In fact, in a short period of three years, eMG has undergone two changes. The new model was released in September this year. The official promotion is the third generation PHEV model. What kind of magic does it have Let Che Jujun take everyone to have a look.
First, the first generation of EDU hybrid power system, the attempt of parallel connection
Although eMG? 6 was listed in April, 20 18, but as early as 20 13, SAIC obtained the related patent of the first generation EDU electric drive system. In 20 17, SAIC's new energy EDU electric drive hybrid system won the China Patent Excellence Award and the National Science and Technology Progress Award, which shows that the upper level still recognizes this technology. ?
The system is a typical series-parallel structure. It has two motors and two clutches, in which ISG motor works with the engine. When the engine power output is insufficient, this small motor does some torque compensation, while the TM large motor plays the main role of electric drive. Then the energy output from these two ends is output through a 2AMT two-speed coaxial transmission.
In this system, the small motor is mainly used for speed regulation, and the large motor is responsible for driving and recovering kinetic energy. It can work at the same time or be disconnected separately.
But it is also possible to switch to the series mode. That is, the clutch on the ISG motor side is cut off, and it is no longer responsible for power output, but generates electricity for the power battery through engine driving, and then sends it to the TM motor to do work.
Compared with the PHEV system of most other car companies, it only adds a motor output to the gearbox, and then the fuel system continues to use the original one, adding some hybrid coupling. SAIC's system is relatively innovative, which can realize pure electric drive, pure fuel drive, hybrid drive and extended range drive.
And unlike other new energy vehicles that use a single-speed gearbox, it is also equipped with a two-speed gearbox. If the speed keeps rising, it can be upshifted, so that both the engine and the motor can maintain a relatively efficient working range.
However, the shortcomings of this system are also obvious. First, the structure is really complicated, two clutches and two systems are connected in parallel, and there is the problem of gearbox shifting, which will bring some frustration from time to time.
Then SAIC equipped it with a 1.0T three-cylinder engine, but the efficiency of this engine itself is not high. Therefore, it can be used as a power source to drive ISG cars to charge power batteries, which is unmatched by Toyota and Honda's Atkinson engines. As a driving mechanism, its power of 92kW is slightly insufficient.
So this system will rely more on the motor as the power source, which means more power consumption. Its own pure electric cruising range is only 53km, and the battery energy is only 9. 1kWh. The advantages of this system are not obvious after feeding.
The first generation system has many advantages, for example, it can realize the cooperation of double motors and engines, and the maximum output torque reaches 622Nm. There is also an extended range mode, which can save fuel to a certain extent even if it is powered on. However, its lifting space is relatively small, and the structure of double clutch lengthens the layout space, so it is difficult to upgrade the 1.0T three-cylinder engine. However, if this engine gives consideration to both efficiency and power, the power output will be damaged, the efficiency will be average, and the original intention of the hybrid car will be lost.
Second, the second generation of EDU, "true" 10 AMT.
In the EMG of model 20 19? No.6 SAIC switched to the second generation EDU hybrid system, and the sense of inheritance between the new generation system and the first generation system was not obvious. Compared with the double-motor arrangement of the first-generation system, the second-generation system adopts the arrangement scheme of single motor+single clutch. That is, only one clutch is reserved at the engine end, and the TM motor is directly connected to the gearbox.
In the control idea, the first generation system is closer to Honda's i-MMD system, that is, the control is divided into several different working conditions, and the efficiency is naturally improved by using more electricity and less oil as much as possible. The logic of the second generation system is closer to Toyota's THS system, that is, the combination with higher efficiency or the best power output is selected through different combinations.
The difference is that Toyota is controlled by an E-CVT planetary gear set, which determines how to divide the power. E-CVT means electronic stepless speed change, which means that countless power combinations can be realized. Of course, in fact, Toyota has adopted different logic control for almost a dozen different working conditions.
SAIC's second generation EDU is controlled by 10 AMT gearbox. This gearbox gives the engine six different speed ratios and the motor four different speed ratios. That is to say, in theory, the engine has six different gear outputs and the motor has four different gear outputs. Then this power system will have "6×4=24" power combinations. Of course, according to the actual working conditions, there may not be so many power combinations, so it is not clear how many power combinations will be used in the end.
Compared with the first generation, the system has great advantages. Of course, the most obvious thing is that after "subtracting" a motor and a clutch, more space is left for the engine, so the eMG of 20 19? 6 equipped with 1.5T engine, maximum power 124kW. Although the total torque output by the whole engine has decreased from 622Nm in the first generation to 480Nm in the second generation (after all, there is one motor missing), the overall acceleration performance of the new car has not decreased through the adjustment of power coordination logic.
Even if the battery is not so sufficient, this new 1.5T engine drives eMG? Such A-class cars are also very comfortable, which greatly improves the overall driving experience of users. This is much more practical for many users who just want a green card and do not have the charging conditions.
And most importantly, this system leaves more room for imagination. When you have "6×4" power combinations, the rest can be optimized through trial and error. Moreover, its relatively simple structure can improve performance only by increasing battery capacity and improving motor efficiency, and 1.5T engine, as the key assembly of SAIC, will definitely improve in the future.
Third, the third generation EMG? 6. Independent leadership level
In September this year, the third generation eMG? Version 6, the second generation system is used in the overall architecture, but some targeted improvements have been made. Mainly the progress of battery increase and adjustment.
From the core parameters, 20 19 EMG? Compared with 20 18, the change is earth-shaking. Although the vehicle size and battery capacity remain unchanged, a 1.5T four-cylinder engine and a 10 speed automatic transmission have been replaced, and the overall control logic has changed greatly. The cruising range of pure electric vehicles in the Ministry of Industry and Information Technology has been reduced from 53km to 5 1km.
But in fact, the actual use of the second generation system in China has been greatly improved. First of all, it is natural that the engine is more powerful and less dependent on the battery. If the first generation system is only suitable for users who have charging conditions and commute to work, then the second generation system is closer to the two-field hybrid mode, with high mixing efficiency and good continuous feeding operation efficiency.
The officially claimed third generation is actually an extension of the second generation system, and it is still the same 1.5T engine, but the battery is increased to 1 1. 1kWh, and the pure electric range is increased to 70km. From the perspective of promotion ratio, the overall driving efficiency of the third-generation model is better than that of the previous generation model.
According to SAIC official data, a new generation of eMG? 6 the fuel consumption of working condition b is 3.9L/ 100km. What is the working condition B, that is, the power percentage is less than the SOC set value, and the engine begins to intervene in the feed state. This is the time to test the system's "power saving" ability. This fuel consumption can be achieved, which shows that SAIC's efficiency is still very high.
And although the official claim is the third generation? MG6？ PHEV, also use the third generation MG? 6 at the same time, launch a new one. Unfortunately, its engine is still the second generation, and it is not equipped with the latest MG6 15C4E engine, otherwise the efficiency should be further improved. Maybe SAIC means save it for another time. Considering the current sales of hybrid models, it doesn't want to invest so much at once.
Fourth, PHEV super brain, another direction of intelligent driving?
At the beginning, it was mentioned that some readers marveled at the combination ability of this system and the map and found it very easy to use. What's going on here? Is this eMG's? 6 HCU intelligent hybrid central controller.
It can perform the following operations through the controller. In addition to adjusting the power system, it can also carry out intelligent identification of road conditions, data navigation with energy path planning, trip summary and quantitative income. Theoretically, this system can control all aspects, plan the route according to the road conditions, plan the energy distribution, that is, how to cooperate with electricity and oil, summarize after the trip is completed, and the system can complete self-learning.
The official view is that IEM intelligent energy management based on map and radar directly combines the user's trip with the power and distribution of the system, but the specific degree of completion is still unknown. However, from the feedback of readers, it seems to be more useful.
Personally, I think this can become a new direction of new energy vehicles. After all, the mileage anxiety of new energy vehicles is objective. Although PHEV vehicles do not rely entirely on batteries, the efficiency will be greatly reduced without electricity. Doing a good job in energy planning can greatly alleviate this problem.
Jeju tubercle
Under the pressure of national policies, the technology of new energy vehicles has shown an explosive trend in recent years. Three years ago, we were still cheering for the cruising range of more than 400km, and now there are models that can achieve the cruising range of 700km+. Strong mixing, light mixing and insertion mixing are also developing simultaneously. From eMG? Judging from the development in recent years, it can be said that it is step by step. At present, it seems that the next development direction has been found, which will increase the output and sales of the engine and improve the overall driving efficiency of the system.
However, in Che Jujun's view, if it is not for the green card, PHEV mode is not recommended, after all, the price is high. eMG？ The price of the new energy version is more than 40 thousand yuan higher than that of the normal version, and it is also higher than that of the Toyota/Honda hybrid A-class car. The hybrid power systems in the two fields are not only more mature, but also adopt the technology of shallow charging and shallow discharging, and the battery capacity is only 1kWh. Power battery has low cost and longer service life. To experience the same situation, the preservation rate and later cost advantages are great.
If you really want to choose PHEV mode, eMG? It seems that the year-on-year comparison is not bad, at least our compatriot Roewe i6 New Energy is still using the previous generation system.
This article comes from car home, the author of the car manufacturer, and does not represent car home's position.