Schaeffler applies cookies to secure an optimal use. With the further use of this website you accept the application of cookies. More Information

48 V Hybridization

48 V Hybridization

A Smart Upgrade for the Powertrain

I. Introduction

II. 48 volt architecture

Figure 1 Various 48 volt architectures and the associated functionalities

Figure 2 Possible combinations of hybrid architecture and accessory drives on the internal combustion engine side

Figure 3 Simulated CO₂ savings in a PO and P1 hybridization compared with a basic vehicle in the WLTC

Figure 4 Design of the coaxial 48 volt P2 hybrid module with dry disconnect clutch K0

Figure 5 Cross-section through the coaxial 48 volt P2 hybrid module with damper on the engine side combined with either dry disconnect/double clutch option (left) or wet triple clutch (right)

Figure 6 P2 hybrid module with belt (left) and chain (right) for parallel axis installation

Figure 7 Simulated CO₂ savings by P2 hybrids when using a parallel axis and coaxial 48 volt hybrid module

Figure 8 Construction of the single-speed (1+N) hybrid module for a 48 volt P3 hybridization (without optional multi-disk clutch for AWD)

Figure 9 Construction of two-speed (2 + N) electric axle for a 48 volt P4 hybridization

Figure 10 Simulated CO₂ savings on a P3 hybrid using a single-speed hybrid module on the transmission output and a P4 hybrid (based on FWD and AWD) with a two-speed electric axle

III. Functional optimization

Figure 11 Measured times to achieving an acceleration from sailing of 0.25 m/s2 on the rails of the driver’s seat for various 48 volt architectures with and without additional starter system

Figure 12 Simulation of a restart from electric driving with a 48 V P2 hybrid with and without additional starter system

IV. Summary and outlook

The digital version of the Schaeffler Symposium 2018 “Mobility for Tomorrow” conference transcript