How 4×4 hybrid drives redefine the driving dynamics

How 4x4 hybrid drives redefine the driving dynamics

Why do you make winter tests with hybrid drives? It brings many insights into traction and driving safety – and by way of experience, what it has with friction values on different tracks. Both shows how the new drive types of ways to have an electrified, quiet, economical and very smooth redefinition of driving dynamics.

In the fairly remote Arjeplog, good 900 km north of Stockholm, all-year automobile manufacturers and suppliers meet so-called winter tests. Regularly, the company Magna Powertrain, which offers solutions for the entire drive train, is almost quasi from the gearbox to the driven settings.

Magna Powertrain is known as the designer of various four-wheeled vehicles, for example the G-Class of Mercedes, which runs from the band at Magna Steyr in Graz. He was also in Sweden, but the main actor was another: the hybrid demonstration vehicle E2 in the simple dress of the BMW 2er Active Tourer, in front with the known BMW series three-cylinder with 100 kW and hybrid gears, rear with electrified rear axle. The transmission in P2.5-Arrangement Integrated E-motor makes a maximum of 80 kW, the engine of the rear, electrically powered axis (P4), 160 kW. For standard hybrid export as BMW Active Tourer 225xe (Test) we have a driving report.

Wish program via software

The special feature of this vehicle: By tablet app, different drives can be simulated during the ride: 48V and high-volume bid, different services of the front and rear E-motors, front or four-wheel drive and torque vectoring through a long-term or transverse distribution of the Torque between front and rear axle or the two hindrades. The test track consists of different courses, which are prepared every few hours on a frozen lake. Essentially, they offer the possibility, traction and curve behavior, in other words, to test long and transverse dynamics with a defined friction value.

We were able to try some variants with the E2, first with conventional front drive, so only with internal combustion engine. How to expect is performance of potentially 100 kW not approaching on the roughened ice in propulsion. In the next step, the passing Magna developer switched on the front electric motor and the rear E-axis, he simulated a 48V-Vradhybrid with 100 + 25 + 25 kW.

The realization: Even with only 25 kW on the rear axle, the traction will be better in such a way that it was completely genuated the most foralemate salhers. Who stole strong gradients ride in the country, wants more, but who really does that? Noticed on the edge: simulated 25 kW currently correspond to the maximum feasible at 48 V, otherwise the high-powered too much – for more power is therefore a high-volume solution sensible.

More performance alone brings nothing

Next attempt, by software highly regulated to 100 + 80 kW front, but again without driven rear axle. The result: On the roughened ice, the additional power at the front axle absolutely nothing brings nothing, the front wheels are moved in sliding friction over. Although the high-voltage front hybrid drive offers more potential for energy recovery in everyday traffic, but with slippery strain ratios no benefit for better traction. Do not disqualify him – who traveling in snow-armed areas, certainly does not necessarily need all-wheel, unless he puts value on a lot of driving dynamics.

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