Wevj 11 00046 v2

Article
Study and Analysis of a Multi-Mode Power Split

Hybrid Transmission
Xiaojiang Chen 1, * , Jiajia Jiang 2 , Lipeng Zheng 2 , Haifeng Tang 2 and Xiaofeng Chen 2
1 Great Wall Motor Austria Research & Development GmbH, 2542 Kottingbrunn, Austria
2 HYCET E-Drive System Co., Ltd., Baoding 071000, China; jiangjiajia@gwm.cn (J.J.);
zhenglipeng@hycet.com (L.Z.); tanghaifeng@hycet.com (H.T.); chenxiaofeng@hycet.com (X.C.)
* Correspondence: xiaojiang.chen@gwm.at; Tel.: +43-660-7048-729

Received: 19 May 2020; Accepted: 10 June 2020; Published: 12 June 2020
Abstract: A two-motor power-split dedicated hybrid transmission (DHT) with two planetary gears
is proposed for the applications of a hybrid electric vehicle (HEV) and plug-in HEV (PHEV).
The proposed DHT can provide electronically controlled continuous variable transmission (eCVT)
with two different gear ratios. One of two electric motors is employed to act as a speeder for
splitting the input power of internal combustion engine (ICE) and the other acts as a torquer to
assist ICE for boosting. Assisted by an electric motor, ICE can always be enhanced to operate at its
efficient area for the benefits of fuel economy improvement. The maximum ICE torque is viable to be
mechanically transmitted to vehicle wheels from standstill with two different gear ratios. This feature
can help reduce the traction motor torque and power sizing significantly. The paper presents detailed
theoretical analyses of the proposed eCVT. Comprehensive simulation demonstrations for a pickup
truck HEV application are given to address that the vehicle fuel consumption can be considerably
reduced without compromising acceleration performance.
Keywords: power split; dedicated hybrid transmission (DHT); planetary gear; electronically
controlled continuous variable transmission (eCVT); fuel consumption
1. Introduction
Global vehicle manufacturers are demanded to produce more fuel-efficient and low-emission
vehicles including electric hybrid vehicles (HEV), plug–in HEV (PHEV) and battery electric vehicles
(BEV) in order to satisfy more stringent fuel consumption and emission requirements from global
governments. The BEV sale has been growing fast in recent years. However, the further wide
acceptance for BEV relies heavily on the battery cost and reliability improvement and battery charging
infrastructure development. Comparatively, an HEV or PHEV with a smaller traction battery is not or
less dependent on charging facilities, and becomes more viable and market-demanding in a short and
medium term.
Due to the significant cost reduction of electric machines and their drive electronics over the years,
two-motor based dedicated hybrid transmission (DHT) technologies are becoming a fast growing
hybrid powertrain trend for HEV and PHEV applications such as Toyota power-split system hybrid
synergy drive (HSD) [1–6], Honda intelligent multi-mode drive (iMMD) [7–9] and two-mode electric
variable transmission (EVT) of the General Motor (GM) Voltect-2 [3,10–12]. For a HEV application,
the battery size can be minimized to cut the overall hybrid powertrain cost by a dual-motor DHT.
An HEV assisted by a single electric motor with a small battery can hardly make a very promising
fuel economy improvement over its conventional version model. For a PHEV application, onboard
traction batteries have to be sized large enough to satisfy EV driving functions. The popular P2 parallel
hybrid powertrain architecture [6,13,14] is adopted by some European vehicle manufacturers for PHEV
World Electric Vehicle Journal 2020, 11, 46; doi:10.3390/wevj11020046 www.mdpi.com/journal/wevj

World Electric Vehicle Journal 2020, 11, 46 2 of 21
applications. However, the P2 parallel hybrid is not fuel efficient and cost-effective enough for wide
HEV adoptions because a P2 motor with limited power due to a small HEV traction battery can only
achieve a mild hybridization function. A DHT with dual motors can easily provide strong hybrid
function without the need of adjusting power and torque rating of two motor drive systems for both
HEV and PHEV applications. A single-motor multi-gear hybrid special gearbox is proposed with two
planetary gear sets, 2 clutches and 2 brakes to provide the pure electric mode with two gears and the
hybrid mode with four gears intended for HEV and PHEV applications [15]. However, its shifting
strategy is relatively complex. Its fuel economy improvement will be limited if a small HEV battery
is adopted.
A DHT with two motors can have many advantages over a single-motor based parallel hybrid
powertrain. Firstly, it can offer smooth and seamless torque transmission between the motors and
engine. The overall DHT powertrain cost equipped with a downsized engine can be comparable
to a conventional non-hybrid powertrain with a complex multi-geared automatic transmission and
turbo-charged engine system due to the significant cost reduction of motor systems in recent years.
Furthermore, HEV and PHEV applications can share a common DHT platform without the need of
adjusting motor rating. As one of two DHT motors can provide traction assistant power and the
other motor can run in generation to compensate power delivery from traction batteries, the traction
battery power can be minimized with the significant benefit of prolonging battery life. Additionally,
the implementation of the DHT powertrain control strategy is comparatively simple. Moreover, DHT
dual motors can offer much more flexibilities for engines to operate in their most efficient region for
the benefit of significant fuel economy and emission improvements.
Toyota has produced its one-mode power-split series-parallel hybrid synergy drive (HSD) since
1997 [2–5]. The DHT powertrain architecture of the Toyota’s latest HSD with a single planetary
gear is shown in Figure 1a [1]. It has a simple mechanical structure and is cost-effective especially
for economy-class vehicle applications. The HSD traction torque capability is limited because the
mechanical path of engine torque to DHT output only has one fixed gear ratio. Accordingly, a traction
motor generator 2 (MG2) with high torque capabilities has to be employed if a high traction application
is required. This will unavoidably result in a larger-sized MG2 motor and inverter, and cost increase in
the motor system. Furthermore, the MG2 speed will vary linearly with the vehicle speed due to the
MG2’s direct mechanical coupling with a fixed high gear ratio. During highway cruising, HSD will
operate in a direct engine drive mode while the traction motor MG2 has to run persistently at a high
speed without delivering any active torque assistance and this would cause extra system loss to the
hybrid powertrain. Thereby, it will introduce fuel-consumption penalty and not be efficient enough
during continuous highway driving.
Honda launched its first-generation strong hybrid vehicle of a PHEV accord [7–9] in 2014.
The simplified architecture of Honda iMMD shown in Figure 1b only employs simple axial transmission
gear to achieve eCVT function through a series hybrid mode during city driving and instant highway
power boosting. A parallel hybrid mode at high speed is employed by closing the clutch to directly
transfer engine torque to the powertrain output shaft with a fixed gear. The maximum traction torque
and power of Honda iMMD HEV powertrain fully relies on its traction motor capability. The iMMD
traction motor has to be sized to provide full traction torque and power requirements. Moreover,
its generator motor must be sized to match completely with its engine rating. The iMMD DHT system
will have highest motor sizing requirements compared to Toyota HSD [1–6] and GM Voltec-2 eCVT
architecture [10–12]. Hence Honda iMMD HEV eCVT powertrain requires high DHT cost especially for
a high-performance HEV application but owns significant benefits in compact transmission mechanical
structure and simple powertrain control strategy.
GM introduced its innovative two-mode power-split hybrid powertrain EVT DHT technology
based on two planetary gears, as shown in Figure 1c [10–12]. GM dual-mode power-split system
can provide 2-geared eCVT functions and result in significant reduction in motor torque and power
rating. It is much more scalable for HEV applications with different vehicle platforms. The GM EVT
World Electric Vehicle Journal 2020, 11, x FOR PEER REVIEW 3 of 20

architecture provides two eCVT hybrid functions with two distinctive gear ratios: an input power
can directly
spilt transfer
at first high gearthrough
ratio anditsa compound
planetary mechanical
power splitpath to thelower
at second vehicle wheel
gear ratio.inIts
two gear torque
engine ratios.
Assisted by a power-split motor, the maximum engine torque can be delivered
can directly transfer through its planetary mechanical path to the vehicle wheel in two gear ratios. mechanically to the
vehicle wheel
Assisted from vehiclemotor,
by a power-split standstill. Due to theengine
the maximum enginetorque
torquecan availability
be deliveredwithmechanically
two differenttogear the
ratios from
vehicle wheel standstill, the GM
from vehicle EVT motor
standstill. Due to power and torque
the engine torquerating to satisfy
availability withoverall powertrain
two different gear
torquefrom
ratios and standstill,
power demandsthe GMcan EVTbe motor
dramatically
power degraded.
and torqueThis ratingwill
toresult
satisfyinoverall
significant overalltorque
powertrain motor
system
and powercostdemands
reduction accordingly.
can Furthermore,
be dramatically degraded.itsThistraction motorin
will result MG2 in GM overall
significant EVT canmotoroperate as a
system
speeder to split engine torque and power during the compound power-split
cost reduction accordingly. Furthermore, its traction motor MG2 in GM EVT can operate as a speeder eCVT. When the vehicle
drives
to split at high speed,
engine torque direct engine
and power drivethe
during cancompound
be appliedpower-split
by controlling the When
eCVT. tractionthemotor MG2
vehicle speed
drives at
around
high zerodirect
speed, speed. Accordingly,
engine drive cantwo motorsby
be applied incontrolling
the GM two-mode EVT
the traction are not
motor MG2necessarily
speed aroundrequired
zero
to operate
speed. at a very two
Accordingly, highmotors
speed in during
the GM highway
two-mode driving.
EVT areThisnotwill simply motor
necessarily control
required algorithm
to operate at a
and flux-wakening
very high speed during control effortdriving.
highway for two This
motorswillatsimply
high speed.
motor As the MG2
control loss induced
algorithm by power-
and flux-wakening
split balancing
control effort fortorque is much
two motors lower
at high thanAs
speed. that
theofMG2the loss
MG2 idling by
induced loss at high speed,
power-split the overall
balancing torque
is much lower than that of the MG2 idling loss at high speed, the overall powertrain efficiencyand
powertrain efficiency of GM two-mode EVT DHT shall be more efficient than Toyota HSD of
Honda
GM iMMD DHT
two-mode EVT DHTduring continuous
shall be more highway cruising.
efficient than Toyota In HSD
addition,
and as motor
Honda powerDHT
iMMD and during
torque
requirements
continuous are degraded
highway cruising.and two motors
In addition, as motorneedpower
not operate to a requirements
and torque very high rotational speed,
are degraded anda
bidirectional Direct-Current(DC)-to-DC buck-boost converter connecting
two motors need not operate to a very high rotational speed, a bidirectional Direct-Current(DC)-to-DC the onboard traction
battery to motor
buck-boost converterinverters DC-link
connecting the bus used traction
onboard in Toyota HSDtoand
battery Honda
motor iMMD
inverters is not bus
DC-link necessarily
used in
Toyota HSD and Honda iMMD is not necessarily required anymore. This will certainly result incost
required anymore. This will certainly result in the system efficiency improvement and further the
reduction
system of the GM
efficiency two-modeand
improvement EVTfurther
DHT powertrain.
cost reduction of the GM two-mode EVT DHT powertrain.
(a) (b)
(c)
Figure 1.
1. Three typical
typical electronically
electronically controlled
controlled continuous
continuous variable
variable transmission
transmission (eCVT)
(eCVT) dedicated
dedicated
hybrid transmission
hybrid transmission(DHT)
(DHT) architectures:
architectures: (a) Toyota
(a) Toyota hybridhybrid
synergysynergy drive(b)
drive (HSD); (HSD);
Honda(b) Honda
intelligent
intelligent multi-mode
multi-mode drive(c)(iMMD);
drive (iMMD); (c) GM electric
GM two-mode two-mode electric
variable variable transmission
transmission (EVT). (EVT).
Ravigneaux planetary gearsets have attracted attracted many

many interests
interests in DHT applications
applications [16,17].
[16,17].
Configuration syntheses
syntheses for for novel
novel hybrid
hybrid transmissions
transmissionsconsisting
consistingofofa aRavigneaux
Ravigneauxgearset
gearsetand anda
asingle
single planetary
planetary gearset
gearset are are addressed
addressed basedbased on graph-theory
on graph-theory andanalogy
and lever lever analogy
methodmethod [16].
[16]. A dual-
A dual-motor
motor based DHTbased DHT containing
containing a modifieda modified
Ravigneaux Ravigneaux gearset
gearset with with aringer
a common common gear,ringer gear,
a common
acarrier
common and carrier
two sun and twoissun
gears gearsfor
studied is studied
a PHEVfor a PHEV application
application [17]. Twobrake
[17]. Two additional additional brake
clutches are
clutches
adopted are adopted the
for allowing for hybrid
allowing the hybrid
function function
switching switching
of EV, compoundof EV, compound
power split andpower
parallelsplit and
hybrid
parallel hybrid
in a fixed in a fixed
gear [17]. Due gear
to the[17].
lackDue toinput
of an the lack of an inputconfiguration,
power-split power-split configuration, this Ravigneaux
this Ravigneaux based DHT
based DHT architecture [17] will fully rely on its EV function provided by two motors
architecture [17] will fully rely on its EV function provided by two motors to ensure its maximum to ensure its
traction capability. Once its PHEV battery is depleted, the compound power-split hybrid function
can only offer a limited gradeability.
This paper will present a novel concept of two mode eCVT hybrid powertrain architecture that
contains less component than that of GM EVT. This eCVT DHT can provide two EV drive modes,
maximum traction capability. Once its PHEV battery is depleted, the compound power-split hybrid
function can only offer a limited gradeability.
WorldThis
Electric Vehiclewill
paper Journal 2020, 11,
present a xnovel
FOR PEER REVIEW
concept of two mode eCVT hybrid powertrain architecture4 that of 20
contains less component than that of GM EVT. This eCVT DHT can provide two EV drive modes,
two power
two powersplitsplit modes
modes withwith
twotwo separate
separate gear ratios:
gear ratios: an power
an input input split
power splitgear
at first at and
firstagear and a
compound
compound
power power
split at second split at and
gear, secondtwogear,
directand twodrive
engine directorengine drive
parallel or parallel
hybrid modes with hybrid
twomodes with
same gears.
two same gears. Detailed theoretical analyses are carried out. A comprehensive
Detailed theoretical analyses are carried out. A comprehensive simulation demonstration for a pickup simulation
demonstration
HEV for a pickup
truck application HEVpresented.
is finally truck application is finally presented.
2. Proposed
2. Proposed eCVT
eCVT Concept
Concept
2.1. Two-Mode
2.1. Two-Mode Power
Power Split
Split eCVT
eCVT Architecture
Architecture
The proposed
The proposed two-mode
two-mode power-split eCVT is based based on
on two
two planetary
planetary gearsets,
gearsets, as shown
shown in in
Figure 2.
Figure 2. The internal combustion engine (ICE) engine torque input is directly connected
connected to thethe ring
ring
gear R1
gear R1 of
of first
first planetary
planetary gear
gear PG1.
PG1. The first motor generator (MG1) is directly coupled
coupled toto the
the PG1’s
PG1’s
sun gear
sun gear S1.
S1. The second motor generator (MG2) is attached to the sun gear S2 of of second
second planetary
planetary
gear PG2.
gear PG2. A clutch CL1 and a brake BK1 are employed between the PG1 ring gear R1 and PG2 carrier
C2 for
C2 for granting
granting different
different drive
drive functions.
functions. The PG1 carrier C1 and PG2 ring gear R2 are mechanically
connected permanently to the eCVT output gear
connected gear transmission
transmission that
that has
hasaafixed
fixedgear
gearratio
ratioof to the
of k f to the
vehicle wheel
vehicle wheel output.
output.
Figure 2.
Figure 2. Proposed eCVT DHT architecture.
architecture.
2.2. eCVT Drive Mode Introduction

2.2. eCVT Drive Mode Introduction
The proposed eCVT in Figure 2 can provide multi-mode drive functions: pure electric-vehicle
The proposed eCVT in Figure 2 can provide multi-mode drive functions: pure electric-vehicle
driving (EV), eCVT hybrid mode and parallel hybrid mode (PH) including direct engine drive,
driving (EV), eCVT hybrid mode and parallel hybrid mode (PH) including direct engine drive, as
as summarized in the following Table 1.
summarized in the following Table 1.
Table 1. Drive modes of proposed electronically controlled continuous variable transmission (eCVT).
Table 1. Drive modes of proposed electronically controlled continuous variable transmission (eCVT).
Mode CL1 BK1 ICE MG1 MG2 Definition
Mode CL1 BK1 ICE MG1 MG2 Definition
EV1 Open Close # # • Only MG2 provides pure EV drive
EV1 Open Close ○ ○ ● Only MG2 provides pure EV drive
EV2 Close Close # • • Both MG1 and MG2 provide EV drive
EV2
eCVT1 Close Close ○ • ●
Open Close • ● • Both MG1
Input and
power MG2
splitprovide
mode at EV drive
1st gear
eCVT1
PH1 Open
Open Close
Close ● • ● • ● • Input power split mode at 1st gear
Parallel hybrid or direct engine drive at 1st gear
eCVT2
PH1 Open Open ● • ●
Close Close • ● •Parallel hybrid
Compound power
or direct split at
engine 2nd at
drive gear1st gear
PH2 Close
eCVT2 Close Open Open ● • ● • ● • Parallel hybrid or direct engine
Compound power split at 2nd geardrive at 2nd gear
CL:
PH2 Clutch;
CloseBK: Open
Brake; ICE: ● Internal
● Combustion
● Engine; MG:
Parallel Motor
hybrid Generator;
or direct EV: drive
engine Electric
at Vehicle;
2nd gear
eCVT: electronically controlled Continuous Variable Transmission; PH: Parallel Hybrid.
CL: Clutch; BK: Brake; ICE: Internal Combustion Engine; MG: Motor Generator; EV: Electric Vehicle;
eCVT: electronically
3. Theoretical Analysescontrolled
on DriveContinuous
Modes Variable Transmission; PH: Parallel Hybrid.
3. Theoretical
3.1. EV1 Mode Analyses on Drive Modes
The brake BK1 is engaged close and clutch CL1 open during the first EV driving mode – EV1,
3.1. EV1 Mode
as shown in the configuration of Figure 3.
The brake BK1 is engaged close and clutch CL1 open during the first EV driving mode – EV1, as
shown in the configuration of Figure 3.
eCVT DHT
Figure 3. eCVT DHT configuration
configuration in
in Electric
Electric Vehicle (EV1) mode.
The speed Figure 3.of

speed relationship
relationship eCVT DHT configurationcan
in Electric Vehicle (EV1) mode.
The of three
three power
power sources
sources can bebe described
described as:as:
The speed relationship of three power sources = 00be described as:
ωR1−ICEcan
= (1)
(1)
_ = ( + 1) ==0( + 1) (1)
(2)
ωS1_MG1 = (k1 + 1)ωC1R2 = (k1 + 1)k f ωWHL (2)
_ _
= ( =+ − 1) =− ( + 1) (2)
(3)
ωS2_MG2 = −k2 ωC1R2 = −k2 k f ωWHL (3)
where and are defined as the _ gear= −ratios of =the − sun gear to ring gear of PG1 and PG2, (3)
where k1 and k2 are defined as the gear ratios of the sun gear to ring gear of PG1 and PG2, respectively;
respectively; arerepresents
and _ the
where represents defined thethe
as enginegearangular
ratios rotationsun
speed at the PG1 ring gearPG1
R1 input shaft,
ω R1_ICE engine angular rotation speedofatthe the PG1gear
ring to ring
gear R1 gear
inputofshaft, ωand PG2,
S1_MG1 as
_ as the
respectively; MG1 angular speed
represents at
thegearPG1
engine sun gear
angular S1 input
rotation shaft,
speed _
at the PG1as the MG2
ring gear angular
R1 input speed
the MG1 angular _speed at PG1 sun S1 input shaft, ωS2_MG2 as the MG2 angular speed at theshaft,
PG2
at the PG2
as sun
the gear S2
MG1 input speed
angular shaft and
at PG1 sun as theS1
gear final
inputvehicle
shaft,wheel angular
as thespeed.
MG2 angular speed
sun_ gear S2 input shaft and ωWHL as the final vehicle wheel angular speed. _
at theTorque
PG2 sun
Torque
outputs
gear S2
outputs
of three shaft
of input
power sources ofasICE,
three powerandsources of ICE,
MG1
theMG1 and
finaland MG2
vehicle
MG2
are defined
wheel by：
angularby:
are defined speed.
Torque outputs of three power sources of ICE, _ =
MG10 and MG2 are defined by： (4)
TR1_ICE = =0 0 (4)
(4)
__ (5)
=−
TS1_MG1
_ =
= 00 _ (5)
(5)
(6)
where represents the final wheelTWHL output= −k
= − 2 k f TS2_MG2
torque from
_ the eCVT DHT powertrain. Based(6) (6)
on
Equations (4)–(6), MG2
represents the
where TWHL represents provides
the final active
final wheel drive
wheel output torque
output torque solely
torque from to
from the the powertrain
the eCVT
eCVT DHT with a
DHT powertrain. fixed gear
powertrain. Based ratio
Based onon
where
of − ; due
Equations (4)–(6), to the
(4)–(6), MG2 engine
MG2provides intrinsic
providesactive drag
activedrive torque,
drivetorque engine
torquesolely is kept
solelytotothethe at standstill
powertrain without
with a fixedactive
gear drive
ratio
Equations powertrain with a fixed gear ratio of
torque
of − delivered
; due to to
thetheengine
drivetrain and drag
intrinsic MG1 torque,
will rotate in synchronization
engine is kept at with without
standstill the vehicle speed
active as
drive
−k2 k f ; due to the engine intrinsic drag torque, engine is kept at standstill without active drive torque
described
torque deliveredin Equation
to the(2) without active
drivetrain torque delivery.in synchronization with the vehicle speed as
delivered to the drivetrain and MG1and willMG1 will
rotate in rotate
synchronization with the vehicle speed as described
The maximum
described in(2)
Equation vehicle speed active
in the torque
EV1 mode depends on the maximum allowable rotational
in Equation without(2) without
active torque delivery. delivery.
speedThe of the sun gears of two planetary
maximum vehicle speed in the EV1 gears PG1
EV1 mode and
mode depends PG2.on
depends Thethegear ratio of allowable
maximum and rotational
shall be
on the maximum allowable rotational
properly
speed of selected
ofthe
thesun to
sungears ensure
gears the required maximum EV vehicle speed achievable.of EV1 will be shall
used beas
speed of of
twotwo planetary
planetary gearsgears
PG1PG1
and andPG2.PG2. The ratio
The gear gear ratio
of k1 and and
k2 shall be properly
the prime electric
properlytoselected drive mode if EV driving load requests are moderate.
selected ensure totheensure themaximum
required required maximum
EV vehicleEV vehicle
speed speed achievable.
achievable. EV1 will be EV1
used will
asbe
theused
primeas
the prime electric drive mode if EV driving load
electric drive mode if EV driving load requests are moderate. requests are moderate.
3.2. EV2 Mode
3.2. EV2
WhenMode
electric drive requires a high traction torque that cannot be solely satisfied by MG2, both
the clutch
When CL1 and
When electric
electric brake
drive
drive BK1 ashall
requires
requires ahigh
highbe closed
traction to allow
torque
traction that
torque MG1
cannot
that and
be be
cannot MG2
solely tosatisfied
provide
satisfied
solely byEV
by MG2, driving
both
MG2, the
both
simultaneously,
clutch CL1 and
the clutch as
CL1brake shown
and BK1
brake in the
shall
BK1 configuration
be closed to allow
shall be of Figure
closedMG1 4.
and MG2
to allow MG1to provide
and MG2 EVtodriving
providesimultaneously,
EV driving
as shown in the configuration
simultaneously, of Figure
as shown in the 4.
configuration of Figure 4.
Figure 4. eCVT DHT configuration in EV2 mode.

Figure 4. eCVT DHT configuration in EV2 mode.
In the EV2 mode, the speed relationship of ICE, MG1 and MG2 still complies with Equations
(1)–(3). However,
In the the wheel
EV2 mode, driverelationship
the speed torque shallof
beICE,
provided by both
MG1 and MG2MG1
still and MG2 as
complies described
with by
Equations
Equations (7) and (8):
(1)–(3). However, the wheel drive torque shall be provided by both MG1 and MG2 as described by
Equations (7) and (8): _ =0 (7)
TR1C2_ICE = 0 (7)
= ( + 1) _ − _ (8)
TWHL = (k1 + 1)k f TS1_MG1 − k2 k f TS2_MG2 (8)
MG1 and MG2 work jointly to provide traction power and torque together to achieve electric
driveMG1
function. Thiswork
and MG2 will help to to
jointly alleviate
providethe thermal
traction powerstress
andwhen thetogether
torque vehicle tois driven
achieveby one motor
electric drive
alone in aThis
function. highwill
load condition.
help Optimal
to alleviate torque
the thermal splitwhen
stress between two motors
the vehicle willbyhelp
is driven one improve the in
motor alone EVa
driveload
high efficiency and Optimal
condition. gradeability.
torqueInsplit
addition,
betweenthetwo
overall maximum
motors will helpEV powerthe
improve and
EVtorque rating to
drive efficiency
two gradeability.
and motors can be split. Thisthe
In addition, will obviously
overall maximumresultEV inpower
smallerandmotor
torquesizing requirements
rating to two motors forcan
cost-
be
downThis
split. benefits.
will obviously result in smaller motor sizing requirements for cost-down benefits.
3.3. eCVT1 Mode—Input

3.3. eCVT1 Mode—Input Power
Power Split
Split
The
The eCVT1
eCVT1 mode
mode has
has the
the same
same configuration
configuration as
as EV1
EV1 as
as illustrated
illustrated in
in Figure
Figure 5.
5.
Figure 5. eCVT DHT configuration in eCVT1 and parallel hybrid (PH)1 mode.
In this input
In this inputpower-split
power-spliteCVT
eCVT mode
mode [6],[6],
the the
MG1 MG1 speed
speed shall shall be controlled
be controlled in a speed-
in a closed closed
speed-feedback loop to maintain optimal ICE engine running points. MG1 automatically
feedback loop to maintain optimal ICE engine running points. MG1 automatically provides a split provides a
split torque to balance with the engine torque input. In the meantime, MG2
torque to balance with the engine torque input. In the meantime, MG2 generates extra torque generates extra torque
occasionally
occasionally to toassist
assistthe
thepowertrain
powertraintraction or or
traction balance thethe
balance power of onboard
power traction
of onboard battery.
traction In such
battery. In
an input power split case, the speed relationship of three power sources is described
such an input power split case, the speed relationship of three power sources is described by the by the following
Equations (9) and (10):
following Equations (9) and (10):
ωS1_MG1
_ + k1 ωR1_ICE
+ _ = ((k1 +
= + 1)
1)ωC1R2 =
= ((k1 +
+ 1)
1)k f ωWHL (9)
(9)
_ =− =− (10)
ωS2_MG2 = −k2 ωC1R2 = −k2 k f ωWHL (10)
The engine input power is split continuously by the speeder MG1 into two separate power
The engine input power is split continuously by the speeder MG1 into two separate power
transmission path: mechanical path and electro-mechanical path. For the electro-mechanical path, the
transmission path: mechanical path and electro-mechanical path. For the electro-mechanical path,
speeder MG1 will provide a split torque to balance the internal force distribution of the first planetary
the speeder MG1 will provide a split torque to balance the internal force distribution of the first
gear PG1. In a steady state by neglecting some minor disturbance effects, the MG1 split torque can
planetary gear PG1. In a steady state by neglecting some minor disturbance effects, the MG1 split
ideally be described in Equation (11):
torque can ideally be described in Equation (11):
1
_ = _ (11)
1
TS1_MG1 = TR1_ICE (11)
k1
The MG1 split power to the overall ICE power input is further derived by:
The MG1 split power to the overall ICE power input1 is further derived by:
_ = _ _ = _ _ (12)
1
PS1_MG1 = TS1_MG1 ωS1_MG1 = TR1_ICE ωS1_MG1 (12)
The engine input torque of _ has to be always
k1 positive, then the MG1 split power
_ < 0 when _ < 0, i.e., MG1 generative power is provided to either charge battery or
The engine input torque of T has to be always positive, then the MG1 split power PS1_MG1 < 0
directly to the MG2 system; R1_ICE _ = 0 when _ = 0 , i.e., no active ICE power is split;
when ωS1_MG1 < 0, i.e., MG1 generative power is provided to either charge battery or directly to the
_ > 0 when _ > 0, i.e., MG1 consumes the battery power to provide extra motoring
MG2 system; PS1_MG1 = 0 when ωS1_MG1 = 0, i.e., no active ICE power is split; PS1_MG1 > 0 when
power to be added with ICE input power to the final eCVT power output.
ωS1_MG1 > 0, i.e., MG1 consumes the battery power to provide extra motoring power to be added with
ICE
Worldinput
Electricpower to the2020,
Vehicle Journal final11,eCVT
x FORpower output.
PEER REVIEW 7 of 20
Furthermore, the eCVT DHT powertrain output torque will contain two components provided by
ICE and MG2 separately
Furthermore, as descried
the eCVT in Equation
DHT powertrain (13): torque will contain two components provided
output
by ICE and MG2 separately as descried in Equation (13): !
k1 + 1
TWHL = k f TC1R2 = + 1TR1_ICE − k2 TS2_MG2 k f (13)
= = ( k1 _ − _ ) (13)
ICE will provide a mechanical torque directly to the output shaft of the PG1 carrier C1 with a
ICE will provide
k +1a mechanical torque directly to the output shaft of the PG1 carrier C1 with a
fixed gear ratio of 1k regardless of the vehicle speed. The engine mechanical power output to the
fixed gear ratio of 1 regardless of the vehicle speed. The engine mechanical power output to the
wheel through the planetary mechanical path depends on Equation (14):
wheel through the planetary mechanical path depends on Equation (14):
k +1 k +1
PICE_MO = 1 + 1TR1_ICE ωC1R2 = 1 + 1 k f TR1_ICE ωWHL (14)
_ = k1 _ = k1 _ (14)
The
The power
power split
splitratio
ratioofofICE
ICEmechanical
mechanicaloutput
outputpower
powerPICE_MO versus
versusICE overall
ICE input
overall power
input at
power
_
PG1 ring gear R1 is derived by:
at PG1 ring gear R1 is derived by:
PICE_MO
_ k ++ 11 ωC1R2 k ++11 11
βeCVT1 = = = 1
= == 1 (15)
(15)
_ ωR1_ICE
TR1_ICE _ k1 ωR1_ICE
_ k1 ϕeCVT1
where = ω_ is defined as the ICE eCVT1 gear ratio to the PG1 output, which will be
where ϕeCVT1 = ωR1_ICE is defined as the ICE eCVT1 gear ratio to the PG1 output, which will be
C1R2
continuously variable
continuously variable withwith the
thevehicle
vehiclespeed
speedand anddriving
drivingload
load demands.
demands. At zero vehicle
At zero speed,
vehicle the
speed,
eCVT1
the eCVT1 ICEICEgear ratio
gear ratio ϕeCVT1is is
infinite
infinitewith
withICE
ICEpower
powersplit ratio βeCVT1 =
splitratio =0.0. This
This implies
implies that the
that the
ICE input power is completely converted into electricity by MG1 through the
ICE input power is completely converted into electricity by MG1 through the electro-mechanical pathelectro-mechanical path
ideally. When the power split ratio βeCVT1 =
ideally. = 1,
1, i.e.,
i.e., ϕeCVT1 = = k1k+1,, the
the MG1
MG1 speed
speed must
must be zero, i.e.,
1
ωS1_MG1
_ ==0.0.In
Inthis
thisspecial
specialcase,
case, the
the ICE
ICE input
input power
power will
will be
be completely
completely transmitted
transmitted to to the
the vehicle
vehicle
wheel
wheel through
through the the planetary
planetary mechanical
mechanical path path ideally. The principle
ideally. The principle of of eCVT1
eCVT1 power
power split
split can
can be
be
clarified by the planetary-gear lever diagram as illustrated
clarified by the planetary-gear lever diagram as illustrated in Figure 6. in Figure 6.
6. Lever
Figure 6.
Figure Lever schematics
schematics for
for eCVT1
eCVT1and
andfirst
firstparallel
parallelhybrid
hybridPH1
PH1mode.
mode.
Figure
Figure 66 illustrate
illustrate that
that MG2
MG2 willwill always
always operate
operate atat aa negative
negative rotational
rotational speed
speed when
when the
the vehicle
vehicle
drives forwards in the eCVT1 mode because of the speed relationship described
drives forwards in the eCVT1 mode because of the speed relationship described in Equation (10). in Equation (10).
In
In
thethe meantime,
meantime, thethe
ICE ICE speed
speed atatthe
thePG1
PG1ring
ringgear
gearinput
inputshaft
shaftshall
shall be
be continuously
continuously and
and optimally
optimally
adjusted
adjusted by
by MG1
MG1 through
through aa feedback
feedback speed
speed control. Firstly, an
control. Firstly, an expected
expected ICEICE speed
speed shall
shall be
be calculated
calculated
in real time based on a lookup map versus the inputs of the drive load
in real time based on a lookup map versus the inputs of the drive load and vehicle speed, and vehicle speed, or by
or by an
an online
online optimization
optimization algorithm.
algorithm. Furthermore,
Furthermore, the the
MG1MG1 speedspeed reference
reference shall
shall be calculated
be calculated based
based on
on Equation
Equation (9), (9),
wherewhere the current
the current vehiclevehicle
wheelwheel
speedspeed and expected
and expected ICE are
ICE speed speed are employed
employed as
as inputs.
Eventually MG1 is commanded in a closed-loop control to follow its speed reference in order to
maintain the required optimal engine speed.
As indicated in the operation Line 1–4 of Figure 6, MG1 will run at a negative speed from startup
in generation mode to split the ICE power and gradually move towards zero speed with the increase
of the vehicle speed. At zero speed, MG1 has zero power split but has to maintain its split torque
described in Equation (11) to allow ICE input power directly be transferred to the wheel completely;
inputs. Eventually MG1 is commanded in a closed-loop control to follow its speed reference in order
to maintain the required optimal engine speed.
As indicated in the operation Line 1–4 of Figure 6, MG1 will run at a negative speed from startup
in generation mode to split the ICE power and gradually move towards zero speed with the increase
of the vehicle speed. At zero speed, MG1 has zero power split but has to maintain its split torque
described in Equation (11) to allow ICE input power directly be transferred to the wheel completely;
once MG1 has to run into a positive speed, MG1 starts to consume battery energy in motoring mode
to deliver extra positive power adding to existing ICE input power at the powertrain output. If the
onboard battery power has to be balanced, MG2 must provide generative power to counteract the
MG1 motoring power. In such a case, power re-circulation will happen inside of the planetary system
and result in the decrease of eCVT transmission efficiency. With the further increase of MG1 speed
at position rotation, overall eCVT efficiency will be even less. Thus, the eCVT1 power split shall be
avoided to be applied at high vehicle speed. The eCVT1 operational range of vehicle speed depends
on both the restriction of the maximum allowable speed of the PG2 sun gear and overall powertrain
efficiency consideration.
Based on Equation (13), the engine torque to the final wheel output through planetary
gear mechanical pass has a fixed gear ratio even though the engine speed to the final output
continuously varies:
k +1
kG1_eCVT1 = 1 kf (16)
k1
Then eCVT1 is defined as the eCVT mode at the first gear of kG1_eCVT1 .
3.4. PH1 Mode

The first parallel hybrid (PH1) mode is defined to be the special operational case within the eCVT1
mode when MG1 is controlled at zero speed, as indicated in Line–4 of Figure 6. Based on Equations (9),
(10) and(15), we can derive:
ωS1_MG1 = 0 (17)
ωR1_ICE k +1
ϕeCVT1_PH1 = = 1 (18)
ωC1R2 k1
PICE_MO k + 1 ωC1R2
βeCVT1_PH1 = = 1 =1 (19)
TR1_ICE ωR1_ICE k1 ωR1_ICE
At this operational point in the eCVT1 mode, the ICE power split ratio βeCVT1_PH1 = 1 and
the MG1 active split power PS1_MG1 = 0. This implies the whole ICE input power is delivered
to the vehicle wheel through the planetary mechanical path if eCVT system component losses are
ignored. This special operation point is defined as the first Mechanical Point (MP1) of eCVT [11,12,18].
The torque transmission through the planetary-gear mechanical path is generally more efficient than
through electro-mechanical path. Hence this special operation node is employed to implement direct
engine drive or parallel hybrid mode of ICE and MG2 at the first gear.
In the PH1 mode, the torque relationship of three power sources are the same as described in
Equation (11) and Equation (13). Even though the split device MG1 is controlled at zero speed with
zero active split power ideally in the PH1 mode, MG1 still has to provide a balanced split torque
against ICE torque as defined in Equation (11). The MG1 steady-state split torque will unavoidably
cause extra losses including motor winding copper loss and motor inverter loss. In order to balance
the thermal stress of MG1 motor stator windings and inverter phases, it is preferable to operate MG1
in a low rotational speed during the PH1 mode.
3.5. eCVT2 Mode—Compound Power Split eCVT

The eCVT2 mode has a configuration as illustrated in Figure 7. The clutch CL1 is engaged close
and the brake BK1 is kept open.

Figure 7. eCVT DHT configuration in eCVT2 and PH2 mode.

eCVT2 is a compound power-split hybrid mode [6,10–12,18]. Two planetary gearsets of PG1 and
PG2 are restructured into a compound planetary system which allows either MG1 or MG2 to act as
the speeder for splitting Figure 7.theeCVT
ICE DHT inputconfiguration
power and in in
the eCVT2
other and PH2 mode. The basic speed
Figure 7. eCVT DHT configuration eCVT2 andasPH2themode.
torquer.
relationship
eCVT2 isofathree powerpower-split
compound sources in this compound
hybrid system can Two
mode [6,10–12,18]. be further derived
planetary as: of PG1 and
gearsets
eCVT2 is a compound
PG2 are restructured into a compoundpower-split hybrid mode
planetary _system [6,10–12,18]. Two planetary gearsets of PG1 and
_ + = ( which+ 1) allows either MG1 or MG2 to act (20)as
PG2 are restructured into a compound planetary system which
the speeder for splitting the ICE input power and the other as the torquer. The basic allows either MG1 or MG2 to act speed
as the
speeder for splitting
relationship of three the ICEsources
power input power +and
_ in this compound = ( system
the other as+the1) torquer.
can be The basic
_ further speedas:
derived (21)of
relationship
three power sources in this compound system can be further derived as:
= (22)
_ + _ = ( + 1) (20)
where _ represents theωS1_MG1 + k1 ωspeed
+
ICE engine R1C2_ICE=at( =the
(+k11)
joint ωC1R2 of PG1 ring gear R1 and PG2
+ 1)shaft (20)
(21)
_ _
carrier C2. The speed relationship and steady-state torque relationship of ICE, MG1, MG2 and eCVT
ωS2_MG2 + k2 ωlever
output can be illustrated by a reconstructed C1R2=diagram
= (k2 + 1as )ωshown
R1C2_ICEin Figure 8. (22)
(21)
As indicatedrepresents
in Figure 8, theICE
speeds of ICE,
ω =MG1, MG2 and the output shaft of the compound
where _ the engine speed
C1R2 f ωthe
kat WHLjoint shaft of PG1 ring gear R1 and PG2 (22)
planetary
carrier C2. system
The speed respectively
relationshipposition along the same
and steady-state torquelever. The planetary-gearset
relationship of ICE, MG1, MG2 output
and speed
eCVT
where ω torepresents the ICE engine speeda at the gear
joint ratio
shaft of
of PG1 ringmotor
gear R1 and PG2 carrier
outputiscanlinear
R1C2_ICE the vehicle
be illustrated by awheel speed with
reconstructed leverfixed
diagram as shown in. Two
Figure 8. speeds of _
C2.
and The speed , relationshiplocated
respectively and steady-state
at two sidestorque
of relationship
. The ICEof speed
ICE, MG1, MG2 is and eCVT
along output
the same
As indicated
_ in Figure 8, the speeds of ICE, MG1, MG2 and the output shaft _ of the compound
can
sidebe
of illustrated . by a reconstructed lever diagram as shown in Figure 8.
planetary system
_ respectively position along the same lever. The planetary-gearset output speed
is linear to the vehicle wheel speed with a fixed gear ratio of . Two motor speeds of _
and _ , respectively located at two sides of . The ICE speed _ is along the same
side of _ .
Figure 8.
Figure Lever schematics
8. Lever schematics of
of compound
compound planetary
planetary system
system in
in eCVT2
eCVT2 and
and PH2
PH2 mode.
mode.
As
Once indicated
one speedin Figure 8, the speeds
of three-power sourcesof ICE, MG1, MG2
is determined and with
along the output shaft vehicle
the known of the compound
speed, the
planetary system
speed lever Figure respectively
line is 8.fixed accordingly in Figure 8. ICE is preferably employed as main activeωpower
position along the same lever. The planetary-gearset
Lever schematics of compound planetary system in eCVT2 and PH2 mode.
output speed C1R2 is
linear the vehicle wheel speed with a fixed gear ratio of k
source in torque control mode to meet the driver request. The optimal running point of ICE speed,
to f . Two motor speeds of ω S1_MG1 and ω S2_MG2
respectively
can be located at two
continuously ωC1R2 . The
sides ofadjusted ICE speed ωR1C2_ICE is along theofsame side of ω
orS2_MG2 .
Once one speedand variably
of three-power sources byisactive closed-loop
determined along speed
withcontrol
the known either MG1
vehicle speed,MG2.
the
Once onetorque
The resistive speedofofthe three-power
speed adjustersources is determined
of either or along withautomatically
the known vehicle speed,
speed lever line is fixed accordingly in Figure 8. ICEMG1 is preferablyMG2 employed
will respond
as main active and
power
the speed
generate alever line
balanced is fixed
torque accordingly
against the in
ICE Figure
applied 8. ICE
torque is preferably
load within employed
the compoundas main active
lever. Thepower
other
source in torque control mode to meet the driver request. The optimal running point of ICE speed
source
motor in torque controlprovide
mode to meet the driver request. Thetooptimal running point of ICE speed
can be can occasionally
continuously and variablyinstantaneous assistant
adjusted by active torque
closed-loop ICE or
speed regenerative
control of eitherbraking
MG1 ortorque
MG2.
can
for be continuously
mechanical energy and variablyduring
recovery adjusted by active
vehicle brakingclosed-loop
operation. speed control of either MG1 or MG2.
The resistive torque of the speed adjuster of either MG1 or MG2 will automatically respond and
The resistive
Based ontorque
the lever of the speed adjuster of either
schematics MG1 8, or MG2 will automatically respond and
generate a balanced torque against theillustrated
ICE applied in torque
Figure loadthis compound
within power lever.
the compound split eCVT can
The other
generate
operatecan a balanced
in occasionally torque
the whole vehicle against
speed the ICE applied
range without torque
violating load within the
thetothresholds compound
of maximum lever. The
speed other
limit
motor provide instantaneous assistant torque ICE or regenerative braking torque
for mechanical energy recovery during vehicle braking operation.
Based on the lever schematics illustrated in Figure 8, this compound power split eCVT can
operate in the whole vehicle speed range without violating the thresholds of maximum speed limit
motor can occasionally provide instantaneous assistant torque to ICE or regenerative braking torque
for mechanical energy recovery during vehicle braking operation.
Based on the lever schematics illustrated in Figure 8, this compound power split eCVT can operate
in the whole vehicle speed range without violating the thresholds of maximum speed limit of sun
gears of PG1 and PG2. In this compound planetary lever, either MG1 or MG 2 can be employed as
the power-split device in a closed speed-loop control to optimally adjust the required engine speed,
however the eCVT transmission performance under either MG1 or MG2 as the speed variator will
behave differently.
In order to derive the torque relationship of three power sources of ICE, MG1 and MG2 of the
reconstructed compound planetary system, speed lever relationships in Equations (20) and (21) are
further reorganized into two different forms as discussed in the following sections.
3.5.1. Steady-State eCVT2 Torque Distribution with Speeder MG1

Equations (20)–(22) is reorganized into the form of Equations (23)–(25) if MG1 is adopted as the
power-split speeder to ICE input:
ωS1_MG1 + k1 ωR1C2_ICE = (k1 + 1)ωC1R2 (23)
k1 ωS2_MG2 + (k2 + 1)ωS1_MG1 = (k1 + k2 + 1)ωC1R2 (24)
ωC1R2 = k f ωWHL (25)
By carefully examining the lever schematics in Figure 8 and speed relationship of Equations
(23)–(25), and disregarding the planetary-gear transmission loss and some negligible dynamics coupling
factor [6], the speed ωC1R2 is used as the imaginary lever fulcrum, then the resistive steady-state torque
response of the MG1 speed loop output will have to contain two terms from both ICE and MG2 applied
torque, respectively as described by Equation (26):
1 k2 + 1
TS1_MG1 = TR1C2_ICE + TS2_MG2 (26)
k1 k1
In order to derive the final torque output of this compound eCVT transmission, the speeder MG1
shall be used as the imaginary lever fulcrum. The eCVT transmission torque output to the wheel
can be derived as in Equation (27) containing two terms from both ICE and MG2 applied torque,
respectively [18]:
k1 + 1 k + k2 + 1
TWHL = k f TC1R2 = k f TR1C2_ICE + 1 k f TS2_MG2 (27)
k1 k1
As we can see, if MG1 is used as the power-split device in the eCVT2 mode, the final gear ratio of
ICE torque to the wheel in Equation (27) is completely same as the first gear ratio of the eCVT1 mode
described in Equation (16).
k +1
kG1_eCVT2 = k f 1 = kG1_eCVT1 (28)
k1
Furthermore, the MG1 split torque described in Equation (26) has the same sign as both ICE and
MG2 torque. Consequently, MG1 can only provide generative split power to ICE input power when
MG1 run into negative rotational speed when the vehicle speed is low. In the meantime, the positive
assistant torque from MG2 will intensify the MG1 split torque and power. This will unavoidably cause
the electric power recirculation and eCVT efficiency drop. Furthermore, higher torque and power
rating to MG1 has to be required as well. Thus, the eCVT2 control mode by using MG1 as the power
split device is not preferable operation mode for a high load drive request. Instead eCVT1 is more
efficient in response to high load condition at low vehicle speed.
When the MG1 speed is maintained at standstill, as indicated in the operation line-2 of Figure 8,
the MG1 split power is equal to zero. However, MG1 still have to bear the split torque as described in
Equation (26) at zero speed. In such a special case, if the loss due to the MG1 balancing torque described
in Equation (26) is negligible, ideally the engine and MG2 power will completely transfer to the final
wheel. This can be approximately regarded as a parallel hybrid mode of ICE and MG2 torque with
fixed gear ratios in Equation (28), or direct ICE drive if no MG2 torque is applied. This running point is
k +1
defined as the first Mechanical Point (MP1) of eCVT2 mode with a fixed gain of k f 1k . The eCVT2
1
MP1 is completely same as the eCVT1 MP1. MP1 can be used as the smooth switching point between
eCVT1 and eCVT2. The speed lever line across MP1 shown in Figure 8 is not unique but infinite and
will vary with ICE speed and vehicle speed.
3.5.2. Steady-State eCVT2 Torque Distribution with Speeder MG2

Equations (20)–(22) can also be reconstructed alternatively by Equations (29)–(31) below if MG2 is
adopted as the power-split speeder to the ICE input:
ωS2_MG2 + k2 ωC1R2 = (k2 + 1)ωR1C2_ICE (29)
k1 ωS2_MG2 + (k2 + 1)ωS1_MG1 = (k1 + k2 + 1)ωC1R2 (30)
ωC1R2 = k f ωWHL (31)
Based on the lever principle and the speed ωC1R2 as the imaginary lever fulcrum, assuming the
planetary-gear transmission loss and some negligible dynamics coupling factors [6,18] at steady state
are negligible, then the resistive torque generated from the MG2 closed-loop speed control will have to
contain two terms from both ICE and MG1 applied torque, respectively:
1 k1
TS2_MG2 = − TR1C2_ICE + TS1_MG1 (32)
k2 + 1 k2 + 1
The final torque output of this eCVT transmission can be simply derived in Equation (33) if the
speeder MG2 is regarded as the imaginary lever fulcrum.
k2 k + k2 + 1
TWHL = k f TC1R2 = k f TR1C2_ICE + 1 k f TS1_MG1 (33)
k2 + 1 k2 + 1
Equation (33) indicates that the final gear ratio of ICE torque to the wheel has a completely different
k k +1
gain of k +2 1 k f compared to the first gear ratio of 1k k f when MG2 is used as the power-split device in
2 1
the eCVT2 mode. This gear ratio is defined as the second gear ratio for engine torque transmission to
the final wheel output.
k2
kG2_eCVT2 = k (34)
k2 + 1 f
Based on Equation (33), the MG1 positive torque regardless of the MG1 rotation speed direction
will provide acceleration assistance to the engine torque. In the meantime, the MG1 positive torque
will accordingly reduce the overall MG2 split torque as described in Equation (32). This results in less
MG1 overall split power and can improve the eCVT transmission efficiency. Once the MG1 applied
torque has the relationship of TS1_MG1 = k 1+1 TR1C2_ICE , the MG2 overall split torque TS2−MG2 = 0, i.e.,
2
MG2 split power is zero. This means all input power from ICE and MG1 will fully transfer to the
vehicle wheel ideally.
Furthermore, the ICE power split ratio in eCVT2 by MG2 can be further defined as:
k2
k2 +1 TR1C2_ICE ωC1R2 k2 ωC1R2 k2 1
βeCVT2_ICE = = = (35)
TR1C2_ICE ωR1C2_ICE k2 + 1 ωR1C2_ICE k2 + 1 ϕeCVT2_ICE
ω
where ϕeCVT2_ICE = ωR1C2_ICE is defined as the ICE eCVT2 speed ratio and will vary continuously with
C1R2
the vehicle speed and driving load requests.
3.6. PH2 Mode

When the MG2 speed is controlled to zero speed, the overall MG2 split power is equal to zero.
This implies that the ICE input power will be completely transmitted to the vehicle wheel through the
planetary mechanical path ideally. This special eCVT2 operation mode is named as the PH2 mode as
indicated in the operational line-4 of Figure 8. This is defined as the eCVT2 second Mechanical Point
(MP2) [10–12]. Based on Equation (35), we can derive:
ωS2_MG2 = 0 (36)
ωR1_ICE k2
ϕeCVT2_PH2 = = (37)
ωC1R2 k2 + 1
k2
k2 +1 TR1C2_ICE ωC1R2 k2 ωC1R2
βeCVT2_PH2 = = =1 (38)
TR1C2_ICE ωR1C2_ICE k2 + 1 ωR1C2_ICE
In the PH2 mode, the torque dependency of three power sources is same as the equations described
in Equations (32) and (33). Even though the MG2 split power split is zero, MG2 must provide a
balanced split torque against ICE and MG1 torque input as defined in Equation (32). This MG2
steady-state split torque will unavoidably cause some losses due to motor winding copper loss and
motor inverter loss. In a practical application, it is favorable for MG2 to rotate at a low rotational speed
when the PH2 mode is employed in order to alleviate the thermal stress unbalance of MG2 motor
stator winding and inverter phases.
When the vehicle is driven at a high speed, such as steady cruising control, if the engine can
directly operate into its most efficient area, the PH2 mode shall be used as the primary optimal control
mode to achieve direct ICE drive. MG1 only provides assistant torque in parallel occasionally to satisfy
the instantaneous variable torque requests and in the meantime ICE is commanded to satisfy stable
and slow-varying torque requests.
4. eCVT Component Sizing Principles

The torque and power rating of MG1, MG2 and ICE shall be sized to meet the vehicle performance
requirements including acceleration, gradeability, maximum sustainable vehicle speed, etc. An ideal
powertrain performance requirement is illustrated in Figure 9. At low vehicle speed, constant high
traction torque is demanded for satisfying acceleration and gradeability requirements. A constant
power is needed above a base speed. The torque-speed curve indicated by inner solid line is assumed
to be fully provided by the maximum ICE power capability and the extra power and torque illustrated
in the outer dotted line is provided by either MG2 or MG1 to consume onboard traction battery power.
As illustrated in Figure 9, in the eCVT1 mode, through the MG1 torque split, ICE maximum
k +1
torque can constantly be transmitted to the wheel by the first gear ratio of kG1 = 1k k f from zero
1
vehicle speed theoretically. Similarly, the ICE maximum torque can also be provided to the wheel
k
by the second gear ratio of kG2 = k +1 1 k f from zero vehicle speed to high speed in the eCVT2 mode.
2
Therefore, the maximum eCVT powertrain torque output can be derived from Equation (13) as:
k1 + 1
TWHL_max = k f TICE_max + k2 k f TMG2_max (39)
k1
where TWHL_max represents the maximum wheel torque demand of eCVT hybrid powertrain output in
order to meet the vehicle performance requirements; TICE_max is the maximum available ICE torque
output; TMG2_max
World is Journal
Electric Vehicle the maximum MG2
2020, 11, x FOR PEERpositive
REVIEW torque capability. Based on Equation (39),
12 the
of 20 MG2
maximum torque rating can be sized by:
_ =0 (36)
1 k1 + 1
TMG2max = TWHL_max
_ − TICE_max (40)
k2 k_ f = = k1 k2 (37)
+1
As we can see from Equation (40), due to the support of ICE torque through its mechanical path
+1 _
with the first-gear ratio, the maximum
_ = torque and power demand
= = 1 be dramatically(38)
by MG2 can reduced.
_ _ +1 _
MG2 is only required to provide torque and power to cover the area between the lines of the maximum
In the PH2
ICE mechanical mode,
torque the torque
output at firstdependency of three power
gear and maximum sources
required is same
wheel as the
torque, asequations
illustrated in
described in Equations (32) and (33). Even though the MG2 split power split is zero, MG2 must
Figure 9. If PWHL_max is defined to be the maximum required powertrain power to the wheel, then the
provide a balanced split torque against ICE and MG1 torque input as defined in Equation (32). This
MG2 maximum power demand can be approximately derived by Equation (41):
MG2 steady-state split torque will unavoidably cause some losses due to motor winding copper loss
and motor inverter loss. In a practical application, it is favorable for MG2 to rotate at a low rotational
PWHL_max
MG2_max =
speed when the PH2 mode is Pemployed in korder
2 k f TMG2_max
to alleviate the thermal stress unbalance of MG2 (41)
TWHL_max
motor stator winding and inverter phases.
BasedWhen thetorque
on the vehiclesplit
is driven at a high
principle speed, such
in Equation (11),asthe
steady
MG1cruising control,
maximum if thecapability
torque engine can
can be
directly operate into its most efficient area, the PH2 mode shall be used as the primary optimal control
rated by:
mode to achieve direct ICE drive. MG1 only provides 1 assistant torque in parallel occasionally to
satisfy the instantaneous variable torqueTMG1_max
requests =andTinICE_max (42)
k1 the meantime ICE is commanded to satisfy
stable and slow-varying torque requests.
Accordingly, in the eCVT2 mode, the maximum powertrain torque output to the wheel can be
derived based
4. eCVT on Equation
Component (33):Principles
Sizing
The torque and power rating of MG1, MG2 and !ICE shall be sized to meet the vehicle
k2 k + k2 + 1 1 k +1
performance requirements including
TWHL_eCVT2_max = kf + 1
acceleration, gradeability, = 1sustainable
maximum
TICE_max vehicle speed, (43)
k TICE_max
k2 + 1 k 2 + 1 k1
etc. An ideal powertrain performance requirement is illustrated in Figure 9.
k1 At flow vehicle speed,
constant high traction torque is demanded for satisfying acceleration and gradeability requirements.
As we can see from Equation (43), the maximum available torque in the eCVT2 mode is theoretically
A constant power is needed above a base speed. The torque-speed curve indicated by inner solid line
equal to the maximum ICE mechanical torque output in the eCVT1 mode. In theory, this implied that
is assumed to be fully provided by the maximum ICE power capability k1 +1 and the extra power and
eCVT2 can fully
torque coverinthe
illustrated thepowertrain
outer dottedtorque
line is control
provided area
by below the or
either MG2 k f TICE_max
k1 MG1 line as
to consume illustrated
onboard
in Figure 9. battery power.
traction
Figure eCVT
9. 9.
Figure powertrain
eCVT powertrainoverall
overall torque–speed performance
torque–speed performance demand.
demand.
Furthermore, based
As illustrated in on Figure
Figure 9, the
9, in MG1 shall mode,
eCVT1 be ablethrough
to provide torque
the MG1 and power
torque coverage
split, ICE maximumbetween
k +1 k2
the toque
torqueoutput line of 1be
can constantly k k T
transmitted
f ICE−max and
to the k
wheel
k +1 f T
by the at
first
ICE−max least.
gear This
ratio of can =
be verified by:
from zero
1 2
vehicle speed theoretically. Similarly, the ICE maximum torque can also be provided to the wheel by
k1 + 1 k2
TWHL_MG1_eCVT2_max = k1 k f TICE_max − k2 +1 k f TICE_max
k1 + k2 + 1 k f k1 + k2 + 1 (44)
= k2 +1 k1 TICE_max = k2 +1 k f TMG1_max
This fully complies with the MG1 eCVT2 torque output defined in Equation (33). In addition,
the maximum power demand from MG1 can be estimated approximately by Equation (45):
k1 + k2 + 1 PWHL_max k1 + k2 + 1
PMG1_max ≈ k f TMG1_max k +1 = PWHL_max (45)
k2 + 1 1
k T (k2 + 1)(k1 + 1)
k1 f ICE_max
This MG1 power rating definition in Equation (45) can satisfy the maximum power split
requirement in the eCVT1 mode as well.
5.1.
5. SimulationDemonstration
Simulation Parameter Setup
A simulation demonstration of the proposed eCVT hybrid powertrain is carried out for a pickup
5.1. Simulation Parameter Setup
truck HEV application. The relevant parameters of the pickup truck vehicle are listed in Table 2.
A simulation demonstration of the proposed eCVT hybrid powertrain is carried out for a pickup
Table 2. The
truck HEV application. Vehicle parameters
relevant of a hybrid
parameters electric
of the pickupvehicle
truck(HEV) pickup
vehicle are truck.
listed in Table 2.
Vehicle parameters Definition
Table 2. Vehicle parameters of a hybrid electric vehicle (HEV) pickup truck.
Half-load vehicle weight in simulation 2357 kg
Maximum
Vehicle speed
Parameters >160 km/h
Definition
EV max speed
Half-load vehicle weight in simulation >1052357
km/hkg
0–100 km/h acceleration
Maximum speed >160s km/h
<12
EV max speed
Maximum gradeability >105 km/h
>35%
0–100 km/h acceleration
Maximum wheel power >120<12kWs
Maximum gradeability >35%
Maximum
Maximumtotalwheel
wheel drive torque
power > 3600 Nm
>120 kW
Maximum total wheel driveWLTC
Fuel consumption in torque1 <7.5 liter/100
> 3600 Nmkm
Fuel consumption in WLTC 1
Tyre radius <7.5 L/100
0.376 mm km
Tyre radius
Maximum wheel speed 0.376 mm
1130 rpm@160 km/h
Maximum wheel speed 1130 rpm@160 km/h
Rolling resistance coefficient 0.0075
Rolling resistance coefficient 0.0075
Vehicle
Vehicle front
front area
area 2.962.96
m2m2
Air resistance coefficient
Air resistance coefficient 0.42
0.42
1 WLTC—Worldwide
1 WLTC—Worldwide harmonized Light
harmonized Light vehicles
vehicles TestTest Cycle.
Cycle.
A longitudinal
A longitudinal two-geared
two-geared eCVT
eCVT DHTDHT transmission
transmission is
is proposed
proposed with
with thethe schematic
schematic mechanical
mechanical
structure layout as shown in Figure 10. The output of the eCVT DHT is directly
structure layout as shown in Figure 10. The output of the eCVT DHT is directly connected toconnected to the
the final
final
drive axle
drive axle with
with aa fixed
fixed final
final gear
gear ratio of k f ==4.1.
ratio of 4.1.The
TheICE
ICEinput
input shaft
shaft is
is coupled
coupled to
to the
the eCVT
eCVT DHTDHT
through a torsional damper.
through a torsional damper.
Figure
Figure 10. Schematic structure
10. Schematic structure layout
layout of
of the
the longitudinal
longitudinal eCVT
eCVT DHT
DHT for
for aa pickup
pickup truck
truck HEV.
HEV.
The eCVT DHT component parameters are listed in Table 3. The HEV pickup truck is equipped
The eCVT DHT component parameters are listed in Table 3. The HEV pickup truck is equipped
with a 1.5-L turbo-charged engine with a peak torque-power rating of 264 Nm/110 kW. The gear ratios
with a 1.5-liter turbo-charged engine with a peak torque-power rating of 264 Nm/110 kW. The gear
of two planetary gears are carefully selected to ensure the maximum operational rotation speed of
ratios of two planetary gears are carefully selected to ensure the maximum operational rotation speed
PG1 and PG2 sun gears be restricted within 10,000 rpm. The two gear ratios of eCVT DHT to the final
of PG1 and PG2 sun gears be restricted within 10,000 rpm. The two gear ratios of eCVT DHT to the
final wheel are selected with = 6.235 and = 2.961. Two electric machines of MG1 and MG2
are sized based on the theoretical principles addressed in Section 4. The continuous rating of MG1
and MG2 has significant impact on the vehicle continuous gradeability. A high-voltage (HV) traction
battery is sized based on an HEV power-type battery cell with a capacity of 5.5 Ah and an
wheel are selected with kG1 = 6.235 and kG2 = 2.961. Two electric machines of MG1 and MG2 are sized
based on the theoretical principles addressed in Section 4. The continuous rating of MG1 and MG2
has significant impact on the vehicle continuous gradeability. A high-voltage (HV) traction battery is
sized based on an HEV power-type battery cell with a capacity of 5.5 Ah and an instantaneous peak
discharge rate of 30 C. The internal resistance of battery cells is modeled based on a lookup table versus
the battery state of charge (SOC) data.
Table 3. Component parameters of eCVT HEV powertrain.
HEV Powertrain Component Parameters Values

Displacement 1.5-L turbo-charged gasoline engine
ICE Peak torque power 264 Nm@3600 rpm/110 kW
Peak efficiency >36%
Peak value 140 Nm/65 kW/10,000 rpm
MG1
Nominal value 80 Nm/35 kW
Peak value 220 Nm/70 kW/10,000 rpm
MG2
Nominal value 120 Nm/40 kW
PG1 ratio k1 = 1.92
PG2 ratio k2 = 2.60
Average eCVT mechanical efficiency 95%
Gear
Final gear ratio of rear-drive axle k f = 4.10
1st gear ratio (MP1 gain) kG1 = 6.235
2nd gear ratio (MP2 gain) kG2 = 2.961
HV Cell 5.5 Ah, 96 in series, 30 C instantaneous max-discharge rate
battery Pack capacity 350 V/1.92 kWh, <60 kW (10 s)
ICE, MG1 and MG2 are respectively modeled based on their torque-speed-efficiency performance
maps as shown in Figure 11. The maximum engine efficiency is around 36.5%. The MG1 and MG2
motor systems including motor and inverter has a peak efficiency of around 94%. The eCVT control
strategy is developed to ensure ICE operate ideally along its optimal performance curve as indicated
in the ICE efficiency map of Figure 11 for improving fuel economy.
Some important eCVT DHT characteristic parameters are calculated based on the component
sizing specifications as listed in Table 4. The maximum speed of PG1 and PG2’s sun gears is clamped
within 10,000 rpm. The peak torque in both EV and eCVT mode will satisfy the wheel torque
requirements in Table 2.
Table 4. eCVT dedicated hybrid transmission (DHT) parameters for an HEV pickup truck application.
HEV Powertrain Component Parameters Values

EV MG1 maximum speed ≈8870 rpm @ 105 km/h
Motor maximum speed
EV MG2 maximum speed ≈7900 rpm@105 km/h
EV maximum wheel torque ≈3820 Nm
eCVT1 maximum wheel torque ≈3790 Nm
Maximum wheel torque capability
ICE max wheel output torque at 1st gear ≈1560 Nm@kG1
ICE max wheel output torque at 2nd gear ≈740 Nm@kG2
ICE maximum speed ≈3340 rpm@160 km/h
PH2 max speed
MG1 maximum speed ≈7100 rpm@160 km/h
ICE, MG1 and MG2 are respectively modeled based on their torque-speed-efficiency
performance maps as shown in Figure 11. The maximum engine efficiency is around 36.5%. The MG1
and MG2 motor systems including motor and inverter has a peak efficiency of around 94%. The eCVT
control
World strategy
Electric Vehicle is developed
Journal to ensure ICE operate ideally along its optimal performance curve
2020, 11, 46 16 of as
21
indicated in the ICE efficiency map of Figure 11 for improving fuel economy.
(a)
(b) (c)
Figure
Figure 11.
11. ICE,
ICE, motor
motor generator
generator (MG)1
(MG)1 and
and MG2
MG2 torque-speed-efficiency
torque-speed-efficiency map
map (a)
(a) ICE
ICE efficiency
efficiency map;
map;
map; (c)
(b) MG1 efficiency map; (c) MG2
MG2 efficiency
efficiency map.
map.
5.2. Simulation Result Analyses

A comprehensive Matlab/Simulink model including driver, vehicle dynamics, eCVT DHT, ICE,
MG1 and MG2, battery and control strategy is developed to demonstrate the feasibility of the proposed
eCVT-based powertrain. Two driving cycles including a practical Chinese city cycle and the well-known
Worldwide harmonized Light vehicles Test Cycle (WLTC) are employed in simulation.
A control strategy based on predetermined optimal control profile of ICE torque by rule of thumb
is employed to investigate the fuel-saving feasibility of the proposed eCVT hybrid powertrain. Further
optimization on control strategy based on online efficiency optimization of the power sources of ICE,
MG1 and MG2 will be investigated in the future. However, even the current simple control strategy
can fully demonstrate that significant fuel-consumption improvement to the hybrid pickup truck can
be achieved by the proposed eCVT with two gears.
5.2.1. Simulation Investigation for an Actual Chinese Drive Cycle

Figure 12 presents the simulation results for three cycles of a measured city drive cycle in the
Baoding city of China. The eCVT DHT control mode shown in Figure 12a is defined as 0 = EV mode,
1 = eCVT1 and 2 = eCVT2 mode, PH1 and PH2 are included, respectively within eCVT1 and eCVT2 as
their special cases. The eCVT powertrain system intermittently operates in EV, eCVT1 and eCVT2
mode. During urban driving, the EV mode is automatically applied whenever the battery SOC reaches
above the predefined threshold of 40% and battery charge mode is not requested. The eCVT2 hybrid
mode is primarily applied to satisfy the light-to-medium driver torque request and charging electric
power to the onboard traction battery through MG2 power splitting. The battery shall request a
charging
World mode
Electric Vehiclewhen
Journalthe battery
2020, SOC
11, x FOR drops
PEER below
REVIEW30% in an EV mode. The battery charging 17 mode
of 20
request within an eCVT mode shall be deactivated once the battery SOC exceeds 55%. Based on
fuel
Figureconsumption
12d, the HV(FC) illustrated
battery in Figure 12a
SOC is maintained is calculated
within based operational
its predefined on the integral valueofof30%–70%.
window ICE fuel
in
Theliter beinghybrid
eCVT1 divided by integrated
mode traveloccasionally
is only applied distance in 100 km at every
whenever sampling
the driver loadinterval. An average
request exceeds the
ICE
eCVT2 fueltraction
consumption of less than 4 L/100 km can be achieved for this light-load Baoding city-driving
capability.
cycle if a balanced battery SOC is considered.
(a) (b)
(c) (d)
Figure 12. Simulation
Simulation results for three Baoding city driving cycles: (a)
(a) Baoding
Baoding city cycle data, DHT
mode and ICE fuel consumption;
consumption; (b) ICE
ICE operational
operational torque
torque location
location within
within ICE
ICE map
map and
and efficiency;
efficiency;
(c) ICE/MG1/MG2 operational torque and speed; (d) DHT mode, high-voltage (HV) battery state of
charge (SOC), power and voltage.
For this12c
Figure city driving the
illustrates cycle with many
operational stops at
behavior of traffic lights,control
three power the EVsources
mode dominates most
of ICE in red, MG1 of
theblue
in driving time as
and MG2 in indicated
black. In the in Figure
EV mode,12c.MG2
ICE is only
fully started
in charge when battery
of the torquecharging
and poweris requested.
delivery
In the
for eCVT modes,
satisfying the driveICE providesICE
demands; powertrain
keeps at traction
standstilltorque control
with 0Nm and in
torque the meantime
output; MG1 rotatesdelivers
due
extra
to the power to charge restriction
PG1 mechanical the HV batterywithoutthrough
active power
torque splitting
and power byoutput.
either MG1
Duringor the
MG2. Figure
forced 12b
battery
indicates and
charging that SOC-balancing
ICE is controlledcontrol
to operate withinMG2
by eCVT2, a narrow
runs band in blue
as speeder toof the pre-determined
implement torque andoptimal
power
torque-speed
split functioncurve
to ICEspecified
and MG1 in inputs.
Figure 11a.
ICE As a result,optimized
is always the overalltoICE efficiency
deliver is over
efficient 30%.through
torque Inefficient
its
low ICE torque
mechanical passrequests
to meet arethe
prohibited by the control
driver demand. In thestrategy. The negative
meantime, MG1 assistsICE line in Figureinstant
to provide 12b is
due to friction
acceleration drag or
torque torques during braking
regenerative ICE fueltorque
cut-off occasionally.
operation if ICE rotates above 0 rpm. The instant
ICE fuel
Theconsumption
battery SOC (FC)shown illustrated
in Figure in 12-d
Figureis 12a is calculated
balanced withinbased on the integral
its permissible valuewindow
operation of ICE fuelof
in liter being
30%–70%. Thedivided
batteryby SOCintegrated travelbased
is integrated distance in 100
on the km at
battery loadevery sampling
current due tointerval. An loads
the electric average of
MG1, MG2 and low-voltage (LV) 12 V with a 500 W constant LV load assumed in simulation. Due to
the HV battery internal impedance and SOC variation impact, the battery voltage changes
significantly with electric current load. The battery power is clamped within its permissible power
range within ±60 kW.
ICE fuel consumption of less than 4 L/100 km can be achieved for this light-load Baoding city-driving
cycle if a balanced battery SOC is considered.
Figure 12c illustrates the operational behavior of three power control sources of ICE in red, MG1
in blue and MG2 in black. In the EV mode, MG2 is fully in charge of the torque and power delivery for
satisfying the drive demands; ICE keeps at standstill with 0 Nm torque output; MG1 rotates due to
the PG1 mechanical restriction without active torque and power output. During the forced battery
charging and SOC-balancing control by eCVT2, MG2 runs as speeder to implement torque and power
split function to ICE and MG1 inputs. ICE is always optimized to deliver efficient torque through
its mechanical pass to meet the driver demand. In the meantime, MG1 assists to provide instant
acceleration torque or regenerative braking torque occasionally.
The battery SOC shown in Figure 12d is balanced within its permissible operation window of
30%–70%. The battery SOC is integrated based on the battery load current due to the electric loads of
MG1, MG2 and low-voltage (LV) 12 V with a 500 W constant LV load assumed in simulation. Due to
the HV battery internal impedance and SOC variation impact, the battery voltage changes significantly
with electric current load. The battery power is clamped within its permissible power range within
±60 kW.
5.2.2. Simulation Investigation for A Complete WLTC Cycle

The simulation demonstration results for three complete WLTC cycles are illustrated in Figure 13.
The overall average fuel consumption reaches about 6 L/100 km with respect to a balanced battery SOC.
The EV mode is still used frequently during city driving, and the eCVT2 mode is primarily adopted for
battery SOC balancing and fuel-efficient driving. The parallel hybrid mode PH2 in eCVT2 is introduced
for direct engine drive at MP2 during highway driving while MG2 is maintained at 0rpm, as indicated
in the highlighted band of Figure 13c. ICE is in many cases maintained to follow the predefined optimal
performance curve but has more PH2 parallel operation to support highway driving in more efficient
way. The overall ICE efficiency is kept above 30%. The battery SOC is controlled within 30%–70% and
the battery power is limited within its power boundary of −60–60 kW.
5.2.3. Acceleration Performance Investigation

A full acceleration driver request is introduced to demonstrate the acceleration performance of
the pickup HEV vehicle, as illustrated in Figure 14. eCVT1 is primarily selected to achieve fastest
acceleration from the vehicle standstill up to the vehicle speed of 105 km/h. The maximum traction
torque from both ICE and MG2 applied simultaneously at the beginning and MG2 torque gradually
decreases due to overall eCVT power restriction. MG1 operates in a closed-loop feedback speed
control to deliver torque and power split to ICE input during the eCVT1 mode. Once the vehicle speed
exceeds the eCVT1 speed limit of 105 km/h, ECVT2 is employed instead to keep high-speed driving.
ICE still maintains its maximum torque output and MG1 provides assistant torque for maintaining
full acceleration instead. Alternatively, MG2 is swapped into closed-loop speed control in order
to automatically split the torque and power input from both ICE and MG1. A final acceleration
performance with about 9.7 s from 0 to 100 km/h and 4.4 s from 0 to 60 km/h is achieved.
adopted for battery SOC balancing and fuel-efficient driving. The parallel hybrid mode PH2 in eCVT2
is introduced for direct engine drive at MP2 during highway driving while MG2 is maintained at
0rpm, as indicated in the highlighted band of Figure 13c. ICE is in many cases maintained to follow
the predefined optimal performance curve but has more PH2 parallel operation to support highway
driving
World in Vehicle
Electric more Journal
efficient
2020,way.
11, 46 The overall ICE efficiency is kept above 30%. The battery SOC is
19 of 21
controlled within 30%–70% and the battery power is limited within its power boundary of −60–60
kW.
(a) (b)
decreases due to overall eCVT power restriction. MG1 operates in a closed-loop feedback speed
control to deliver torque and power split to ICE input during the eCVT1 mode. Once the vehicle
speed exceeds the eCVT1 (c)speed limit of 105 km/h, ECVT2 is employed instead (d) to keep high-speed
driving. ICE
Figure 13.still
13. maintains
Simulation
Simulation itsforfor
results
results maximum
three
three torque
Worldwide
Worldwide output
harmonized
harmonized and MG1
Light
Light provides
vehicles
vehicles assistant
Test
Test Cycle Cycle
(WLTC) torque
cycles: for
(WLTC)
maintaining
(a) WLTC
cycles: full
(a) acceleration
cycle
WLTCdata,
cycle instead.
DHTdata,
mode and Alternatively,
DHT ICE
modefuel ICE MG2
consumption;
and is(b)swapped into
ICE operational
fuel consumption; closed-loop
(b) ICEtorque speed
location
operational control
within
torque
in order
ICE to automatically
mapwithin
location and efficiency; split
ICE map(c)and the torque
ICE/MG1/MG2 and power
efficiency; (c)operational
ICE/MG1/MG2 input from
torqueoperational both
and speed;torque ICE
(d) DHT and
mode,
and MG1.
HV(d)
speed; DHTfinal
A
battery
acceleration
SOC,
mode,power
HVperformanceSOC,with
and voltage.
battery powerabout
and 9.7 s from 0 to 100 km/h and 4.4 s from 0 to 60 km/h is achieved.
voltage.
5.2.3. Acceleration Performance Investigation

A full acceleration driver request is introduced to demonstrate the acceleration performance of
the pickup HEV vehicle, as illustrated in Figure 14. eCVT1 is primarily selected to achieve fastest
acceleration from the vehicle standstill up to the vehicle speed of 105 km/h. The maximum traction
torque from both ICE and MG2 applied simultaneously at the beginning and MG2 torque gradually
(a) (b)
Figure
Figure 14. Acceleration
Acceleration simulation
simulation results
results with
with aa full-pedal
full-pedal driver
driver request:
request: (a)
(a) vehicle
vehicle speed
speed and
and
driving mode;
driving mode; (b)
(b) ICE/MG1/MG2
ICE/MG1/MG2 torque and speed.
6. Conclusion
A novel two-mode power-split eCVT hybrid transmission architecture with two planetary gears
for HEV/PHEV applications is proposed. The actuation of one clutch and one brake inside eCVT is
6. Conclusions
A novel two-mode power-split eCVT hybrid transmission architecture with two planetary gears
for HEV/PHEV applications is proposed. The actuation of one clutch and one brake inside eCVT is
controlled for implementing multimode hybridization and EV functions. The detailed theoretical
analyses illustrate that the proposed eCVT can offer many advantages over several popular hybrid
powertrains already available in market. The direct mechanical path of engine torque with two
independent gear ratios can provide a maximum ICE torque output available from standstill with two
different gear ratios. Two electric machines can be sized with much less torque and power rating due to
the availability of maximum engine torque transmitted mechanically by separate two gear ratios from
standstill. The instantaneous torque capability of two-geared eCVT is comparable to a conventional
multi-geared transmission powertrain system. Comprehensive simulation demonstrations for a pickup
truck HEV application are carried out to prove that significant fuel saving and acceleration performance
improvement can be achieved.
7. Patents
The proposed eCVT DHT architecture concept in this paper is fully based on the Chinese patents
of CN201921174082.6 and CN201910672384.4.
Author Contributions: Conceptualization, X.C. (Xiaojiang Chen) and J.J.; methodology, X.C. and L.Z.; software,
X.C. (Xiaojiang Chen); validation, X.C. (Xiaojiang Chen), H.T. and J.J.; formal analysis, X.C. (Xiaojiang Chen);
investigation, J.J.; resources, L.Z., and X.C.(Xiaofeng Chen); data curation, H.T.; writing—original draft preparation,
X.C. (Xiaojiang Chen); writing—review and editing, J.J., L.Z., and X.C. (Xiaofeng Chen); visualization, X.C.
(Xiaojiang Chen).; supervision, L.Z.; project administration, J.J., and X.C. (Xiaofeng Chen); funding acquisition,
H.T. All authors have read and agreed to the published version of the manuscript.
Funding: This research received no external funding.
Conflicts of Interest: The authors declare no conflict of interest.
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© 2020 by the authors. Licensee MDPI, Basel, Switzerland. This article is an open access
article distributed under the terms and conditions of the Creative Commons Attribution
(CC BY) license (http://creativecommons.org/licenses/by/4.0/).

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Study and Analysis of a Multi-Mode Power Split

World Electric Vehicle Journal 2020, 11, 46; doi:10.3390/wevj11020046 www.mdpi.com/journal/wevj

World Electric Vehicle Journal 2020, 11, x FOR PEER REVIEW 3 of 20

Ravigneaux planetary gearsets have attracted attracted many

2.2. eCVT Drive Mode Introduction

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The speed Figure 3.of

Figure 4. eCVT DHT configuration in EV2 mode.

3.3. eCVT1 Mode—Input

3.4. PH1 Mode

3.5. eCVT2 Mode—Compound Power Split eCVT

World Electric Vehicle Journal 2020, 11, 46 9 of 21

Figure 7. eCVT DHT configuration in eCVT2 and PH2 mode.

3.5.1. Steady-State eCVT2 Torque Distribution with Speeder MG1

ωS1_MG1 + k1 ωR1C2_ICE = (k1 + 1)ωC1R2 (23)

k1 ωS2_MG2 + (k2 + 1)ωS1_MG1 = (k1 + k2 + 1)ωC1R2 (24)

ωC1R2 = k f ωWHL (25)

3.5.2. Steady-State eCVT2 Torque Distribution with Speeder MG2

ωS2_MG2 + k2 ωC1R2 = (k2 + 1)ωR1C2_ICE (29)

k1 ωS2_MG2 + (k2 + 1)ωS1_MG1 = (k1 + k2 + 1)ωC1R2 (30)

ωC1R2 = k f ωWHL (31)

3.6. PH2 Mode

4. eCVT Component Sizing Principles

Table 3. Component parameters of eCVT HEV powertrain.

HEV Powertrain Component Parameters Values

HEV Powertrain Component Parameters Values

5.2. Simulation Result Analyses

5.2.1. Simulation Investigation for an Actual Chinese Drive Cycle

5.2.2. Simulation Investigation for A Complete WLTC Cycle

5.2.3. Acceleration Performance Investigation

World Electric Vehicle Journal 2020, 11, x FOR PEER REVIEW 19 of 20

5.2.3. Acceleration Performance Investigation

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