energies

Article
Comparative Analysis of Technical Route and Market
Development for Light-Duty PHEV in China and
the US
Baodi Zhang 1,2 , Fuyuan Yang 1, *, Lan Teng 3 , Minggao Ouyang 1 , Kunfang Guo 1 , Weifeng Li 1
and Jiuyu Du 1
1 State Key Laboratory of Automotive Safety and Energy, School of Vehicle and Mobility, Tsinghua University,
Beijing 100084, China; [email protected] (B.Z.); [email protected] (M.O.);
[email protected] (K.G.); [email protected] (W.L.); [email protected] (J.D.)
2 School of Mechanical, Electronic and Control Engineering, Beijing Jiaotong University, Beijing 100044, China
3 School of Economics and Management, Beijing Jiaotong University, Beijing 100044, China;
[email protected]
* Correspondence: [email protected]; Tel.: +86-10-62795828




Received: 25 August 2019; Accepted: 30 September 2019; Published: 30 September 2019


Abstract: China and the US have become the world’s largest plug-in hybrid electric vehicle (PHEV)
markets. Powertrain architecture is the framework of PHEV technology which represents its technical
route. The research on the market development and technical route of Chinese and American PHEV
is helpful to grasp the internal law of the global PHEV market and technology situation, and thus
is significant to lay out a development strategy and technical route but has not been sufficiently
studied. Therefore, an evaluation method of three dimensions combining market sales, powertrain
architectures and performance indexes was proposed for comparative analysis, and PHEV mainstream
architectures were put forward. Besides, qualitative evaluation levels from nine dimensions were
built for architecture analysis, and fuel consumption to curb weight (FC2CW) as an indicator was
introduced for economy evaluation. Some conclusions can be drawn: (a) The most mainstream
architecture in sales volume is four-wheel drive (4WD) Bridge, and that in models’ amount is P2 in
China, while those respectively are PS and P2 in the US. This reflects that a difference exists between
the choice of the consumers and that of the automakers, and another difference also exists between
the two countries. (b) With the phasing down of subsidies, the single-motor parallel architecture may
become the first choice of China’s next technical route, while the 4WD Bridge will still be the main
architecture for sports utility vehicles (SUVs) or sports car. (c) Among the models of the top five sales,
the types and sales of SUVs in China are significantly more, however, the fuel economy rankings
of theirs in the US are relatively better. (d) It is difficult to distinguish which architecture has the
absolute best economy, but the fuel economy of the series type in the two markets is not very good.

Keywords: plug-in hybrid electric vehicle; architecture; fuel economy; market share; technical route;
performance evaluation

1. Introduction
Plug-in hybrid electric vehicles (PHEVs) can take advantage of both external electrical energy
and hybrid powertrain to reduce fuel consumption (FC). It is recognized as one of the most effective
energy-saving and emission reduction schemes [1,2]. Currently in China, new energy vehicles (NEVs)
include battery electric vehicles (BEVs), PHEVs and fuel cell electric vehicles (FCEVs) [3,4]. The
range-extended electric vehicle (REEV) belongs to a kind of PHEVs since it also has a pluggable hybrid
powertrain. The sales of FCEVs could almost be negligible so far. Therefore, the discussion on NEVs

Energies 2019, 12, 3753; doi:10.3390/en12193753 www.mdpi.com/journal/energies

Energies 2019, 12, 3753 2 of 23

in this paper does not cover FCEVs. This paper focuses on light-duty PHEVs, including sedans and
sports utility vehicles (SUVs).
PHEVs and BEVs together, also called plug-in electric vehicles (PEVs), have been energetically
developed by many countries for the reduction of oil consumption and the construction of national
energy security [5]. Before 2011, the development of PEVs was very slow, basically in the stage of
technology accumulation. Since 2011, the development of PEVs of many countries has been able to
claim to be market-scale. Based on this, the market share data can only just be found. Subsequently,
technological breakthrough, industrial chain improvement, product richness and policy-supporting
interact with each other, and finally, reflect on the increasing market production and sales. By 2018,
China had been the world’s largest producer and seller of NEVs for four consecutive years [6]. The
sales of NEVs in China and the US accounted for more than 70% of the global NEV market in 2018 [7],
and China and the US are the two largest automobile production and sales countries in the world. It
can be said that the analysis on the NEVs of China and the US market development and technology
has extensive reference significance for all countries in the world [8], which is one of the reasons for
this research.
The research about the NEV market mainly focuses on analysis of market penetration [9],
incentive policies [10], NEVs’ cost of ownership [11] and full life-cycle cost [12,13], as well as consumer
preferences [14]. In a nutshell, the analysis of market conditions, market-related policies, costs and
choices of market subjects. The market penetration or market share is often used to characterize
the development situation of the NEV market. For example, Du et al. [1] analyzed the market
penetration rate of PEVs, which indicate the dominant position of national policies on the developed
process, and found that the development of charging infrastructure cannot keep up with the market
penetration. Gnann et al. [15] studied 40 market diffusion models, and pointed out that the main
influencing factors in the US are purchasing price and operating cost, while those of the energy price
and charging infrastructure in Germany Policies play a key role in the initial market of NEVs. For
instance, Rietmann et al. [16] investigated the impact of incentive policies in 20 countries on the market
share of electric vehicles (EVs), and established a covariance model indicating that various incentive
policies have positive impacts on the market shares of EVs. In the research on the impacts of policies on
the NEV market, the policy research in China, the US, Japan and European countries are hotspots [17].
These policies can be classified into financial subsidy policies, infrastructure promotion policies, and
R&D investments [18]. Specific measures such as subsidies, taxes, investments, and infrastructure
pricing standards still need to be continuously optimized [19]. In the research directly targeting the NEV
market subject, the cost and consumer behavior are the main focuses, including establishing a total cost
of ownership (TCO) model to measure the cost of different NEVs [20], establishing a cost-effectiveness
and energy consumption model to evaluate the potential development direction [21], and considering
the preferences of consumers. Like other emerging industries, the initial development of the NEV
market faces many difficulties, such as high battery cost [22], inadequate charging infrastructure, short
driving range, and even local protectionism [23], etc. The situation of NEVs today is basically formed
and dominated by stimulus factors such as monetary incentives, traffic regulations, and charging
infrastructure incentives. In the above research on the NEV market, few studies have analyzed the
NEV market combined with technology, which makes the researches more biased towards the market
situation and out of the technical situation in the market. Although there was a small amount of
literature such as References [1,6] which explored technical indicators, they were all limited to the
statistics of basic vehicle parameters, such as the maximum speed. They had not provided an in-depth
analysis for the complicated and diverse PHEV technical routes in combination with market conditions,
which is one of the problems to be solved in this paper.
Among the PHEV-related technologies, the architecture design [24,25], component sizing [26]
and control strategy [27] are the core technologies. The design and selection of the architecture is
the overall framework of other PHEV technologies. Therefore, the architecture of PHEV represents
its technical route and is the primary problem in the development of a powertrain [28]. Unlike the
Energies 2019, 12, 3753 3 of 23

concise powertrain of traditional cars and BEVs, there are many different types of hybrid systems that
lead to different operation modes and energy flows, which ultimately lead to different powertrains’
performance and cost. The three types of architectures: Series, parallel, and compound, which are
divided according to the connection form of components, have been analyzed in plenty of studies [29].
However, this classification was not detailed enough to describe the specific powertrain structure.
A classification based on the degree of hybridization is also a common method. The performance
of different architectures were compared and analyzed among micro, mild, full and plug-in hybrid
powertrains [30], while this classification could only describe the ratio of electric power to mechanical
power, but not visually describe the specific structure. There are a number of studies comparing
different variants of a basic architecture in detail. For instance, the power split type was divided
into input-split, output-split and compound-split variants [31]. Ngo et al. [32] analyzed the potential
37 parallel architectures. Although these studies about structures are exhaustive, it is difficult to
combine analysis with the actual market, and there is also a lack of performance comparison of different
detailed architectures in the market. Some researchers have redesigned different architectures for
different application scenarios [33,34], or used various kinds of mechanical systems for powertrains [35].
These studies provided new architecture design ideas, however, have not combined with market data
for analysis.
Although the hybrid powertrain architectures have vast varieties, the diversity may end up
focusing on several leading designs that are best suited [36]. Several typical hybrid systems that have
a large market share might finally be the focusing points [37], for instance, Toyota Hybrid System
(THS) [38], Honda Intelligent Multi Mode Drive (IMMD) [39], General Motor two modes [40], etc.
In these studies of numerous architectures, three problems exist: Firstly, there is a lack of a unified
classification method to characterize the specific structure of the hybrid powertrain. In recent years,
a method to describe the specific architecture by adopting the position of the motor has appeared,
named P0—P4 systems [41,42], which can well represent the specific structural form and are widely
used in automobile manufacturers. This paper will draw on such method and expand it. Secondly, few
studies have combined the architecture classification with market data and analyzed the mainstream
architectures of the market. Although Reference [43] referred to the main architecture, there was still a
lack of relevant data to support the analysis. Thus, there was no explanation for how to extract the
mainstream architectures [37]. Therefore, the analysis on the architectures needs to be combined with
the market data, and the mainstream architectures need to be determined. Thirdly, most of the research
has been based on the optimization theory to compare architectures and lacked test performance
comparison on the actual market. When comparing analysis, they mainly used the simulation method,
maintaining the same dynamic property and all electric range (AER) under the same driving cycle,
adopting the global optimization algorithm, and comparing the energy consumption. The global
optimization algorithm was always used to eliminate the bias caused by non-optimal control [44]. In
order to make up for the lack of comparison of only single objective performance, Reference [45] further
optimized multiple objectives and simultaneously optimized the parameters and control strategies
to explore performance potential for different architectures. However, these findings were mainly
based on the optimization theory. These calculation conditions are difficult to achieve in the actual
development process, so differences exist consequentially between the real performance and these
theoretical analyses. This paper will use the real PHEV models on the market and the actual measured
performance data to analyze the architecture, in order to make up for the theoretical deficiencies.
A summary of the literature review is shown in Table 1. To compensate for the shortcomings
of the above research, this paper analyzes the sales of models in the market in China and the US,
classifies the detailed architectures, compares the measured performance, proposes the mainstream
architectures, and offers deep insight into the technical routes and performance. This research focuses
on: (1) in-depth evaluation of the trends and composition characteristics of the PHEV market in
China and the US, (2) classification and multi-dimensional evaluation of the detailed architectures,
Energies 2019, 12, 3753 4 of 23

and proposition of the mainstream architectures, and (3) analysis of the architectures and models in
combination with performance.

Table 1. Summary of the literature review.

Category Focus Method Comment

Market penetration [1];
Market conditions [9]; Market share [16];
Market-related policies [10]; Market model [15]; (1) Few analyses combined
Market
Costs [11–13]; Cost model [20–23]; market and technology;
Choices of market subjects [14] Policy review [10,16–19]; (2) Lack of test performance
Policy and market model [16] comparison of detailed
Architecture classification and architectures of models in the
selection [28–31,42,43]; market;
Architecture design [24,25]; (3) Lack of a unified
Architecture design [32–34];
Technology Component sizing [26]; classification method to
Performance simulation [35,37];
Control strategy [27] characterize models in market
Optimization and
comparison [2,41,44,45]
Combined market and Parameter and market Parameter data Lack of analysis on
technology comparison comparison [1,6] architectures and market data.

The rest of this paper is organized as follows: Section 2 discusses the development trend and
market composition of PHEVs in China and the US. Section 3 shows the detailed PHEV architectures
classification based on motor position, and proposes the mainstream architectures of PHEV in the
Chinese and American markets. In Section 4, technical performance indicators are analyzed in
combination with market data and architectures. The main conclusions and findings are summarized
in Section 5.

2. Analysis of the PHEV Market Development

2.1. Development Trend

The oil shock and environmental pollution are common, serious problems that every country
needs to face together. The automobile industry is one of the major contributors to oil consumption and
pollution emissions [46]. Studies have shown that emissions account for more than 20% of particulate
matter (PM) 2.5 emissions [47,48]. In 2018, China’s automobile sales volume was 28.08 million, and the
US sold 17.33 million [49]. They are respectively the world’s first and second largest automobile sales
markets. Therefore, the development of automobile energy transformation in China and the US plays
a decisive role in the world’s energy conservation and emission reduction.
In order to save energy, reduce emissions and protect national energy security, both the Chinese
and American governments have formulated development plans and targets for NEVs, provided a large
amount of technical research and development funding support, subsidized automobile manufacturers
or users, and implemented stricter emissions regulatory restrictions. In the past ten years, the NEV
technology has gradually matured and been quickly introduced into the market. It will be an important
planning node for China’s NEV development by 2020, and also a symbolic year for the US’s PHEV by
2022. National policies play a critical part in this period [50].
PHEVs and BEVs are the two most important components in the market development of NEVs.
PHEVs have long been recognized as the most major transitional product before the breakthrough in
battery technology. Figure 1 show the development of sales of PHEVs and NEVs in China and the
US from 2011 to 2018. By 2018, sales of PHEVs in China and the US reached 271- and 120-thousand
respectively, accounting for 0.97% and 0.69% of all native automobile sales. Over the past eight years,
PHEVs sales in China have increased by 105 times, and 16 times in the US. China’s PHEV and NEVs
sales have surpassed the US’s in terms of quantity, market share, and growth rate, which is related to the
Chinese government’s urgency to build national energy security and to change the dependence on foreign
oil, of which the proportion reached 70%. The lines in Figure 1c show that the proportion of PHEV in
NEV has been fluctuating. China’s PHEV is always below 40% in NEV, and this proportion is lower than
the US’s, because China’s BEVs are developing faster. The sales of A00-class BEVs account for 60% of the
Energies 2019, 12, 3753 5 of 23

total, since the purchase threshold is low, and the subsidies can be attained. PHEVs are mainly A-class
and B-class vehicles, and the technical and purchase threshold are high. In addition, the sales of NEVs
are mainly in first-tier cities, however, several local governments, such as Beijing, have imposed traffic
restrictions and a license plate lottery for PHEVs, which cannot enjoy preferential policy.

Figure 1. Plug-in hybrid electric vehicle (PHEV) and new energy vehicle (NEV) sales and market share
in the Chinese market and the US market: (a) PHEV sales, (b) NEV market share, (c) the ratio of PHEV
to NEV sales.

It is also worth noting that China’s PHEV sales in 2018 increased by 117%, compared to the
previous year. This may be related to the reduction of purchase subsidies for BEVs with 300 km
below AER in 2018, which is a challenge for many A00-class models. In addition to technological
development of PHEV and the increasing models in the past two years, the proportion of PHEV is
on the rise. At present, the subsidies for BEVs in the two countries are based on the battery capacity.
With the gradually decrease of the subsidies, the proportion of PHEV to NEV sales in China is likely
to increase. However, local government’s policies purchase restrictions and limit line remain the
main factors. The development trend and market share of PHEVs and BEVs are still not the natural
adjustment of the market, but the result of the orientation of government policy.

2.2. Composition Characteristics

In order to understand the composition and characteristics of the PHEV market in China and the
US, the statistical analysis on sales, manufacturers and models of 2018 was conducted. In 2018, there
were 34 and 29 models with statistical sales data in the PHEV market in China and the US respectively,
including domestic and joint ventures and imported cars. As shown in Figure 2, a few models occupy
the majority of the sales volume in the both markets. The total sales volume proportion of the top five
models reach 65.24% and 64.73% in China and the US separately, which is basically close. The top 10
sales account for 87.79% and 81.98% in China and the US respectively, and China is slightly higher.
Energies 2019, 12, 3753 6 of 23

Build Your Dream (BYD) occupies the top three sales volume of China’s PHEV models. The top 10 are
all domestic independently produced models, which are made by four manufacturers of BYD, Shanghai
Automotive Industry Corporation (SAIC), Geely and Bavarian Motor Works (BMW) Brilliance. BMW
Brilliance is a Sino-German joint venture. In comparison, the top two models in the US are produced
by Japan’s Toyota and Honda, which accounted for 36.81% of total sales. Besides, the manufactures
of the top ten models also include the US’s Chevrolet Chrysler and Ford, Germany’s BMW, Japan’s
Mitsubishi and South Korea’s Kia, which are more abundant. The top three manufacturers of PHEV
sales in China’s market are BYD, SAIC and BMW, and those are Toyota, Honda and BMW in the US’s
market. Although the sales of single BMW models are not in the top three, there are many BMW
models with good sales in both markets.

Figure 2. PHEV models and manufacturers in (a) China’s market and (b) the US market, in 2018.
Energies 2019, 12, 3753 7 of 23

3. Analysis of PHEV Technical Route

3.1. Classification of Architectures

3.1.1. Classification Method

PHEV and hybrid electric vehicles (HEV) have basically the same powertrain system architectures.
According to the coupling relationship between electrical and mechanical energy, the architectures
can be divided into three basic types: Series, parallel and compound, which include various specific
deformation structures, as mentioned above [2,4–6,12,14,17,24–35,37,39–46,51,52]. In order to accurately
describe the specific architecture forms, analyze the performance characteristics of the hybrid system,
and accurately plan the products’ processes for the enterprise, BorgWarner proposed a method based on
motor position in the powertrain for representing their product planning, which is widely accepted by
the industry and is commonly used to express the detailed architectures of hybrid powertrain systems.
As shown in Figure 3, the power system can be divided into the following types according to the
position of the motor:

Figure 3. Hybrid system architectures classified by motor position [53].

P0: The motor is connected to the engine through a belt and is located at the front end of the
engine, also known as belt-driven starter/generator (BSG) technology.
P1: The motor is directly connected to the engine crankshaft or at the position of the engine
flywheel, also known as integrated starter/generator (ISG) technology.
P2: The motor is in the middle of the engine and gearbox, after the C0 clutch, at the input of the
gearbox, and decoupled from the engine by the C0 clutch.
P3: The motor is located at the output of the gearbox and connected to the output shaft
through gears.
P4: The motor directly drives the wheel on the other drive shaft, that is, if the engine drives the
front axle, then the motor is on the rear axle.
PS: Two motors are connected by planetary gears and integrated in the gearbox, named power
split (PS) technology.
In addition, in the Chinese market, there is a type of powertrain that puts the position of the motor
in the middle of the gearbox, such as in the front of a set of gears in the dual clutch transmission (DCT),
called the P2.5 system by the manufacture.
The P0–P4 motor only represents the basic structure, respectively. There are various types formed
by combining different motors together.

3.1.2. Architectures of Models

In order to explain the technical route of the PHEV in the Chinese and American markets in
detail, the models of typical hybrid models which appeared are summarized according to the basic
architecture classification, coupling mode, motor position and common name in Table 2. Although the
early BSG micro hybrid system using P0 motor and the ISG light hybrid system using P1 motor are not
PHEV, they do represent the typical hybrid system architectures, so they are also included in the table.
Energies 2019, 12, 3753 8 of 23

Table 2. Detailed classification of typical HEV models and architectures.

Basic Category Mixed Mode Motor Position Common Name Applied Model
Nissan Note e-Power, BMW i3,
Series Electric coupling “P1 + P3” Series
GAC GA5
P0 BSG/BSA GM Saturn VUE, Mazda CX-5
Honda Insight 2001, Honda
P1 ISG/Single clutch parallel Civic 2003, Honda Accord 2005,
Mercedes Benz S400
Audi A3 e-Tron, BMW 330e,
BMW 530e, BMW X5, VW Golf
GTE, SVW Passat, Mercedes
Mechanical Benz E00, Mercedes Benz S550,
Parallel coupling P2 Parallel P2/Dual clutch parallel
Infiniti Q50, Hyundai Sonata 9,
Hyundai Ioniq, Honda Fit, Kia
Niro, Kia Optima, CHANA
EADO, Chery Exeed TX
Lynk 01 Jin Lite, Geely Bo Rui
P2.5 Parallel P2.5
GE
P3 Parallel P3/Rear parallel BYD Qin
P4 - -
BMW X1, BMW i8, GWM WEY
P0 + P4
P8, MINI Cooper
P1 + P4 Volvo S60L, Volvo XC90 T8
BYD Song 1st DM, BYD Tang
P3 + P4 DM 1st Gen, BYD Yuan DM 1st
4WD Bridge/“P4+” Gen
BYD Tang DM 2nd Gen, BYD
P0 + P3 + P4 Series-Parallel/Combined Qin Pro DM, Mitsubishi
hybrid Outlander
P1 + P3 + P4 CHANA CS75
Electric and
Compound mechanical P1 + P4 + P4 Honda Acura NSX
coupling
Honda Clarity, Honda Accord,
P1 + P3 GAC Trumpchi GS4, BYD
Non-“P4+” F3DM
SAIC Roewe e550, SAIC Roewe
P1 + P2
e950, SAIC Roewe eRX5
Toyota Prius Prime, Ford
Fusion Energi, Chrysler
Pacifica, GM Cadillac CT6, GM
PS Power split
Velite5, Subaru Crosstek,
Chevrolet Volt, Changan Ford
Mondeo, Geely Emgrand
BSA: Belt-Driven Starter/Alternator; BSG: Belt-Driven Starter/Generator; BMW: Bavarian Motor Works; BYD: Build
Your Dream; CHANA: Changan Auto; DM: Dual Mode; GAC: Guangzhou Automobile Company; GM: General
Motors; GWM: Great Wall Motors; ISG: Integrated Starter/Generator; PS: Power Split; SVW: Shanghai Volkswagen;
VW: Volkswagen; 4WD: Four-Wheel Driven.

In Table 2, the series hybrid system based on electrical coupling has fewer models. From the
perspective of the motor position, the series system has “P1” and “P3” position motors, because P1 + P3
statement always refers to a combined parallel system, so a quotation mark is added here to represent
a series system.
In the parallel hybrid power system with mechanical coupling, P0 and P1 systems do not have
the capability of pure electric drive when used alone. The P0 system is mostly the BSG micro-hybrid
system developed in the early stage, which can achieve the quick start and stop of the engine, cancel
the idle speed, etc. The parallel P1 system is usually an ISG system and has a single clutch, becoming a
single clutch parallel system. The motor is in front of the clutch, whose rotor is usually connected with
the flywheel of the engine. The most typical applied models are Honda’s early Insight 2001 with an
Integrated Motor Assist (IMA) power system and the Mercedes-Benz S400. If the pure electric mode is
executed, the engine is driven reversely by the motor with energy consumption, so the motor often
only assists the engine to adjust torque, starts the engine quickly, and generates electricity, rarely alone
in PHEV system.
The P4 position motor is impossible to be used alone, since this way can only rely on the braking
energy recovery to replenish the battery power. Without the extra motor connected to the engine, the
P4 system will not be able to replenish the battery continuously for the balance of State of Charge
(SOC). The P4 motor is often used together with motors in other positions, such as the P0, P1 and P3
motor. The engine and motors compose a system to drive the front axle, and the P4 motor drives the
Energies 2019, 12, 3753 9 of 23

rear axle, which forms a four-wheel electric driven powertrain, also named four-wheel drive (4WD)
Bridge or “P4+” system in this study.
Therefore, in the PHEV models with single-motor parallel hybrid systems, the most applied ones
are P2, P2.5 and P3 systems, because the P2 system often uses dual clutches, also known as the dual
clutches parallel system. If only a single clutch is used, there usually should be a torque converter
between the motor and the gearbox, such as the Mercedes Benz S550. The P2 system is mainly adopted
in many European, Korean and parts of Chinese models. P2.5 has only been proposed by China’s
Geely and Lynk. Since the details of some models are not exposed, it may not be found in other models.
The application of the P3 motor alone is principally the first generation of BYD Qin, also known as the
rear parallel hybrid system.
One compound hybrid system in which two or more parallel positions are combined, and is not
a planetary PS system, is called a series-parallel (S-P) or combined hybrid system. The combined
hybrid can be divided into a 4WD Bridge system characterized by “P4+” motors and a non-“P4+” S-P
system. The 4WD Bridge is mostly applied in the SUVs or super sports models produced by BYD,
BMW and Volvo.
In the 4WD Bridge system, the P0 + P4 and P1 + P4 motors system use the P0 and P1 motor to
control the start and stop of the engine and use the engine to drag the motor to recharge the battery
for supplying P4 motor power sufficiently. The P1 motor can also adjust engine output torque. The
architecture of P3 + P4 motors is mainly applied on BYD’s first-generation DM power system, which
not only utilizes BYD’s early P3 single-motor parallel system for realizing the engine torque adjustment
and start-up, but also increases a P4 motor to become electric 4WD for improving power and response
speed. The P0 + P3 + P4 three-motor system is mainly represented by BYD’s second-generation DM
system. Based on the P3 + P4 system, the P0 motor is added to reduce the difficulty of quick start and
stop control with only a P3 motor, and to improve ride and speed. In another three-motor architecture
adopting P1 + P4 + P4 motors, two P4 motors are wheel motors independently driven by the rear
wheels. The system is applied in a sports car to make full use of the ground adhesion and improve
the power.
In the non-"P4+" S-P system, the most typical applications are the Honda’s Intelligent Multi Mode
Drive (IMMD) with the P1 + P3 motors and the SAIC’s electric drive unit (EDU) system with the
P1 + P2 motors. Combining the P1 motor with the P2 or P3 motor, the P1 position motor can be used
for rapid start and stop, torque change of engine or battery charging. The whole system only has one
or two sets more of clutch devices than the series architecture.
The other compound hybrid system which is necessary to be separately classified and analyzed
is the PS system. The planetary gears are the main components connecting the two motors. This
architecture is mainly applied in models of Japanese and American automobile companies with good
performance. The Toyota Prius with a single-mode PS system and the Chevrolet Volt with a two-mode
PS system are the typical representatives.

3.2. Proposition of Mainstream Architectures

The architecture of a hybrid powertrain represents the choice of its technical route, which is the
overall route to be determined for the development of the hybrid system [54], relating to the performance
of the vehicle, and the platform and resource investment of the automobile manufacturer [55]. Once
the choice is determined, the power system framework of the next three to five years cannot be easily
changed, so it is necessary to classify and analyze the typical architecture of PHEV models in the
Chinese and American markets.
Sales volume represents the comprehensive strength of the hybrid power system in models,
reflecting performance, appearance and price, and so on. The models number represents the ability of
the power system to be applied in different models and the universality of technical route choices in
different manufactures, reflecting powertrain architecture selections and understandings of multiple
research and development (R&D) teams. Therefore, in order to analyze the technical routes of the
Energies 2019, 12, 3753 10 of 23

Chinese and American PHEV markets and propose the mainstream architectures, all models and
architectures in 2018 in China and the US market were counted and analyzed. The statistics were made
according to the number of models and sales volume of each architecture.
As shown in Figure 4, the S-P system in the form of the 4WD Bridge reaches 50% in the Chinese
market. The total of the 4WD Bridge and non-“P4+”, that is, all of the S-P or combined hybrid
system sales volume accounts for about 77%, and the total number of models adopting the architecture
accounts for 50%. Next, it is remarkable to see that the total number of models utilizing P2 architecture
in the Chinese market is 32%, and the sales volume is about 11%. However, in the US market, there are
significant differences that show that the sales volume of the PS system is the largest, accounting for
49%, followed by P2 accounting for 26%. In terms of the models number, 52% of the models choose the
P2 architecture as the technical route in the US, and S-P models totally account for 24%, which is close
to 21% of PS models.

Figure 4. Proportions of different architectures in 2018.

Therefore, there is a difference between which architectures are achieving higher sales in the
market and which architectures automakers are offering. A difference also exists between China and
the US. The most mainstream architecture in sales volume is the 4WD Bridge, that in the models’
amount is P2 in China’s market, and those respectively are PS and P2 in the US market. This reflects
that a difference exists between the choice of consumers and that of automakers, and another difference
also exists between China and the US. There may be a disconnect between the consumers’ preferences
and the incentives that automakers are facing to design their vehicles. Besides, the proportion of series
architecture is very little. The P2.5 architecture is only proposed and applied in the Chinese market.
The P3 single-motor parallel system has already withdrawn from the market.

3.3. Multi-Dimensional Comparative Analysis

In order to understand the performance of various PHEV architectures, the performance and their
advantages and disadvantages can be qualitatively analyzed based on the structural form, the position
and function of motor and engine, and so on, so that the developer can arrange the powertrain system
according to the existing resources and models.
As mentioned above, there is no P0, P1 and P4 single-motor parallel hybrid system for PHEV.
Table 3 analyzes the possible existing PHEV power systems. To illustrate the characteristics, the “P4+”
and non-“P4+” in S-P systems are listed separately for analysis, as shown in Table 3.
 365 365
366 361
361
361 366 365
typical 365
362
363
366
typical 362
363365
architecture Table
typical 364
365
362
363
architecture
is 365
362
363
366
3and
typical 362
analyzes
363
architecture
qualitatively
is 366
typical Table
366
Table
architecture sthe
qualitatively
is 3and3.
architecture
evaluated
typical typical 362
possible
363
qualitatively
is 365
362
Qualitative
363
analyzes
evaluated
qualitatively
architecture
from
architecture existing
sis the Table
evaluated 365
362
evaluation
363
possible
qualitatively
thefrom
is PHEV
aspects
is
evaluated
typical362
3and
363
the analyzes
Tab
existing
qualitatively
from
qualitatively power
aspects
evaluated
of multi-dimensional
eits
architecture
the from
typical3and the
anasystems.
aspects
economy
of
evaluated PHEV possible
evaluated
thefrom
its yzes
architecture
aspects
is
economy
of power
thethe
aTo
qualitatively
fromand
its from performance
existing
poss
illustrate
aspects
economy
of
dynamic
the systems.
and
isits
athe b e9evaluated
PHEV
ex
qualitatively
economy
of
aspectsdynamic
aspects
and
itsthe for
To
st
ofeconomyPHEV
9characteristics,
ng
power
illustrate
dynamic
ofand
its PHEV
evaluated
from
its architectures.
systems.
dynamic
economyeconomy
and
the power
the chara
the
dynamic
9aspects
from
and aTo
and sys
th
364 364 AsTable
Asment
364mentAs ment
oned
oned
364
performance, 366364
performance, “P4+”
oned
above
above
cost, 364Table
above
there
cost,
and there
364
performance,
“P4+” and 3and
Table
non-“P4+”
sthere
“P4+”
technical analyzes
no “P4+”
P0
sQualitative
no
technical
performance, 3and
Table
P0no
cost,
non-“P4+” analyzes
P1
“P4+”
difficultyin
P1P0 366
the
and 3and
S-P
364
performance,
and
non-“P4+”
cost, analyzes
possible
non-“P4+”
P1P4
364
difficulty the
systems
and
P4
technical
in Table
ng possible
P4
performance,
non-“P4+”
S-P
performance,
ofand cost,
of
“P4+”
systems
powertrainin existing
the
“P4+”
are
in 3and
powertrain
S-P S-P
and analyzes
possible
listed
sdifficulty
e-motor
stechnical
ng ng
e-motorsystems
in
cost,
performance, areexisting
e-motor
control PHEV
systems
“P4+”
para non-“P4+”
separately
para
technical
cost,
non-“P4+”
S-P and
difficulty of control
listed and
systemsare
andexisting
ethe
Table
para
“P4+”PHEV
power
are
hybr possible
elisted
powertrain hybr
difficulty
technical
separately
technical
cost, of in and
are
assembly,e3and
listed
S-P
powertrainPHEV
power
analyzes
non-“P4+”
in
for systems.
S-P
hybr
d
listed existing
analysis,
dseparately
system separately
system
assembly,
control
of
systems power
systems
d systems.
difficulty
non-“P4+”
difficulty
technicalfor in
system
forthe
powertrain
separately
analysis,
total
control ToS-P
as
for
and
are
for
of PHEV
illustrate
possible
of
of systems.
are
for
PHEVshown
insystems
for
PHEV
total To
listed
assembly,
listed powertrain
analysis,
S-P
as
powertrain
difficulty and control
for of power
illustrate
analysis,
PHEV
shownin existing
the
To
separately
are
Table
separately
systems
analysis,
assembly,
of as aand illustrate
ascharacteristics,
systems.
listed
total athe
shown
3.
control
shown
in
control
powertrain are PHEV
assembly,
Table
asforof character
separately
for
listed
shown
in
and in
and the
To
analysis,
total 3.Table pow
analys
Tabl9dyn
illu
asse
separ
in
assemb
controlof chato
3. T
365
366 366 365
366
typical 3.365
Table
366
363 365
Qualitative
3.
Table
366
architecture Qualitative
typical
363 365
366
is
363 365
evaluation
3.Table
Qualitative
366
363
typical evaluation
3.
architecture Table
qualitatively
363 typicalof 365
architecturemulti-dimensional
evaluation
3.
Table
is
typical
Table
Qualitative
of 3.
architecture
evaluated
typical
qualitatively
is
363 365
multi-dimensional
evaluation
3. of
Qualitative
Qualitative
366
363
qualitatively
architecture
architecturefrom
typical
is evaluated
is 365
multi-dimensional
evaluation
of
performance
multi-dimensional
363
qualitatively
the evaluation
evaluation
Table
366
Table
architecture
aspects
is of
performance
evaluated
typical 3. multi-dimensional
3.
qualitatively
from
363
qualitatively
forperformance
Qualitative
Qualitative
of
evaluated
of of
architecture
the is
from
its PHEV
typical multi-dimensional
for
multi-dimensional performance
qualitatively
aspects
economy
evaluated evaluated
thefromarchitectures.
PHEV evaluation
evaluation for
architecture
aspects
isof performance
the architectures.
PHEV
qualitatively
fromand
its of
evaluated
from for
aspects
economy
of
dynamic
the isofperformance
Each
performance
its
thearchitectures.
PHEVmulti-dimensional
for
multi-dimensional
qualitatively
economy
aspectsofaspects Each
architectures.
PHEV
evaluated
from
and
its offor
economy
the for
dynamic
of
itsandEach
architectures.
PHEV PHEV
aspects
evaluated
from
its dynamic
economy
performance
Each
performance
economy
and
the ofarchitectu
architectures.
dynamicEach
aspects
from
its
and and
econfor
dynth
367
362
362
365 367
362
Tab e
Tab performance,
Tab
3
e ana
365 typical
365
3 e
ana 3 367
performance,
ana
yzes
365
yzes 367
364
theyzes
dimensions.
dimensions. 365
the “P4+”
cost,
performance,
poss and
the
posscost,
364
365 b 367
and
“P4+”
poss
e
365
b ex
e
dimensions.non-“P4+”
performance,
technical
andcost,
364
ex and
“P4+”
bst 367
performance,
e
dimensions.
Table ng
st ex
ng
3. 367
“P4+”
technical
and
difficulty
Table
cost,
performance,
364
non-“P4+”
and
“P4+”
st
PHEV ng
PHEVand
in
Qualitative
3. 367
S-P
performance,
technical
and
364 non-“P4+”
non-“P4+”
and
PHEV
365
dimensions.
Table in
power systems
difficulty
cost,
oftechnical
365
power powertrain
Qualitative
and
difficulty
cost,
non-“P4+”
S-P 364
“P4+”
power “P4+”
cost,
of
systems
dimensions.
dimensions.
evaluation
3.
Table
and
systems
in are
in
technical
powertrain
S-P
systems
isQualitative
S-P
and
dimensions.
evaluation
3.
Table listed
difficulty
and in
systems and
technical
systems364
are
To
Qualitative
ofthe systems
performance,
of control “P4+”
non-“P4+”
non-“P4+”
S-P
To separately
powertrain
technical
difficulty
of control
listed and
systems
Toare
ustrate
multi-dimensional
evaluation
3.architecture
Table
Qualitative “P4+”
ustrate and
are
powertrain
performance,
difficulty difficulty
3.364
cost,
separately
listed
in
multi-dimensional
evaluation listed
assembly,
of non-“P4+”
control
and
are
ustrate
the in
S-Pfor
and
the
Qualitative
Table S-P
powertrain
and
of analysis,
separately
listed separately
assembly,
systems systems
control
of
and
technical
cost,
a
non-“P4+”
character for
the
character
multi-dimensional
evaluation performance
3. n
powertrain
powertrain
364 total
assembly,
separately
analysis,
character
multi-dimensional
Qualitative
evaluation
Table S-P
control
and
and
areas
a
for
st
performance
of are
cs
st for
shown
insystems
total
listed
analysis,
cs listed
difficultyanalysis,
technical
assembly,
9
controland
S-P
as
multi-dimensional
3.for
control
a
for
st
the the
performance
Qualitative
of
shown
cs in
total separately
are
Table
assembly,
9 of
and
separately
systems
evaluation
Table
ofPHEV analysis,
as
the as
difficulty
aand
of
shown
multi-dimensional
for
performance
3. in sted
shown
are 3.
powertrain
total
9Table
architectures.
PHEV
Qualitativeas
evaluation
offor for separate
for
assembly,
assembly, aofof
total
listed
shown
in
performance
9 in analys
analysis,
3.
multi-dimensioTable
architectures.
PHEV for Tabl
powertr
acontro
of
a
total
separ
in
evaluati
of
perform
Each
archite
PHEV
mult y
3.
for
9to
T
366
367 367 366
367
performance,366
typical
367
364 366
architecture
typical
architecture
367
cost, is
366
367
performance,
and 366
typical
architecture
qualitatively
367
iscost,
performance,
technical
364
typical
performance,366
architecture
qualitatively
andiscost,
architecture
evaluated
typical typical
qualitatively
difficulty is
performance,
technical
performance, and cost,366
evaluated
qualitatively
architecture
367
of from
architecture
technical
364
evaluated
powertrain
performance,
and
difficulty
cost, cost, is
and 366
qualitatively
thefrom
typical
367
technical aspects
is
evaluated
typical
difficulty
364 and qualitatively
from
qualitatively
performance,
ofcontrol
technical
aspects
evaluated
of
powertrain
technical
cost, architecture
difficulty
of the
and from
its
powertrainaspects
economy
performance,
difficulty
of
evaluated evaluated
the
difficulty
technical
cost,
assembly,from
ofcontrolits
is aspects
iseconomy
of
powertrain
and
of
the
qualitatively
and
its
a from
qualitatively
from
control
of
and aspects
difficulty
technical
cost, economy
of
dynamic
the
powertrain
powertraintotal and
assembly,
control
and
andits
the
of of economy
of
aspectsdynamic
9aspects
evaluatedevaluated
difficultyand
technicalits
assembly,
control a of
powertrain
and
control economy
dynamic
total ofand
from
its
assembly,
and of from
its
difficulty
aand
of dynamic
9economy
economy
the
powertrain
total
control and
the
aaspects
assembly,
assembly, ofof dynamic
9aspects
totaland
and and
powertraof
acontro
of dyn
asse
total 9to
363 363
363
366 366
“P4+” dimensions.
366
“P4+”
and
“P4+” and 366
and
non-“P4+”
non-“P4+”364
dimensions.
365366
non-“P4+” n S-P364
dimensions.
365
366
dimensions.
Table
366 364
365
3.
ntechnical
S-P
systems dimensions.
systems
are dimensions.
365
Qualitative Table
are
sted 364
dimensions.
365
evaluation
366 3.
366
sted
separate Qualitative365
separate of
ytechnical
for anay 364
dimensions.
365
multi-dimensional
evaluation
Table forys 3.
ana
sofcontrol
as dimensions.
Qualitative
Table
ys of
shown 365
multi-dimensional
performance
3.
sarchitecture
as Qualitative
shown 365
evaluation
nqualitatively
Tab n Tabfor
epowertrain
3assembly,evaluation
ofperformance
PHEV
eofmulti-dimensional
3control architectures.
of multi-dimensional
for PHEV performance
Eacharchitectu pe
367nand S-P systems
Table
typical 3. are
Table
typical sted
Qualitative
architecture 3.
Table
typical separate
Qualitative
architecture evaluation
3.
ispowertrain
typical yispowertrain
Qualitative
architecture
qualitatively for
evaluation
Table
typical ofana
of
architecture
qualitatively
is ys
multi-dimensional
evaluation
3. Qualitative
of sand
architecture
evaluated
typical
qualitatively
is as shown
multi-dimensional
of
evaluated Table
qualitatively
from
typical
ispowertrain ncontrol
multi-dimensional
evaluation performance
evaluated
the 3.
fromTab
architecture
aaspects
is equalitatively
Qualitative
of
evaluated
typical
the 3and
performance
from multi-dimensional
aaspectsforperformance
evaluated evaluation
PHEV
architecture
the
9isfrom
its
typical for
aqualitatively
aspects
economy
of architectures.
PHEV
evaluated
thefrom
its of
for
architecture
aspectsperformance
multi-dimensio
ispowertrain
economy
of the architectures.
PHEV
qualitatively
9and
its evaluated
from
aaspects
economy
of
dynamic
9and Each
archite
isits
thequalit
econ
aof for
dyn
asp
ev
fro a
367 367
performance,
dimensions. 367
performance,
364
365
Typical
cost,
performance,
cost,
367
dimensions.
364
Typical 364 367
performance,
364
and
dimensions.
365
cost,
364
performance,
Economy
dimensions.
Typical 367
technical
and
difficulty
cost,
performance,
technical
performance,
Economy and
dimensions.
dimensions. 364 367
difficulty
cost,
oftechnical
364
365
Typical
and
difficulty
cost, cost,
of
Economy
dimensions. and 367
difficulty
andperformance,
performance,
364
365
Economy
Typical
control
technical powertrain
technical
dimensions.
364
difficulty powertrain
difficulty
Economy cost, difficulty
cost,
assembly,
of
Technical
dimensions. control
and
eEconomy
and
ofassembly,
Economy of
and
technical
Technical technical
powertrain
Difficultytotal
Economy control of total
difficulty
difficulty
Difficulty assembly,
Technical and
control
of total
of
Technical assembly,
9and
of aand
of total
powertrain
Difficulty assembly,
assembly,
Technical of
Difficulty total
controlcontro
Technica of
aTechn
total
Diffi a9to
367 367 dimensions.
367 Typical 365
366
367 Typical
dimensions.367 367 365
366
dimensions.
Table
typical
367ηη 365
3.
366
Table
typical Qualitative
performance,
dimensions. Economy
Typical
3.
dimensions. 366
Table
architecture
typical Table
Qualitative
typical
architecture
performance,
Economy
3. 365
evaluation
366
Table
is
367
typical
cost,
3.qualitatively
performance,
dimensions.
dimensions.
Qualitative
Qualitative
architecture
367
architecture
is
and
Economy cost,
Typical
366
evaluation
3.
performance,
ofis
Qualitative
architecture evaluation
Table
qualitatively
typical
technical
and
Dynamic
Economy cost, isofand
evaluated
typical
performance,
Dynamic
Economy 365
multi-dimensional
evaluation
Table
366
is
technical Typical
dimensions.
dimensions.
3.of
qualitatively
qualitatively architecture
evaluated Qualitative
multi-dimensional
evaluation
3. Qualitative
qualitatively
difficulty
cost,performance,
Cost technical
Economy and
Tab
ofevaluated
architecture
from
typical
difficulty
Economy cost,
Cost of
multi-dimensional
366
multi-dimensional
of
Dynamic
Technical
performance
from 3multi-dimensional
Table
typical
technicalis Qua
evaluation
evaluation
evaluated
the is
evaluated
powertrain 366
qualitatively
performance,
and
difficultythe
cost,
of
Technical from
technical
afrom
performance
architecture
aspects3. ve
Qualitative
qualitativelyof
architecture
aspects
powertrain
difficulty
and
Cost
Difficulty the
Technical
for
from
performance,
of
control
Dynamic
Economy
eva
ofperformance
performance PHEVmulti-dimensional
ua
multi-dimensional
isits
the for
aspects
powertrain
technical
cost,
Difficultyevaluated
of
difficulty the is
control
and its on
performancearchitectures.
evaluation
PHEV
qualitatively
economy
aspects
evaluated o from
for of
qualitatively
aspects
economy
of
powertrain
performance,
Dynamic
Technical its
difficulty
technical
cost,
assembly,
control
Dynamic
Difficulty and
Cost
Economy
Technical
mu
for PHEV
economy
of
powertrain
and thed
architectures.
PHEV
and of
for and
its
assembly,
Difficulty control
of
and
Cost
mens
performance
Each
performance
evaluated
from
its architectu
multi-dimensio
architectures.
PHEV
dynamic
economy
the
evaluated
aspects
economy
difficulty
technical
cost,
a dynamic
and
powertrain
total
Cost
Technical
Technical assembly,
Difficulty
ona
control
and
anda Each
archite
aspects
from and
Diffiac
of
Difficulof of
dyn
total
diffic
tech
pe
for
th
fro
asse
9 po
a
364 364 Tab
364 365
366
e Architecture 365
366
Architecture ηtypical
Typical
365
366 365
366 Typical
365
366
Architecture η
ηmu
architecture Typical
Architecture Eηmu
typical ηmens
Typical
365
366
Typical
365
366
EE
Architecture
is η
e qualitatively
architecture E ηη 365
366
Architecture
Architecture ηper
is
evaluated
typical ηqualitatively
ηArchitecture
Eand365
366 η
Typical
E
qualitatively ηpowertrain
ηCost
Earchitecture
fromyp ηE
Control EηDynamic
ηpowertrain
caevaluated
the η
Typical
Control
arch ηec
aspects ηE E
Assembly
istechnical E
qualitatively
ec from
ure ofη
Cost
Assembly
sits
the Edifficulty
Edifficulty
Control
E
quaeconomy
aspects
evaluated E
Dynamic
Assembly
aqualitatively
ve of Control
ydifficulty
and eva
from
its dynamic
ua
economy
the
ed Control
Cost
Contr
Assem
9aspects
rom and ah
Tab 3eTab
3Quae
Qua
Typical3 367
aQuave
a ve 367
a
evaeva
η
ve
eua
Typical eva
ua
η 367
typical
performance,
onmon eua
o o
Economy
performance,
dimensions.
η
Typical η η
on 367
typical
architecture
cost,
mu o d
performance,
dsm
dimensions.
η
Typical
E η η 367
typical
architecture
performance,
and
remens
d
cost,
ds d
Economy
performance,
dimensions.
η
Typical
is
technical
ona
andmens
isre
η
Typical
E E η
ona
cost, 367
architecture
mqualitatively
cost,
Dynamic
per
Economy is
ona
pertypical
technical
dimensions.
e
η EE
and
is
η η
difficulty
cost,
ds and
Dynamic
ormanceormance
Economy
performance, 367
qualitatively
istechnical
performance,
technical
dimensions.
Typical
m
η E
e ds
E η
η
architecture
evaluated
Cost
difficulty
re Economy
η
mof
Dynamic
ormanceor or PHEV
Economy
technical
eis
dimensions.
Eη
Typical
re
E η
PHEV367
eevaluated
performance,
Dynamic
or
Technical
difficulty
cost, of
ds mis
E E
from
typical
difficulty
cost, is
and eevaluated
Cost
PHEV
arch and
Dynamic
arch
Economy
performance,
difficulty
m re
Typical
E e of
ds
dimensions.Eη 367
qualitatively
the from
ds
E
architecture
control
of ecaspects
technical
cost,
Cost
Dynamic
arch
ures
Difficulty
powertrain
is
m
m re
η
the
ures
Technical
of refrom
powertrain
ec and
and
Dynamic
Economy
control ds
dimensions.
ds
η η
aspects
evaluated
of
isCost
ures
Each Each the
Technical
powertrain
cost, is
control
and
is re
η
re Control
its
technical
assembly, aspects
economy
of
control
Cost
Each
DifficultyCost
Economy
Technical
dimensions.
E 11 η
is from
its aand
Difficulty
technical
assembly,
control
isandpowertrain
E
Assembly
economy
of the
and
its
powertrain
total
Technical
E
evaluated
aspects
economy
dynamic
assembly,
Dynamic ofof
Difficulty
assembly,
Technical and
difficulty
a total and
powertr
assembly,
E
control
a aof
contro
Dyna
Techn
Diffi
of
Difficul of dyn
9fro
Co
total po a
to
Energies
365 365 ypyp
365 366
Architecture
367
12, 3753Architecture
2019,Architecture
366
367 s 366
367 366
367Architecture
366
367
performance, EconomyArchitecture
cost,Architecture
366
367
performance,
Economy and 366
Architecture
367
technical
Economy Dynamic
cost, 366
367
difficulty
and 366
367
Architecture
Cost
performance, Dynamic
technical
of Control
powertrain
per Architecture
Dynamic
difficulty
cost,
ormance Control
Cost Dynamic
and Assembly
control
of Control
Cost
technical
cos Assembly
Dynamic
powertrain
and
and Control
Cost Assembly
difficulty
assembly,
echn Dynamic
control ofAssembly
Control
Cost
ca of
d23
Control
aand Control
Assembly
Dynamic
powertrain
total
cu Cost
assembly,
y ofo Assemb
9 Assem
powerDyna
contro
a Co arto
sηperformance,
█ aperformance,
▄ y▁ cost,
performance,
█ ▄and
ηcost,
▄ ηEconomy
technical
█ and
▁ cost, Economy
performance,
█technical
▄ and
▄ Economy
difficulty
s▄ █ Economy
technical █ Technical
EEdssdifficulty
cost,
η▁ so▄of ▄ s▄▄ Technical
ηpowertrain
performance,
and
difficulty
ηisη▁ Difficulty
oftechnical█ Technical
Economy
Dynamic
powertrain
η▄of▄ Economy
controlDifficulty
▄Technical
powertrain
cost,
difficulty
ccontrol
█
▁ and
▁ Difficulty
Cost TechnicalDifficulty
technical
assembly,
cof
control
▄and
▄ powertrainTechnical
Technical Difficulty
assembly,
▁ and
difficulty
a▁ ▄total
assembly,
Econtrola▁ Diffi
Difficul
ofof
total
9po
▁ ▁
e m e ds m e re ds m e is re ds m e isre ds m e isre ds m is re ds is re e is m e ds m re ds is re is
cayp Typical Typical
ca ecarch
caArchitecture
arch
Series
arch Series
ure
ec ureec η█
Typical
ure
qua qua a▄
sdimensions. Typical
qua Series
aveve
dimensions. η ▁ η
Typical
ve
yArchitecture
yeva
dimensions.
eva▄
dimensions.
ua ηTypical
ua η
eva
ed ed █ η
Typical
Series
ua
rom
dimensions. █ ed
rom ▄η
Erom
he ▄
Series
he e
Series
aspec ηdimensions.
dimensions. ▁
he
aspec η
m
η ▄
sTypical
aspec
o
Series▄█
Typical
o ds
ηdimensions.
█
economy E▁
re
█ ▁
economy
dimensions.
Eeconomy
is
▄
and ▄ ▄
Eand ▁
dynam ▁
and
dynam█ η▄ηCost ▄
dynam cη Ere▄ █
▁ η ▄ ▄ ▁ ▄
reη eη mηis
Architecture Architecture Series E
ds e Architecture
E
re Architecture e Architecture
E E Architecture Control E
Architecturere E eAssembly
E
Control E
eControl
is Assembly Control EControl
Assembly E
Control
reAssembly AssemblContr
Assem
366 366 perper
366 367
Series 367Series 367
█
η
e
367
Series ▄
dimensions.367
m
█
ηParallel
η caη
Series
dimensions.
▄ ▁ ▄
ηds▄ █
η
Typical ▄
Series ▁
η 367
ηds▄
dimensions.
dimensions.
E ▄ █
η
Series
yTypical o367
m e is dsmDynamic
█ ▄η▁
Series
dimensions.
▄ E E
▄ ▄
ηds▄
yTypical█
η █ ▄
Era
▄E ▁
▄
η▄ η█367
mDynamic
dsEconomy
▄ e
Typical █
η █ ▄ 367
▁
▄ Cost
isremds
▄
η
η
dimensions.
dimensions.E E
Dynamic
Economy
η▄
Typical █η▁▄
Series
E E
re Cost
▄ dη e ds Dynamic
Economy
▁ ▄
mens▄
Typical █
▁re
E▄
is m Cost
▄▄ ons Dynamic
Economy
▄
y█
ηSeries
dimensions.
E █
Eη ▁ ds isCost
aη█
E▄
Typical oη
m Dynamic
Dynamic
Economy
▄
y▁ oη ▁
re
▄ o█ η▁▄ dsEconomy
▄
▁ ▁
oTypical ▄ Cost
m
oE ▄ Cost
Technical
▄ 9▁ ▄▁ isDynamic
dsEconomy
█ Technical
Typical
EControl ▁▄
▁ Dynamic
Difficulty
Technical
▁▁ ▄█ Economy Cost
Difficul
▁Assemb
is Techn
▁▄▄ Co D▁
▄
e ▄ e▄ ▄ ▄ ▄ isdsre▄ ▄ ▁ re▄
is▄ ▄ ▄ ▁
per
ormance ormance
Architecture
ormance Architecture
Parallel coscos
Parallel
P2 cos
and▄
Architecture
and P2 and ▄
Architecture
echnechn ca echn ▄
e Parallel
d ca
Architecture
d P2 cu ▄
cudreP2
y
e Architecture e ▄
ocu
Architecture
power
isre▄
Parallel powero eP2 ▄ ▄
power n
ra
Parallel
mParallel
ncon
P2▄ra
con n
ro
reP2 ▁ ▄
con
Architecture
Architecture
Parallel ro▄and andro
P2 ▄E
assemb
Control and
assemb ▄ assemb
Control ▄
yeAssembly
▄ ▄ ▄a▄
aControl ▄ ads▄
aAssembly
▁ ▄ ▄
9aE
oControl
▄ ▄ ▄
9reAssembly E▁is▄
Control
▄ Assembly ▄ ▁
Control
▄ ▄
Assembly
▄ ▄Assem
▁ ▄
Series █ e
Series ▄m
Series ▁ m
█ ▄
Series ▄ █
m
█ ▁
Series ▄ █ Economy
▄
is
▁
▄
re
█▄
dsm
Economy
Series █ █ ▄is
▄▁ mds
▄ m
Economy █▁Economy
▄
Series ▄ █ ▁ ds
Economy ▄ █
▁ ▄ ▄▄ Dynamic
re
▄
e is
█
Series█ ▁ █▄isDynamic
m
▄▁m
Economy▄ ▁
▄ Cost
Economy█ Dynamic
▁▄Technical
▄
█
ds
▁ ▄Cost
▄▄ Dynamic
Economy
re
▁
Technical ▄▁ ▄ █Cost
isDynamic
Difficulty
Economy▁▄
Technical Cost
Technical
▁ ▄▄
Difficulty █Dynamic
▁
Technical Cost
DifficulDiffi
▁ ▁ ▄
D▁
▄
367 367 d mens
367 d mens Parallel
dons
mens
Table Parallel
P2
ons
ons3.Parallel
Qualitative ▄
Parallel
P2
▄ ▄ Typical
▄
Parallel
█P2
▄
evaluation ▄▄▄ ▄
Typical
Parallel
of█P2
Architecture
█ ▄
▄ ▄ ▄ ▄
Typical
P2
Parallel Typical
Series▄ ▄
Parallel
Architecture
▄ ▄
multi-dimensional ▄▄ ▄ η ▄
P2
Architecture
█ ▄
Typical P2▄ η
▄ ▄ η▄
Architecture
▄ ▄▄
performance▄
▄ η
▄ η
▄ ▄▄
▄ η ▁
▄
TypicalE η
▄
Parallel
Architecture
▄ █
▄ ▄▄ ▄▄η
Typical
for ▄ η ▄ ▁
Architecture
▄ ▄ e▄
PHEV █E E▄
P2η▄ η ▄η
Typical
▄
Parallel
re█
▄ ds▄ ▄ ▄ ▁▄
E▄
E η
▄ η▄▄
Typical
Architecture
is▄
architectures. ▄ P2
▄ η▄
▁
▄▄
E
▄ E
e▄
η
▄▄ ▄ ▄η
Each ▄▄
▄ ▁
▄
▄EE
Architecture ▄
▄ η
▄η
typical ▄ ▁
Control
▄▁ ▄
E η
▁
▄▄ ▄E▄
Architecture η
Controlη
▄
▄▄
▄ ▄E ▄η
Assembly
is▄ ▄▄E▄▄
Control η η
Assembl▄ ▄
E
Contr
is▄
η▁
A▄
▄ E
Parallel
Series SeriesP2.5
P2.5 █ Series Parallel
▄ █ ▁ ▄ P2.5
Parallel
Series ▄
Series ▁
P2.5▄ Parallel
██
Series ▄ ▁
Series▄▄ e█P2.5
Parallel
█ █
Parallel
▄
Economy▁
▄m█▄ e P2.5█ █▄ ▄ ▄P2.5
▁
▄
Parallel
ds e▄
m Series
η ▄ █ ▁▄ ▄
dsP2.5
Economy
Series
re m ▁ ▄▄
Dynamic
is█
▄ ▁ ▄▄
█
m e▄ ██
Dynamicη▄ ▄
▁ █
▄
reds ▄m Cost▄▁
Dynamic
η ▄
Dynamic
is▁
▁▄
re Cost
Economy
ds ▄▁▄ m▄
▁
Dynamic▄ ▁
Technical
is
η
e▄
re Cost
ds▄ ▄
Cost
█ ▄
is▁
Economy █Cost
Difficulty
m ▁▁
re Dynamic ▄
Dynamic
▁
Technical
e ds
η▄ ▄ m▁ re ▄
Dyna
▁
Cost
eDiffi
ds Co ▄▁ m
η η▄ η η▄ η█
Parallel
Parallel P2 Parallel
Parallel
P2.5 ▄ Architecture
Parallel
▄
P2.5 ▄
█ Typical
Parallel
P2 Architecture
▄
Parallel
P2.5
▄
▄
▄ █ ▄
Parallel
▄
Parallel
▄ P2.5
Economy ▄
P2 Architecture
Typical ▄
Economy
▄
Typical
Parallel
▄
Parallel
▄ █ ▄
P2
▄
P2.5
Parallel
▄ e▄
▄
Typical
Parallel
Architecture ▄
▄
Economy
▄
▄ η ▄
P2
Architecture█
P2.5
▄
▄
Typical
▄ P2.5P2 ▄
▄
η
▄
▄ ▄
▄
η▄
Parallel
▄▄
█
Economy
eof▄
▄
▄ η
▄
▄ Eηds▄
▄
e▄
▄ █ ▄
▄ η
P2
Architecture
▄
Typical e▄
▁
▄
█
Parallel
▄
Technical
Parallel
Architecture mη
▄
Typical
E E
▄
▄
▄▄
Economy
Technical
▄
▄η ▄
▄ ▄
▄
Difficulty
▄
▄
Technical
▄
▁
Difficul
E
P2.5
Dynamic▄
P2
E▄is▄
η▄ D ▄
Parallel
re▄
▄
▄
▄
▄
▄
▄
ηDynamic
Typical
E
Parallel
Architecture ree▄
▁▄
E ▄
E
▄ ▄
▄ eη
Architecture
▄ is▄
▄
E▄
Typical
▄
P2.5▄P2
Cost █▁
▄
▄
▄
▁
Em▄
▄ is▄
η
▄ ▄▄
Dynamic
▄
▄ ▄ ▄
▄
▄
▁
eControl
▄▄
▄
▄
▁
E▄ ▄
▄
▄ E▄
e▄
▁▄re ▄
Control ▄
E
Cost ηη
▁
▄ ▄
is▄
▁
▄
▄
▄
▄ is η
EControl
Assembly ▄
▄
▁
E
▄ ▄
Control
▄ re ▄
Assembly
Dynamic
▄ ▁
Control▄
▄ E▄ E
▄ ▄
▄ Assembl ▄
Assem
E▄
Dyna
▄
isCo
▁
▄
A ▄
▄
architecture P3is qualitatively ▄ Architecture ▄ ▄
evaluated ▄ from ▄ the aspects ▄ its economy ▁ ▄ and▄ ▄ dynamic ▄ ▄ ▄ ▁ ▄ ▄▄ ▄ ▄▄ ▄ ▁ ▄▄
▄ ▁ ▄ ▁ ▄▄ ▁
em ds rem is ds isperformance, ds cost,
m ds reis
Parallel Parallel P3
▄ Parallel
▄ ▄ ▄ ▄
Parallel P3
Series
▄ ▄ ▄ P3▄ ηParallel
Series
▄ ▄ ▄ ▄ █
▄
η▄ ▄ P3
Parallel
Series ▄ ▄▄η▄ █
Parallel
m
▄ Series η
▄P3
▄▁
▄ ▄ ▄▄ ▄ █
P3
Parallel Series
η▁
▄ ▄ ▄ ▁re
▄ ▄ ▄
ds
▄ m█
P3 η ▄ ▁ █ ▄
Series
▄ ▁
▄ ds
▄ ▄█ ▁█ ▄ η
▄▄ ▄▁▄
re
▄
m
Series
▄ η █
Dynamic
▄▁
▄█ ▄ ▁
▄
ds Cost
η ▄
▁
η▄Dynamic
▄ ▁█
Series
▄ ▄ ▄ ▄re█
η ▁
Cost
▄ ▄▁ █
▁ ▄
η
▁ ▄ m▄ ▄Cost
Series▄ █
Dynamic
▄ ▄
ds█ ▄ ▄ ▁▄ ▄ ▁
▄ █ ▁Cost▄
▁█
▁ ▁ ▄
▁ ▄ ▄
Parallel
Parallel
Typical
Typical
Parallel
Parallel
P2
P2.5
Typical
Parallel
P3 Bridge
Parallel
P2
▄
Parallel
▄
Parallel
P3
Parallel
█
▄
P2
Economy
Parallel
P2.5
▄
Parallel
P3 Economy ▄ Parallel
Architecture
Series ▄ ▄
P2
▄
Economy
Parallel
P2.5
▄
Parallel
P3Bridge ▄ Parallel
Architecture
Parallel
▄ ▄ █
▄
Parallel
P2
Parallel
▄
▄
█
P3
Parallel
e ▄
Architecture
P2.5
Parallel ▄ ▄ P2
Architecture
▄
Series P2.5
▄ █
▄
P3 ▄
e▄P3
m P2.5P2
▄ η
▄
▄ ▄
Parallel
▄
▁ η▄▄█
ds e ▄ ▄
█ η
▄
▄
Eη
▄ █ ▄
P2.5 η
Parallel
Architecture
e▄ ▄ ▄ re
Parallel
▄
█
Architecture
Parallel
▁
▄
Parallel E
m η
E
▄
▄
█ ▄▄ ▄
▄η
is ▄
▄ ▄P2
m▄ ▄
Technical
▁ 9▁
ds E
Technical
P2.5 P2
E
▄▄
P3is▄
η▄ █
Architecture
Parallelds▄▄
reParallel
E▄
▄η
Technical ree▁ ▄E
▄ ▄ ▄
Difficulty
E
Architecture
▄ ▄
█ is▄ e η E
▄
P2.5
█ ▄
Difficulty
▄ m ▄
P3is █▄
▄
▁
▁E m▄ is▄
η
▄
Difficulty▄▄ ds▄ ▄
█ ▄
▄
▁ ▄
▄ ds▄
Control
▁▁ E ▄
▄
▁ █
▄ m
E▄
e▄ ▄
Control
▁re ▄
E
▁ η▄
▁ ▄
is▄
▁ ▄ m▄
d
E
▄
Assembly
█▁ Control
is η
▄
▁
E
▄ ▄
Control
▄Assembly ▄
▄
▁▄ ▄
Control▄
▄ E E
▄
▄
█ ▄
▁ Assembl Assem
E
▄▁ ▄
is ▁ ▄
A
▄ ▄
▁
▄
and
4WD
Parallel
technical
4WD
Bridge
Parallel
P2.5
difficulty
▄█ 4WD
Parallel
P2.5 ██ of
█
▄
Parallel
P2.5
powertrain █
Bridge
4WD █ Series
Parallel
▄ █ ▄
Parallel
P2.5 ▄ █ █
Parallel
▄
Parallel P2█
control
Series
4WD█
▄
P2.5
Parallel ▄ █ █
▄ ▄ █
▄█and
Series
Bridge
█
Parallel
P2
█
P2.5 4WD
Dynamic
▄ P2.5 █4WD
Dynamic
▄ ▄▄
▄
█ █m
assembly,
█ █
▄Bridge
Parallel
▄ P2
Dynamic
▄█ █ ▁
▄
Bridge
▄ ▄█ █
▄
4WD ▄
ds
▄ █ m
Parallel
Cost
█ ▄
Parallel █
▄aCost
P2
etotal
Series
█
▄
█
Parallel █ ▄
▄
█ █ █
▄ ▁
Series
▄
Bridge
re
▄ ▄ ▄
ds
▄
Cost▄
of
█▄
P2
P2.5 █
Parallel
▄ █
▄ █
▄
█
P2.5 ▄
▄▄ ▁
dimensions.
▄
▄ █ █ ▄ █
▄ ▄█
▄
█ Series
█ P2
▄█
▄ ▄ ▄▄ █
▄▄▄
re▄
█
Parallel▄
█ ▄ Series
▄ █ ▄██
▄
▄█
▄ █ █▄ ▄ ▁
▄
█
▄▄▄ P2 █ ▄
▁
▄
█ █
Parallel
▄ ▄ ▄█
▄
▄ ▄
▄
█
▄ █
▄ ▄
▄
re█
▄ ▄ ▄ ▄
▁▄ █ P2 █
▄
█
▄ ▄
█
▄ █▄
Parallel
▄ ▄ ▄ ▄ ▄ ▄ █
▄▄▄
ds▄
█▄ ▄
█
▄ P2 █
▄ █ ▁▁
▄
█▄ ▄
▄ ▄
▄
re
▄ ▄█
▄ ▄
▁
█
▄█
▁
▄▄ █
▄ ▄
▄ █
▄ ▄
Parallel
Architecture
ArchitectureArchitecture P3 Bridge ηParallel
η ηBridge
▄
█ η η
▄
Parallel
█ P3 ηηBridge
mSeries
█ η
▄
█ █ ▄
Parallel
P3
█ Eη4WD ▄
█EParallel
█ ▄
█ ▄
█ ▄
EEBridge
P3
Parallel█ ESeries
█ ▄
█ ▄
P3
██ ▄
█EP3 █ ▄
█▄ ▄
▁
█ ▄
Parallel
█ ▄▄ █ ▄
█▁ ▄
█ ▄ ▄
█ P3
█ ▁
▄
Parallel
█ ▄ ▄
█ ▄
▁ ▄
Series
█ ▄ ▄ ▄
Control
█ ▄
▁
█ Control
█ █ ▄
P3 ▄
▁
█ ▄ ▄
Parallel▄
Control
█ █ Ser ▁
█▄
█ ▄ ▄
Assembly
█ █ ▄
es ▄ ▄P3
Assembly
▄ █ █ ▄
█▁
▁
█ ▄
Assembly▄
█ ▁▄ ▄
█ ▄▄
▁
█ ▄
█ ▁
█▄
█ ▄ ▄
▁
█ ▄ ▄
█ ▄
█ ▁
▄ ▁
▁ ▁
▄ ▄
▁ ▄▄ ▄▄ ▁▄
▁ ▄ ▄▄ ▁▁ ▁▄ ▄ ▄ ▁
▁▄ ▄▁
██▄ ▁
▄ ▁
▄
4WDNon-“P4+”
Parallel
Bridge
4WD
Non-“P4+”
Parallel
P3
4WD
▄█ 4WD
Parallel
P3
mParallel
█ █
Non-“P4+”
▄ ▄
Parallel
P3 ▄
4WD
m
Parallel▄
dSeries
dParallel
█ █
Non-“P4+” P2
▄
Parallel
P3
dBridge
Parallel
▄ █
Parallel
▄ P2
P2.5
▄ ▄
Parallel
▄
Series
4WDParallel
█
Non-“P4+”
▄
P3
Parallel▄ █ ▄
Parallel
▄ ▄ ▄
█
P2.5▄
Parallel
P2
█
▄
P3
Series
Bridge
▄ ▄
P2
Non-“P4+”
P3 █
▄ ▄▄
█ ▄
█
▄▄ ▄
▄█
P2
Non-“P4+”
Parallel
P2.5▄
▄
█
▄ ▄▄
▄
█ ▄
▄
▄ ▄
██
Parallel
▄
Non-“P4+”
Parallel
▄ ▄P2.5
Parallel▄
▄ ▄
Series
4WD Parallel
█
▁
▄ █
Parallel ▄
▄ █ ▄
█
▄ ▄
▄█
▄ ▄ ▄
█ ▄
Bridge
█P2
▄
P2.5 ▄
█
Parallel
P3 ▄ █
▁ ▄
▄
█ ▄
▄█
P2
▄
P3
4WD
▄
▄
▄
▄
Parallel
█ ▄
▄
▄
▄
▄█ █
P2.5 ▁▄
▄ █
▄
▄
Bridge
▄▄ ▄
█
Parallel
▄▄▄
Parallel▄
█
▄
Series
▄
P2▄ ▄▄
▄
▁
█
▁
▁▄
▄ ▄ ▄ ▄ ▄
█
▄ █
P2.5
▄ ▄ P2 █ ▄ ▁
▄
█▄ ▄
▄
Parallel
▄ ▄ ▁█
▄
▁ ▄
▄
▄
▄
▄
▄ ▄
▄ ▄
▄ ▄ ▄
▄ ▁
▄█ ▄█
P2.5
▁ ▄
█
▄
▁
▄
█
▁
▄
█
Parallel
▁
█
▄
▄ ▄ ▄ █
▄▄
▄ ▁ █
▄
▄
▁
█
▄
█
▄ █▄ ▄
▄
P2.5
▄
█
▄
▄
▄ █ ▄▄█
▄
▄ ▄
▄ █
▄ █
▄
▄
▁ ▄▄ ▁
█
▄
▁▄
▄▁ ▄█ █
▁
▁
█
▄
▄
▁ ▄
4WD
Non-“P4+” BridgeNon-“P4+” 4WD
█ █
██
Non-“P4+” Bridge
▄ 4WD
█ █
Parallel
█
▄ █
Non-“P4+”
Parallel ▁ ▄ █
Bridge
█4WD
▁ █
Parallel █
P2▄
█
Non-“P4+”
P2.5 ▁ █
Economy
4WD
▄Bridge
▄ █ █
█
Parallel
P2
Non-“P4+”4WD█
▄
█
▄█ ▄ █
Bridge
Parallel█
Non-“P4+”
Parallel █ ▄ █
█ █
Bridge
▄▄█
█
Parallel
P2 █ P2 █
▄4WD █
▄▄ █
▄
█
▄▄ █
▄█
P2█ Bridge █
▄
█
▄ █
█
▄▄ █
▄
▄ █
▄█ █
█▄
Parallel▄ 4WD █
▄
Parallel
█ ▄
Non-“P4+” ▄ █
▄
█
▄ █
▄█ █
▄ ▄ █
▄ █
Bridge
▄P2 █
▄█
█
▄ ▁▄ █
▄
P2
▄ █
4WD
▄
█
▄ ▁ █
Para █
▄
▄
Non-“P4+”█
▄▁
▄ █
██
▄ █ █
█
▄ █
Bridge
▄ e▄
▄ ▄
Parallel▄ █ █
▄P2 ▁ █
▄
██
Technical
▁
▄▄▁ █ █
▄ ▄█▄ P2 █
▄
█
▄ ▁█
▄
█
▄ █
▄
▄ █
Difficulty
█▄ ▄ █
▄
▄ ▄ █
▄
█ █
▄
▄ █
▁█ █
▄ █
▁
▄ █
▄
█
▄ ██ ▄▁
█
▄ █
▄
▄ ▄ █
▄▄
▄ █
▄
▄ █ ▄█ ▄ █
▄
█
▄ █
▄ ▁█
▄▄ ██ ▁
█
▄ █
▄
▄
Ser Ser
Typical es
PS Ser
es
Architecture
4WDPS
es
██ Bridge █ηe█
█ █ PS Parallel
█ █
Parallel
█ █ηm█
Parallel
█ ▄ P2.5
█
Parallel
█ P3█ █
█ █ █Parallel
▄
█ PS
█ ▄
P2.5
▄
██
Parallel
P3
█Ere██
P2.5 █ ██
▄
█ █▄
PS▄
P2.5
▄ Eis PS
Parallel
█ P3 █
█ █▄
▄
█ ▄
█ █
Parallel
▄ ▄
Parallel
█ ▄
Dynamic
▄
P3 Parallel
█
█ █ ▄
▄ █ █
█ ▄
▄ █ █
▄ P2.5
█ █▄
P3 █
Parallel
█ █
█ ▄
P2.5
▄
█ ▄
▄ ▄
Parallel
▄
█ █ ▄
Cost ▄
█ ▄
██ █ P3
█▄
▄ Parallel
█▄ █
▄▄█
Parallel
█ █
▄P2.5
█ ▄ ▄██
█▄
▄ ▄ ▄ █ ▄
P2.5
▄
█ P3 █ ▄
▁
▄
█ ▄
Parallel
█ █ ██
▄
█ ▄
▄ ▄
█ ▄
▄ ▄
▄ ▄▁ ▄ ▄ P3 ▄
█
▄ █
▄ ▄
Parallel ▄▁▄ ▄ ▄ █▄ ▄
▄ P3 ▄▄ █ ▁▄
▁
▄ ▄
▄ ▄
▄▄ ▄▄ ▄
▁
█▄
▄
▁ ▄▄ ▄ ▄
4WD
Non-“P4+”
ParaePS
Bridge
eP2P2ePSP2
Bridge
4WD
▄ █
Non-“P4+”
█▄ PS ▄
4WD
▄ █
Non-“P4+”
Parallel
█
▄ █▄
Parallel PS
Bridge
▄ █
█
4WD
▄
Parallel█ █
Non-“P4+”
P2.5
█
P3▄
PS4WD
▄ ▄
▄
Bridge
Non-“P4+”
▄ █
Parallel
PS P2.5 █
█
η4WD
█
█
▄▄ ▄
PS
Bridge
Parallel█
Non-“P4+”
▄
ds
Parallel █ ▄ ▄ █
█
Parallel
Bridge
▄
P2.5
PS █
█
▄█ █▄ P2.5 █
▄ ▄
▄ █
█
▄▄
P2.5
█
██
Non-“P4+”
█ ▄ █
▄ █
▄
█
▄ █
█
▄▄
4WD
▄
▄ ██
█ █
█
Parallel▄ ▄▁
4WD █
Non-“P4+”
Para █
▄ ▁
PS
▄
Bridge
█
▄
█
▄ █
▄
█
█ ▄
▄ █ ▄
▄
Bridge
█
eP3
▁
P2.5
PS █
▄█
█
▄ ▄P2 ▄█
▄ █
▄
▄
Para
█
▄ █ 5▄
Non-“P4+”
▄ ▄
▄ █
█
▄█
▄
PS
█
█ █
▄
█
▄ █
▄
Parallel ▄▄
eParallel █ █
▄
P2 ▄
▄
Control
▄Bridge█▄
▄
5▁
█
▄▄ ▄ ▄ ▄
▄ ▄█
▄
P2.5 █
▄
█
▄ ▄█
▄
█
▄ ▄
▄ █
█▄
█
Assembly
▄ ▄
▄ ▄ ██
▄
█ ▄
▄ █
▄
█
█▄
█
▄
█
█
▄
█
▁
█
█
▄
█
▄ ▄█ █
▄
█▁
▄
█
▄
▄Bridge
▄
▁
█
▄ ▄
▄
█
▄▄
█
▄█ █ ▄
█
▄ ▄ █
▄
█
▄
█
▄
▄ ▄▄█▄
▄█
█
█
▄
█
▁
█
▄
▄
▁
Para Para Parallel Parallel
P3 ▄
Parallel
P3 P3 ▄ ▄
P3 ▄ ▄
Parallel
η ▄ Parallel ▄ ▄ ▄
η ▄
P3 ▄ Parallel ▄ ▄ η P3 ▄ P3 ▁ η ▄ ▄ ▄ ▁
η ▄ η η ▄ ▁ ▄ ▁▄
▁ η
e η ηe▄
368 368 █ : Good/ 368 368 High/Difficult; █ 368 █ █: PS 368
4WD █ █ 368██ Bridge
4WD
▄ █ █ 368█ Bridge
█ 4WD
▄ █ ██ █ Bridge
█ 4WD▄█ █
▄ ██ █ ██
Bridge
4WD
▄ ██ █▄ █ █ █ █ █
Bridge█ ▄ █ ▄ █
4WD █ :█ █ █▄ █
█
▄ █
Bridge
▄ ▄█
█▁: ██ 4WD
█ ██ ▄█ █
█ ▄ ██▄█ █ η▄ █
█ ▄ 4WD ██ ▄ ██
▄ █ ▄ █ █
Bridge█ ▄ ██e▄ █4WD █
:█ ▄ █ █ █ █ █ █ █ █ ▄ η:█ █▄ █ █
▄ : ηMotor █ ██ ██ █
█ ▄ █
█
Non-“P4+” PS: Good/Non-“P4+”
High/Difficult;
Series ██ PS
Non-“P4+” : Good/ █
█ ▄:
Non-“P4+”
Parallel
Medium;
Good/█ ▄:
Non-“P4+”
High/Difficult;
█
P3▄ PS▄ ▁:
Non-“P4+”
Medium; :█
High/Difficult; Non-“P4+”
Good/
█
▄ PS
Parallel█ █
PS:▁:
Bad/Low/Easy.
█
▄
▄: High/Difficult;
Good/
█ : Bad/Low/Easy.
Medium;
Good/
▄ ▄:
█
▄ █ █
█ High/Difficult;
Medium;
PS:█▄ █ ▄Non-“P4+”
Good/
█ █ ▁:
High/Difficult; █
▄
:▄:
e Non-“P4+”
Bad/Low/Easy.
Engine
█
▄ █ ▄▁: Medium;
High/Difficult;
▄
PS █e█ ▄
▄: Engine
Bad/Low/Easy. █
▄ █ ▄:
efficiency;
Medium;
▄ ▄ █ Medium;
PS
█ █
▄
efficiency;
█ Bad/Low/Easy.
▄:
█ ▄ :█
▄
▁:
▄
▁ ▄ Engine
Medium; ▄ :▁:
e █
Bad/Low/Easy.
▄
Motor
:█▄ ▄ █ m▄
Bad/Low/Easy.
Engine efficiency;
▄ :█ ▁: Motor
▄ █ █
Bad/Low/Easy.
efficiency;
▄ █
▁ █
▄ Engine
█▁
▄ ▄
▁
▄ ▄ :▄ :eEngine
efficiency;
▄ Motor ▄ Engine
█
▄ ▄ █ ▄
efficien
ee :▁
effi
Eng
▄ █
▁ ▄
▁
368 368 █ 368 Para Para █ 368
ePara eP2 P2 5█ 368
eP25: P2 ▄368 5▄
█ 368█ ▄
4WD██▄
▄: █
4WD ▄
Parallel
Bridge ▄:
█ ▄
Bridge
█ 4WD ▄Parallel
P3
▁: 4WD
▄: █▄ ▄ 368
▄
Bridge4WD ▄
██
Parallel
P3
Bridge
▁:
█ ▄: ▄P3 ▄
Bridge ▄
█
█ █▄ ▄
P3
█
█▁:368
▄: ██▄▄
█
█ █
4WD ▄
█
█η
Parallel
▄: ▄
█
█ ▁: 4WD Para
█ ▄
▄: ▄
█
▄ █ ▄
█
Bridge
█ ▄
η
█
█ ▄P3
Bridge
█▁: █ ▄
eHigh/Difficult;
█
█ ▄
P3
█
▄ ▄
4WD
█
█
Para
η
▁:
█ █ █▄
█ ▄
▁:▄
█
█ █ e▄
Parallel
Bridge
4WD▄ ██
▄ ▄
η
█ █ P3 ▄ η ██ ▄
█
Bridge
▄:
█
m
▄ ▄
█
█▄ P3η █ ▁
▄
█
██ █η █ ▄
█
▄ █
η ▄
█
▄ ▄
█
█ ▄: █ █ ▁
η
█
█ η ▁: ▄
█
█
▄ ▄
█
█ █ ▄ ▄ █ █
█ η█ █▄
▄
█
m
█ █ ▄
█
▄ ▁: █ █ ▁
▄█m▄
η █
▄ █ ▄
█
▄ █ █▄ η η
█
█▄
▁
█
▄ ▄ η █
█ █ m
: Good/ :PS Good/
High/Difficult;
PS █ Good/
High/Difficult;
: Good/
High/Difficult;
██ Medium;
: Good/
High/Difficult;
Non-“P4+” : Medium;
Good/ :High/Difficult;
Non-“P4+” Good/ Bad/Low/Easy.
Medium; High/Difficult;
High/Difficult;
Non-“P4+” Bad/Low/Easy.
Medium;
Non-“P4+” Bad/Low/Easy.
Medium; :
Non-“P4+” Good/
: Engine
Medium; Bad/Low/Easy.
Medium;
Non-“P4+”: : Engine
Bad/Low/Easy.
efficiency;
Good/ : Engine
efficiency;
High/Difficult;
Bad/Low/Easy.
Non-“P4+” Bad/Low/Easy. : Engine
efficiency;
: Medium;
Motor
Non-“P4+”: Engine
efficiency;
: Motor
: Medium;
Engine : efficiency;
Non-“P4+”: Engine
Bad/Low/Easy.
Motor :
efficiency; efficiency;
Motor Bad/Low/E : Motor : m▄ M E
η█ █ █ ▄ █ ██ █ ▄ █ █ █ █ ▄ █
▄ █ █ █ ▄ █ █▄ e █ █ █ ▄ ▄ e█ █ ▄ █
▄ ▄ ▄e █
█ █ █ ▄ █ ▄ e █ ▄ m▄ █ ▄Energy e█ ▄ █▄m▄ ▄eengine ▄ █ e▄ █m█ ▄ █from ▄ ▄▄ ▄ ▄ ▄ █ ▄me █ ▄
Parallel PS PS
369 369 █ 369 e: ηGood/
ηHigh/Difficult; 369 369 369 ηPS PS PS η η :η :PS PS m m
368 368
efficiency;
:Para
Good/
Para 368
efficiency;
ePara
ParalleleP3369 :368
█
P3 Drive
P2.5 ▄ds368
P3 :▄
█ 368
efficiency;
Drive
system:▄ 4WD
▄ ▄system
▄: █
efficiency;
Good/
Non-“P4+” ▄
High/Difficult; Bridge
efficiency;
:▄
4WD
Medium; ▄ 368
Good/
█
Non-“P4+” : efficiency;
Drive
▄
:PS efficiency;
█
▄
Bridge
High/Difficult; 4WD ▄
Good/ E▁:
:▄:
Non-“P4+” 369
4WD█
█system
▄
Drive▄
ds:High/Difficult;
Good/
Non-“P4+” 368
:Bridge
efficiency;
Energy
▄ 4WD E█
Bad/Low/Easy.
Medium; █
efficiency;
Bridge
██▄:
High/Difficult;
Non-“P4+” dsefficiency;
▄
system :: Bridge
:Energy
▄ of
reHigh/Difficult; █
Medium;
Good/
█ █
Drive
█▄ █
█ 368
recovery;
▁:
▄: ds █
efficiency;██
efficiency;▄█
█ █
system
of▄
4WD █η
Drive :E█
Bad/Low/Easy.
Medium;
█▄:
Non-“P4+”:recovery;
█▁▁:
High/Difficult; 4WD :█
Drive
█
Good/ ▄:
▁
Non-“P4+” █
▄E η
█
█ █
Bridge
Engine
Medium; E
Energy
efficiency;
system █
Bad/Low/Easy.
█ █ :Br
▁ ▁:
█
Medium; █
:system
Energy
█ ▄█
:High/Difficult;
Drive
Energy
█ E
:dge
█
▄ 4WD
█ ▄of η:█
efficiency;
▄: ▄
Bad/Low/Easy.
efficiency;
█ Good/
▁:
Non-“P4+”█
▄recovery;
█Energy E:▁:
efficiency;
saving
system ▄█
█ of█
Br
█
4WD
Medium; :█
Engine
▄ η █
Energy
dge
recovery; ▁
High/Difficult;
▄
Bad/Low/Easy.
Non-“P4+” █ ηEBridge
Bad/Low/Easy. :█
saving
from█ █
▄:
efficiency;
█▁ Eefficiency;
reEngine █
█:E
▄ η
▁: █
:reof
█ ▁█
█
Medium;
Motor
█ :█
Energy
█from
engine▄ E:recovery;
Energy █ η █
:█
▄
Bad/Low/Easy.
Engine
▄ E██ ▄: of
Energy
efficiency;
▄ █
▄: η
█
█ :η▁:
saving █of:█
recovery;
Energy
Medium;
█
▄
Engine █ █
█ EEngine
█
recovery;
█saving
efficiency;
: █:ηEnergy
Bad/Low/Easy.
Motor
█ █
▄█of█
▄ η █
▄:
efficiency;E
▁: █
engine
▄
recovery;
from :η
█
efficiency;
Motor
: ▄ E █ █
█ saving
█
Energy
Engine
▄Bad/Low/E
▄ :engine
: η
Energy η
██
Motor
█▄ E η
from
sav
effi
: :█
█ █
▄ :mM E
E█ █ E█ █ █ █ ▄ █ █ E█ █ ▄ █ E█ █ :E█ ▄ █
:▄ █ η:█ █ ▄ █▄ █ █ ▄ ▄ █e█ █ █
▄ █ ▄ ▄ █ η█ █
▄ █ ▄ █ ▄ ▄ ▄η:█ █▄ █▄m▄
η:█ ▄
ds ds re ds re isds
ds is re is re is is is is
369 368
368 369 █ 369
368
efficiency;
: Good/ █ 369
368
efficiency; ηGood/
ds :█
:Parallel 369
368 : ηGood/
efficiency;
Drive
High/Difficult; 369
ds368
:system
█ : ηGood/
369
368
efficiency;
Drive
High/Difficult; ▄: :system
efficiency;
█efficiency;
Drive
High/Difficult; ηGood/
Medium;
:Non-“P4+” :system
efficiency;
Drive
efficiency;
▄:
█ :█
High/Difficult; ηE
efficiency;
Medium;
Good/ ▁: 368
▄: :PS
:system
:High/Difficult;
Good/ η
369
368
efficiency;
Drive
Energy
Bad/Low/Easy.
Medium; :η
▁:▄: :PS
system
efficiency;
Drive :Energy
of
reHigh/Difficult;
High/Difficult; Drive ▁:
Bad/Low/Easy.
Medium; 369
recovery;
▄:
█ :PS
re efficiency;
system :█ █ η▄:
efficiency;
Energy
system
of :E█
Bad/Low/Easy.
Medium;
Good/
e
recovery;
e▁:
:PS
efficiency;
Good/
:█ ▄: E Energy
Engine
Medium; η:PS
re
efficiency;
of
Bad/Low/Easy. η█
recovery;
e▁:
Medium;
isHigh/Difficult; :ds:E
efficiency;
Energy
High/Difficult;:Energy
Engine
PS
of η
isDrive
:▄
▁:
Bad/Low/Easy.
efficiency;
e
recovery;
Energy
saving
e :▁:
E
Energyηsystem
Engineof η
Energy
▄:
efficiency;
Bad/Low/Easy.
e PS
: :recovery;
Energy
from
saving
Drive
Bad/Low/Easy. ▄:
m
E
of efficiency;
Engine
Medium;
e
ηMedium;
engine
:of
: recovery; system
Energy
from
Motorsaving
is
η:recovery; E ηPS
Engine ▁:
efficiency;
:█
re
engine
:Motorη η▁:
E
:Energy
e
E m
efficiency;
from
saving is:█
eEngine
::E
:efficiency;
Bad/Low/Easy. Energy
engine
Energy
Engine
PS
from
:saving
Bad/Low/Easy.
Motor
m
Energy E e
of
engine
: re▄
efficiency; saving η▄
:from
efficiency;
Motor
m
recovery;
Energy
saving
m e Motor η:η
engine
from
e
of
is
from
eEng
eE
mM
r
E
370
369 370 369 369
idle 4WD 4WD
stop. 370
Br
idle 4WD ηds370
Br dge
stop. dge P3
369
Br
Drive369 █
dge █
idle 370
369█ █Non-“P4+”
ds
█
ηdsidle
stop. █ 370
PS█
stop. █ ds
370
ηdsefficiency;
369 PS█ █
idle █
Non-“P4+”
ηEds█
ds
370
re █
Non-“P4+”
██
stop. █
:PS █
369
idle
η
ds█ █
█
Non-“P4+”
PS █ η
idle █
ds
stop. PS █stop.█
█ █
██
E██ 369
idle █ █
η█
█ ▄
▄ █
Non-“P4+”
█
stop. E█
re Non-“P4+”
█ █ :PS E▄
▄ █
█ █
█ █
█ :E █ η █
re
█ :▄ ▄ █
█
re▄
Non-“P4+”
▄ ▄█
█ ██
PS
█
::EEnergy
re█
█
E▄ ▄
isds
Non-“P4+”
▄ η :▄ █
█ e█
PS █
█ █
█ m
Eη █
█▄
is
▄Erecovery;█
█ █
e█
█ ▄
▄ m▄
E▄ ▄
▄ ▄
▄
is
█ e ▄
▄ █
█ █
▄
re
█
▄m
EEEngine █ █
█
:E
█
█ is █
█ ▄
▄█
█m ▄
▄ ▄
▄reof
E ▄ ▄
▄ E ▄ █
█ ▄
▄ █
█▄
▄Eng
m █
█ ▄
▄ Er
370 369
efficiency;
370 efficiency;
370 370 4WD 368
:efficiency;
370
Bridge 368system
efficiency;
370 370 █ 368
:efficiency;
efficiency;
:DriveGood/ █ 368
:system
:Drive
efficiency;
Good/ 368
High/Difficult;
re :system
efficiency;
:Drive
Energy
370
Good/ █ Drive
High/Difficult;ds 368
:efficiency;
system
efficiency;
: : of Drive
▄:
Good/ recovery;
█ re efficiency;
system
370
High/Difficult; :: efficiency;
Energy
system
Medium; ▄:
Good/ 368 : efficiency;
High/Difficult;
ds reDrive █ Medium; Energy
efficiency;
of ▁:▄: recovery;
efficiency;
Energy
system
is:High/Difficult;
Good/ reds 368 :Energy
Bad/Low/Easy.
Medium; ofE▁:
Drive
█▄: recovery;
saving
efficiency;
High/Difficult; system
of
Bad/Low/Easy.
Medium;
Good/
re isds▁: :368
Energy
▄: :recovery;
Energy
from
Drive█ of
Bad/Low/Easy.
Medium; efficiency;
High/Difficult;
:
is ▁: engine
:reofsystem
Energy
saving
: Engine
▄:
Good/
: recovery;
Energy η
Bad/Low/Easy. is▁: █
Medium; :High/Difficult;
: Energy
efficiency;
from
saving
: of η▄:
Bad/Low/Easy.
efficiency;
Good/
re recovery;
Energy
engine
is:▁: from
:saving
Energy
Medium;
Engine η
efficiency; η
engine
saving
High/Difficult;
Bad/Low/Easy.: :from
▄: recovery;
Energy
saving
Engineis: ▁:η:Medium
efficiency; η
Energy
engine
from
Motor :Bad/L of
from
effi
: ▄ eM
369 369
idle stop.
Non-“P4+” 369
idle
368
efficiency;
Non-“P4+” ηstop.
Non-“P4+” 369
idle
:efficiency;
ds368 Drive ηstop.
█ 369
idle
:█
ds368system
█ 369
:█
368
efficiency;
Drive ηstop.
█ █ idle
:█
:system
368
PS█
efficiency;
efficiency;
Drive ηstop.
█ idle
:▄
PS
:system idle
█ stop.
efficiency;
Drive
efficiency; ▄ ηE
efficiency; 369
368
█
stop.
:█ ▄
:PS
system η
369
█
368
efficiency;
Drive
Energy
ds
PS
E█ █
ds :▄:
ηreHigh/Difficult;
█ :PS
system
Drive ▄
efficiency;
:Energy
of █ █
DriveE█
▄ 368
recovery;:█ idle
▄█
re efficiency;
efficiency;
system ▄ █
efficiency;
Energy
system
of :E█
368
stop.
recovery; █ █ :PS
efficiency; E▄ η
█ █
Energy █ :PS
efficiency;
of E█ :η█
idle
recovery;
Energy ▄
Drive█ ::E ▄ stop.
█
:Energy ▄ofE▁: :▄
isDrive
re
▄█ ::E▁:
recovery;
Energy
saving
re system ▄PS
█ █
E▄
Energy :▄
system
of █
η
Energy ▄ PS
: recovery;
Energy
from
saving█ █▄
efficiency; EEngine
of █▄ e █
ηefficiency; :of▄ █
engine
is recovery;
█ ▄
Energy
from
savingrecovery;E▄ ▄ ▄ E█ e ▄ █
ηefficiency; engine█ :E▁:
ηfrom
:reEnergy E
saving █
▄
is
is:η
Energy █ ::E e█ ▄
Energy
engine█
is: from
Energy █
ηEngine
:saving ▄▄
Energy
of e▄m█ e m █
ofη▄
engine
recovery;
saving from ▄ ▄
recovery;
saving ηMotor █
:η
▄
engine
ηcan
from EEng η
from
:: :meM
▄ EE
370
371 371 idle 370
In stop.
terms In370
371 Non-“P4+”
terms
of371
369 370
idle
engine of 370
stop.
369idle
In 370
371
engine Good/
█
ds
stop.
terms
efficiency,
In 369idle 371
Good/
efficiency,
terms of █
ds
370
371
stop.
369
idle η█
High/Difficult;
engine
In
η
Good/
idle
stop.
of
: ds█ Good/
371
High/Difficult;
re
stop.
terms
e , :efficiency;and
369 η: η
engine 370
Good/
High/Difficult;
eefficiency,
In idle ds
, operating
In of
and
terms 369 η
Medium;
stop.
terms ▄:
engine
efficiency, █370
High/Difficult;
operating
In of η: █
Medium;
idle
ηeof
terms
point▄:
Good/
engine 369
▁: Good/
η
re
stop.
,efficiency,engine
and ▄: Medium; Bad/Low/Easy.
ηpoint
,of ▁:▄:
control,
E
█
Medium;
isHigh/Difficult;
ds
idle High/Difficult;
re
operating
efficiency,
and
ds Bad/Low/Easy.
engine Medium;
efficiency,
369 ηE
Good/
stop.
control,█
η e the
operating Bad/Low/Easy.
Good/
re
,efficiency;
and point
efficiency,
Eseries eη
High/Difficult;
η
is▁: Bad/Low/Easy.
▄: the
369
:▄:
Bad/Low/Easy.
Medium;
,operating
η
High/Difficult;
epointand ,control,
series Medium;
e and
system : ηoperating
Engine
control,
▄:
e▁:
,isoperating
system
η
:can
point
the
and Medium;
Engine
re ▄:
eBad/Low/Easy.
efficiency; Engine
Bad/Low/Easy.
series
econtrol,
can
operating
the point Medium;
η
efficiency;
point
series
m ▁:
:system
efficiency;
Motor
control, mthe
Bad/Low/E
control,
point▁:
efficiency;
:system Bad/L
e series methe
is
con tc
370
371 370371 idle In370
371terms stop. 368
370
371
PS
idle
In PS 368
stop.
terms
of PS370
371
idle
Inengine █368
stop.
terms
of █
370
█
371
idle
In 368
370
:█
371
engine █ efficiency;
█
Good/
█
stop.
efficiency,
terms
of 368 :█
idle
Inengine █
Good/ █
efficiency,
efficiency;
█
stop.
terms
of idle η:▄
High/Difficult;█
engine
In ▄
Good/ :█
High/Difficult;
idle ds,of
efficiency,
stop.
Drive
368
370 █
Good/
stop.
terms
and η: e368
▄
engine370
█
371
Good/ : system
efficiency;
▄: Drive
High/Difficult;
ds,operating
efficiency, of
and█ η ▄
High/Difficult;
Medium;
▄:
ds ▄
efficiency,
engine,
:█368
system
efficiency;
efficiency;
Drive
371
High/Difficult;
operating
and
idle η:█ ▄
Medium;
idle
In
point
stop.▄:
Good/
ds ,368 █:
▁: system
efficiency;
Drive
Good
stop.
efficiency,
operating
terms
and
efficiency;
█
▄:e
η
Medium; Bad/Low/Easy.
point ▁:
control,▄: █ :
█ system
Medium;
High/Difficult;
ds , In
efficiency;
:H
reoperating
of η
Drive
and
Energy
▄ gh
Bad/Low/Easy.
Medium;terms▄η
Good
point ▁:
control,
engine
efficiency;
█ D
re system
:
ds,: ▁:
operating
the
:
▄Energy
ofDrive
and cu η
recovery;
e efficiency;
Hoperating
Bad/Low/Easy.
Good/ point
of e▄
:
Bad/Low/Easy.
▁:
control,
series▄: gh
rethe
efficiency, :▄
engine
efficiency;
Energy
system
▄ of
operating D η
Engine
Bad/Low/Easy.
Medium;
E
High/Difficult;
ds point
:
recovery;
control,
series Med
system
Drive
:▄ : E
cuEngine
rethe Energy
e is um η
eefficiency;
of
efficiency,
:
η
E ▄
efficiency;
▁:
control,
series
system :dsη
recovery;
efficiency;
Energy
system
recan
point
the ,
: E:
▁ is:η
Energy
of
Med
EngineDrive
and ▄::
eBad/Low/Easy.
efficiency; Engine
Bad
series
system
E
recovery;
Energy
saving
:umη
control,
can
the η
re
E
efficiency; system
:
of
Low
Medium;
Engine
is
operating
Energy
: :
▁ η
recovery;
Energy
from
saving
Drive
:system
efficiency;
ds,seriesefficiency;
Motor
andcan Easy EBad
the
E
is η
efficiency;
▁:
efficiency;
:seriesengine
:of
Motor
re η
Low
operatin
system :η
system
Energy
from
saving
: recov
point
Energ
Bad/L
series
can
E Eng η
:sy
is Ee: M E
372 372 369
372
PS
369
372 369 369
372
efficiency; 369
efficiency; 372 η In
372: decouple
Drive
efficiency; eterms
ηefficiency,
efficiency; 369
372 system
:efficiency;
Drive η369 of
:η
engine
system
Drive :ηDrive
efficiency;
e 369
:engine
system
efficiency,
efficiency; efficiency;
efficiency;
Drive system
e 369
Eengine system
efficiency;:the ηe Eds,rethe
Energy
efficiency; :η
efficiency;
efficiency;
:Drive Energye : of , E
Drivee and
:EEnergy
recovery;
efficiency;system of η Edsengine
system
:point
Energy η
: operating
recovery; :Drive
efficiency;
Energy
of Ewheel. e
efficiency;:operating
of
is:recovery; system
Energy
Drive Eenginepoint
recovery;
of :The e
Erecovery;
e
Energy
system :E
control,
Eengine
efficiency;
saving Energy :E e
Energy
saving from
efficiency; e m
: EEnergy
of
the
:Eengine
of
engine
recovery;
Energy
from
saving m
: recovery;
Energy Eengine
saving e
from
saving
:pointm
Energ Eof from m
e:E r
371
368 368
368 ██ In371
mechanically mechanically
terms
█ 372 371
369
decouple
of 370 In371 mechanically
decouple
engine terms the
370
371In 371
369
engine
mechanically
efficiency,
terms
of
▄cu
the
370
idle Inenginedecouple
engine
stop.
▄η
from
ofds
terms371
mechanically
370
idle
In ηengine
In the
stop.
terms
e ▁um
from
ds,of the
mechanically
370
terms
and
idle wheel.
engine371
mechanically
the
engine
decouple
dsthe
efficiency,
stop.
of
369 ▁ operating
In of
idle
η engine η
wheel.
dsmechanically
The
370
engine
terms from
efficiency,
engine
ds
stop. , 371
decouple
and
idle
369 η
The
the
decouple
η
In the
from
e η
point
of
stop.
efficiency, ,370
efficiency,
operating
terms wheel.
operating
re
engine
and idleη decouple
ηEngcontrol, from
operating
engine
wheel. ηEng
operating
In
stop.
η of ds
and The
370 engine
efficiency,
terms η
pointpoint
engine
,eof the
re
idle
eand
engine
from
The
operating
the , re wheel.
and
stop.η
from
engine
could
point
of
control,
series the
370 η
ηengine ηη
efficiency,
re
operating engine the
operating
idle could
ds The
befrom
,
point
control,
systemη
wheel.
controlled
and
the
stop. the be
efficiency,
is
ηpoint
η point
control,
series
operating controlled
point
idlerecan
theThe
wheel.
, operating
point
re
and
is
stop. could
control, engine
seriesis The
system η
control,
the operating
point
is be
operating
could , operating
re
series point
system
the andcontrolled
can be
the control,
series could
operat
control
operatin
resystem
point
series
can po
is
syE t
372
371 372 372 Good Good Good Good
H gh
H 369Hgh372
Dgh H Dgh D 369
cu372 cu
fficu 372
Dmechanically
efficiency; ▄369 Med MedMed um um:Med
um
η η
Drive
efficiency; ▁369Bad
system
Bad
η η 372
Bad Low Low Bad
Low ηEasy
e Drive
efficiency;
Easy:
ηsav
Low
Easyη372 η eEasy
system
Eng 369
E c ne Eng
ency :effic
ηne η
Energy ne
eefficiency;
E e
ency ne
ηso
eThe c η η
Ecne
Dr
ency encycsystem
recovery;
veMoE eency sys
: E
orcrecovery;
Energyency
em
efficDr eE eve
ency Mo :ofMoc
sys or
EnergyEency
ηthatrecovery; or
em Mo
η E Dre e or
E
veE
saving c Eency
Energy E
from
: e E
Energy o
engine recovery
Energy E
saving E o
from r
373 371 mechanically371mechanically 371 mechanically
decouple 371 mechanically
decouplethe
371 371
decouple
engine the decouple
engine
from
mechanically
mechanically the the
decouple
engine
from the
wheel.
371 371
the
decouple engine
from
decouple
the
wheel.
The theengine
mechanically
from
engine
the wheel.
The
the the
engine from engine operating
wheel.
mechanically
The the
from decouple
engine
from
operating
wheel. point the engine
operating
The
the
decouple
wheel.
could
point engine
operating mbe could
The point the
controlled
from
operating
engine engine
be
could point the
controlled operating
wheel.
be
from
could point controlled the be
The
could point
wheel.
controlledengine be could
contro
The ope e
e the wheel. The engine operating point could be
373accordingIn terms
according In
to 370
373 the terms
of 370
373
to Inengine
optimal the terms
according370
ofoptimal
In
idle 370
373
engine efficiency;
efficiency,
terms
of
stop.
efficiency,
according 370
toIn
idle engine373
efficiency,
efficiency,
the
ostop.
efficiency;
terms
ofds
toso373
In
according
optimal
idle the engine
In
eefficiency,
thatterms
idle
stop.
:
so
efficiency;
Drive
370
373
ds,according
of terms
and
stop.
the
Eidle
optimal e370
engine
accordingefficiency,
of
efficiency,
to
that the
engine
stop.ds : system
the
Drive
,operating
of
and
engine
ds
toeefficiency,
optimal
according
efficiency, engine,ng
to
:
so 370
system
efficiency;
Inefficiency;
Drive
operating
and
efficiency,
the
ds idle the In
point
efficiency,
terms
idle
that 370
eefficiency,
optimal efficiency,
stop.
so optimal
to
system
efficiency;
,efficiency,
operating
terms
reand
stop.
thethat the ηpoint
control,
eof
ds,re
engine
efficiency,
:
idle
,optimal
the is
efficiency;
:
operating
of Drive
and Energy
engine
d
eefficiency, η point
control,
engine
eexcellent.
engine
efficiency;
m
,ethat
stop. idle and
efficiency,
,erethe
:
operating
the
isoperating
Energy
so
of
,efficiency,
and point
control,
series
efficiency,
re
the
excellent.
stop. operating
d
so
that
efficiency,
mefficiency;
:
efficiency,
the
engine
The
re that
Energy
of
operating
theηbeds point
4WD is :
recovery;
control,
series
system
e so ,the
Drive
the
The
m
is ηengine
efficiency,
engine
of
epoint
excellent.
engine
is 4WD
:
Bridge,
recovery;
Energy
system
,control,
,series
system
epoint
is can
the
and
the
re : Energy
,excellent.
and
control,
Bridge,
efficiency,
is :
η saving
efficiency;
series
system
control,
can
the
operating
efficiency,
engine is
The
of
,operating
isthe
is4WD :
ηrecovery;
Energy
from
saving
series
system
the
excellent.
efficiency,
The can ,η the
is
4WD point
series
Bridge,
engine
from
saving
:
system
pointEnerg
series
,reexcellen
is canexce
The
Bridηbe con
issy e
,
:
372 mechanically372 sys 372
em
η
effic
mechanically
decouple
η 370371 372
ency
η 372
E
mechanically
the
371 372
Energy
mechanically
decouple
engine 371 decouple
from 372
recovery
mechanically
the
371 the
decouple
engine the
wheel.
371 372
Energy
mechanically engine
from
decouple
the The371 theengine 372
mechanically
from
engine rom
wheel.
the
decouple
the eng
from
371engine operating
η wheel.
mechanically
The theed the
decouple
engine
from
η
sThe
wheel. op
engine point engine η The
the
decouple
wheel.
could
from engine
engine
operating
η the The point the
controlled
wheel.
from
operating
η eengine
could point the The operating
η wheel.
be
from
could point
engine
econtrolled be
The
could operating
ηpoint
wheel.
econtrolledengine e be could
contro
The ope
po
η ee e
369 369
369 ηEfrom e371
eηs,ethat η 371 ηbe η η ηct
373 373 e e373 to370
373 Dr373 373
370 370
373 In 370 mechanically
terms In E
terms
of E 370
Inenginedecouple
370
373
E
terms
of Inengine
oefficiency,
terms
of the 370
373
In engine engine
oefficiency,
terms
of 370 E
sengine In from E the wheel. The engine operating ηterms point could c
372 according caccording
c eency
ency cthe according
d doptimal
ency to Drthe
according
ved ve optimal
to
Dr
sys efficiency,
sys
idle the
according
ve
em em eoptimal
sys
stop. toaccording
efficiency,
the
ecem caccording
ency so optimal
toefficiency,
eency thatthe
cidle ency so
to the
optimal
efficiency,
to
that
the
Energy
stop. engine
Energy the so the
optimal optimal
Energythat engine
o efficiency,
according
so
recovery the that
efficiency,
recovery efficiency,
dengine
efficiency,
eso
recovery the eefficiency,
according
op tothat ,of ,terms
eengine
so
Energyand
efficiency,
the is theengine
Energy
d so
that efficiency,
optimal
excellent. operating
In
engineof
and
efficiency,
,to
Energy
sav
op the isoperating
sav terms
the efficiency,
engine
the ,eng
excellent.
ng operating
efficiency,
engine and
efficiency,
,optimal
savTheengine
rom In
isoperating
rom point
ngeof
excellent.
4WD ,efficiency,
operating
terms
efficiency,
eng engine
,Theand
rom
eng is
efficiency,point
control,
efficiency,
ne so excellent.
eBridge,
ne4WD
eng ,that
operating
In
e ,The
of
andisefficiency,
ne point
control,
engine
the
excellent.
Bridge,
4WD operating
the
so
e,point ,engine
The
is and
,thatispoint
of
control,
seriesefficiency,
Bridge,
excellent.4WD the engine
excellent.
the
The operating
efficiency, ,point
control,
series
system
engine
Bridge,
4WD and
theeffici
The The 4Wcon
ser
Brop
sy
ef ep
374 372
373 374
mechanically
non-“P4+”
according
372
373mechanically
non-“P4+” 372
374
371
373
toand theaccordingPS374
mechanically
decouple
371and372
373
optimal
decouple
non-“P4+”
all PS
according 372
mechanically
the
include
371
373
toIn all372
374
371
373
non-“P4+”
idle
mechanically
decouple
engine
terms
efficiency,
the
accordingIn
the
include
371and
more
optimal
to the
stop.
374
decouple
engine
terms
according
from
mechanicallyof
idle
374
mechanically
the
373
non-“P4+”
PS
andmore
than
according
so optimal
In all
engine
In
toefficiency,
that
stop.
the
the
decouple
engine
PS
terms
of
from
to
372
idle
374
the
wheel.
include
than
non-“P4+”
two 371
In non-“P4+”
all
terms
the
optimal and
according
372
stop.
the
decouple
371
373
efficiency,
engine
theto terms
of
engine
motors, from
decouple
two
include
efficiency,
engine
the so
the
ofwheel.
The
more
PS
engine
optimal optimal
that
the
mechanicallyengine
motors,
non-“P4+”
and all
engine
efficiency,
of
the
more
idle
mechanically
from
engine
and
which 371
373
than
efficiency,
according
tosoIn
wheel.
PS
the
The
the
ηthat
include
the
engine In
stop.
the
engine
PS
efficiency,
efficiency, terms
from
which
all two
can
371
than engine
and operating
,efficiency,
eefficiency,
engineoptimal
so η
terms wheel.
all
and
the
The
include decouple
ηmostly
more
according
tothat
the
motors,
two
efficiency, include
PS can
eengine
,of
decouple
engine
efficiency,
the
so,and is
from
operating
η
operating
In of
the
wheel.
all The
than
motors,
efficiency,
so
engine
that optimalthe
mostly
more
terms
excellent.
point
η
,engine
idle
that
enginethe
which
operate more
include engine
wheel.
efficiency,
to
operating
In and
ethe
two
,ηthe
stop.
The
ethe
than wheel.
and
the
terms
could
ηenginepoint
operate
which
point
of engine
motors,
than
canin engine
isThe
more two
efficiency,
efficiency,
efficiency,
engine soefficiency,
,optimal
The
,eoperating engine
engine
and series
operating
that η could
excellent.
point
of 4WD
The
mostlycanpoint
from
two e engine
in controlled
motors,
control,than
,the
eoperating
efficiency,
from
is
operating
which
η engine
series
mode
mostly
efficiency, the
motors, ηbe
could
efficiency,
efficiency,
engine so excellent.
Bridge,
engine
point
control, η point
operate
two
,that
e e,The
the
controlled
operating
wheel.
point
the
andiscan mode
which
ηto operating
wheel.
ebe
motors,
operate
,efficiency,
and
the
could
which
excellent.
point η
mostly
in
series
efficiency,
4WD
control,, so
econtrolled
The
η
control,
The
engine to
can
operating
e ,excellent.
operating
the
is that
is
be
The
could
point
series can
which
,in
Bridge,
4WD
econtrol,
series
point
engine
mostly
η
system
and
excellent.
thethe
The
controlled
operate e engine
series η the
efficiency, could
mostly
mode be
engine,can
Bridge,
,point
series4WD
esystem
could
is
and
the
The
contro
operat
in
mode
operatin
point
series
can to
exce
The
ope
be
mos
4W Br
con
serse
ef
op
sy ηc
370
370
374
373
375 370
374
373
375 d 374
non-“P4+” 373
ednon-“P4+”
seop sIn dop e374
373
and
371
375
termssnon-“P4+”
op PS372
371and
of374
373
allnon-“P4+”
eng 372
374
include
PS and
373
371 ne all374
mechanically
373
non-“P4+”
371
375 effic 372
include
PS more
371 mechanically
andall
non-“P4+”
ency375 372
non-“P4+”
include
PSthan
375 mechanically
decouple
ηoperating
more
and all two
and 372
include
PS than
more
373
and
371 all
and
operat374
mechanically
decouple
373
motors,
371 PS the
two
include
than
more
PS
all 372
mechanically
decouple
engine
ngmotors,
all the
which 374
non-“P4+”
two
include
po than
more decouple
include
371 ηntengine
from
motors, 372
mechanically
which
can
twothe
371
contromore than
η η
the
decouple
non-“P4+”
e engine
more from
mostly
and
motors, which
can the
twowheel.
than themechanically
η PS 372
than
e
η
the
engine
mostlyfrom
motors, decouple
operate
ser all
two
η the
which
can wheel.
and The
two
esinclude
η
e
η
the
engine
mostly
motors, operate
system PS 372
mechanically
from engine
motors,
which
in
can wheel.
The
the
decouple
allseries
η η
the
moremostlyfrom engine
operate
include
which
can inoperating
can wheel.
mechanically
The
which
η mode
ηseries
than
e
mechan theη
mostly the
decouple
engine
operate
ηcan from
inoperating
wheel.
more The
two
can
toengine
η
mode point
series
mostly
e
ca η
the
engine
operateoperating
mostly
motors,
than
in y,The
ηthe
decouple
towheel.
could
from
mode
η point
series two
operate engine
engine
operating
in
operate
η which
ethe
to be
could
mode The
series
motors,point the
incontrol
wheel.
from
operat
engin
can
in eng
to
serie η be
modcoupo
ηse
w tη m cn
374
according
achieve
non-“P4+” 374
according
achieve to
optimal 372
374
and
theaccording
non-“P4+”PS375
optimal
optimalto
control
372 374
the
all
according
achieve optimal
to
372
374
mechanically
non-“P4+”
In
include
efficiency,
control
of
and
the
according
the
372
374
achieve terms
non-“P4+”
mechanicallyPS
optimal
optimal
In to
of
372
more
efficiency,
engine
and
the
according
the
terms
optimal according
alldecouple
mechanically
so
of optimal
to
achieve
control
Inengine
374
mechanically
non-“P4+”
include
PSthanand
efficiency,
thatthe
engine
In
terms
of
all two
mechanically
decouple
so
to
control 375
the
optimal
terms
optimal
achieve
In of
372
the
include
PS more
efficiency,
to
that
the
operating
achieve
engine
non-“P4+”
all
and
engine
the
terms
of
372
374
motors,
decouple
the
engine
so
point,
of the
optimal
efficiency, of
decouple
include
the than
more
PS
optimal
efficiency,
that
according
control
optimal
engine
achieve
the
mechanically
decouple
engine
efficiency,
optimal
efficiency,
of according
engine
all
which
so
point,
so Inthe
372
374
engine
mechanically
from
non-“P4+”
twoand
the than
more
that
efficiency,
the
include
In
operating
that of
control
engine efficiency,
engine
efficiency,efficiency,
so
terms
optimal
ethe
motors,
PS
engine
from can
to
control
the the
372
twothe
so the
,efficiency,
terms
and
that
operating
enginethan
the
wheel.
all
tothat
engine
engine
of
efficiency,
mechanically
non-“P4+”
ethemore
mostly
and ,of
e
motors,
decouple
engine
from
engine
efficiency,
the
,control
so
point,
includethe
of
andis
optimal
decouple
which
two
the
operating
In of
from
wheel. PS
so
that
engineoptimal
excellent.
the
The
than
mechanically
ethe
terms
engine eng
operating
point,
motors,ethat
engine
operate
from
efficiency,
so
all
,ethe
efficiency,
, which
can
more
the
is
engine
operating
In andof ,
engine
and two
wheel.
The
ne
that
include
the
excellent.
efficiency,
and
terms
the
ethe so
decouple
efficiency,
engine
point
of
wheel.
mostly
the
engine e
PS
efficiency,
,eff
efficiency,
operating
efficiency,
, Theengine
the
operating is
and eng
engine
that
engine
motors,
which
than
in
can
engine operating
all
wheel.
The
excellent.
operating
operating
point, c point
series
decouple
of
more
4WD
engine
e The
efficiency,
ency
mostlytwothe
e so
control,
, ne,
isThe
operating
operate
include
from can
is
efficiency,
so
engine
the
engine
so
that
point,
better.
operating
from
which
operating
The engine
mode
excellent.
Bridge,
eff
point
control,
engine
4WD
that
eengine
motors,
than
ethe mostly ,that
efficiency,
point,
, e
point
operate
the
c
isin
,
The
the
point
and
the
more
engine
is
theency
sobetter.
theIn the
excellent.
Bridge,
and
efficiency,
two
can
operatingto
wheel.
point 4WD
engine
so
that
control,
efficiency,
series
engine e
operating
wheel.
point from
could
which
, The
is
series engine
control,
engine that
operating
the
point,
operate
mostlye
motors,
than
in
operating
The
is
mode
Bridge,
excellent.
operat
In
the 4WD
,excellent.
the
control,
series
the
series
could
from so
ebe
pointThe
two
can theThe
efficiency,
system
is and
in ηefficiency,
efficiency,
engine that
point
wheel.
controlled
operate
engine which to
the
ng
better.
engine,
engine
emostly
ethemode
series
Bridge,
point
series
motors,
be
could
4WD
system
pointis The
operat
and
the
the po The
series
can
efficien
better.
could
control
wheel. The
can
in
operat
In
toeng
mod
4W
nt
effi
be
Br
con
ope
cou
ser
op
sy
e
se
w
, em ecc
375 375
achieve 375
decoupachieve
optimal 375 achieve
eterms 373
optimal
the control
eng375 achieve 373
375
optimal
ne control
of from 375
according
achieve
the optimal373
controlnon-“P4+”
according
engine
of the
achieve to
optimal373
achieve the
controlaccording
engine
of
operating the
optimal 373
and
optimal
to the
optimal
control
engine
of
operating 375
according
the PS optimal
to
point,
control all
engine
of 373
efficiency,
the
according
operating
control theinclude
sopoint,
achieve
of375
optimal
to efficiency,
the
engine
that
operating
of
the according
so 373
more
optimal
to
point,
the efficiency,
that
optimal
engine the
operating
achieveengine sothan
the
optimal
point, according
operating 373
efficiency,
to
thatcontrol enginetwo
the
operating
optimal so
efficiency, the
point, optimalmotors,
efficiency,
that engine
of efficiency,
according
to so
point, 373
the
control the η
that
point, engine which
efficiency,
engine
efficiency,
optimal
,operate
so so
is the
ofso η
according
tothat
better.
that theethat
can
engine
efficiency,
the,
operating
the is the
engine η
efficiency,
so mostly
optimal
excellent.
better.
the
In engine that
engine
efficiency,
, to is
engine the η
the
operating
point, operate
excellent.
efficiency,
better.
In so
efficiency,
,
optimal
The
efficiency, engine
is that
efficiency,
so η
excellent.
better.
In 4WD that in
,the
The
e point, is series
η
efficien
efficie
so exce
Brid
the η
engi
bette
In 4W η
tha
,eso ,T
iseem
374 374
376 371
371
371 376
non-“P4+” 374
theInparallel
In non-“P4+”
terms 374
372
376
and
Inparallel
terms non-“P4+”
of PS
of 372
376
engand374
all
eng non-“P4+”
of ne 374
372
include
PS eng
ne
mechanicallyand
effall374
372
376
non-“P4+”
ne
eff cthe
372
include
PS more
cparallel
ency andall whee
376
non-“P4+”
eff
ency η
376
non-“P4+”
include
PSthan
coptimal
decouple more
ency and
mechanically ηall The
two
and ηthe
374
376
372
include
PS
isthan
more
andand eng
all
and374
372
motors, PS
operattwo
and
engine ne
include
than
more
operat
decouplePS
all operat
motors,
non-“P4+” all
which
include
operat
ngmechan
from 372
non-“P4+”
two than
ng more
include
pothe ng
motors,
ng
po
the nt 372
which
can
two po
more
and
enginethan
nt
ca po contro
wheel.
mechan nt
more
mostly
and
motors,
y PS
nt
contro cou
which
can
two
than
decoupfrom PS
all than
contro
The d
mostly
motors,
operate
ca two be
allwhich
can
include
the the two
engine
y
ethe contro
include mostly
motors,
ser
the
decoup operate
wheel.the
sermotors,
which
in
can more
es
eng es ed
series
ser
operating more
emostly
system
ηso which
The
ene accord
in
can
than
es
system
,the which
from mode
series
than
engine mostly
system
eng operate
two
can
can
point inng can
the two
can
ifnetomodeto
series
e operate
mostly
motors,
operating
whee
from
could the
mostly
motors,
can
η in to
mode
series
operate
e which
the be
The in
operate
which
point
whee tomode
controlled series
eng can
in could
ane can
in
The to
serie mod
emos
ope se ec
375 achieve 375the optimal 373
375
architecture,
achieve 373
control375
architecture,
the
according
achieve parallel
373
375
optimal
of the 373
375
mechanically
the achieve
the
according engine
optimal373
to
controlthe
architecture,
mechanically
engine the
according
achieve theis375
engine
achieve
to control
of parallel
related
mechanically
decouple
architecture,
according
optimal
operating
the the
according
optimal the 373 related
the
optimal
control
optimal
to engine
ofachieve
the 373
375
architecture,
parallel
to
decouple
efficiency,
to the parallel
engine
the
tothe
the
point,
optimal
control the
engine
of to
wheel
mechanically
decouple
engine
optimal
operating
control
efficiency,
η the optimal
the
according sothe
engine is
the 373
375
architecture,architecture,
parallel
according
so
achieve
optimal
of related
engine
that wheel
thatthe
speed,
engine
from
operating
of
efficiency,
the is the
373
efficiency,
so point,
control
the to
engine engine
related
the
optimal speed,
architecture, to
the
according
efficiency,
that theto
operating
achieve even
decouple
engine
engine the
from engine
the the
point,
so of
the the
wheel.
optimal is
engine
so
according
that
operating if
mechanically
to wheel
optimal
control
the even
the related
aengine
from
the
operating
optimal
engine that
efficiency, transmission
the wheel.
efficiency,
so to
point,
engine
the The if
is
wheel
the speed,
the
theof
efficiency,
that apoint,
engine
engine to
is
relatedtransmission
engine
engine
efficiency,
so
efficiency,
to optimal
engine
control
thethe η
related
the
wheel.
The
decouple
speed,
operating
point,
the that even
engine
eengine
fromwheel
to
,optimal
efficiency,is
is
e so
is
engine
the
ofis to
related
the
operating
The if
adapted,
η
even
efficiency,
efficiency,
so
that so
better.
that the athe
excellent.
the engine
that speed,
that
operating
point,
efficiency,
,the is
wheel
the transmission
engine
is operating
engine
the wheel
adapted,
wheel.
the
In
efficiency,to
engine
η point
athe
excellent.
engine so,the even
speed,
so
efficiency,
engine The
engine
is engine
ethat
speed,
operating
transmission wheel
,The
thatcould
from
ηis
operating
point,
better.
excellent.if
point
4WD
so athe
is
even
engine
excellent.
the is ηbe
transmissio
adapted,
even
speed,
the
efficiency,
efficiency,
efficiency,
,The
efficiency, so
that better.
In could
engine
excellent.
4WD point
engineifis
Bridge,
that
epoint,
control
wheel.
,the
The is iftrans
operat
η
adapt
The
the
bette
In
Brid
engiacou
even
η be
effi
4W, ηef
so tr
is ,Teeη
376
375
372
372 376
375
the
377
377 372 achieve
opt
it is more 376
375
parallel
the ma
achieve
optimal
it is 376
effic
375
parallel
architecture,
377
373
more
caydifficult
the
achieve 374
ency
377
373
optimal
control376
375
parallel
difficult
so
architecture,
the 374
e 373
achieve
itoptimize
is
toeaccording 376
375
optimal
control
of
more
to
that
parallel
the 376
non-“P4+”
375
architecture,
the
377
373
achieve
the
the
engine
optimal
optimize 374
parallel
373
controlthe
the
engine
of
eng
non-“P4+”
architecture,
377
the
achieve
difficult
toaccording
the the
it and374
engine
is ne
parallel
377
optimal
achieve
controlnon-“P4+”
related
the
engine
of
operating
engine
isthe
according to
optimal more
effic
PS
architecture,
parallel
the
optimal engine
optimize
itis 374
and all
375 ency
related
the to 376
non-“P4+”
375
architecture,
377
373
optimal
control
engine
of
operating
operating
is difficult373
the
itefficiency,
tomore include
PS and
architecture,
the
engine
is
point,
ispointscontrol
themore all
engine
of 374
non-“P4+”
related
thewheel
to
operating
control
engineachieve the
to
difficult
optimal
s
sotheexce
include
PS more
point,
achieve
points
than of376
and
engine
is all
the
373
difficult related
parallel
speed,
engine
that
optimize
accord
so wheel
to the
operating
of
the
operating
that
ent
non-“P4+”
include
PS
engine
so
optimal
the
to than 374
than
the more
373
point,
the
efficiency,
ngis and
optimal
engineto
optimize all
engine
thatthe
operating
front.
the
The
related
speed,
wheel
even
to
engine
engine
accord
to two
optimize
the include
PS
is
sothanmore
architecture,
the
point,
the
control
points
engine
the
4WD
non-“P4+”
parallel all
is
if
related
that
operating
front. soand 374
motors,
control
opt speed,
ngwheel
even
to a
enginetwo
related
operating
efficiency,
operating
engine so
Br
include
than more
point,
than
that thePS
transmission
the to
that
ofefficiency,
engine
efficiency,
toma
dge
motors,
architecture,
if
the all
speed,
wheel
evenwhich
engine
theofthenon-“P4+”
two
the
a to
the and
efficiency,
point,
operating
eff so 374
than
thethe
opt
non-“P4+”
more
include
transmission
theη
enginemotors,
if
wheel
point,
that
operating
points
front.
engine
cbe ency PS
speed,
even
ηbe
engine which
a
engine can
two
wheel
efficiency,
,
so isthan
is all
transmission
the the
so
that η
non-“P4+”
more
mostly
and
motors,
adapted,
isif
speed,
better.
operating
than
points
e include
which
even can
engine
that two
related
a
operating
and
engine
speed,
efficiency,
,
points the is
is
the PS than
transmission
than η PS
mostly
motors,
operate
adapted,
if
even
better.
the
In
e
engine
front.allwhich
a
thancan more
to
is
η
a
and
even
efficiency,
, two
is
engine
point, is
the include
if η
mostly
transmission
related
the
point, operate
adapted,
a
better.
Inthe
ePS
front. motors,
which
than
ifin
can
, wheel
aisallseries
transmission
efficiency,
so is
efficiency,
front. so
that moreη
mostly
transmissio
better.
In two
adapted,
to operate
include
that in
can
the
, thewhich
speed,
is
is mode
series
ηmoto
than
whe
adap
the
e
η
bette
In mos
eng op e
η
,eef in
is ism
,Teeηee
mechan
mechan mechanca yca
decoup decoup y decoup the the it is
ethe
eng the
eng
according more
ne eng
nefrom difficult
ne
from
to thefrom
according the to
whee
optimal
to whee
the optimize whee
The
optimal
to it
The
efficiency,
the
accordingis engengine
more
The
eng
optimal ne
efficiency, eng
neso difficult
operatoperating
to operat ne
efficiency,
that the operat
so ng
the to
optimal ng
according
that po points
optimize
engine po
so ng
nt
the nt po
cou
that than
enginecou nt
efficiency,
to engine
d
the the d the
cou ema
engine ,doperating
front.
econtro
efficiency,
optimal
so is
efficiency,
eff
contro so
be
that excellent.c,contro
that
efficiency, ency
ed
is the ed
efficiency, the
excellent. points
eeengine
,to soisThe
ed eng ,excellent.
that
is 4WD
ne
eeso
excellent.
than the
efficiency,
,The is eff
that the
excellent.
4WD eng
Bridge,
ecthe ency
The front.ne
The
Brid
engi
e4W
376
377 the
377 more376
it is parallel
377
ncit ude 374
376
architecture,
377
more
isdifficult
more the 374
375
it isdifficult 376
parallel
377
than
more
to non-“P4+”
the 374
376
parallel
377
375
istwo
itoptimize the
difficult
more
to 374
376
architecture,
377
non-“P4+” engine
motors
it
achieveoptimize 374
375and
parallel
architecture,
non-“P4+”
the
isdifficult
engine
more
to
itoptimal
achieveis the
is
itwh
optimize 376
non-“P4+”
PS
and375
parallel
difficult
engine
is
more all
related
the
architecture,
parallel
non-“P4+”
ch
operating
to more
achieve PS
optimal engine
can
optimize 374
include
and
375 the
all
engine
difficult
control toand
most
architecture,
operating
difficult
to
achieve
374
376
architecture,
377 the
include
PS
points
optimize
optimal and more
parallel
engine
is PS
yrelated
the
all
engine
to
control
of wheel
non-“P4+”
375
operating all
operate
to the
include
PS more
points
than
optimize
achieve
the optimalit 374
376
non-“P4+”
than
engine
istheinclude
architecture,
377
optimize
control
engine
of is related
all
engineparallel
speed,
to
operating
more
the the
the enginen374
two
the
include
than
points
than
optimal
achieve 375is
moreand
engine
control
of engine
ser
front. non-“P4+”
the
operating
operating
more
related
wheel
difficult
it engine
the
and
motors,
even
tothe architecture,
two
ises PS the
points
than parallel
isthanmore
more the
mode PS
is
related
front.
operating
optimal
control
engine
ofoperating
achieve
than
ifmotors,
non-“P4+”
all 375speed,
thewheel
to apoint,
operating
theto all
related
engine
two which
points
than and
transmission
the
include
than to
difficult two
optimize include
architecture,
front.
engine
of to
operating
control speed,
wheel
ach even
motors, the
the
optimal
the thePS
which
two
points
so to
ismotors,
can
and
than
point,
achieve 375
eve all
related
morethe
engine
wheel
points
front.
to
engine
that
operating
of
more
ifmotors,
engine mostly
speed,
even
PS opt
optimize
the
than
so
include
apoint,
which
can wheel
control
the is which
transmission
than the
all ma
than
optimal speed,
front.
that
operating
achieve
than
adapted,
to
isif
mostly
the
engine
eeinclude
even operate
related
apoint,
the
engine
which
can
operating
so speed,
two
the contro
the
of
more
engine
front.
that
two
can
transmission
wheel
if
mostly
motors,
even
control
the operate
front.
engine
operating
optimal
efficiency,
socan mostly
apoint,motors,
isthan
even
more
the
in
is
of
engine
e relatedseries
transmission
ifthe
speed,
adapted,
mostly
operating
points
that
two
if
aoperate
engine
of wheel
which
than
in operate
transmission
efficiency,
so
control
the
the ηwhich
apoint,
is series
than
operating
that
mode
motors,
transmissio
adapted,
to
even
engine two
,operate
engine the
inspeed,
can
points
efficiency,is the
the
of is
so
can
ifin
mode
η to
whe
adap
series
moto
better.
the aeffi
mos
fron
eng
that, th
ope
poi
se
w tr
isin
is e
m
378
376
377 378
376
373 373
373 the
accord
itaccord 376
In
is parallel
377
accord
ng thethe
ng to In378
376
374
aspect
parallel
377
ng
the
to the
architecture,
the to
opt 378
374 of
the
opt 376
aspect
parallel
377
ma motor
architecture,
the
maopt
non-“P4+” 376
374
effof
In
parallel
the
ma
eff378
376
374
motor
the
architecture,
the
377
c engine
ency
c In 374
efficiency,
eff aspect
parallel
encythe
the
andthe
c 378
architecture,
so the 378
efficiency,
engine
is of
parallel
encyso377
aspect
that
non-“P4+”
PS η
related
the In
that
all motor
architecture,
parallel
so ,
the the
of378
376
374
since
engine
is η
related
the to In376
374
aspect
architecture,
that
the
include motor
eng and efficiency,
377 ,
eng since
the In
the
architecture,
engine
is
ne more
PS ne the
of
efficiency
related
the aspect
wheel
to the
efficiency,
eng eff motor
the 374
aspect
In
engine
is
parallel
eff
all cne the
377
non-“P4+”
than η
efficiency
ency
c
include the
relatedof
parallel
speed,
wheel
to the
eff
ency ,
engine 374
of
the
two motor
is
c η
efficiency,
since
of
aspectη the
engine motor
related
architecture,
encynon-“P4+” η
speed,
wheel
even
to
more,
and
motors, the
isof
two
sinces η
efficiency,
architecture,
the of the
is
if
related
exce
s PS efficiency
than motor
excetheη
efficiency,
motors
speed,
wheel
even
to a related
atwo
s ent
which ,
transmission
the and the
two since
if
to
efficiency
exce ent
nc motorsη
efficiency,
speed,
wheel
even in
the
aThe to
the
PS
ude of η
the
,
transmission
engine ent
The
motors,
can the the
since
engine
a if
wheel
4WD ,
speed,
even
more ain
efficiency
series
of
The
4WD
mostly since
two
wheelis
is
nc theη
the
transmission
adapted,
Br
which is
relatedif
speed,
4WD
ude than motors
series
the
system
,
even
Br efficiency
related
a
two
dge since
speed,
operateis efficiency
of
transmission
dge
more Bradapted,
two
can if
to
even
motorssystem
the ain
the
dge to
theevenis the
two
efficiency
of
transmission
mostly
motors
than
in the
ifadapted,
wheel
a
in
series series
of
the
if
two motors
wheel
ais the
transmission
theoperate
whtwo
transmissio
adapted,
speed,
e series
mode
motors system
twoof in
motors
speed,
ch is the
can
in mot
the
adap
e
toeven
syst se
w tw is em
378 378 more
the378 engaspect 375
difficult
nethe
378 it is 375
more
operat to
378 it
achieveng377
375
optimize
is difficult
more po 375
non-“P4+”
it
378 nt375
is
optimal non-“P4+”
difficult
engine
more
to
itso is and
optimize
it
achieve
thatcontrol
more η
non-“P4+”
difficult
is
operating
to morem
the PS
optimize and all
375
engine
difficult
it
to
optimal
eng
difficult ofη
m 375
is
the include
PS
points
optimize
ne and
moreto all
enginenon-“P4+”
operating
engine
control
effic
ηachieveto include
optimizePS
thanmore
,achieve
ency 375
difficult
it all
optimize
is
engine
operating
more
the
operating
ηthe of
m include
than
ηthe
points
the more
375
engineand
front.
to operating
optimal difficult
it engine
sachieveengine
ηengine
two
optimize
is
better PS than
points
than more
,point,
non-“P4+”
operating
ηto
allmotors,
control two
operating
theto
operating
optimal
,In
η
include
than
points
than
difficult
so
m engine
optimize
the front.thatmotors,
of which
thetwo
para
points and
than
m more
operating
control
the points
the front.
to
point, mmotors,
enginePS which
optimize
the
eengine
engine
than can than
arch all
than
offront.
so mostly
m
thethe include
which
can
two
operating
points
that
operating the
efficiency,
tecture
η engine
engine
front. mostly
motors,
operate
front. thancan more
the η
mostly
operating
points the
operating
point,
ηspeed,
operate
which
than
in front.
,since
is series
ηso
than
efficiency,better. two
operate in
can
points
that
point,the mode
series
moto
ηeffici
the
In mos
fron η
th
so in
isee
378 m378 378
achieve achieve
optimal achieve
optimal,control optimal ,control
of the control
engine
of optimal engine
of operating m the control
engine
operating
achieve point, of
,operating optimal
the sopoint, engine
that sopoint,
control
the that
operating
engine
m so theof that theengine
efficiency,point,
the
engine engine
efficiency,
so operating
that efficiency,
,in isthe better. engpoi
,sy
377
379
374 377
379
374 374 it is In
more377itthe is In377
379
375
difficult
more it is 376
aspect
379
of
In377
difficult
more
375 to motor
itthe 376
optimize
is aspect
of
In
377 the
difficult
more
375 to efficiency,
motor
the
377
379
375
itoptimize
is 376
parallelaspect
of
In
the
difficult
engine
more
375 to
it efficiency,
motor
the
379
optimize
is it 376
In
379
aspect
of
parallel
difficult
engine
is
operating
more to In
the
architecture,
themore
m efficiency,
motor
optimize 376
since
the
379
of
aspect
377
parallel
engine
difficult aspect
architecture,
the
operating
375 difficult
to efficiency,
motor
377
375
the
pointssince
optimize of
parallel
the
engine
to 376
efficiency
of
motor
architecture,
the
operating
it toefficiency,
the
engine motor
since
parallel
points
than
optimize
m is it the
375
optimize
more is efficiency
engine
operatingIn
more
the ,of
efficiency,
architecture,
mthe
engine
is
points
than 376
efficiency,
the
since
front.
difficult
engine
375
the
related
the efficiency
architecture,
parallel
operating
difficult aspect
mengine
the two
the
isof
points
than since
In
front.
operating
to the
related
the m 376
efficiency
the
motors
of
architecture,
the
operating
to
optimize two
the
of
since
parallel
engine
is motor
points
than
m aspect
optimize
front.since
related
the the
wheel
to efficiency
motors
thein
the
the
points two
engine
is of
than 376
efficiency,
the
of
the the
wheel
pointsto
front.
engine motor
efficiency
architecture,
related
parallel
speed,the
enginemotors
series
the in
efficiency
thanthe two
isof the
engine
the the
related
thanspeed,
wheel
front.even
to
operating efficiency,
system
motors
series
in
architecture,
the of
the two
parallel
operating the
m the the
,is
front. ifof
the since
speed,
wheel
even
toa system
motors
the
series
related
engine
front. in
two
transmission
the
points the
the
two
architecture,
if
pointswheel
even
ηmthe
a system
motorse,series
to
isefficiency
in motors
transmission
than the
related
the
engine
if
than
ηso speed,
eevena
the system
the
series
wheel is in
the
transmis
the
the of
adapt
to
isif
ηnt
front. etheser
even
rela
athe
eng
fronspth
η is
tr
378 is
non-“P4+”
non-“P4+”eng
In378
usually is
non-“P4+”
the usually
neand not378
s PS
and
376
aspect reand PSnot
optimized
aof
ated
376 In378 isoptimized
aachieve
PSnc
motor
the
the
usually
tonc 378
the
376
at
isude
aparallel
ude 378
achieve
aspect
In nc
376 the
optimal
usually
wheemore
efficiency,
the not
ude
376
at
same
more
achieve
aspect
of
In optimized
the
optimal is
speed
motor
the
architecture,
the 378
achieve
not
more
than In ηachieve
usually
same
time,
control
than
aspect
of optimized
thetwo than
optimal
In
parallel
is
two
,control
even
efficiency,
motor since
the time,
and
376
aspect is
ofat
optimal
of not
usually
motors
the two378
usually
the
motors
optimal
376 the at
acontrol
of
farchitecture,
aspectefficiency,
motor
the transm
In
of
engine ηachieve
optimized
and same
P3
is
engine not
control
motors
the the
wh
efficiency
the
of
motor the not
usually
motor
,ach
wh
control378
same
ch
engine
theof
efficiency,
motor
is 376
since ss
aspect ηthe
time,
P3
optimized optimized
operating
eve
chof
wh at
can motor
optimal
on
In the
,of
efficiency,
related
parallel
the
is
thenot
can
376
theand
opt
time,ch
engine
of often
smost
operating
efficiency,
the
since the
engine ηthe
ach
the
engine
motor
to
same
optimized
can
most
adapted
efficiency
aspectat
ma the
is
point,
,and
two
the eve
ythe
control
marchitecture,
the
at
η
engineoften
optimized
most
operating
since
In achieve
parallel is
P3
contro
operate
y time,
the ηsame
operating
opt
,point,
efficiency
efficiency,
the
motors
of
wheel
motor
so
operate
the
of
since
related
optimized
y
of
tmotor same
P3 at
ma that
,operating
aspect swheel and time,
ofthe
operate
optimal
since
the the
more motor
so nto
point,
efficiency
architecture, in
the
speed,
is
with
contro
the
two
of the
n η
time,
the often
same
point,
ser
engine
that d
efficiency,
the
of
the theand
ser
mmotor
efficiency
the
engine
a
eng P3
engine
,fficu
is
esso
motors with
n
point,
control
series
even the and
simple
efficiencyes
since
two
wheel of optimized
ofmotor
time,
the
so
ne
often
ser
mode
that
the tthe
mode
operating
engine
the
isif
a the
to η
that
soP3
operat
es
efficiency,
system
motors
the
in
of simple
efficiency,
the
related
ais of
engine
and
two-
two
speed,
eng
optimized
mode
to
opt is
P3
motor
that
the theto often
engine motor
the
ne
ng
efficiency,
,ifefficiency
ofsince
transmission m with
point,
motors
the
series
in
two the two-
to
engine
to
is
evenze ηthe
theis
P3
operat
po
the
two optimized
a
with
engine is
often
motor
nt
efficiency,
so
masystem
motors
related e,if
simple
,since
series isoften
efficiency,
ng
operating
efficiency
of
in motors
wheel that
isthe
arelated
optimized
better. ,that
aadapted,
e efficiency,
ain
iftransmissio
to
is
po
simple
system
the
two optimiz
the
series
the
two-
in
the
speed,
with
oftenthe
better.In
effici
of eng
mot
ethe
whe poi
,sy
seri so
th iseee
tw a
379
378
380 379
378
is
380 usually379
378is usually
not 379
378
380 is 377
optimized
usually
not
380 379
378 is 377
379
optimized
usually
not
378
the
it
at 379
is
378
is more
optimized
the
380 377
parallel
usually
not the
it
same
at
is is
optimized
the is
usually
380 377
parallel
architecture,
difficult
morenot η
time,the
it
usually
380 same
at m
is optimized
the 377
parallel
architecture,
difficult
more
to
and
not ηit
time,
378
380 same
at
not 379
optimize
is
378 the
the
optimized the
difficult
moreto η
optimized
and it
time,
P3 377
architecture,
the
same
at mengine
optimize
is the
the
motor
is 379
parallel
the
difficult
engine
moreto
and η
usually
time,
at P3
same m engine
at
the is
optimize
it the
motor
is 377
difficult
engine
is the related
the
and architecture,
operating
to more
often
time,
same P3isηnot engine
optimize
same is
usually
the
motor
is enginerelated
the
operating
and
time, η
optimizedto
difficult
it
to
often m377
P3 is time,η
pointsthe
optimize parallel
is
them
more
motor
is engine
not
and related
the
operating
optimized to
often to
P3
and the
points
than engine
difficult
it
optimized
theat
with 377
motor
is architecture,
optimize
is
engine
the speed,
wheel
to
operating
more
the
optimized
often
P3 points
than
amotors
P3
samethe
with
motor is
front.
to
simple
is related
η
speed,
wheel
even
operating
difficult
itengine
optimize
optimized
motor
atoftentheisatime,
theη
points
than with m
more the
front.
simple
two- speed,
even
optimized
is
same
often toato
and engine
operating
the often
asystem transmission
the
points
than
difficult
engine
optimize
with
simple
two- if
front.
time,
the
optimized wheel
even
the is
optimizedtransmission
than
asystem
P3 operating
points
withfront.
to
simple
and
two- speed,
engine
motor optimize
the athe
with is
transmis
thanadapt
to
front.
simple
two-
with
is
P3 even
ope
poin
athe the
oft th
m
sim is
ea
375 375
375
379 ach speed
ach
is eve In
ach
eve
eng
usually379
optthe
speed aspect
In
transmission,
eve
nema
opt not 376
377
379
opt
ma
operat is
the
transmission,
contro aspect
376
ma
377
optimized
of
usually
In
contro 379
ng motor
the
speed
the
it
is
the
contro
of
po
is
aspect
376
377
379
of
In
of
more
usually
not
motor
speed
the
nts
parallel
at
efficiency,
motor
is
the
transmission,
376
377
379
the of
eng
than
optimized
the
aspect
376
377
parallel
usually
not
of
In
motor
the
difficult
same
efficiency,
motor
the
efficiency
the speed
transmission,
the
eng ne eng
ne
architecture,
the
optimized
is
In
379
aspect
of
operatoperat
front
parallel
it not
time,to
usually
at neIn
the efficiency,
motor
efficiency
parallel
architecture,
is the m
more
the,
optimize
since
the
speed
is
optimized
the ng376
operat
377
parallel
and
of
aspect
transmission,
motor
speed
the aspect
medium.
ng the
po
architecture,
m
difficult
same
is
at
not
efficiency,
motor
376
377
379
the
, since
is of
architecture,
usually
the
the engine
the
efficiency
transmission,
po ng
ntmotor speed
nt of
motor
medium.po
so
architecture,
engine
optimizedthe
time,
P3
same
at m
to
efficiency,
transmission, the
, motor
The
so
the
engine
it
the
motor
is
since
the
nt
that
isIn
376
377
379
parallel
the
optimize
not is
and
efficiency
that In
related
para
operatingm
more
usually
time,
same the the
,
efficiency,
the
motor
The
engine
is
optimized
at the
of
transmissions
efficiency
transmission,
so efficiency,
the
is
376
377
since
that
the aspect
the
theand
the
eng
engine
e
related
the
often
efficiency
medium.
the
architecture,
difficult
it
time,
P3is to
engine
not
aspect
m arch
is
two
the
,
transmissions
the
eng engine
same is
of
efficiency
motor
theis ne the
points
usually
the
motor
since
para
more
of
motor
medium.
eng
ne
optimized
and
at
the
eff
is
related
the to P3
efficiency
motors
tecture
m
of
motor
the
wheel,eff
related
the
operating
to
time,
the
two
ethe
Theof
since
parallel
ism
than
motor
efficiency
of
cne
difficult
the
motor
not
,
ency
carch since
related
the
optimize
same
the
wheel
to
often
efficiency
efficiency
theis
motor eff motors
ency
P3speed,
and
in
efficiency,
the
the
thethe
optimized
at
withtotwo
transmissions
medium.
The of
engine
of
parallel
c η the
ency
tecture
motor
is theis
eng η
efficiency,
the the
efficiency
transmissions
architecture,
speed,
wheel
pointsto
front.
to
time,
the
optimized
often engine
a
series
even in
efficiency
optimize
P3
sames
the
two
wheel
ne
is
of
parallel
is
medium.
simple
and ηthe
sThe
P2
bettermedium.
the
than
the
better
related
optimized
motor
atoftenif
speed,
wheel
evenms system
motors
series
,
and in
s
re
a of
eng
operating
time,
the
two
since
speed,
with m
the
the
,
transmissions
is P2
better
In of
the
The since
P3
medium.
transmission
the ated
engine
two- if In
optimized
is
P3
same ne
speed,
even
toa and
of motors
the
series
The
engine
front.
and often
a
in
the
two
motor
parallel
to
even
with sIn
transmission
the
simple
the
the
two
re
if efficiency
P3
the motors
wheel
even
operating
points
time,
the a
series
atedefficiency
in
transmissions
transmissions
the parallel
The
if
is
optimized
a P3
motors
whee
witha of
isP2
transmission
the
related
simple
and
two- if the
transmissio
than
oftenmotor adapted,
to
speed,a in
and
a
system
transmissio series
of
the
is
points
the P2 in
the
speed
transmis
the
simple
of
the
parall
of P3
adapt
to
optimiz
two-
with
is
P3 and
whe ser
evenof
the
the
fron
oft
sy
th
th
m
twisae
380 380
speed
381
381 376 380speed
transmission, 380
381 speed 378
transmission,
381 380 speed 380
378
transmission,
the it
motor 380
is
speed
381
more
In 378
transmission,
the it
is
motor
speed
the is
381
difficult
more
usually
efficiency
transmission,
the speed 378
381
aspect
In it
motor is
efficiencythe
transmission,
the difficult
more
not to
378
transmission,
is 381
aspect
of
In motor
the 380
optimize
optimized
medium.
motor
efficiency the difficult
is to
aspect
of it optimize
378
medium.
motor the
Inarchitectures is
efficiency The
efficiency,
motor
the engine
more
speed
is
the 380
to
atmedium.
motor
aspect
of
In optimize
the
efficiency
efficiency,
motor
the difficult
transmissions
motor
The engine
378operating
η
same
transmission,
is medium.
speed
efficiency
aspect
ofoperating In transmissions
efficiency
efficiency,
motor
, since The
the engine
operating
time,
is ofit
to
η aspect is
378
medium. points
optimize
transmission,
efficiency,
motor
the more
transmissions
of is
, operating and
The
since
In operating
the η
the is
medium.
efficiency
theof points
than
the difficult
transmissions
medium.
motor
of
parallel
efficiency,
the
,the The
motor
since
aspectengine
378 η
P3
the the
efficiency
In points
thethan
motor
transmissions
efficiency
The
the
,the of front.
to
parallel P2
efficiency,
the
since
of operating
η
The
motor
the
the optimize
the
efficiency
motor
aspectand than
is
transmissions
two
the
,of of front.
parallel often
transmissions
since
In P2thethe theη
efficiency
P3
is and
efficiency,
the
motors
of pointsengine
medium.
two
the of front.
optimized
parallel
motor P2
aspect
, since the
theP3 and
of
efficiency
motors
inthe than
twois
of operating
η
parallel
of
P2
the The
medium.
efficiency,
the
of
the the P3
motorthe
the
motors
series
,in with
and
parallel
efficiency
since
ittwo
of front.
transmi
the parall
P2 P3
the a poin
effic
syst
mot η
seri
the ansim
Th
inmtw eoaP t
379
376
376
380 379
is usually379
architectures
380
architectures
is usually
In not 379
377
380
the
378 iscan 377
optimized
usually
not
aspect 379
only
380 is
it of
is 379
architectures
can only
take
377
optimized
usually
not
380 motor
moreit 379
377
380
378
is care
architectures
at is take
optimized
the more377
usually
not isof
same
at
effic
difficult
it cancarearchitectures
the
optimized
the is
usually
is it 380
ency
is
difficult
more only
not
time,can
usually
same
at
to
it of
operating
more is the
η
optimizeonly
optimized
the not 379
take
architectures
377
and
difficult
more
totime,
same
at
not 379
architectures
operating
377 care
optimized
sated
difficult380
nce
378
optimize can
take
the
the point
optimized
and time,
difficult
to P3
same
the
engine at
is
it of
only
care
to the
thethe
tpoint
can
motor
is
usually
optimize
is effic and
engine
more stake
377
of
at
380
optimize
378
to η
can
optimization operating
usually
time,
P3
same only
the
at
the
ency
operating
more the
optimize optimization
motor
is 377only
care
notthe
difficult
engine andoften
same
operating
η
take
time,
P3
ofm
d can
not
engine
tthe same sof
optimized
the
ff take
the
motor
is
points point
ofonly
care
time,
cu
more
engine the
optimized
andoften
operating
it
to
η two P3
m the
tis care
time,
operating
to
η
points
optimize of
take
point
the optimization
motor
is
dandof
engine,
motors
than
more opt ffthe
optimized
at
operating
η
of
oftenthe
P3
and
mcu care
the
m
points
thandifficultengine,
operating
optimization
at
with motor
is the
nP3operating
andpoint
of
optimized
often
same
tefficiency,
ze
points
front.
to
engine m
thethe
eng aopt P3
same with
motor
points
than it
simple
is of
ser
front.
to and
optimization
is
optimized
motor
time,
ne
than
m often
operating
η
the
operating
point
ma
optimize
the hard
time,
es
ze is
operat
η
than point
it
with
simple
two-
andengine,
system
theeng
front. is
the
optimized
is
often and hard
optimization
to often
athe
front.
the the
ne
ngm optimization
points point
engine,
with
simple
two-
engine and
the
optimized
P3
stwo
operat
po
front.η
of
to
optimized
antsP3
than it
and
with
motorsimple
two- is
mengine,
optimization
motor
than
ng
operating
η
of the hard the
asystem
with
po is of is
simple
two-
the the
with
is
often
nts
front. to
engi
hard and
athe oft
fron
poin sim
th
381 thethe
381 para
speed the
para381
architectures e para arch
e
transmission,
architectures arch
381 e
speed 378
arch
tecture
tecture
architectures
can 379 only381 speed 378
tecture
the
transmission,
the 381
In
architectures
cantake the
motor
only
379
eng
speed
381
the the
eng
In 378
transmission,
architectures
can
care take ne
aspect
only
379
eng
ne
efficiency
speed
the
of can s
care
architectures re
transmission,
the speeds ne
of
aspect
In
379
reated
motor Inmotor
transmission,
architectures
thetake only the
operating
of can s
ated
the
carethe re
m
the 378
to
transmission,
is aspect
of
In
take
379only to
medium.
motor
speed the
efficiency
motor
the 381
aspect
operating
of
can the
care the
efficiency,
the
can to
whee
aspect
of
point
take
only the
whee
motor
transmission,
efficiency
of
the The
efficiency,
motor
operating
of
only
379
speed
careis
the
motorwhee
speed
381
motor
of
In
architectures
optimization
the
takepoint take speed
medium.
efficiency
transmissions
motor
In ,
efficiency,
motor
the
operating
of 378
m optimization
care the
379point
care speed
transmission,
is
efficiency,
the
since even
medium.
speed
efficiency
aspect of evenefficiency
aspect
efficiency,
,
architectures
operating The
the
since
theof canis Inf
of even
motor
optimization
ofpointthe a
medium.
the
operatingf
379
transm
transmission,
motor
the
,
only a
transmissions
efficiency
the
of of is The
since
In transm
the
motor
operating
engine, f
the
medium. a
efficiency
aspect
, issince
efficiency
optimization
of point the
take
the
can transm
ss
transmissions
medium.
motor
parallel
efficiency,
the
, Theof
since
aspect on
ss
of
the
engine,
point the
efficiency
optimization
of
only
care
379 and point
the ontheThe
theof sss
transmissions
motor efficiency
of
is of
ittwo
of
take P2s on
adapted
The
the
engine,
of
optimization is
and
the adapted
medium.
motor
the and
efficiency,
motors
transmissions
efficiency
motor
optimization
η the
hard two
,
care s
ofof
parallel
since adapted
transmissions
operating
it ,
the
mengine,
of the
efficiency
isP3
andis
ofsince
efficiency,
ofmotors
to thehard The
medium.
in
two
the
of of
parallel
it
of P2
thethe
the
engine,
is
and transmissions
of and
of
efficiency
motors
in
operating
theto
point
η mhard ,two
theis
parallel
seriesit of
efficiency
since
motors
the
the
engine,P2The
medium.
is P3
and motors
series
, in
optimizatio
engine,
to and the
parallel
since
hard oftransmi
in
the
point
it parall
P2
and P3
effici
of
the
is syst
to of
seri
the
in
and an
ha
η
Th
th
ittw
o Pt
380
377
377
381 382
382 377
380optimize
t speed 380optimize
t speed
381
usua the
transmission, 382
dy 380
378
381
not dt the
efficiency
speed ff382
transmission,
378
opt 380
381efficiency
optimize
speed
m 380
of
transmission,
the 378
zed isthe
motor 382
380
usually
378
zespeed
381
optimize
at the
of
motor
transmission,
the the 378 isthe
motor 382
usually
efficiency
speed
same thenot
efficiency 382
optimize
motor is optimized
simultaneously,
transmission,
the speed381 motor usually
the
ttransmission,
efficiency
me not 380
382
optimize
transmission,
is 378 isthe
simultaneously,
of the
optimize
medium.
andmotor 380
optimized
378
efficiency
381 usually
the not
is
of
the at
efficiency
motor is
the
medium.
motor
thespeedoptimized
the
so
efficiency
the
optimize
P3 usually
the
The not same
atmedium.
efficiency
speed
is
the
motor η
motor
381 optimized
the
isthe
simultaneously,
378 efficiency
of so
drive
efficiency
transmissions
motor
The
transmission, not
time,
usually
the same
transmission,
the is at
ηoften
,simultaneously,
378
m
motorof
medium.
efficiency
sefficiency, optimized
the
drive
system
efficiency and
of
the
transmissions
efficiency
The time,
is
opt same
is
ηat
not
the m
motor
medium. usually
the
the
the ηof
simultaneously,
system soefficiency,
transmissions
,m
m
optimized
and
motor
The
is of time,
the
zed P3
same
ηat
,the is
medium.
motor m the
the
motor
is
drive not
simultaneously,
the
so and
efficiency,
transmissions
medium.
,motor
w of
parallel
The
themotor usually
time,
th P3
same
the η
simultaneously,optimized
at
asystem
efficiency
drive the
motor
is
The ,of
transmissions the
sefficiency
of and
sois
parallel often
P2time,
P3
is
The
the
η not
the msame
medium. usually
eand the
motor
is
,η
transmissions
simultaneously,
mp system isoptimized
efficiency,
,of and
drive
is
so
parallel at
often
transmissions
two-speed P2 P3
the
P3
is time,
the
medium.
so
the
medium. and the
motor
is not
medium.
efficiency, of optimized
system
the same
often
itdrive
parallelP2 ηP3
and
the
P3 optimized
soat
with
drive
and
of motor
is
The time,
the ηThe
optimized
,systemoften
parallel
sthe ηof
P2
the m
efficiency,
is atransmissio
system
medium.
P3 P3
same
the
drive with
andsimple
is
and
parallel
,hard is optimi
motor
at
often
itefficien
transmi
parall
P2
mediuP3atime
the
syste wi
efficansim
ctw
oedsaP
382 382 st more
s more
architectures
382 sdmore ff cu
ff
379
382 cu totonly
architectures
can
379 cu
opt
to
382 is 381
tusually
opt to
m In
architectures
take
382
379 mopt the
ze
379
382 engmIn aspect
eng
architectures
can
care only
379
not ze
ne
of
thecan eng
ne
architectures operat
take of
operat
architectures
the only
aspect
In
optimized
is usually ne
theInmotor
operating
can
care the
operat
ng
take
aspect
of
In
379 ng
only aspect
po
motor
can
at the
not
efficiency,
architectures
of 379
382 po
care
the ng
nts
the
can
point
take
aspect
of
only nts
optimized
samepoof
than
operating
of
only
efficiency,
motor take
is
motor
nts
than
care of
In the
architectures
optimization
the 379
382take
canofIn
than
the
operatingfront
efficiency,
motor
usually
time, the
care
mat the the
379
since
point
only
care
aspect
theand the
front
of is not
aspect
architectures
operating
efficiency,
,same
the the
front
of
take
since
usually
the can In
optimization
ofpoint
ofthe
optimized theefficiency
operating
P3
the
of
only
care
motor
the
time, since
In
motor
m motor
operating
not
aspect
engine,
optimization
point since
oftake
can
efficiency
the and the
efficiency,
the
optimized
at
of
since
aspect
point
is
effof
the
the
the
optimization
of
only
care
and cmotor
operating
point
the
efficiency
η
often
ds efficiency
the
P3
ency
of
same ittwo
take
of engine,
of
optimization is
the
the
efficiency
motor
η
optimized
motor
at
eff
optimization
the
hard
ds motors
care
time,two
the of mc
operating
point
since engine,
ofthe
is
of
ency
and
same
sto
of
η thencethe
efficiency,
motors
and often
in
optimization
two
the
of of
with
the
the
two
engine,
is
and
the
time,
the of
operating
point
η hard
efficiency
motors
min
ds series
eff
the
two
optimized
aP3
motors
it
the
engine,
simple
and
nce cand
is ,ency
optimizatio
engine,
ds
motor to
η motors
series
in system
the
since
the of in
point
the
and
two-η
with
eff
of
is
the
is
P3 tothe
systandha
seri
the
inη
oft
th
it
m tw t
381
383
optimize
381
383 381
architectures
transm
optimizethe
architectures 381
383
ss
efficiency
optimize
on 380
the
383
architectures
can only381
the
efficiency
optimize 380
the
of381
architectures
can take
motor is
only the
efficiency
speedoptimize
usually
381
383
the 380
motor
of
architectures
can
care take
effic is
only the
ofefficiency
optimize
speed usually
transmission,
383
cancare not
architectures
ency 380
optimize
the
simultaneously,
motor
of
383
is
architectures
thetake only
s
the
efficiency
optimized
speed
operating
of can
med carethe
usually
transmission, not
the 380
simultaneously,
motor
of
381
383
take the
only
um
the
efficiency
optimized
speed 381
transmission,
the
operating
of
can efficiency
care not
the
can at
motor
point
take
only
The is380
simultaneously,
motor
of the
so
speedoptimized
operating
of
only optimize
care
architectures the
of
usually
transmission,
the simultaneously,
motor
same
at of
the
motor
architectures
optimization
the
take
transm point take drive
so
efficiencythe the
transmission,
thespeed
operating
ofcare ss 380
the
motor
not simultaneously,
time, same
optimization
the point
care at
motor
ons
the
motor
of
moptimize
system
efficiency can drive
so
optimized
the
the efficiency
the
simultaneously,
and
transmission,
operatingis
theof can time,
same
is
medium.
motor
speed m
efficiency
optimization
ofpoint
onlythe
the the 380
simultaneously,
system
operating drive
efficiency,
so
usually
the
the
only is
para
theand the
time,
operating
engine,
take P3 at
medium.
motor efficiency
of
msystem
transmission,
efficiency
optimization
of point take
the e
drive
efficiency,
so
the
the
motor
The
care the
not
speed
is and
the 380
theP3
same
medium.
engine,
point
P2
motor
sosystem
optimized
efficiency drive
transmissions
optimization
of
care
and motor
point
of the
and ds efficiency,
the
motor
is
The , so
is
theof often
transmission,
is
the of
it medium.
time,
P3 the
medium.
speed
engine,
of
optimization
P3 is
and
the simultaneously,
system
drive
m
transmissions
the efficiency,
efficiency
optimization
the
hard
operating
arch
ds The ,
motor
is is drive
motor
is
optimized
andat
often
motor
operating
it medium.
system
the
medium.
transmission,
engine,
of is
and efficiency,
the
is
transmissions
to
tecturestheof
hard
ds The system
, simultaneously,
is
optimized
the
it
of same
often
the P3medium.
efficiency
is
engine,
point is
andof
the ,
efficiency,
withmotor
transmissions
to medium.
motor
pointof
parallel
hard
ds The
the so
efficiency,
is
time,
optimized
itthe m
is
optimization
engine, medium.
andthe
a the with
simple
transmissio is
and
efficiency
optimizatio
engine,
to of
parallel
is
hard
ds , drive
P2 is
Theoften
mediu
itmotor
the
and ismed
a
and
to
ds
so
the
and ,
wi
of
pa
ha sim
tra
ittwsy
is to
dsP
378 378optimize
378
382 The InIn 382The
parallel
thethe In
aspect
the 382
parallel
379
380
theP2.5
aspectefficiency
optimize of379
aspect
380 of382
motorP2.5
The
motormotorof
optimize
is the
ofmotor
parallel
is
382
379
usually
380 The
motor
eff
isthe382
379
at
380
eff the
efficiency
optimize
usually is
parallel
cthe 379
c eff
ency
motor
not
380
P2.5
at
front
ency The
cis
efficiency
optimize
is η
the 382
ency
optimize
usuallythe ηthe
motor
P2.5endfront
parallel
ms
simultaneously,
notof
optimized usually
mis efficiency
optimizedthe
usually sη
The
not of
motor
nce is
379
motor
of
380
end
The
nce
the a at
optimize
at
notthe 382
379
380
efficiency P2.5
parallel
sthe
optimized the
of
parallel
transmission
is
nce
the eff
efficiency
not at a
The
effmotor
front
the
simultaneously,
motor
of
optimized
atsameis so transmission
P2.5
the
c usually
ency
the
optimized
the cthe 382
optimize
ofsthe P2.5
379 end
parallel
380
eff front
ency is
motor
cthe
of
simultaneously,
motor
same
at efficiency
of
usua
time,
the drive
at theat
shaft
ency 379
of
380
motor motor
of
the
notthe endthe
P2.5 a
simultaneously,
and
time, same
at the
motor stwo
optimize
system
yefficiencynot is
of
of
so transmission
shaft
same front
of
usua
optimized
the at
two is
the
motor
the
efficiency
theof opt a
simultaneously,
and time,
same
is the
motors
the at of
DCT, end
transmission
two
motors
simultaneously,
P3 drive the
efficiency,
so
time,
myis
usually
the front
the
motor
andtheis
the
notzed
time,P3 at front
of
motors at DCT,
and
efficiency
of
system
and drive
so
opt
the
the a
atshaft
end
motor the
ntransmissions
not is
and thethe
the
m
P3 ηtransmissions
transmission
end
nsimultaneously,
often
same and
of
front
ser n
motor
so system
optimized of
shaft ser
drive
efficiency,
zed
theP3
same
motor
is of
so
is
of the
transmission
a
,the es thea
transmission
end
es of
ser
system
medium.
the
optimized
motor
oftenat
time,
P3 transmission
DCT,
transmission
system
simultaneously,
system
drive tthe the of
es
efficiency,
motor
is me drive
motor shaft
optimized
andat is a
same
often ηtransmissions
DCT,
so
and
system
theand
transmission
often of
efficiency,
the
is system
,with
the the
shaft
andηdrive
the
simultaneously,
is tthe
optimized
same
oftenP3 shaft
medium.
meoptimized
aP3 transmission
DCT,
of
the
,simple
efficiency,
withmotor so
efficiency,
is
and
time, aη
the of
system
medium.
motor
optimized the transmiss
shaft
the
with and
simple
is
andthe
DCT,
,P2
drive
is ηP3
two-
with
often DCT
smed the
of
so
effic
acare
the η
oft
,wi m
simis a
sy ta
383
382 383
382
The parallel383
382The 383
382
parallel
yP2.5 The 381
motor383
382
parallelspeed
P2.5
Thethe 381
383 speed
motor
is
parallel
382
transmission,
383
architectures
382
P2.5
atThe the 381 speed
motor
is
parallel
P2.5
front
at
The speed
transmission,
architectures
The
the 381 speed
motor
isend
parallel P2.5
front the
transmission,
architectures
can parallel
at transmission,
only
the
of 381
m motor
motor
is
382 end
P2.5 383
transmission,
athe
architectures
can 382
front
at take
transmission
P2.5 the
of motor
only
motor efficiency
a381
speed
isend the
architectures
cancare
motor
front
at speed
take
transmission
The
the
of
is 383
motor
onlyefficiency
of can
end
ais
at motor
transmission,
the
care
parallel
front transmission,
is
381
architectures
the take
transmission
shaft
theat only
of motor
themedium.
speed
operating
of The can
end
front adrivecare
of efficiency
is
the take
transmission
shaft
P2.5
front the medium.
onlyspeed
parallel
of end transmission,
efficiency 381
architectures
operating
of the
care
amotor
DCT,
of the
can
end The
point
take the
transmission
shaft
of the is
medium.
motor
transmission,
aoperating
of
only
P2.5andis
DCT,
ofmedium.
The
care is
ashaft
transmissionat 381
architectures
optimization
thepoint themedium.
efficiency
takeη
can
transmission
motor
the the andds
operating
of theThe
DCT,
of efficiency
optimization
the point
only
care
transmission
shaft
front theThe
ismotor
the η
transmissions
the
architectures
operating
at and ofThe
take
DCT,
end of
can transmissions
is motor
optimization
of point
transmission
shaft the the
shaft
thethe
efficiency
theis
medium.
η only
care
front
of
of of
ds
and medium.
operating
DCT, parallel
engine,the
efficiency
optimization
of point
transmission
asystem
of
the of
take
the
canη
transmission
the
endthe of
the
and
DCT, is
parallel
ds The
engine, of
theP2The
medium.
optimization
ofonly
care
and operating
transmission
DCT,
of point
the
the η
aand the and
transmissio
of
parallel
is
ds
of
it
take
transmiss transmi
parall
mediu
the
engine,
ofis
and
transmis
and the
optim
η
P3
and
the
shaft
the hard
ds the pa
η
op
tra ittw
Th
po edsoP o
384 384
379 379
379
383
optimize
can can
be 383can
usedon
optimizethe be 384
380
to
381
383
take
efficiency
optimize
used 384
the
380
optimize care
to
383
efficiency
optimize
can
speed of
of
380
optimize
bethe the
can 384
the
efficiency
optimize
380
used
381
383
operat
the
motor
of
380
the
operating
be
transmission, the
used 384
efficiency
optimize
to speed384
ng
optimize
the
simultaneously,
motor
of
operating
can 383
to the
be
point po
efficiency
optimize
the the
used
can nt
384
380 can
point
of
transmission,
motor opt
simultaneously,
motor
of the the
efficiency
be 380
383 to
the
381
m
efficiency
operating
be
usedoptimize
the of used
motor,
can zat
simultaneously,
motor
of the
so
optimizethe to of
operating
efficiency be
speed
theon
optimize
the 380the
motor,
to
383 point
optimize
381 so of
simultaneously,
motor of drive
so
the
used the
the
motor
optimize
the
motor 380
transm
isthe
the simultaneously,
the
motor
operating
of
so
point
to system
motor
medium.
speed eng
so
efficiency
the the
the efficiency
optimize
efficiency the
the
of
ss ne
simultaneously, simultaneously,
motor,
motor
operating system drive
efficiency,
so
efficiency,
the
transm
on operating
point and
The ofthe
motor,
the
the is of
the tmedium.
system
drive
efficiency,
so
efficiency,
so of the
point son
motor
operating
transmissions
ss motor theη
thehard
sopoint motor
sosystem
, drive
efficiency,
motor,
theof ,
is
eff so
is
the η
toof
the
better.
motor
Thepoint
motor
c opt
medium.
the
simultaneously,simultaneously,
system
drive
efficiency,
the
,
ency efficiency,
so
is
motor,,of drive
is m
better.
motor,
the
The
of ze
medium.
system
efficiency,
transmissionsthe
eff s the motor
so
med
c the
efficiency,
, is
parallelη
The
ency so
the medium.
motor, so
um, the ,
efficiency,η so
efficiency,
is
the
efficiency,
is
motor s better.
of
P2motor
so
The
med medium.
,the drive
is
the and , drive
is
efficienc
the better.
transm
um The η
med
syste
efficie
moto
parall
P3 , Th sy
is
, To
384 s The
384 usua
can
s usua
be
s yusua
parallel
384
effic can
used
not
y not
be
ency 384
to
yThe
opt
P2.5
can
used
not
opt m381
382
optimize
of be
the
m
motoropt
zed
parallel
384
to
The
can
zed
used
m 381
383
architectures
atis
382
384
optimize
motor be
the
speed
zed
the
at
parallel
P2.5
at
to
The
384
optimize
can
used
the
the
architectures at 381
same
382
operating
soptimize
mu be
the
speed
transmission,
the
same
motor
The can
parallel
P2.5
front
optimize
to
can the
used
tsame
The
architectures me
382
parallel
operating
optimize
can
taneous be
speed
transmission,
architectures
tonly
motor
isend meP2.5
parallel
atthe
architectures
can
efficiency
theoptimize
point
be
to
used
andtthe
of 381
take
me
and
only382
operating
optimize
used
y
transmission,
motor
isThe
can
P2.5
of
the
the
athe
point
to
so
front
at
384
efficiency
optimizethe
care
and
the
to
can
the
of P3
transmission
P2.5
takethe motor
parallel
only
motor
operating
optimize
the
is
the
speed
P3
end
optimize
motor,
of
the
of
only
the
motor
front
382 attake
architectures
cancare
efficiency
optimize
point
dr thevethe P3
motor
The
the
of
is
motor
of
motor
onlyefficiency
architectures
the P2.5
of
384
operating
can the
transmission,
take
end
at
the
the
aoperating
motor
is soptimize
parallel
front
care
the
efficiency
motor,
of
sopoint
system bethe take
the
the
thethe
operating 381
often
382care
smotor
transmission
shaftat of motor
efficiency
simultaneously,
motor
of
used
often
the architectures
The
front
the
operating
motor,
of
motor
so
end
operating
of aof
can care
efficiency
can
point
effic
is
sthe
the
the
to
of can
often
opt
transmission
P2.5
front the
is
be
medium.
point
optspeed
efficiency
the
parallel
of
only
end
simultaneously,
motor
of the of
the
optimize
m
at
architectures
operating
motor,
of 382
efficiency,
motor
point
ency so used
the
only
amotor
DCT, m
end
theis
point
the
operating
opt
zed
transmission
shaft
the
point
take
of
efficiency
the η of
medium.
zed motor
transmission,
optimization
ato
simultaneously,
motor
of
take
m
P2.5can
w
front
ofandis
operating
the
so
motor,
The
of
care
the
efficiency,
motor
thethe
of
is
awzed
th
shaft
at the
optimization
point
transmission
the
optimize
s 382
η
the
med
medium.
only
care
th efficiency
cantransmissions
point
athe
transmission
motor
the
end of
m
simultaneously,
motor w
efficiency
of drive
so
operating
motor,
ds
sDCT,The
aof
the
efficiency,
motor
, motor,
is
mp of
stake
th
transmission
shaft
front
of of
optimization
the
um point
only
the ηmp
the
is the transmissions
the
eso
at ds
aoptimization
the
and
moperating
simultaneously,
the
motor
optimize
system
better.
the
so drive shaft
efficiency,
motor
,
The
The
care
stransmission
two-
eof
DCT,
ofend
take
so
mpismotor
operating
the two-the
shaft
optimization
of
efficiency
the
operating
is
thepoint η themedium.
engine,
the
the
oftransmissions
ecare
front
of of
ds
and
simultaneously,
better.
The
the system
motor
para drive
so
the
two-
DCT,
the
efficiency,
, of engine,
motor
motor
is of the
efficiency
transmission
athe of
point
the η
theofand
the
better.
The
e
of
transmission
the
endthe
m
point
of
parallel
ds
operating
point
and
the
DCT,
efficiency
ofsystem
drive
,
The
the
shaft
motor,
efficiency,
the
itand
transmission
DCT,
of
engine,
efficiency,
so the
is
the
optimization
of
efficiency,
is
moperating
η
simultaneously
the the
better.
The
of and
motor
transmissio
optimizatio
aengine,
of
systemdrive
the
,
of
parallel
is
ds
hard
transmiss
it
efficiency, of
so
is
P2mediu
the
point
transmis
andthe shaft
engine,
ηis
and
the η
mediu
the
and
ds
to
DCT
hard
better.
motor
the
The ,η
simu
syste
and
the
is
mpa
tran
effi
, po
it
mdr
m
oo
is ,
dsP
b
383
380
380 383
385
385 380 The 383
parallel
The 383
381
385
parallel
P2.5 The on381 η383
motor
parallel
P2.5
The 383
381
motor
is
parallel
architectures 383
381
ηarchitectures
385
P2.5
atThe the 381
motor
is
parallel
P2.5
front
at
The 385
can The
the 385 η
motor
isend
parallel
architectures
only P2.5
front
parallel
cats,the the
of 383
381
motor
is
385
take end
athe
P2.5 383
381
front
,at transmission
P2.5
care the
of
canmotor isend
aof
The ηtransmission
motor
front
at
only The
the
of
arch
theis 381 end
,parallel
at
take η
aefficiency,
is
parallel
front the
operating
tectures 381
transmission
shaftat of ,η
care the
P2.5 end
front
archaof transmission
shaft
P2.5
front
of the
can of η
motor
point end
tectures
the amotor
DCT,
of
on end transmission
shaft
of the
yis
operating datake
optimization ofand
at
canis
DCT,
of ashaft
transmissionat
the the
transmission
onthe
care the and
front
point yDCT,
of etransmission
shaft
front
of
take the
of the
end
the and
optimization
mthe DCT,
ofend
transmission
shaft
care of
operat the
shaft
the
engine, aofof
of and DCT,
transmission
theasystem
transmission of
the
ng transmission
the
andthe
of and
DCT,
operat
po
η transmission
the DCT,
nt
it the
is and
ds
opt
engine,
ng shaft
,hard
transmis
and m
po shaft
themzat ds
nt
to the
of tra
andmo
,otto
,mη
m m m m
384 speed
speed
motor
can be 384
speed motor
transmtransm
efficiency,
used 382
384
transm
ss
to efficiency,
can ss 385
382
on
optimize
be 384
ss
the motor
,on
the
optimize
can
used 382
384
motor
in be
the the
motor
to 382
384
efficiency,
mcan
used
optimize the 382
,operating
in
motor
eff
three
optimizebe architectures
the
efficiency,
to used
optimize
can motor
cefficiency
eff ency 384
three
eff
ckinds
ency
optimize
can
the be thearchitectures
can
point
be
to
efficiency
optimize
used kinds
ency
of sη
only
med
motor 382
efficiency,
in of
operating
optimize
used of can
motor
med
compound
the
tocan the 382
384
the
efficiency take
sto
um
in of only
three
medum
efficiency,
efficiency
the
optimize of motor
the
operating
be architectures
optimize
motor,can
point
the care
compound
efficiency,
The
motor
used
efficiency
optimize take
um kinds
The 382
384
only
optimize
three
motor
of of
in
transm
hybrid care
The the
transm
simultaneously,
operating
can the to
of
soof
point
the bethe take
the
kinds of
optimize
the
thethe 382
usedhybrid
simultaneously,
motor
of
operating operating
of
three
transm
thess
systems
in
motor
operating can
compound
optimize
motor,
of
motor
can
point care
,of
efficiency the
ss
the
toin
ons
the only
ons
efficiency
be architectures
compound
the operating
of
systems
kinds
the
optimize
simultaneously,
motor point ss of
three can
simultaneously,
motor,
of
efficiency,
so used so the
point
the point
ons
of
,operating take
three
the
in
the
the thehybrid
of
the
beto
simultaneously,
of of operating
kinds
the of care
can
paracompound
efficiency
motor,
motor
the
so the kinds
drive
the
of the
para
optimized
three
hybrid
optimize
the the η
optimization
point the
motor can
be of
systems
of
operating
point para
edrive
,system
efficiency,
motor
efficiency
motor, so motor,
is optimization
the
optimized
of P2
compound
kindspoint
only
so
theof systems
better.
the
of operating
compound
P2 and
thehybrid
edrive
with can
andtake
P2
of
simultaneously,
efficiency,
motor
simultaneously,
sosystemso the efficiency,
theso
operating
point
of P3
drive
motor
the η
optimization
of The the
be
motor,
the
the and
motorP3 care
with
compound
can ,systems
hybrid
efficiency,
system
mdrive of engine,
motor
is
motorof point
optimized ηof
hybrid
P3 the
the
simultaneously,
be
the
better.
sopoint the engine,
,dssystems
optimized
systemmotor,
the can η
,optimization
of and operating
hybrid
so the
systems
efficiency,
is
efficiency,
is
mefficiency,
so
efficiency, better.
The
ofmotor
simultaneously
the with
medium.
the be
the
drive it
efficiency,so
is engine,
η is
and
can η
optimi
the
system
drive with
better.
motor
the
The η
,hard
can
efficie
mediu so
syste isbe po
itis
m sy b
385
384 385
384
motor P2 385
384 5
motor motor
efficiency, 385
384
382 motor s
efficiency,383 η
at385
384
m the
motor 383ηoptimize
front
385
384
efficiency,
,optimize
in The
the 385
384
382
motor end
efficiency,
,care
in 383
three ηoptimize
parallelThe
the
motor of a
efficiency,
,the
motor
kinds
in 383
three η
transm
parallel
P2.5
The
the
m
,the
efficiency, of
kinds 383
motor
384
m
η
parallel
P2.5
efficiency,
in
three ss
The
compound
the 385
384
382
on
,the
of
kinds
in ηmotor,
motor
is
parallel
three P2.5
at 383
shaft
The
compound
the ,η
m
the
inof
motor
kindsof
385
motor
isparallel
382
hybrid
three
,the P2.5
front
in at the
compound
the The
the m
of 383 DCT
motor
is
efficiency,
kinds
three hybridend
m
P2.5
front
parallel
systemsat
three
compound
motor the
of
kinds ofandmotor
is end
The
hybrida
systems
kinds
m
m
front
at 383
compound ηof
the
transmission
P2.5
efficiency,
can of the
of
parallelis transm
end
,hybrid
be
of a motor
front
systems
in
compound attransmission
can The
compoundthe
of
optimized
the 383 η mss
ηmotor,
P2.5
end
ais
hybrid
be parallel
front
systems
three can
,is on
transmission
shaft at
toptimized
motor
inof ηso
hybrid can
theThe
end
bea
kinds
the of
systems
with
hybridtransmission
shaft
P2.5
canfront be
theis
optimizedparallel
of
three η the used
at
of
be
systemsa motor
DCT,
of
with end
transmission
shaft
the
,systems
can
compoundthe
optimized
kinds to
ηP2.5
front
ofand
the
be ηis
DCT,
of
with
can ashaft
at
of the
optimized
,can be
m
ηcompound
transmission
motor
the
end
thetheand
ds DCT,
of
withtransmiss
hybrid
be shaft
front
of
optimized the
isthea
mat
ηoptimi
ηthe ,η
and
tran
ds DCT
of
with end
tran
the
,mη
sys
ds
ttbsh
386 381
381
381
385
can
386
arch
arch be
arch
tectures
385
transmission,
can
used
tectures be
transmission, tocan
386
tectures
can
383
385
used
soon
can 382
optimize
be
386
383
the can
on
η
yto
385
can
used
moptimize
take
y on 382
be
the
take
383
transmission,
so
The the
efficiency yto
mcan
parallel
385
used
386
caretake
383
385
the
efficiency
transmission,
The
382
operating
optimizebe
the
of
383
is η
parallel
to
can
The
m used
so operating
superior.
P2.5
optimize
can
efficiency
care
ofthe386 The
be
the 386
of
385
the
η
point
operat
transmission,
the
ismotor
parallel
P2.5
be
to
used
so
The
m the
operat
efficiency
optimize
superior.
efficiency
parallel the 382
operating
optimize
used of of
386
383
motor
the
point
to
operat
ng
η
transmission,
is
parallel
P2.5
mthe
the
ng
efficiency
at 383
385
transmission,
efficiency
to
po operating
optimize
P2.5 so
the
optimize
efficiency
of motor
po
motor
is
ng
nt
isof
the
point
the
ηisto
m can nt the
efficiency
optimize
the
P2.5
atThe η
po
opt m
superior.
transmission,
motor
front the
operating
can
optbe
opt
motor
of
Theso
is
motor,
383
385
motor
is
of
sopoint
the
efficiency
parallel
front
at
be
so
the
end
the
used
is
the
simultaneously,
nt
m of m moptthe
operating
zat theze
the
parallel
superior. the
382
used
zat operating
simultaneously,
motor
of
the
at 383of
is η
efficiencym
on
end
motor,
of
motor
so
to
the
the
point
motor
opt on zat
efficiency
The
P2.5
front
at efficiency
aisso
the
ofthe
to
optimize
eff m
of optimize
theon
simultaneously,
motor
superior.
the
transmission
P2.5
front
the
of
motor,
of
efficiency,
motor
pointso
csimultaneously,
optimize
η
parallel
motor
end
The
a
ze
the
front
so
ency
η
point
the
eng
efficiency
is
motor end
transmission
the
the
m
of
the
eng the
of
the
simultaneously,
of
is
superior.
parallelis end
a
motor,
efficiency,
motor
so
neeff
of
the
so the
superior.
P2.5
ofat is
the
of
the a
the
operating
drive
eng
ne the
shaft
transmission at
the
of
the
cmotor
and is
operating
ency
η mne
and efficiency,
motor
so,system
efficiency
drive
so
m motor,
superior.
transmission
motor
P2.5 the
a front of
transmission
shaft
the
so
the stbetter.
of
and point
sthe
hard efficiency,
motor
simultaneously,
front
motor the
is system
m
end
s,hard
drive
so
at
of
so
is
thepoint
efficiency,
tmu
DCT,
shaft
of
end the
theis
of
sbetter.
drive
motor The
the
toofmotor
the
shaftat
efficiency,
taneous
hard
mto
system
a
the
drive ofmotor
is
efficiency,
front
of
DCT,and motor
a
transmission
shaft
the the
sthe
system
of
better.
toThe
motor, ,dsmotor,
efficiency,
mu y
system
m efficiency,
istaneous
efficiency,
so
transmission
the
endthe
front
and DCT,
of
so better.
The
simultaneously
the
transmission
DCT,
of
thethe
end
ηoperating
so
efficiency,
is
a
medium.
mthe
and
ds
,,the
drive
efficiency,
DCT,
so
transmiss
transmiss
shaft
is
is
and
of
dr ybetter.
the
ηthe
the
The
moto
mediu
m
shaft
a
ve so
syste
and
tran
ds
is
the
oftran
m is ,ds
sy
t η o
386
382
382
motor
386
382
opt
386
efficiency,
m ze
386
383
motor
the 384
operat
386
m motor 384
efficiency,
, in
386
the
ng
can motor
efficiency,
386
383
po be 384
three ntmotor
can
used efficiency,
m be
of, motor
kinds
in
the384
tocanthe motor
efficiency,
used ,
moptimize of be 384
efficiency,
in
three compound
motor
the
tocan
used so ,
moptimize
386
383
kinds
in
three
bethe
the 384
efficiency,
the
can motor of
motor
,operating
used in
optimizekinds
m be hybrid
three
,
the in
compound
the
toused
386
383
the
effic of
three
operating
optimize
can 384
efficiency,
kinds the systems
three
compound
point
be
to motor
ency
m operating , in
kinds
optimize
used of hybrid
of
the kinds
the
can
point m 384
compound
efficiency,
the can
to of three
operating
be s ,
moptimizehybrid
be
ofsystems
better
compound
motor,
of
the in
point
used thecompound
optimized
kinds
the
operating
can 384
η
hybrid
systems
The
motor,
to
of
so three
point
be
η
mthe can
,
optimize
thethe of usedinmotor
hybrid compound
be
kinds
the
operating
η
systems
motor,
of
motor
so
can with
pointhybrid
thecan
theoptimized
tobe three
effic
the theof
be
systems
optimize
motor,
of
efficiency,
motor
so used systems
can
compound
operating
point
the optimized
ency
the tokinds hybrid be
socan
motor,with
efficiency,
motor the
of of
optimized
optimize
the can
the systems
be compound
pointthe with
mefficiency,
motor
so hybrid
,motor,be
optimized
is the optimi
better. the
ofmefficie
motocan
thewith
, so sys
ope
is
poi bT m th
385
387 385
387
optopt
motormm opt
ze385
transmission,
η386
transmission,
zethe
motor m
Considering the
efficiency, ze385
387
eff
384
transmission,
so
eff
Consideringthe
c
motor the
efficiency,383
ency
c387
384 η
eff 385
ency
drive c
The
canof
motor ency
efficiency,
, in 384η
transmission,
efficiency
so the
385
383
the
ofparallel
the
The
drive
be 385
transmission,
efficiency
so
387
the
384
Considering
system usedof
motor
motor the
efficiency,
, in is
383
the
motor
three η
parallel
384
superior.
P2.5
the
motor
The
system
efficiency
so
transmission,
387
motor
s
efficiency,
to
Considering Themu
s
efficiency,
, motor
kinds
in 387
three η
transmission,
the
is mu
motor
parallel
optimize
can P2.5
drive
superior.
the efficiency
so
s
taneous
parallel,
efficiency,
The
efficiency,
be of
Considering η
mu the
is
385
383
387
taneous
kinds
motor isη
efficiency,
in
three compound
parallel
used P2.5
384
system
drive thethe
, at 385
superior.
so efficiency
taneous
384 P2.5
, y
of
Considering
the
to
so
the
η
the
kinds
in η
three
motor
is y m
sothe
compound
the
motor
P2.5
atThe
Considering
operating ,η
superior.
efficiency
sothe
motor
front
efficiency,
series
optimize
system , drive
the in
the transmission,
y efficiency
The
of
canthe
motor
kinds
motor
is is
so
dr
384
hybrid
three
, in
theend
parallel superior.
is
compounddrthe
parave
efficiency,
front
at
series
system
Considering
haspoint
be
efficiency, drive
the at
of
three
the is
383
384
multiple
usedη
ve
of
efficiency,
kinds
hybrid
is
drive dr
system
endthe
systems
has
transmission,
The
three
P2.5
front
operating
of ate
can a
compoundis
superior.
system
, ve superior.
kinds
the
of
efficiency,
system theto
so
transmission
P2
front
η of
multipleparaη
system
hybrid
motor
system
be end5
The
drivea eff
systems
kinds the
compound
front
series
energy
optimize
motor,
,zed used
thebe ,η
eff
motor
can end
of
transmission cin
of eefficiency
ency
parallel
efficiency,
point ,c
hybrid
is be
of η
eff
P2ency
of
systems
end
a in
compound
the
efficiency,
system
series energy
has
to atso
can s ac
5
compound the
shaft
at
optimized
conversion
so the
of the
transmission
, three
the
of ency
multiple
optimize
the the
hashybrid
be
P2.5 η
transmission
motor the
systems
athreeefficiency
is
front of
can
conversion
efficiency,
operating
motor s
optimized
series
motor,
multiple
superior.
η
kinds
transmission
shaft , med
front
hybrid
motor s
the
the s
thebemed
kinds at
systems
end with
energy
, hybrid
of
processes, the
has DCT,
can
shaft s
endum
optimized
of
series
efficiency, so the η
is
operating
point ofmedis
um
shaft
theof
be
systems
at
series a superior.
front
of
with
compound
DCT,
processes,
multiple
the
energy , and
systems
can um
a
compound
conversion
the
hasof of
optimized
transmission
shaft
the motor the transm
η
has
the end
the
bethe
front
and
serieswith
can
DCT,
of
multiple
point transmission
DCT,
of
optimized
energy
,
conversion can
the
multiple
motor, hybrid
be
the
end
ηpoint
efficiency,
is has ss
thea
and with
processes,
better.
of transm
hybrid
be
DCT, on
optimized
transmiss
the shaftand
of
conversio
energy
multiple
so shaft
optimi
thea
ηprocessthe
system
energy
motor
the
The η
and the
with
tran of sys
tran mss
co , t ηo
386
387 transmission,
387
m n the
387 386
387
three
transmission,
so the
385 386
m
387
k nds 386
transmission,
efficiency
385
387
canm
386
of
sobe compound
transmission,
387 the
is
385
can
used
m
superior. be
efficiency 386
tocan
sotransmission,
transmission, the
385
used
m hybr
optimize
efficiency
so be
η the
ηisto
385
used
so
m
386
doptimize
dstransmission,
superior. systems
efficiency
387 so
η
thethe
η is
dsto
m can
the385
operating
optimize
efficiency
m
superior. be
the386
can
transmission,
efficiency
η η is
387
used
so be
operating
superior. the385
isη the
η
opt
point
to
ds is,operating
transmission,
efficiency
superior. m
optimize of
superior.
soη
ds
η
can
point m
the 385
m
η
w motor,
of
the
efficiency
is th
point
used the
superior.
η η so the
dsoperating the motor,
to
385
of
sod transmoptimize
the
dthe
efficiency
is ds motor,
superior.
η
dsmotor
so
dpoint ss the on
the is of
ds
ds
η
so
efficiency,
motor
sosuperior.
operating
η
the
the the motor,
efficiency,
motor
m
η η mefficiency,
so , isthe better.
ofmmoto the
, ism bT m
Considering 384
Considering drive
Considering motor
system
drive 384
Considering motor
efficiency,
system
drive
efficiency,
Considering systemmotor
efficiency,
drive
efficiency,
Considering Considering motor
system
drive 384
efficiency,
,
efficiency,
, the in the motor
system
series
drive efficiency,
,
efficiency,
, drive
the in
three 384
systemthe
has efficiency,
series , motor
kinds
efficiency,
system
, in
three
Considering
the multiple the
has
series
efficiency, , ofkinds
efficiency,
in
three
efficiency,
the multiple compound
motor
the
Considering
energy
hasseries , ,
driveof
kinds
the in
three
multiple compound
efficiency,
the
energy
has series
, conversion
system
the of
motor
kinds
, hybrid
three
,
multiple
the in
compound
drive
energy
has
series the
conversion
series of efficiency,
kinds
efficiency, hybrid
systems
multiplethree
compound
motor
system
processes,
has energy ,
conversion
has in of
multiple hybridsystems
kinds
the compound
efficiency,
can
processes,
multiple
efficiency,
energy three
conversion , , η
hybrid
be
of
systems
thein can
compound
optimized
processes,
energy kinds
the
conversion
energy
series hybrid
be
systems
three can
processes,
, ,
conversion optimized
of
the
has in compo
conversio be
kinds
the
system
with
series
multi
proceη
hybrican opt th
388 383
383
383
386
387 386
The
388sopara
The The
it’s 386
para
transmission,
effic
387soηedspara
transmission,
Considering ency
it’sis386
eP2 P2
388
385
387 low. 384
η5soedssmotor
P2
5the
transmission,
super
388
385
is 386
motor
387
The
drive
can
5somotor
low.
so
motor
Considering
384
sor386
be
385
387
it’s at
transmission,
efficiency
the scan
The
energy
system
386
used
the
at
η
388
387
sthe
the
be
sotransmission,
efficiency
so
385
efficiency,
Considering
motor it’s
384
isatcan
front
385
dsenergyis η
drive
to the
front
used
superior.
low.
conversion
ds is
efficiency,
Considering
motor
efficiency,
optimize
can
so end
be
efficiency
motor
front
to
388
sotransmission,
388
transmission, the
is
387
end
ηcan
conversion
it’s
The
low.
system
drive
be
used
superior.
motor , so
used
ofprocess
optimize η
efficiency
so
Considering
efficiency,
Considering
end
of
be
η η
384
386
ais
the
385
energy
The
the
to
ds
388
m transm
soused
,so
it’s
efficiency,
in system
dsdrive
is
the 386
of
asuperior.
387
efficiency,
,the
efficiency,
to
optimizeoperating
transm
it’s
in η
efficiency
385 so
the
process
low.
energy
optimize
ais
the dsto
m
ηdsthe
transm
can
the
conversion
in
three so
Considering
system
series
drive
ss
,The
parallel
is
efficiency,
mmotor
drive
dsin
can
ss
operating
optimize
ηefficiency
superior.
transmission,
η on
be
low.the
,η
is
in
motor
kinds
it’s
on
387
point
transmission,
efficiency
η is
ds
385
m
η
energy
in
conversion
three
systemhas
thelow.
bethe
ss
shaft
used
parallel
Theshaft
operating
superior.
system
the
efficiency,
system of
, ,Considering
the
384
used
on is
385
process
multiple
efficiency,
kinds
in
three η
is
theoperating
The
efficiency,
drive
of
point
to
ds can
series
the
efficiency,
shaft
is
superior.
m so
conversion
energy
three
compound
motor
low.
ds , efficiency,
of the
to
operating
optimize
system
process
the
of energy
kindsis
three
be
the
of
superior.
so
theηin
opt
η
can motor,
ofthe
DCT
point
ds
less,
The
system kinds
Considering
energy
has
compound
m
series
used
the
dsm,drive
motor
DCT
parallel
conversion
efficiency,
point
the
efficiency
,η the
of
m
kinds
be
η
is motor,
of
the
conversion
so
energy
multiple
in
ze
and
efficiency
ds to
DCT
point
used
process
less,
,hybrid
of η
in
so and
it’s
parallel
efficiency,
has
,series
compound
the
dsthe
ofm
conversion
system
efficiency,
the dsof
the
opt the
the
operating
system
compound
the so
the operat
and
the
motor,
to
ηisof
so
η
conversion
,multiple
the
hybrid
three drive
m motor
transm
it’s
in
process
systems
three
msystem
energy
has
compound
series
motor,
optimize
the
is the
superior.is
ze transm
process
,efficiency,
series
the
in
kinds η the
ηsystem
parallel
is
higher
multiple
hybrid
ng
motor,
superior.
η motor
so
m point
less,
kinds
the
efficiency,
processes,
energy
systems
has
transm
,in
hybrid
ss
is
,conversion
the
has
the
can
so
operat
is
in
po
process
of
multiple
ss
inon
the
higher
so
parallel
three
the
of
system
than
less,
hybrid
nt
of
be
series
on
efficiency,
motor
so
η
parallel
multipleit’s
efficiency,
energy
systems
the
ss ofmotor
theon
operating
the
ds m
systems
ng
compound
conversion
compound
can optimized
so
dsthree
kinds
, in ηthe
than
the
has
be is
system
po
motor,
it’s
,motor
efficiency,
motor
m less,
system
dsparallel
processes,
systems
energy is of
conversion
can energy
series
ηhigher
efficiency,
nt
is
ηcan
multiple
optimized
kinds
better.
of
point
ds
ηhybrid efficiency,
so
m
so
is , is
mcompound
,iswith
dsprocesses,
be can
conversion
the
less,
hybrid
be
the
so
the
it’s
system
has
optimized
of is ηof
higher
conversio
motor
the
better.The
less,
than moto
optimi
m ηthe
, ismit’
so
the
energy
series
compo
be multi
proce
system
with sys
opt
m
so
is th
, biTη
m
h p
388
384
384
387 388
384
387
canso
can it’s
be can
be 388
387
used η
soused
Consideringbe it’s
Consis
to 388
387
385
used
to
ds Considering
η
low.
so
opt 386
it’s
ds 385
opt
der to
m is
The388
387
drivem η
low.
so
opt
ze
ng
Considering
motor the
ze
dr 386
388
387
energy
it’s
is
385
m The
the
ds system ve
drive zeη
388
transmission,
387
385
low.
so
operat
Considering the
operat
system
efficiency, 386
energy
it’s
conversion
is
385
ds system The
so
drive η
transmission,
low.
operat
ng
efficiency,
Considering so
it’s
ng po
effic
motor 386
energy η
system η
conversion
is
it’s
Thepo
drive
m
transmission,
so
Considering low.
ng
nt
efficiency,ency η
the
nt
Considering η
process
of η
po386
ds
387
energy
is 385
ds, efficiency,
in the
of
system so
driveη
conversion
The is
low.
thent 388
mtransmission,
efficiency
387
385
the
efficiency,
, the
dinthree η
the
process
low.
energy
ofin
conversion
The
η
motor
the the
motor
system
series
drive 386
parallel
The
ser
efficiency,
, drive
the
m
transmission,
efficiency
so η theη
is
process
so in
energy
motor
so η388
system
motor
kinds
,
dsm
385
essuperior.
conversion
energy
it’s
hasso the
series
in
ds
ds
efficiency
so
parallel
system
has
efficiency,
system
,
Considering the η
Considering
the 386
process
385
multiple
the of
eff η
transmission,
the
is in
conversion
so
motor mu
has superior.
so
motor
series
efficiency,
three efficiency
the
compound
motor
c ,so
conversion
parallel
is system
tis
it’s
low.
efficiency,
the
ency theη
is
processinless,
motor
p
multipleeff η e
energy
drivehas eff
series
kinds η 386
transmission,
superior.
eff efficiency
,c η
parallel
The
energy
drive system
the
m ds
so
η
is
processso
ency
c is
eff
multiple
c in
ency
system the
process
less,
energy
has
hybrid
of
ency ηsuperior.
energy
it’s
low.
series
, parallel
c
conversion
n system
the η
system
is
ency
convers
,
compound
the η
so
in 386
multiple
theη
transmission,
efficiency
is η
ds
The so
less, superior.
it’s
inconversion
parallel
energy
has
series s is
conversion
efficiency,
systems
three series η
the
system
better
s
efficiency, η
parallel
energy
higher
is
so
η
on
dsds
mtransmission,
better
multiple
n efficiency
is
less,
it’s
processes,
has energy
dsk
the s is superior.
system
processes
conversion
has
hybrid
ndscan so
better
The
multiple η η
higher
is
conversion
so
than
three system
The the η
process
less,it’s
processes,
multiple
energy
of
be , is
conversion
the is
systems The
compound,
optimized
k η
efficiency
is higher
so
thansuperior.
is
less,
so
the soit’s
inless,
processes,
energy
ndsseries is the
process
so
conversion
energy
series
of canη
ds
parallel
higher
than
has so
it’sefficiency
is
processes,
conversion
compoundwith
hybr
behas isit’s η
superior.
in
higher
conversio
multiplethan
systemηpara
multi
proce
optimi
the
d is
ds
sys hi is i h
389 389
388 that it’sof388 ηseries
that
ds is388
389
of386 series
type. 389
386 388
The ηdsenergy
type.
that 386
of motor
The
compound
transmission,
388 that 389
386
η
388
series
transmission,of 386
compoundmotor
seriesη389
efficiency,
type. ds
that
hybrid
so
transmission, 389
388 motor
efficiency,
The
ηso
transmission,
the type. of
m hybrid
transmission, series
can
that
efficiency
the 389
ds
386
ηprocess
compound
ds
The efficiency,
that ,
makeof 386
388
efficiency
so can
type.of
series
so
compound
the
the motor
η
make
ismfull
ds
the
that ,
series The in
three
hybrid
superior.
m
transmission,
efficiency
so type.
use
the
is of the
386
388full
ds
transmission,
efficiency efficiency,
compound
type. , kinds
in
three
ofsystem
series
hybrid
superior. The
efficiencycanη386
use
theis
ds the
Theds make
of
compound
series
transmission,
type.is
superior. so
of
can kinds
three
compound
the
superior.
η so
the
is
compound
hybridmotor
make
The full
dsand η
series
the
transmission,
superior.
, dsof
kinds
efficiency
in
m use compound
can
parallel
hybrid
ds
efficiency
ηcompoundfull efficiency,
theand of
hybrid
ds
so of
make
use η
hybrid
three
is
compound
ds
ηparallel
them
canm
working
of
so m series full
can
efficiency
is
superior.hybrid
thethe
kinds
make hybrid
msystems
superior.
η
working
use
make
series ,
and
efficiency
in of
modes,
full
can of hybridsystems
the
ηsystem compound
ds
parallel
is full
ds the
and
ηconversion
usecan three
modes,
ds
superior.
make series
use of ηbe
parallel
is
systems
dscan optimized
working
the
fullof
superior.
η
kinds
and
the
series
use hybrid
be ds
ηenergy
workingseriescan optimized
parallel
of of modes,
η
and compo
ηsystem
the be
dssystem
with
η
and opt
ds
isdswo
para
serie
mod pi
387 387 387 387 387
m
387
m
387
m
387 387
so low.
so it’s The so it’s
is low.
so m
η ds it’s
conversion
isThe
so low.
Considering so
it’senergy
is
it’s
The
Considering low. process
energy
is conversion
drive The
so
low.is
Considering it’s
low.
energy
in
conversion
The
system
drive parallel
Considering The process
so
dsenergy is conversion
system
driveenergy
it’s
low.
efficiency,
Considering processin The
conversion
system ds so
drive
efficiency,conversion
parallel
is
Considering energy
is
it’s
low.
process
sinless,
system
drive
efficiency,
,and theparallel
The system
process soconversion
is in process
Considering
system
series ,energy
it’s
low.
efficiency, parallel
drive
the system
sisin η
hasThe
less, inconversion
parallel
series
efficiency, is sprocess
system
parallel
energy
higher
is
so less,
it’s system in
isso
than process
less,
parallel
,it’s isis higher
so is
less, it’s
inless,
system
is process
soparallel
higher
than so
it’s isit’s
is in
higher
less,
than
system para so
hi
389
385
385
388 389
385
388
that of 389
t that
388sseries
η of389
stype.
386
388 η
thatow
series η ofη 389
The
388
The η
type.
that
series η 389
energy
compound
of
388 The 389
386
η
388
type.
that
series convers
compound
ofThe η
type.
that seriesds
hybrid
that
compound
of η
Theon
oftype.
dshybrid
series can η
ds
series
compound
388 make
The
type. 389
386
388hybrid
can
type. nthe
compound
full
The make para
The
hybrid
can
use
that
compound389
386fullηeof
compound
make
of system
η
hybrid
the
can
use
series full
series
that
make
of hybrid type.
the
can
use hybrid
of fulless
series
series
makeof ds
The
can the
use so
parallel
can makeand topt
compound
full
type.
series
of make η
the
use ds
dsystem
parallel,and
working
The
dsfull Considering
the
series
of multiple
full use hdrive
η
has
compound
the series
dsgher
parallel
hybrid ,of
working
use and efficiency,
the
series multiple
modes, the system
of Considering
energy
than
η
has
series
ds
parallel
can
the drive
working
and
series the multiple
modes,
hybrid that
series
make efficiency,
η
energy
has
series
conversion
dssystem
parallel
working
and ,full
multiple
ds modes,
and
can thedrive
η
has
parallel conversion
ds
use
make series
working efficiency,
parallel multiple
modes, ηofprocess
energy
,full
conve
η
the
the
dsworkin has wo mo se
us sp
390
389 390
motor
motor
so
and motor
it’s eff
it’s
389
soeff
and c ηdit’s
ency
cis
ds dsit’s 390
eff
ency
387
389
low.
is so cη 386
ency
390
it’sis
387
higher. The
m is low.
389
so
andn 386
the
n
transmission,
energy
it’s
is
387
higher. The
ds Several
the 390
387
low.
so n
threeη
transmission,
mit’s
Considering
and 389 386
the
three
energy
it’s
conversion
is
387
dsSeveral
it’s The
so
is
studiesk η
low.390
three
so nds
k
so
it’s
transmission, 390
higher.
and nds
transmission,
the
energy
conversion
is
it’s
is
389
The k
of
low.
transmission,
studiessoit’s
have
drive higher. nds
of
efficiency
process
the
and
Considering is 386
η
compound
390
energy
conversion
387
Several The
low.of
compound
is 387
efficiency
shown
system so
have
and it’s is so
process
low.
the
Several η
compound
is
energy
in
conversion
The
it’s
higher.
shownso
studies
that η
parallel
The
efficiency,
and drive hybr
superior.
energy
transmission,
efficiency
so it’s
isthe
is hybr
transm
efficiency
process
so in 387
conversion
with energy
it’s d
parallel
superior.
is
higher.
studies
it’s ηhybr
system
efficiency
Several
that
have higher.
system d
the 386
systems
processss
η
in
conversion
Consideringis
387is
with systems
shown
have transm
on
low.is
superior.
Several
is sod
conversion
parallel
is
studies
advancement
, system
is
η systems
low.
efficiency,
the
higher.
ds
superior.
so
process
the
Several
the isinThe can
less, the
transmission,
superior.
that
Considering
shown series can
ss
parallel
The system
is
process
efficiency
advancement have
studies
drive be
so on
energy
η
ds
eff in
studies
Severalwith
that can
be
process
less,
has ηopt
c
energy
it’s so
shown
of
system ency
parallel
have
, ηbe
system
isthe
so
in
the m
conversion
is
multiple
with the m
less, opt
zed
it’s
in eff
parallel
so
have
technology,
drive
studies superior.s
conversion
is
advancement
of zed
that
shown
series system
the
efficiency,
the m
super
c
parallel
higher
is
so w ency
less,
technology,
shown
system zed
w
it’sth
efficiency
with
energy
advancement
have is
system
has thor
process
that the
higher
is
η
whenso
thanwds
s the
system
the
that
multiple th
super
η
process
less,it’s
with
efficiency,
shown is
of
conversionis isthe
higher
so
inthan
advancement
when
,with is
less, orit’s
in
superior.
technology,
the the
thatof less,
is
parallel the
energy η
parallel
so higher
than
advancement
series
technology,
with so
it’s
advancemen
processes,
, the
has isit’s
systemη
ds
higher
than
system
when
of
conversio
the is
techn
series
multi
adva wh is
hi isop
ηds389 389
that of series type.
that ds
ofThe m
that
series 389
compound
of type.
that
series Considering
ofThetype.
seriesds
hybrid
thatConsidering
compound The of ds
type.can drive
Considering
ds
series
compoundthat
make
The hybridsystem
type.drive
of
compound
full
series The
hybrid
can system
use
thatdrive
efficiency,
Considering
compound
type.
make
of ds
ofso hybrid
the
can system
series efficiency,
ds
The full
series
that
make compound
type.
can
use drive
efficiency,
hybrid
of ,and
full the
series
makeof The Considering
the
usesystem
series
parallel
dscan , the
compound
full
type.
series
of
hybridmake the
use has
series
efficiency,
ds ,
working
The and the
series
of multiple
full
can drive
has
compound
the series
ds
parallel
hybrid
use
make and series multiple
modes, system
of energy
has ds
parallel
full
can
the ,
working
and the multiple
hybrid
dsseries
use
make efficiency,
energy
series
conversion
ds
parallel
working
of modes,
full
and
can
the energy
hasconversion
ds
dsuseseries
make
working
parallel multiple
modes, ofprocess
ds , conve
the
full
and
the ds
iswo mo se
usηp
ds ds ds ds
η ηor η η ηis η ηSeveral η ηparallel ηtechnolo
ds ds
390 390
and of 390
it’s ser
ssand ηdson es390
387
it’s
is type
and 388
ηdsthe
higher. 390
it’sisThe
and cη 388
higher.compound
c390
Several so
it’sis 390
387
and it’s
chigher.388
ηsSeveral that
so
studies
sit’s
is
and ηsis
ds
it’s of
hybr
higher.
and 388
Several series
low.
so
studies
it’s have isdsη
it’s d
it’s is
higher. 388
η
can
The
Several type.
low.
shownso
studies
have
is 390
387
make
energy
isit’s
higher. is The
The
Several low.
higher.
shownso
studies
that 388
have fu compound
energy
it’s
and
with
Several 390
387
conversion
is The use
low.
shown
studies
Several
that
have it’s the
ds
energy 388
of
η
conversion
is
withit’s
studiesηshown
The
ds the
thatlow. hybrid
advancement
and
have process
,studies the ser
energy
ηtype.
ds
conversion
The
with
it’s so
higher.is
shown
have that 388es can
it’s
advancement ηenergy
process
low.
have in
the
η
and
conversion
with
shown make
,isη
parallel
The
Several
that
dspara
process
so
advancement
of
shown is
higher.in
the
η 388
dsfull
conversion
energy
it’s
low.
technology,
with parallel
that estudies
system
advancement
of thatuse
process work
in
The
the so
technology,
with of
conversion
parallel
is
with system the
energy
is
it’s
low.
advancement
of have
the ng
process
whenηin
less,ds series
technology,
studies
the modes
,η
parallel
The
system
is
shown
of
advancement so
conversion
is
in and
process
less,
advancement
when energy
it’s
low.
parallel
technology,
have system
of is
so
that ηThe
when less,
it’s
inconversion
technology,
shown is
with
of process
system
parallel
energy
η
dsworkin
higher
is
so less,
when
of it’s
,the
that
techn in
hi
isco
so
tth
ad sw
391 386
386
386
389
390 389
391
transm
transm
that of 389
transm
390
high-efficiency
and it’s
and
ss
that on
series
ηtdsof s389
high-efficiency391
ss
so
ηtype.
388
390
is and
so
that on
the
series 387
391
of 389
so
eff
The
390
electrical
d 388 ds388
higher.
s it’s
h so
and
the
eff
type.
that
series
gherη 387
ds389
ency
390
it’s
Several
eff
compound
of ency
The
high-efficiency
electrical 389
Considering
391
type.
that
series
η
388
390
components η
high-efficiency
it’sis and
ds
higher.
Severa
so it’s
387
ency
super
compound
of
388
is The
that
ds
ηdsit’s
studies
it’s
so
andlow.
is 391
super
Considering
type.
series
hybrid
components that
η
so of391
ds
390
higher.
and
studis
drive
super
or
Considering
compound The
such
it’s
SeveralThe
ds low.
it’s
ofConsidering
type.
series
high-efficiency
electrical ηdsηit’s
have
so is
it’s
es hybrid
can η 387
389
system
or
drive
Considering
series391
dscompound
η make
The
type.
ds
such
high-efficiency
electrical as
have
is 388
energy
higher.
Several
shown
The is η
studies
and
low.
389
388
390
components
silicon
is hybrid
can
high-efficiency
is
system
type.
low.
shown
energy
higher.
drive
is
efficiency,
compound
as full
The make
that
electrical
components
conversion
Several
it’s
higher.
Thestudies
that
have
low.
so
drive
The
ds
η
siliconhybrid
can
carbide
high-efficiency
The so
system
use
that
and
drive
compound
of
with
that
energy
it’s 388
390fullsystem
efficiency,
Considering
compound
make
suchof Cons
of
electrical
shown η
energy
it’s
studies
is
conversion
Several The Several
have
dshybrid
series
carbide
it’s
the
can
use387
system
series
η
components
electrical
components
higher.
w the
energy 388
process
efficiency,
as
such
th
conversion
is
studies η dsfull
shown
series
so
that
der
make
type.
ds of
conversion
is
advancement
and
have
the
low.
efficiency,
studies
the
hybrid
silicon the
can
use
components
electrical
process as
it’s
low.
is
Several
ng
ds
Cons
drive
dshybrid
componentsin
with
it’s
,series
efficiency,
Theand
full
components the
series
make
η
silicon
higher.
shown
advancement
conversion
The
so
have that
of dr The
can
such η
carbide
parallel
The
it’shave
process
the
are
the
use
energy
in
der
ve
Considering
system
series
parallel
compound
ds
is
ds can
studies
with
shown
has
make
η
processand
is as system
the
compound
full
adopted
components
carbide
energy
low.
Several
that dsng
series
dsof ,silicon
make
are
such
advancement
parallel of
shown
multiple
thethe
use dr
has
series
components
system
higher.
the
process
is
efficiency,
parallel
such
dsThe
technology,
in with
,and
working
fulladopted
have
of
conversion
low. inas ve
the
series
ofseries
conversion
eff
multiple
full
hybrid
advancement
parallel
that studies
system in use
components
that
techno the
ds system
drive
has
carbide
as
silicon
parallel
energy
is
Several
the
in
The
with
cworking
theenergy
series
parallel
hybrid
use
such
shown
ency
and
of has
series
silicon
less,
with
multiple
modes,can
inthe
advancement
parallel of
system have
system
of
are
future,
when
ogy
energy
isprocess
the as
multiple
the
carbide eff
energy
has
parallel
can
the conversion
working
and
series
make
components
conversion
so system
ds
technology,
studies
less, the
that
ds the
adopted
processcarbide
it’s
cmultiple
modes,series
make
dfuture,
silicon
are
shown
of
when
system
advancement is
ency
η
advancement
so with
conversion
in
the
efficiency,
energy
series
parallel
working
full
and
components
adopted
is
technology,
less, have
it’s in
energy
conversionser
modes,
of
parallel
full
and
use
components
carbide
less,
is in
η
process
the
that
is
so when
es
parallel
ds
are
parallel
processes,
energy
hasconversion
dthe
higher use
soworking
technology,
shown
less,advancemen
it’s with
is
of
the
parallel
of in
has
process
conversio
multiple
modes,the
adoptedof
future,
system η
compone
it’s
ds
the
in
ds
when
of
higher
so
technolo
ser
mu
process
are
than
conve
system
the
the
the
workin
serie
ηpara
that
techn
it’s is
wo
futu
es
mo
are adse
ad
in
hi
is η
th wi
sp
391
390 391
392 387
387
387 390
392theCons 391
390
high-efficiency η
high-efficiency
Cons
der 391
390
392
388
ng ηdr
der 389
high-efficiency
electrical
392
388 391
390
ng
ve ηdr 389
391
390
388
system that
high-efficiency
electrical 391
390
components
ve
ds ds
η of 389
high-efficiency
392
η
388 electrical
system
eff 388 that
series
components
η ηisof 389type.
that
series
high-efficiency
electrical
high-efficiency
cis 392
ency eff392such
components
η cis ηencyds
η of 389
ηThe
ds
η
The ds
type.
electrical
as390
392
388 that
series
such 391
components
thesilicon
ds
ηenergy
390
388
ηsilicon compound
of
as
electrical
ser The 389
type.
that
series
electrical
such
components
the silicon
escarbide ds
compound
of391
The type.
series
high-efficiency
ser
has as such hybrid
that
ηenergy
silicon
carbide
components
388 tηesmu components
ds 389
compound
components
η
has388 asds
ηshown
The of
suchds
type. hybrid
can
high-efficiency
tdcomponents
p silicon
mu series
carbide
sep compound
components
energy asthat
make
suchThe
electrical
tshigher.p 389 ds
hybrid
can
type.
silicon
such
carbide
ηparallel are
eprocess ofds
compoundfull
components
as
energy
conversmake
series
ηadopted
asThe
ds hybrid
silicon can
use
that
carbide
components
are
electrical
silicon389
componentsfull
compound
type.
make
of of
adopted
converson carbidehybrid
the
can
in use
series
are The full
components
carbide
the
processes series
that
make
of
components
adopted
on compound
type.
the
can
use
future,
such
in hybrid
areof
components
processes and
full
the series
series
make
of
components The
adopted
as the
use
future,
in parallel
arecan
silicon
η
ds
and
compound
full
type.
the series
such of
hybrid
make
adopted the
use
parallel
future,
are in
η working
The
carbide
as
dsare and
the series
of full
can
silicon
adopted compoun
the
adoptedparallel
future,
in hybrid
workin
dsuse
make
ηtechnolo and
the serie
comp
η mod ds
carb
in offu
ηw p itf
391
and hCons
it’s
391
high-efficiency
and
the
electric
gh-effic der
it’s
is
dselectric
drive
389
391
and ng
higher.
ency 389
ds
dr
it’s
high-efficiency
electrical
is
drive
path
391
ve
and
the
eso ectr
that
system
higher.
Several
389
391
ds it’s
of so
high-efficiency
isand
electric
path
efficiency
it’s the
ca 389
391
components
higher.
it’s
series
Several
components
ds ds
389
high-efficiency
electrical
eff
studies
it’s
efficiency
is
electric sois
and
drive
low. chigher.
ds it’s
type.
and
the
so
that
ency
Several
studies
it’s
391
ds have
path
improved,
it’s
driveThe
low.
so
The
high-efficiency
electrical
such
it’s
electric
ofdssuch
components
higher.
it’s
ds
Several
is
series
shown
improved,studies
389
compound
ds
have
dis
efficiency
the
denergy
path low.
ds
electrical
as
is
as the
drive
electric
and
389
391
components
is
higher.
high-efficiency dsSeveral
electric
low.
is
type. The ser
higher.
shown
studies
that
have
theand
conversion
efficiency the
low.
so
con path
and
electrical
such
isdrive
The
The
components
esand
with
Several
energy
carbide it’s has
shown
it’s
improved,
so studies
conversion
hybridcarb
that The
389
391
Several
that
drive
the have it’s
efficiency
disadvantageous
energy
electricis path
compound
high-efficiency
as such of de
silicon
mu
the with
studies
disadvantageous
simproved,
processpath
conversion
cands
389is
series
components
electrical
components as drivethat tstudies
advancement
is have
efficiency
so
low.
ds
that
such make
and
conversionprocess
high-efficiency
silicon
carbide
is
the
higher. teow
type.
with
efficiency
is in
path
conversion
The
hybrid
of as
energy
soshown
have that
improved,
theandadvancement
full
components
series
series
electrical
The
it’shave
dThe
silicon
such
carbide
are
the
Severalwith
shown
disadvantageous
is
efficiency
energy
inusethe
are
componentscan
convers
Several
that
isadvancement
parallel of
shown
series
improved,
sprocess the
technology,
improved,
architecture
energyow and
system
disadvantageous
compound
type.
adopted
as of process
adopted
make
carbideis
in with
studies
that
The
conversion
the
components
electrical
silicon
components low.
The
such is
parallel
system
series
on
advancement
studies
of that
architecture
in the
convers
full
in
the
and
parallel
energy
is
improved,
are in
The
n
compound
processes
technology,
with have
hybrid
components
carbide
as the
with advancement
disadvantageous
and
might
less,
parallel
the
use and
components
adopted
of
series
the
system
silicon
have
the
on
energy
is when
process
future,
such of
are
technology,
less,
future the
shown
the
convers
so might
series
parallel
can
the and
components
shown
of
advancement
system
is
hybrid
adopted
carbide
as
advancement
architecture
disadvantageous
system be
process
it’s so when
conversion
series
inmakearein
thetechnology,
disadvantageous
silicon
that
is
the
less, on be of
less,
nis
architecture
it’s
ds
the parallel
working
such adopted
that whentechnology,
with
series
process
parahigher
disadvantageou
is
so
full
and
can
components
future,
in less,
carbide
as are
so
it’s
the use
with
is
make
of
might process
parallel
silicon system the
modes,so
adopted
when
ofn
architect
it’s series
ehigher
of
future,
in
thanthe
systemtechn
adva
mightserie
it’s
full
thethe
comp
be
para
is wo
ds
carbare
ad
in
hi
is
fu
ar
se
usth
392 392
the
393
393 388 392
electric
the 392
electric
drive
393 the 390 392
electric
path
drive the 392
390 that
efficiency
electric
path
drive
and 392
the
393
of 390
it’s that
series
efficiencyisη
high-efficiency
electric
path
drive
the
and 393
of 390
improved,
the type.
electric
393
it’s that
efficiency
path series
isdrive
and ηto
electric
ishigher. of The
390
improved, type.
efficiency
path
drive
393
it’s series
islikely
and
ds
and 392 compound
ηSeveral
ismoreelectrical
drive
higher. The
improved,
path
it’s type.
efficiency
the
is that
390
and path
and compound
of392
efficiency
Several The
ηdisadvantageous
ishigher.the
studies
it’s is series
hybrid
components
improved,
the
ds
efficiency
and η
electric compound
ishigher. 390
disadvantageous
and improved,
Severalstudies the
have is
is type.
the
it’s hybrid
can
and
drive η suchthat
make
The
disadvantageous
higher.iselectric
improved,
Severalshownimproved,
studies the
have
and 390
series hybrid
can
path
and
is of
compound
as full
disadvantageous
Several
it’s
higher.
shown make
series
drive
studies
that the
have
ds
efficiency can
use
ηcarbide
silicon
architecture
series
and and 390 full
type.
make
of
disadvantageous
and
with path
the
shown
studies
is
Several
that
have carbide hybrid
the
architecture
series
it’s the
higher. the use The
isηshownfull
efficiency
disadvantageous
with series
of
disadvantageous
improved,
might
that compound
the
can
architecture
advancement
and
have series
studies is use
components
Several
the with
it’s and
higher.
shownseries
make
of
be
might
that is the
ηfuture,
architecture
series
advancement
have parallel
improved,
the and
studies
with and
full
is series
hybrid
be
might
Several
that are use
parallel
architecture
seriesthe
advancement
of
shown
higher.series