The large battery triggers a "genetic mutation", and the BYD DM-i changes its life for plug-in hybrids
This article is "Hybrid has lost twice in 100 years, why is it now attacking fuel vehicles?" (4)
The veterans of the automotive hybrid industry, Toyota and Honda in Japan, never imagined that one day plug-in hybrid vehicles would be in close contact with fuel vehicles, tearing apart the fuel vehicle market, let alone that this scene would be opened in the form of a price war.
Even BYD, which attacked fuel vehicles with the DM-i plug-in hybrid model, never thought that after more than ten years of going around with its plug-in hybrid technology, it would suddenly be reborn and complete a shocking transformation.
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Battery king BYD's "nuclear weapons"
In 2003, Toyota's second-generation Prius was launched. This year, BYD, the "battery king", acquired Qinchuan Automobile and set foot in the automotive industry. At the time, BYD was the world's second-largest manufacturer of rechargeable batteries.
Few people noticed that a year before entering the automotive industry, BYD began the research and development of automotive power batteries.
BYD's first new car is the fuel car F3, but the battery giant moved the idea of building a car, and the real intention is to build an electric car, and the fuel car is just to "use oil to raise electricity".
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In 2005, BYD launched its first new car, the F3
A senior executive of BYD revealed his ambitions to the media at the time:
"With the advantages of battery technology, BYD can turn engines into scrap metal in the future."
In the year of the acquisition of Qinchuan Automobile, BYD started the research and development of pure electric and hybrid vehicles.
In 2006, BYD's first electric car, the F3e, appeared at the Beijing Auto Show, with a nominal range of 300 kilometers and a top speed of 150 kilometers per hour. The core technology of this car is the "iron battery" that made BYD dominate in the future - it was called "ET-POWER" at the time, and now it has evolved into "blade battery".
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BYD's early development of automotive "iron batteries"
At that time, the global electric vehicle was still in the experimental stage,
The power battery is multi-purpose
NiMH batteries and even older lead-acid batteries have low energy density and poor range. Advanced lithium-ion batteries can support longer ranges, but there are many safety issues to be addressed before they can be used in cars, and they are extremely costly.
As soon as the ET-POWER iron battery came out, Wang Chuanfu called it "BYD's nuclear weapon"
The power of this "nuclear weapon" is mainly low-cost, high-capacity, and high-security.
But two years later, the pure electric car F3e did not arrive as promised, and the real debut was the BYD F3DM. In December 2008, the F3DM was launched, which is the world's first mass-produced plug-in hybrid vehicle, with a price of 149,800 yuan.
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The BYD F3DM was released in Shenzhen in 2008
The F3e, which was unveiled earlier, ended without a hitch because BYD realized that public charging facilities were blank and it was difficult for pure electric vehicles to survive, while the F3DM is a "dual-mode car", which can be pure electric and hybrid, and BYD called it "the world's first electric vehicle that does not rely on professional charging stations".
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Why are GM and Toyota "late"?
When the BYD F3DM was launched, Toyota and GM had already mastered the plug-in hybrid technology, but the relevant models were not launched for a long time.
In January 2007, GM's plug-in hybrid concept Chevrolet Volt was unveiled at the North American Auto Show, but it was still a long way from mass production, and the biggest obstacle was the battery.
At that time, lithium battery technology was advancing rapidly, but there were no power lithium batteries available for cars on the market. GM found more than 20 battery suppliers from around the world, and after more than a year of screening tests, it was decided to supply one. After more than a year of development testing, the Chevrolet Volt was finally launched at the end of 2010.
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The Chevrolet Volt is GM's first plug-in hybrid
Toyota's plug-in hybrid road is very peculiar, and it is almost forced by users to go to Liangshan
。
After the second-generation Prius was launched in 2003, some car owners became too curious and began to think about unlocking its "pure electric mode". Toyota's THS hybrid starts to be driven by an electric motor, and the engine intervenes at a certain speed, which is equivalent to a hidden "pure electric mode";
Toyota has no interest in this. The reason is that the original intention of the development of THS hybrid is to reduce the fuel consumption of automobiles, and Toyota's headache is how to reduce the cost of hybrid systems and further open up the market.
Without official support, some Prius owners in the United States opted for DIY, and by 2008, the modification plan was already in place, and even some Toyota dealers offered a complete set of services. They added a lithium battery to the spare tire in the trunk, and then opened a hole in the rear of the car to install a charging device, so that the Prius became a plug-in hybrid car with a magic change, and after external charging, it can travel 50 or 60 kilometers on pure electricity.
The Prius is not cheap in the United States, and this Corolla-class car is sold for the price of the Camry, and it is even cheaper for owners to DIY the Prius into a plug-in hybrid, which costs about $10,000, which is almost half the price of the Prius.
Perhaps it was the enthusiasm of the owners that inspired Toyota, or perhaps it saw the trend of electrification of automobiles, and after the launch of the third-generation Prius in 2009, Toyota took the lead and developed a plug-in hybrid version based on this car, which was launched in 2012.
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A battery stumps the car giant
On the one hand, THS is limited by the mechanical structure, and there are some technical problems when upgrading to a plug-in hybrid (for example, the maximum speed of the second-generation Prius pure electric can only reach about 50 kilometers per hour, and the third-generation structure has been upgraded), and the main reason is that the battery is too expensive.
Toyota's hybrid system has always used nickel-metal hydride batteries, which are relatively cheap, but have low energy density, low voltage, and memory effect, and cannot support high-power motors for a long time. If you upgrade to a plug-in hybrid, you must switch to a lithium-ion battery to maintain a longer pure electric range.
The nickel-metal hydride battery of the third-generation Prius has a capacity of 1.3 kWh, and the plug-in hybrid version is used instead
4.4 degrees
Lithium battery, pure electric range increased to about 20 kilometers - how much is the added 3 kWh of electricity and 20 kilometers of battery life worth?
$10,000!
The third-generation Prius starts at $21,000 in the U.S., while the plug-in hybrid version is as high as $32,000, a direct jump of 50%. The price is so expensive, and Toyota is not expecting to sell well, and the main task of the original plug-in hybrid Prius is to test the technology and test the market.
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The Toyota Prius plug-in hybrid version was demonstrated and verified in several countries before its launch
The Chevrolet Volt is equipped with a 16-kilowatt-hour lithium battery, with a pure electric range of about 50 kilometers, and the price is as high as 40,000 US dollars.
Honda's i-MMD hybrid focuses on "electric drive", which is naturally suitable for upgrading plug-in hybrids. In 2013, the Accord also launched a plug-in hybrid version, equipped with a 6.7-degree lithium battery, with a pure electric range of about 20 kilometers, and the price is 10,000 US dollars more expensive than the hybrid version of the Accord.
It seems that the market at that time was that $10,000 could buy 20 kilometers of pure electric range.
▲There is an additional charging port on the front fender of the Accord plug-in hybrid version
Honda also didn't expect the plug-in hybrid version of the Accord to sell much, and in Japan, it was simply rented and not sold, and it was mainly leased to government departments and enterprises.
Nissan Motor made a big stride, launching the world's first mass-market electric car, the Leaf, in 2010, but due to the high cost of lithium batteries, Toshiyuki Shiga, then Nissan's chief operating officer, revealed:
"The more EVs (electric vehicles) are sold, the bigger the losses will be."
As a result, Nissan was forced to revise its technical route and later stopped betting on pure electric vehicles and focused on small batteries
The e-POWER electric hybrid was launched in 2016.
▲Nissan e-POWER uses a small battery to achieve pure electric drive
Nissan e-POWER focuses on "electric drive", which is a series hybrid, the engine only generates electricity, and the car is driven by an electric motor, which is no different from an electric car. Nissan uses a battery with less than two kilowatt-hours of electricity to play the "full-time electric drive" efficiently and smoothly, which is also a must in the industry.
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BYD F3DM pioneering
Seeing this, you should understand why Wang Chuanfu called his own "iron battery" a "nuclear weapon".
The so-called "iron battery" is actually a lithium iron phosphate battery, a type of lithium-ion battery. There are no rare and expensive cobalt and other materials in the cathode of this lithium battery, and the energy density is not as good as that of ternary lithium, but the cost is low, the safety is good, and the life is long.
Even if BYD has "nuclear weapons", the road to attack is full of twists and turns.
The F3DM was priced at 149,800 yuan when it was launched in 2008, almost three times that of the gasoline version of the F3 (
The starting price of the F3 petrol version in the same year
Only 55,800 yuan)
。 BYD has big ambitions to make a big splash in car electrification, but F3DM is a pioneer after all, with high prices, unfamiliar new technologies, charging facilities, and so on all stumbling blocks.
Toyota and Honda developed hybrids to reduce fuel consumption for fuel vehicles, while BYD's F3DM wanted to increase the range of electric vehicles.
The BYD F3DM comes with a 16-kilowatt-hour lithium iron phosphate battery with a nominal pure electric range of 100 kilometers, and when the battery power is consumed to about 20%, it switches to hybrid mode.
▲BYD F3DM uses lithium iron phosphate batteries
The hybrid system of the F3DM is a "two-motor series-parallel" system, one engine and two electric motors are combined, and the car is mainly driven by electric motors, and the engine is mainly used to generate electricity, and can also be directly driven if necessary.
That's right, it's in the same category as the i-MMD that Honda released a few years later, with much the same configuration and working mode.
Looking back now, the performance of the F3DM is a bit green, such as the performance is not impressive due to the low power of the motor, such as the thermal efficiency of the engine is not high and the operation is rough when intervening, such as the average power retention ability, which cannot make the electric drive play to its full potential, and so on.
The F3DM is the world's first mass-produced plug-in hybrid car, and it is also the world's first mass-produced "dual-motor series-parallel" hybrid car.
▲BYD F3DM hybrid configuration is "dual motor series and parallel"
It's not as efficient as Honda's i-MMD overall, with relatively simple operating logic and less elaborate controls than the i-MMD – but it's five years ahead of the i-MMD.
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Two generations of DM are obsessed with wild performance
The F3DM allowed BYD to take the first step in electrification, but the car was expensive and lackluster in performance, and there was no eye-catching selling point other than "new energy".
BYD decided to continue to amplify its moves to show the world the power of "electric drive".
In 2013, DM2.0 technology was launched, and in 2014, BYD released the "542 Strategy".
5 represents acceleration per 100 kilometers within 5 seconds, 4 represents electric four-wheel drive, and 2 represents fuel consumption within 2 liters per 100 kilometers.
At this time, BYD has been in the automotive industry for more than ten years, focusing on "vertical integration", and almost all parts are self-developed and self-made. The engine and automatic transmission have been completed, the energy density of the iron battery has been increased, and the motor has been upgraded to high voltage and high speed...... BYD a handful
Throw out the good cards in your hand and integrate the powerful DM2.0.
DM2.0
The "dual motor series and parallel" was abandoned, and the engine and motor were connected in parallel, with the aim of vigorously producing miracles.
The new Tang released in 2014 is BYD's first "542" model.
Tang has a "three-engine four-wheel drive", a 2.0T engine, a 110kW front axle motor, and a 110kW rear axle motor can be connected in parallel, accelerating to 100 kilometers in 4.9 seconds, and the performance dwarfs that of large-displacement fuel vehicles.
▲BYD's second-generation DM stands out
Performance
DM2.0 technology uses "542" to catch people's attention, but the weakness is that there is no special generator, and the battery cannot be efficiently replenished after the power is consumed.
In order to make up for the defect of "power protection", BYD released DM3.0 in 2018.
The main evolution point of DM3.0 is the addition of BSG start-stop integrated motor, which can be driven by the engine to generate power in series, and this motor can also adjust the engine speed at any time to make the gearbox shift smoother.
▲The performance of the third-generation DM has been improved
DM2.0 acceleration of 100 kilometers in 4.9 seconds is already proud of its peers, BYD is proud of the "three electrics" technology leading, DM3.0 will increase the power of the rear axle motor from 110kW to 180kW, Tang DM 100 kilometers acceleration to 4.5 seconds. This motivation can only be described by the word rage.
However, DM3.0 still has shortcomings: for example, the power generation power is small, the power retention capacity is average, for example, the fuel consumption is not outstanding - the biggest problem is that the engine, gearbox, and various motors are stacked on top of each other, and the mechanical structure is becoming more and more complex, and the cost is getting higher and higher.
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DM-i reverses the fate of plug-in hybrids
After some detours, BYD finally realized that the road is simple.
In early 2021, the company announced the DM-i Super Hybrid, which shook the industry.
▲DM-i is an important turning point in BYD's plug-in hybrid technology
The DM-i does a lot of subtraction mechanically and a lot of addition electrically
。 foundation
The architecture follows the "dual motor series and parallel" of the first generation DM, from "mechanical hybrid" back to "electric hybrid".
The technical level of the "three electrics" and the engine is not at all a realm compared with 10 years ago.
The DM-i has a plug-in hybrid engine, a dedicated hybrid engine with a thermal efficiency of up to 43%, a power blade battery, and an EHS electric hybrid system (dual motors in series and parallel).
The DM-i engine is mainly designed for power generation conditions, and can generate electricity efficiently without considering high and low speed performance.
The power blade battery can be charged and discharged at a high rate, and can drive a higher power motor.
▲BYD developed a special blade battery for DM-i
The motor and electronic control design in the EHS electric hybrid system are highly integrated, with high power and high efficiency.
In addition to the "three treasures of plugging and mixing", BYD also has the finale killer move: "vertical integration" that is unique in the industry.
Self-produced batteries, motors, IGBTs
(electronic control core components) self-produced, almost all auto parts are self-produced (BYD has always had a reputation of "all made by itself except for glass and tires"), DM-i also eliminates the complex mechanical structure such as gearbox, and greatly reduces the number of parts with a highly integrated design -
As a result, a scene that many car companies can't think of has appeared:
Plug-in hybrid cars and fuel vehicles are sold at one price!
The BYD Qin PLUS accelerates to 100 kilometers in more than 8 seconds, which is the level of 2.0T for fuel vehicles, and the fuel consumption is more than 4 liters per 100 kilometers, which is only half of that of 2.0T.
Qin PLUS can be driven as a tram or a hybrid car, and now the starting price is less than 90,000, and the oil car and hybrid car are not fragrant in an instant.
▲BYD's DM-i model is in direct competition with gasoline vehicles
BYD almost single-handedly changed the fate of plug-in hybrid technology
。
In 2019, the sales of plug-in hybrid models were bleak, and plug-in hybrid technology has become an abandoned child on the chessboard of many car companies. In 2021, BYD DM-i suddenly became a star in automotive technology traffic, and the sales of related models skyrocketed, attracting other car companies to follow suit, and plug-in hybrid technology returned to the mainstream.
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The big battery unplugs the "tight spell"
As can be seen from the Honda i-MMD and Nissan e-POWER, these two companies actually realized early on that "electric drive" can unlock the amazing potential of hybrid systems.
The "three electrics" level of the two companies is also world-class, and they could have made great achievements, but an expensive power battery has made Japanese companies that are good at cost control and fight the world at parity shrink.
After Honda launched the i-MMD plug-in hybrid version, it boasted that it was "infinitely close to electric drive", but
Reluctant to mix it up
Nissan e-POWER sticks to a small battery and is dedicated to improving engine fuel efficiency (Nissan claims to have developed a dedicated engine with a thermal efficiency of up to 50%).
The heart disease of the two families is always the power battery.
▲Nissan claims that the thermal efficiency of the e-POWER engine can reach 50%
The power battery is very expensive, one kilowatt-hour of electricity is the price of one kilowatt-hour of electricity, and some manufacturers stick to small batteries for their reasons. However, many people do not know that enlarging the battery is not just as simple as increasing the pure electric range, but also unraveling the "electric hybrid" spell and improving performance and efficiency.
The so-called "electric hybrid" means that the energy transmission is mainly based on the electrical path (see the previous article for details).
Dual-motor hybrids (including series and series-parallel) are typical electric hybrids, where the car is mainly electric and the engine is mainly used to generate electricity.
The technical key is to use more electricity and less oil.
The power is more because the motor drive is efficient and powerful.
Less oil is naturally used to save fuel.
Strong performance and low fuel consumption may seem contradictory, but it can indeed be achieved by relying on the hybrid mode of "electricity and oil complementary", and one of the keys is that the battery power is large enough.
The high performance of the car needs the support of a high-power motor, and the high-power motor needs the support of a large-capacity and high-power battery.
If the battery is small and the power collapses instantly, the car will inevitably be "a worm without electricity".
The large battery stores a lot of power, and the engine generates electricity, so there is a lot of time to rest. Unlike small batteries, the stored power is quickly discharged, and the engine has to start generating electricity as soon as it takes a breath, tossing back and forth.
For example, even in the state of power loss (the battery power is as low as about 20%), the engine working time in urban conditions is only about 20%.
Small battery hybrids usually suppress performance and seek fuel saving, and once the performance is improved, the fuel consumption data is not good. The most obvious example is the Nissan X-Trail e-POWRE version, which can accelerate to about 7 seconds per 100 kilometers, and the fuel consumption per 100 kilometers also goes straight to 7 liters, which is not much better than a gasoline car.
From the BYD DM-i, it can be seen that the "electric hybrid" increases the battery and upgrades it to a plug-in hybrid, which can achieve a balance between performance and fuel consumption at a higher level. Of course, the weight of a large battery will have a bit of a detrimental effect on fuel consumption, but the flaws are not hidden, not to mention
DM-i's fuel consumption is also very low, not to mention that its comprehensive fuel consumption is so low that it has no friends after charging.
This plug-in hybrid model is as cool to drive as a tram, and it is more cost-effective to use than a hybrid, and it is still a green card - if the price drops to the level of a gasoline car, the scene is as we can see:
Insert the chaos punch and beat the master of the oil car!
Looking back at the evolution of hybrid technology, we are trying to understand the "philosophy of technology". Due to space limitations, the advantages and disadvantages of specific technologies can only be seen. Who can go further between "mechanical hybrid" and "electric hybrid"? Should the gears be increased when the dual motors are connected in series and parallel? Is the end of the plug-in hybrid extended range? Break it down one by one.
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#404040;--weui-BG-5: #2c2c2c;--weui-FG-0: rgba(255, 255, 255, .8);--weui-FG-HALF: rgba(255, 255, 255, .6);--weui-FG-1: rgba(255, 255, 255, .5);--weui-FG-2: rgba(255, 255, 255, .3);--weui-FG-3: rgba(255, 255, 255, .1);--weui-FG-4: rgba(255, 255, 255, .15);--weui-FG-5: rgba(255, 255, 255, .1);--weui-RED: #fa5151;--weui-ORANGERED: #ff6146;--weui-ORANGE: #c87d2f;--weui-YELLOW: #cc9c00;--weui-GREEN: #74a800;--weui-LIGHTGREEN: #3eb575;;--weui-FIRE: #07c160;--weui-BLUE: #10aeff;--weui-INDIGO: #1196ff;--weui-PURPLE: #8183ff;--weui-WHITE: rgba(255, 255, 255, .8);--weui-LINK: #7d90a9;--weui-TEXTGREEN: #259c5c;--weui-FG: #fff;--weui-BG: #000;--weui-TAG-TEXT-RED: rgba(250, 81, 81, .6);--weui-TAG-BACKGROUND-RED: rgba(250, 81, 81, .1);--weui-TAG-TEXT-ORANGE: rgba(250, 157, 59, .6);--weui-TAG-BACKGROUND-ORANGE: rgba(250, 157, 59, .1);--weui-TAG-TEXT-GREEN: rgba(6, 174, 86, .. 6);--weui-TAG-BACKGROUND-GREEN: rgba(6, 174, 86, .1);--weui-TAG-TEXT-BLUE: rgba(16, 174, 255, .6);--weui-TAG-BACKGROUND-BLUE: rgba(16, 174, 255, .1);--weui-TAG-TEXT-BLACK: rgba(255, 255, 255, .5);--weui-TAG-BACKGROUND-BLACK: rgba(255, 255, 255, .05)}}@media(prefers-color-scheme:dark){.wx-root:not([data-weui-theme=light]),body:not([data-weui-theme=light]){--appmsgExtra-BG: #121212}}a{color: #576b95; text-decoration:none;-webkit-tap-highlight-color:#0000;-webkit-user-drag:none}a{color:#7d90a9; color:var(--weui-LINK)}a,button{cursor:pointer}@media screen and (min-width:1024px){body:not(.pages_skin_pc) :root{--appmsgPageGap: 20px;--appmsgPageBottomGap: 40px}}:root{--articleFontsize: 17px}:root{--sab: env(safe-area-input-bottom)}:root{--wxBorderAvatarRatio: 3}:root{--discussPageGap: 20px}:root{--appmsgPageGap: 20px;--appmsgPageBottomGap: 40px}*{margin:0; padding:0}.rich_media_content *{max-width:100%!important; box-sizing:border-box!important;-webkit-box-sizing:border-box!important; word-wrap:break-word!important}.rich_media_content p{clear:both; min-height:1em}td p{margin:0; padding:0}@media(prefers-color-scheme:dark){body:not([data-weui-theme=light]) .rich_media_content img:not(.wx_img_placeholder){{filter:brightness(.8)}}
div.autoTypeSetting24psection > p,div.autoTypeSetting24psection > section{margin-bottom: 24px;}