus on considering hybrid models when choosing a car. After all, running a little farther can save a pack of cigarette money every day (about 15 yuan), isn't it fragrant?
From the perspective of the market, the German/American system generally has no sense of existence and competitiveness in the field of hybrid vehicles, mainly Japanese + domestic more competitive. In this issue, we will not talk about products, focusing on what the hybrid technology of "two fields and one production" and first-line independent brands have in common, and what innovative designs are different brands, so that everyone can have a clearer understanding of the variety of hybrid vehicles. (The following involves some technical aspects, and we try to make it as popular as possible.) ）
Toyota THS
▲Representative models: Corolla twin engine, Xena double engine
It is no exaggeration to say that Toyota has laid the technical route of economical oil-electric hybrid (HEV), and in essence, the dual-motor hybrid technology with high attention in service is a reference and extension of Toyota's THS "peak shaving and valley filling" design idea.
At present, THS hybrid technology has been updated to the fourth generation, and it is used in almost all models under the Toyota TNGA architecture, not only family cars such as the Corolla, but even less mainstream cars such as Toyota New Land Cruiser and Lexus LS.
Corolla double engine, 150,000 to get it
Lexus LS500h, 1 million on the road
To understand hybridization, we must first understand the powertrain of fuel vehicles - engine + transmission. Toyota THS Hybrid subverted this design idea, structurally directly canceled the transmission, replaced by a set of dual motor-based electromechanical coupling modules, previously officially called e-CVT, but in fact, after the update to the fourth generation, Toyota THS has no transmission steel belt inside.
In contrast, the technical route of The European and American hybrid vehicles is much more conservative, whether the tube is Volkswagen's horizontal platform plug-in or BMW's longitudinal platform plug-in, both in the middle of the engine and transmission of the fuel vehicle plus a motor, the industry calls it P2 layout.
Hybrid special engine, no belt on the left side
In addition to the cancellation of the transmission, the engine part of toyota THS has also undergone a thorough electrification, originally pure fuel vehicles to rely on engine crankshaft pulleys to drive oil pumps, water pumps, air conditioning compressors, etc., and now these accessories have been changed to electric drives, at the same time, the engine itself also through the Atkinson cycle to improve the compression ratio, thereby improving the thermal efficiency at stable speed / load.
Planetary gear set: convenient speed regulation, not conducive to machine/electrolytic coupling
In addition, the connecting part of the engine and the THS module is no longer a hydraulic torque converter or dual clutch, but a power shunting via a set of planetary gear sets. For Toyota's hybrid vehicles (blue card), the motor with the engine coaxial axis is mainly responsible for generating electricity, while the motor on the other shaft can directly transmit power to the front wheel half shaft through the reducer, and when there is a high power demand, the engine will also directly output power through the planetary gear.
For Toyota's plug-in hybrid car (green card), a set of one-way clutches will be added to the engine output, and its role is to further decouple the engine and motor, so that the engine is in a shutdown state, both motors can directly drive the vehicle through battery power, and if there is no such thing, the motor rotation in pure electric mode will have a direct impact on the engine.
Honda i-MMD
▲Representative models: CR-V Sharp Hybrid, Civic Sharp Hybrid (August release)
On the technical route, the Honda i-MMD and Toyota THS are basically the same, and the powertrain is "two major pieces" - the electrified engine + dual motor module, so the Honda i-MMD can also achieve stable fuel consumption of 4-5L/100km, and it is not a road condition. The reason is that this hybrid design idea, under the condition that the motor provides additional power output, the engine will not have a sharp fluctuation in speed/load.
Civic Hatchback e: HEV
That is to say, this kind of hybrid vehicle, when the driver steps on the accelerator, controls not the throttle of the engine (fuel vehicle), but the power input of the electrical system to the motor. Therefore, in the case of Toyota THS and Honda i-MMD, we can't see the tachometer on its dashboard, only the speedometer and the energy consumption meter, because it doesn't make sense to show the speed (the meaning of the fuel vehicle tachometer is to facilitate the driver to find the time to change gears).
Is there no difference at all? Of course not!
Coaxial dual motors
Compared with the Toyota THS, the Honda i-MMD redesigned the dual motor module and adopted a set of dual motors in a coaxial layout, similar to the layout of the previous generation Toyota THS. More importantly, unlike the Toyota THS, which uses planetary gear sets for electromechanical coupling, the Honda i-MMD uses multiple clutches for power shunting, which may be less toyota's "mechanical design aesthetic" on the hardware, but it is simpler and more efficient, and the software is more operable.
Multi-plate clutch: convenient machine /electrolytic coupling, not conducive to speed regulation
For example, because the clutch can completely decouple the engine and speed, the i-MMD can be directly expanded into a plug-in hybrid without modifying the entire power module (increasing the battery, adding a power interface), and because it itself emphasizes more motor drive, after expanding into a plug-in hybrid, the performance of pure electric mode is also better than the Toyota THS plug-in hybrid series.
The blunt understanding is that the power is large enough, and there is no difference between the low and medium speed and the hybrid mode, while the Toyota THS plug-in hybrid series pure electric mode is not so good power performance, which is determined by its hardware structure.
Nissan e-power
▲Representative models: Xuanyi e-power, Qashqai e-power (unlisted)
Compared with the above two, Nissan Automobile has chosen a simpler and more rude solution - e-power extender hybrid system (EREV), the current domestic Xuanyi has this, on the blue card, the official data comprehensive fuel consumption of 3.9L/100km, not afraid of peers.
The technical threshold of this hybrid is much lower than the above two, and it can also achieve stable and low fuel consumption in small and medium-sized models, but in high-end luxury cars with large weight and emphasis on power performance, it is not easy to ensure the balance of power and fuel consumption.
Nissan Qashqai e-power
From the structural point of view, not to mention the three cylinders are not three cylinders, Toyota THS, Honda i-MMD self-priming engines, although not very "powerful", but they are able to directly output power through the gear set, string / parallel can be.
Nissan's Xuanyi e-power put the three-cylinder machine completely behind the scenes, directly connected to a generator to power the battery/motor. The simple understanding is that a "gasoline generator" is moved to a pure electric car, so that the car can continue to run with a drive motor, and the industry calls it a range extender hybrid.
Because of the low threshold, so many new domestic car-making forces also like to use this EREV hybrid route, the most typical is the ideal car, there is no technical reserves, even the 1.5T three-cylinder range extender is provided by Dongan Company. The difference is that the ideal ONE is on the green card, so the battery capacity is larger than the Nissan e-power, and supports external power charging.
The Ideal L9 has been upgraded to a four-cylinder EREV
As mentioned above, the extended range hybrid is not very compatible with the sporty attributes of the large-weight models, the ideal ONE is very typical, because the electric energy emitted by this small displacement turbocharged engine in the most thermally efficient working conditions is not enough for the two drive motors to "squander", the result is that the engine is forced to pull up the speed to generate more electricity, resulting in the vehicle when the battery is out of power. The simple understanding is: "There is no high-performance life, and there is a high-performance disease." ”
Hybrid, where will it go?
Japanese: dual motor + 4AT
Hybrid, our simple understanding is that it can be refueled and charged, but for manufacturers, how to achieve the function has N schemes, and the difference between different schemes is outrageous.
Volvo XC90 T8, BMW 535 Le, Volkswagen Passat PHEV are all plug-in mix, but they are not recognized by the market and users, completely by the Chinese / Japanese hybrid car pressed to the ground friction, basically, in the 100,000-500,000 price point family car field, the collapse of the European and American P2 hybrid layout is a foregone conclusion.
Ashkenazi: single motor +8AT
In the future, it will be meaningless to talk about brand premium in this field, technical strength and product value are the most core elements that determine market potential, and the domestic passenger car market has passed the stage where the manufacturer can cut leeks by bragging a cow and selling wave feelings. Even after 10 years, the pattern of the passenger car market is likely to be a combination of "plug-in + pure electricity", and two barrels of oil will never easily leave the consumer's sight.
End