How PSA Battery Hybrid Works: HYbrid2 and HYbrid4

Do you remember the 4s Hybrid2010? It's time to forget about it, as the new generation arrives under a Peugeot / Citroën body (not to mention DS ...). So they are 4X2 plug-in hybrid versions (2 h.p. HYbrid225) and 4X4 (4 h.p. HYbrid300).

Designed by Aisin (transmission), PSA, Valeo (rear engine) and GKN (gearbox) and presented as a world premiere in Paris in 2018, it is about concentrating everything in an automatic transmission, which has been redesigned here to create car. hybrid.

	Hybrid	HYbrid4	PSE
thermal	180 hours	200 hours	200 hours
electric	110 * h	110 * h AV. + 110 * h ARR.	211 hours
Just a couple	360 Nm	520 Nm	520 Nm
General might	225 hours	300 hours	360 hours
battery	13 kWh	13 kWh	11.5 kWh

*: depending on version: Opel / DS / Peugeot / Citroën advertised electric motors from 108 to 113 hp. The engines are the same at the front and rear.

Aisin's goal is to offer hybridization to all manufacturers without having to make any modifications to their chassis and engines. Be careful though, the solution we're talking about here is compatible with cars with transverse engines and not others with a longitudinal version (the French don't have anything longitudinal anyway... Other than Chiron and Alpine, but does it really matter? ).

Key Features of Hybrid PSA

As I just said, this is about electrifying the existing box to accommodate as many cars as possible. And since I was talking about the transverse engine, it is a very compact box that therefore avoids being wider than the classic, thus avoiding the need to shift the engine slightly to the right, as is the case with the A3 e-Tron (or Golf GTE). which have a more bulky clutch device.

So he is of Japanese origin, those who created the famous HSD: Aisin Toyota (which is therefore 30% owned by the Toyota brand). For 4X4 HYbrid4 versions, the rear engine is original Valeo.

Presentation at the Mondial exhibition in Paris 2018, simultaneously with the public presentation of the hybridization PSA and DS (E-Tense), which use this technology. Thus, we were able to find the materials on display at the Aisin booth, although the visitors clearly did not understand this.

To be honest, Aisin started with the BVA8 FWD (Front = Transversal Wheel Drive) which is well known as it is used in BMW (Steptronic, transverse models only) and PSA (EAT8) to name a few. Thus, this is a torque converter box, the internal structure of which is planetary gears.

They had the idea to remove the torque converter in order to replace it with a multi-plate clutch equipped with an electric motor ...

Aisin offers two solutions: traction and four-wheel drive. In the first case, only the front axle is animated, and this is understandable when it comes to the lateral lateral thrust of the motor. The second solution is to add an electric motor to the rear axle, which is reminiscent of the first generation Hybrid4, which benefited from the 508 and 3008. The difference here is that we are combining two electrically driven trains, the old device only meant the rear.

Here you can drive on all electricity (HYbrid and HYbrid4) from 40 to 50 km, depending on the configuration.

How does it work?

In principle, it works in the same way as competing offerings, although there are some peculiarities here ... Thus, it is a parallel assembly with a heat engine (180 hp), an electric motor (108 hp) and a gearbox to transfer the accumulated power to the wheels (which does not exceed 225 hp, so as not to break the transmission, I find it a little fragile, obviously it is controlled by the computer). But let's take a look at the different modes of use to get a little more detailed, and then let's start with the electric mode, which will be of interest to many.

Here is the original

With a diagram explaining a bit the logic of the mechanism, here disabled, therefore in 100% electric mode. Red is the engine axis (flywheel/crankshaft) and black is the gearbox input axle.

It is involved here, which connects the engine with the gearbox (and with the rotor at the same time). Here we are in combined or thermal mode, depending on whether the stator is receiving juice or not.

Electric mode

The device clutch is used here to disconnect the heat engine from the rest of the kinematic chain. That is, when it is disconnected, everything stays connected together, except for the engine, which is set aside, basically it is as if you were putting it in your trunk, it has absolutely no contact with the rest of the vehicle.

In this case, a 108 hp electric motor. gets rid of the heavy heat engine (shifting when the engine is off is really difficult, ask the starter!) For more quiet wheel control, this clutch is found on almost all competing devices (except for the Toyota HSD, which is special).

We remind you that the electric motor works as follows: the current circulates in a copper winding around a permanent magnet (or even in an electrified winding, it is the same), the current flowing through the winding induces an electromagnetic force (magnetization) that will interact with the magnet. As a result, the current flowing through the coil causes the magnet to move in a circle, because the assembly is designed to receive this movement (logical if we want to animate the wheel). In short, we play with electromagnetic force to get motion, so there is no frictional wear due to the lack of contact. However, there is little wear and tear anyway because the winding is exposed to the Joule effect, which causes it to heat up, not to mention the bearing that spins the rotor at high speed.

Combined mode

Here we are in electrical mode as shown earlier, except that we are adding a heat engine to the kinematic chain. The computer will then turn on (or rather, leave it on, because most of the multi-disk is involved. The computer can only actually turn off) the heat engine in order to connect it to the rotor. Thus, the rotor will receive torque due to the electromagnetic force of the electric motor ("winding that creates magnetization"), but also torque through the engine crankshaft through the multi-disc clutch.

Energy recovery

The inertia force of the self-timer will allow the permanent magnets of the rotor to rotate in the winding. As it spins, this induces (hence the name of the inductor for the stator) current in the winding / stator, which is then recovered in the batteries to recharge them. This also causes engine braking, which is more or less important depending on the electrical control of the power distributor (then we have the settings to adjust it). More information on regenerative braking / energy recovery here.

HYbrid4 version?

Thus, the HYbrid4 version allows four-wheel drive this time, in particular with an electric motor on the rear axle (Valeo). This engine is the same as the front one, producing 108 hp. The computer will then manage the consistency of using the three motors because there is no transmission shaft going backwards to synchronize everything through the transfer / differential case.

This is what the electric motor, which drives the rear axle, gives in real life.

Electric mode

Here the battery will provide power to two electric motors, obviously with the heat engine turned off. There is no need for a clutch or other similar device at the back, the motor is connected to the differential through a gearbox (we never set the frequency of the electric motor to the same as the wheels, then we add a gearbox, which then embodies the single gearbox).

The batteries can potentially drain faster here because more motors are required, so it is slightly larger than the traction versions.

Combined mode

It is easy to deduce the combined mode, which in this case is similar to that of the all-wheel drive version.

Energy recovery mode

It works the same here as it does on the pull-ups, except that we have a big advantage. The presence of two motors allows us to increase the energy recovery by two, since then we will have two generators instead of one.

This is an advantage, which is not anecdotal, because one motor can only recover limited energy, otherwise it will overheat and may melt the coils (it will collapse later ...).

Of course, the battery must be able to take all this energy, which is usually not the case ... The excess energy is then sent to resistors specially designed to convert electrical energy into heat (Joule effect), which makes a simple light bulb. , I agree. Please note that electromagnetic braking is widely used on trucks, as the Joule effect is much less important than with mechanical friction (disc pads), but this type of braking is not enough to completely stop the inertial mass (the more we stand idle, the less braking ...) ...

koshi?