How TFSIe hybrids (E-Tron and GTE) work
Content
Note: In 2019, the E-Tron gave way to the TFSIe name.... For now, the GTE remains a VW nomenclature, but that may change.
More and more democratized, hybrid devices don't all work the same way. Let's take a look in this article at Volkswagen's systems, namely the E-Tron and GTE, plug-in hybrids that allow you to drive completely on electricity for very decent distances, from 30 to 50 km.
E-Tron and GTE how does it work?
Before explaining how this technology works, it should be noted that there are two types of E-Tron architectures depending on the location of the engine in the car, and this also changes some parameters at the level of the clutch and gearbox architecture, but without changing the hybridization logic.
Therefore, there are transverse versions that are suitable, for example, for the A3, Golf and other Passats, which is why this system uses an electric motor that revives the car by means of a double clutch. As for the E-Tron device of the more prestigious cars, namely the Q7 and other Audi A6s, the architecture is longitudinal with a torque converter instead of dual clutch in the transverse versions.
But regardless of the type of architecture, the principle of this solution (like most others) is to adapt the already existing thermomechanics in hybrids by making as few modifications as possible in order to avoid years of development and be able to produce devices on the domestic market today. The mechanical parts that have been used for centuries are so worn out that the goal of the game is to save as much as possible. Here we are, to put it mildly, inserting an electric motor between the motor and the clutch. But let's take a closer look...
GTE and transverse E-Tron: operation
The transverse arrangement does not change anything here, but since the latter differs from the longitudinal version by the double clutch, they had to be moved apart. Despite everything, the principle remains the same, only the gearbox and clutch technology changes: parallel gears and double clutch for transverse and planetary gears and a torque converter for longitudinal gears.
Features of A3 e-Tron:
- Battery capacity: 8.8 kWh
- Electric power: 102 h
- Electric range: 50 km
Whether it's the A3 e-Tron or the Golf GTE, we're talking about the same thing.
So here we are finally dealing with a simple car in the S-Tronic / DSG, to which we have added an electric stand. To be more precise, the electric motor is placed between the engine and the two clutches, knowing that the latter is still connected to the box, but can, on the other hand, detach from the engine.
Thus, the electric motor consists of a rotor and a stator, the rotor (center) is connected to the motor by a multi-plate clutch, and the stator (around the rotor) remains stationary. The electric motor is surrounded by coolant here because it heats up quickly (if too much, the coil melts and the motor breaks down ...). Who Said Electric Motors Are Perfectly Efficient? Indeed, there is the Joule effect and heat loss, which therefore reduce the efficiency to 80-90% (even less if we take into account the charging losses and losses in the car cables, and let's not forget that it becomes really average if we take into account the output of the generated electricity, which we put into the tank, hence from the power plant).
So now let's take a look at the different driving modes to see them more clearly ...
This hybridization is found, for example, on the Golf and A3.
Recharge mode
Either you drive and the electric motor connects to the generator (the battery no longer powers it), or you connect the car to the mains.
In the first case, it is the movement of the rotor in the stator that creates the current in the stator. The latter is then sent to the battery, which takes up the energy it can, because it is limited by the level of absorption capacity. If there is an excess of energy, the latter is directed to special resistors that heat up (basically we get rid of the excess current as much as we can ...).
100% electric mode
Here the engine is off, and ideally it should not interfere with the transmission kinematic chain ... So for this we integrated a clutch (multi-plate, but this is ultimately a part), controlled by a computer, which allows the engine to be turned off. from the rest of the transmission. Indeed, there would be a lot of losses if the motor remained connected, since the compression of the latter would greatly slow down the ardor of the electric motor, while not forgetting the significant inertia of all moving parts ... In short, it was not viable and therefore it was better than hybrid assistant on the side of the damper pulley.
So, to sum it up, the battery sends current to the stator, which then induces an electromagnetic field around that coil. This magnetic field will interact with the rotor, which is also endowed with a magnetic field that will make it move (same as putting two magnets face to face, they repel or attract each other depending on the direction). The movement of the rotor is transmitted to the wheels through a box.
Thus, the heat engine is turned off and the electric motor drives the wheels through a double clutch (therefore the rotor is connected to the shaft of the semi-gearbox 1 or half-housing 2, depending on the gear ratio) and the gearbox. In short, this small electric motor doesn't drive the wheels directly with a simple gear ratio, but it goes through the gearbox. We can also slightly hear the reports taking place if we have a hearing.
Combined thermal + electrical mode
The operation is the same as mentioned above, except that the heat engine is coupled to the electric one by means of a multi-plate clutch. As a result, both clutches receive torque from both engines at the same time, which makes it possible to combine the power of both engines on the same axle.
The maximum power produced is not the sum of the two motor powers, because each does not reach its maximum power at the same speed, but also because the electric motors cannot be completely filled due to the too low electric flux coming from the drums.
Energy recovery
The electric motor is connected to the wheels through clutches and a gearbox, so it will be able to rotate (the rotor) and generate electricity thanks to the natural reversibility of the electric motors. The recovery mode is activated by the inverter, which then begins to recover energy from the coils, rather than injecting it into it to start the motor. However, be careful, as mentioned above, the battery cannot withstand too much current, and therefore a kind of safety valve is needed to drain this excess (on the resistors provided to accommodate the juice and dissipate it into heat due to the Joule effect).
E-Tron longitudinal
The system and principle are the same as in the cross, except that here we are working with a different material. The parallel dual-clutch gearbox is here replaced by an automatic planetary gearbox. The clutches have also been replaced with a torque converter typical of planetary automatic transmissions.
We'll take the Q7 e-Tron as a main example, which is paired with a 2.0 TSI or 3.0 TDI.
If the clutch disconnects the electric motor from the box, it really isn't (the order here is really misleading and you must see the internal mechanism to get a better understanding)
To simplify the explanation, I avoided specifying the center differential, which returns the barbell to the front differential, this clutters the diagram so as not to bring anything to the level of understanding.
Electric mode
Here, the battery feeds juice to the stator, which therefore causes the rotor to move due to electromagnetic forces that interfere with each other: the forces of the permanent magnet of the rotor and the brass coils that emit it when they are electrified. The converter receives power, which is sent to the wheels through the gearbox and various converters (which is why there are quite a few of them on the Quattro ...).
Combined mode
Same as above, except that the rotor also receives power from the heat engine, so the power is increased tenfold.
Energy recovery mode
If I stop supplying my electric motor, it will become a generator if it receives mechanical torque. And by slowing down or even turning the motor, I make the rotor move, which then causes a current in the stator winding. I collect this energy and send it to the lithium battery.
We find, for example, this hybridization on the Q7 and A6, but let's not forget about the Cayenne II and III, which are part of the Audi / VW family.
Audi sheets
All comments and reactions
Dernier comment posted:
MOHAMMED KHALIL (Date: 2019, 09:05:11)
Thanks a lot for the explanations, I want to know why we leave the multi-plate clutch engaged in energy recovery mode like the transverse version? Wouldn't this be a limitation that will reduce the recovered energy?
Il I. 1 reaction (s) to this comment:
- Administrator SITE ADMINISTRATOR (2019-09-05 16:51:17): Reasonable question ...
Usually, if I'm not talking nonsense, it turns off in forced 100% electric mode and stays on in forced thermal mode (to keep the feel of the thermal and its motor brake).
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Extension 2 Comments :
Author (Date: 2019 March 03 at 25:08:33) |
The explanation is not entirely clear about buying a car with this technique there is no chance Il I. 2 reaction (s) to this comment:
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