Text/Civil
Earlier we explained the P0 motor architecture, and then we talked about its neighbor P1 motor architecture. The P1 motor is located at the rear end of the crankshaft of the engine, which connects the ISG (Disc Integrated Starter/Engine) to the engine, replacing the traditional flywheel, and the engine crankshaft acts as the rotor of the ISG motor.
The starting motor of traditional cars is generally small in size and high in speed, and after changing the speed through the reduction gear, the crankshaft and the flywheel on the crankshaft rotate with a large instantaneous torque, and then the flywheel drives the engine into the working stroke with inertia. P1 hybrid replaces this motor with a relatively large motor, because the volume is limited, it is impossible to use the reduction gear, but needs to be placed in the position of the flywheel.
In addition to inheriting the function of storing energy and inertia outside the power stroke of the flywheel, the P1 motor has similar functions to the P0 motor, and also supports the functions of engine start and stop, brake energy recovery and power generation, and auxiliary power output.
Another common denominator of the P0 and P1 architectures is that they both use a single motor to achieve the dual functions of generating and starting the engine, thus simplifying the structure, and they are also called BSG (Belt Starter Generator) and ISG (Integrated Starter Generator) respectively.
The difference between the P0 architecture and the P1 architecture is that the P0 architecture allows the generator to integrate the functions of the starting motor, but still requires a flywheel, while the P1 architecture allows the starting motor to have the function of driving and inverter power generation, but still requires FEAD (Front End Accessory Drive).
Advantages of the P1 architecture:
Since the P1 motor is directly and closely connected to the engine, and the high-voltage motor is used, the P1 level can achieve power assistance, and after the driver presses the accelerator pedal, the ECU will control the ISG motor to replenish the power immediately, so that the car can maintain a high balance between power output and fuel saving. In addition, the P1 motor in the downhill section can apply an auxiliary braking torque through electromagnetic field adjustment to improve safety.
Disadvantages of the P1 architecture:
Because the P1 motor is connected to the engine, it is difficult to solve the heat dissipation problem, which will cause the P1 motor to be unable to work for a long time with high power and high load.
And as long as the motor rotates, the engine crankshaft must rotate, so that the motor can not drive the wheels alone, and there is no pure electric mode like the P0 architecture, and in kinetic energy recovery or taxi mode, it also wastes a lot of kinetic energy because it must drive the crankshaft idling, and also increases noise and vibration because the engine runs together.
In addition, the P1 motor needs to have a relatively large torque and volume, and it also needs to be made thin and then placed in the position of the original flywheel, so the manufacturing cost will be higher.
The P1 motor architecture represents:
The mechanically connected P1 architecture is much higher than the P0 architecture in terms of transmission efficiency, so in addition to automatic start-stop, micro-mixing and weak mixing, it can also be applied in mixing systems with 100-200V voltage. For example, Honda Insight, the first generation of Honda IMA hybrid, Mercedes-Benz S400 hybrid, the old Honda CR-Z and so on all use P1 architecture hybrid.
summary:
The P1 architecture has many similarities with the P0 architecture, both of which are integrated with more functions in one motor and are connected to the crankshaft. Its advantages are output efficiency, fuel saving, safety, etc. The disadvantages are heat dissipation, noise vibration, high cost and other problems. Overall, there are still many shortcomings, so there are fewer models that use the P1 architecture alone.