How to Hybrid assists work?

"Herr Quattro - Has a 4-Motion" (spydermonkeywrench) 03/21/2015 at 14:11 • Filed to: question

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[Insert Regera photo here]

Sorry Oppo for the lack of a Picture, but Kinja isn't letting me upload a picture of a revelevant car. (thus just imagine a Koenigsegg Regera)

anyway, I'm really confused how eletric motors assist the motor to move, and I'm not talking the ICE powering the eletric motors, I'm talking how does it assit it when the engine is powering the wheels directly, like the Regera, sorta* LMP1-H cars, and F1 cars.

I understand how the Prius system works: Hybrid system powers the car up to 30MPH, then shuts off engaging the gasoline engine taking over from there.

But what about LMP1-H cars, where they have both running at the same time, powering the same axis? (Ok I was looking at the rule book, and the hybrid system isn't allowed to engage up to 75-100MPH).

I'm mainly asking this because I'm designing a futuristic Audi LMP1 car. The Audi R24 Quattro GTO. (Don't worry, I'm only violating half the rule book, with hydrogen powered front wheels, and twin turbocharged, supercharged camless diesel 4.8L V10, with direct drive transmission)

Anyway, how do manufactures allow for the ICE and Eletric motors power the same axle at the same time?

DasWauto > Herr Quattro - Has a 4-Motion 03/21/2015 at 14:19

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Re: the last question - Connect electric motor to ICE crankshaft, apply current, done. That is how it works in F1.

It could also be done by integrating the electric motor somewhere into the transmission case, likely apply power directly to the output shaft, to the differential or to each individual axle if they so choose (and if allowed within the rules).

Textured Soy Protein > Herr Quattro - Has a 4-Motion 03/21/2015 at 14:35

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The Prius isn't a simple switch between gas and electric. It has a planetary gearset in the transmission that allows both the gas and electric motors to send power through the transmission at the same time. I'd wager that other hybrids also use something similar.

jvirgs drives a Subaru > Herr Quattro - Has a 4-Motion 03/21/2015 at 14:37

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Witchcraft

this is not matt farah's foxbodymiata > Herr Quattro - Has a 4-Motion 03/21/2015 at 15:41

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different cars use very different systems. Most of the lmp1 cars basically put ICE power through the rear wheels, electric through the front. This gives you awd, and even torque vectoring if you want. On the other hand, the P1 basically just has a biggass starter motor, geared straight to the flywheel, that spins all the time. It can be used to "torque fill" while the turbocharged ICE spools up, given full power to make the peak 900+ hp, generate power on coast or part throttle, and can even help speed up shifts by changing engine speed faster.

There are all sorts of solutions.

That's Engineering? > Herr Quattro - Has a 4-Motion 03/21/2015 at 17:05

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You basically have 4 options on how to integrate an electric motor to the drivetrain. P1 (pre engine) - typically an integrated starter/generator (may or may not be high voltage. Typically used for start/stop, maybe some reactive power. P2 (post-engine, pre-transmission) - a through-shaft motor which is commonly used in automotive application. Pros: motor torque is multiplied through transmission gearing. Cons: packaging is a bitch. P3 (post-transmission, pre differential). Through-shaft. Not as common in automotive application, to my knowledge. Packaging less of an issue, which may allow for larger motors (and usually more torque). P4 (through the road - see bmw i8). Motor and ICE are decoupled, move independently. Power is applied "through the road." P2-p4 all require high voltage lines/batteries and weight becomes an issue. From my experience, the ideal situation would be the ICE powering rear wheels with motor powering front (seen in performance and race cars). This alleviates certain packaging issues and helps with performance/handling. hope this helps and feel free to ask me more questions.