08/03/2019 Mild Hybrid Electric Vehicle (MHEV) – architectures – x-engineer.

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Mild Hybrid Electric Vehicle

(MHEV) – architectures
In this article we are going to go through different system
architectures for  Mild Hybrid Electric Vehicles  (MHEV), looking into
the positioning of the components on the vehicle, the possible control
functions and advantages and disadvantages in terms of fuel
efficiency and driveability.

To recall the different types of hybrid electric vehicles and what

makes a mild hybrid electric vehicle, read the following articles:

Understanding micro, mild, full and plug-in hybrid electric

vehicles
Mild Hybrid Electric Vehicle (MHEV) – introduction

By  architecture,  topology  or  configuration  we understand the

positioning of the main components of the hybrid electric system on
the vehicle. Since the only mechanical link between the electrical
system and the rest of the vehicle is done through the electric
machine, the MHEV architecture is basically defined by the  position
of the electric machine  and the type of connection with the
powertrain / drivetrain (belt, integrated or gear mesh).

The 48V electrical system has become the industry standard for mild

hybrid MHEV applications for several reasons:

it’s relatively simple to integrate on a vehicle

it’s modular, safe and compact
the mass of the components is relatively small so the impact on
the total weight of the vehicle is limited
the system cost to performance (fuel efficiency, torque boost)
ratio is very competitive

With the except of the crankshaft-mounted integrated starter

generator (Honda IMA and Mercedes Benz BlueHybrid), all the mild
hybrid vehicle architectures presented in this article are based on 48V
systems.

The  powertrain configuration  of the MHEV system has significant

impact on  the performance and  characteristics of the vehicle, in
terms of:

integration cost
fuel efficiency
dynamic performance (powertrain torque enhancement)

Automotive OEMs and automotive Tier 1 system suppliers are

currently analyzing and evaluating  several major powertrain
architectures for MHEVs. The electric machine can be positioned,
relative to the other powertrain components, in five major points:

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Image: MHEV powertrain architectures

The brief description of the electric machine connection points is

done in the table below.

P0 The electric machine is connected with the internal combustion

engine through a belt, on the front end accessory drive (FEAD)

P1 The electric machine is connected directly with the crankshaft of the

internal combustion engine

P2 The electric machine is side-attached (through a belt)

or integratedbetween the internal combustion engine and the
transmission; the electric machine is decoupled from the ICE and it
has the same speed of the ICE (or multiple of it)

P3 The electric machine is connected through a gear mesh with the

transmission; the electric machine is decoupled from the ICE and it’s
speed is a multiple of the wheel speed

P4 The electric machine is connected through a gear mesh on the rear

axle of the vehicle; the electric machine is decoupled form the ICE
and it’s located in the rear axle drive or in the wheels hub

Notice that P0 and P1 architectures do not allow the mechanical

disconnection of the electric machine from the engine. On the other
side P2, P3 or P4 configurations disconnects the electric machine
from the engine through a clutch.

Belt Starter Generator Architecture (P0)

Also know as BiSG from Belt integrated Starter Generator, this mild
hybrid topology is the most cost effective due to the limited impact of
the 48V system on the existing vehicle architecture.

On a hybrid electric vehicle application, there are two major cost

drivers: the impact on the existing powertrain components and the
high voltage battery. To minimize the integration costs, the vehicle
and transmission architecture should be kept the same as for a
conventional vehicle. Thus, the easiest way of achieving a minimum
cost is to integrate the 48V electric machine into the already existing
engine accessories belt drive, by replacing the 12V alternator
(generator).

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Image: MHEV P0 architecure – Belt Starter Generator

(BSG)

In the BiSG architecture, the internal combustion engine (ICE) and the
electric machine can not be separated, they are mechanically linked
through the accessory belt. Therefore, one of the disadvantage of this
configuration is that, the engine friction torque will be a parasitic loss
for the electric machine when it gives boost torque and when it’s
recuperating electrical energy.

The main characteristics of the BiSG MHEV architecture are

summarized in the table below.

Electric Maximum torque (at crankshaft): up to 50 Nm (with belt

machine pulley ratio multiplication, e.g. 2.8)
performance Maximum power: 12 … 14 kW
Continuous power: 2.5 … 3.5 kW
Efficiency: up to 85%

Fuel Efficiency New European Driving Cycle (NEDC): 10 … 12 %

Worldwide harmonized Light vehicles Test Procedure
(WLTP): 7 … 9 %

Hybrid modes Idle Stop & Start

(functions) Moving Stop & Start
Engine load shift
Torque assist (fill)
Torque boost
Sailing / Coasting
Energy recuperation
Brake regeneration

Advantages Low cost of integration

Air or liquid cooled electric machine
Integrated inverter (with electric machine)
Size modularity for the electric machine
Speed / torque ratio possible between electric machine
and ICE results in lower Power demand from the electric
machine

Disadvantages Limited torque capacity due to belt drive

Energy recuperation affected by engine friction losses

Overall Torque Boosting Capability: Medium (limited by belt

characteristics slip, durability)
Electrical Energy Recuperation: Medium (due to engine
losses)
Driveability Improvements: Medium (due to limited
torque boost)
Electrical Creep / Drive: Not possible (due to limited
torque and belt drive)
Packaging: Easy components integration with limited
impact on other components
System Efficiency: Medium (mainly due to belt-drive
integration on the FEAD)

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The BiSG MHEV architecture has a significant impact on the design of

the Front End Accessory Drive (FEAD). The belt durability needs to be
increased to sustain higher torque and more engine off/on cycles.
The variable belt tensioners have to provide:

increase tension during cranking and boost (torque from

electric machine to engine)
increase tension during recuperation (torque from engine to
electric machine)
reduce tension during normal driving (in order to reduce friction
losses)

There is also a significant impact on the noise, vibrations and

harshness (NVH) of the engine and on the durability of the main
bearing of the engine’s crankshaft.

Currently, all the 48V BiSG MHEV applications still use the 12V starter.
The reason is that the cold engine start, especially after a long period
of inactivity, demands a high electric machine torque (due to high
engine friction). This is a limitation on the BiSG because the amount
of torque which can be transmitted is limited by the belt slip. With an
improved design of the FEAD belt and increased durability, the 12V
starter can be removed and all its functions performed by the 48V
electric machine.

An example of MHEV is the new  Audi A8, which features a 48V

electric system.

Image: Audi A8 48V MHEV

Credit: Audi

1. DC/DC converter
2. low voltage battery (12 V)
3. high voltage battery (48 V)
4. 48V belt-drive starter-generator
5. 3.0 TFSI internal combustion engine

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There are also a significant number of Tier 1 suppliers, which can

provide 48V P0 mild hybrid systems ready to be integrated in
automotive applications.

Valeo’s 48V system MHEV

Image: Valeo Hybrid4All 48V MHEV system components

Credit: Valeo

1. Powertrain Control Unit (PCU)

2. 14V battery sensor
3. Belt Starter Generator (BSG) 8 – 12 kW / 55 Nm Peak, with integrated inverter
4. DC/DC converter, 60 V / 12 V, 2 kW
5. 48V battery, 200 – 600 kJ

Bosch’s 48V system MHEV

Image: Bosch 48V MHEV – components of the boost recuperation system

Credit: Bosch

1. low voltage battery (12 V)

2. DC/DC converter
3. electric machine (motor & generator)
4. high voltage battery (48 V)

Continental’s 48V system MHEV

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Image: Continental 48V MHEV system components 

Credit: Continental

1. electric machine with integrated inverter

2. DC/DC converter (48 V / 12 V)
3. Li-Ion battery

Delphi’s 48V system MHEV

Image: Delphi’s 2nd Generation 48V MHEV system

Credit: Delphi

48-VOLT LAUNCH ASSIST

A.  Electric motor/generator: starts engine during Stop & Start operation and
provides some power to the wheels; later, it charges the battery during braking
B. E-charger (electric air compressor): provides boost while driving away from stop
and complements the exhaust turbocharger, eliminating the turbo lag

48-VOLT SYSTEM
1. 48-volt inverter: changes DC battery current to AC current to power the electric
motor
2. 48-volt lithium-ion battery: stores energy regenerated during braking to be used
later to power vehicle
3. Battery controller: regulates the state of charge in the battery
4. Power distribution box: contains built-in fuses

12-VOLT SYSTEM
5. DC/DC converter: changes 48 volts to 12 volts
6. 12-volt battery – your old friend, but smaller
7.  12-volt electrical distribution center: powers the center console, seats and
windows as well as other 12-volt devices

48V P0 mild hybrid architecture  is the  mainstream

technologyadopted by the automotive manufacturers for MHEVs,
because it combines a relatively low integration cost and
considerable benefits in terms of CO2  emissions reduction and
dynamic performance boost.

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Crankshaft mounted electric machine (P1)

The P1 architecture, with the electric machine connected directly to
the crankshaft, is the solution adopted by Honda on their first
generation  Integrated Motor Assist (IMA)  technology.  The electric
motor functions as a generator, during vehicle deceleration, as an
engine starter, and as a motor (to assist the engine) during vehicle
accelerations.

Image: MHEV P1 architecture – Integrated Starter

Generator (ISG)

One of the biggest advantage of this solution is that the electric

motor can provide higher torque than the BiSG, since there is no belt
limitation (due to slip). However, since there is no speed / torque ratio
between the electric machine and crankshaft, the torque
requirements on the electric motor can be quite demanding.

Two examples of P1 MHEV architectures are:

Honda Insight Hybrid 2009 (with Integrated Motor Assist

technology)
Mercedes Benz S400 Bluehybrid 2010

Image: Integrated Motor Assist (IMA) for mild hybrid

Credit: Honda

For example, the main characteristics of the crankshaft-mounted

electric machine for mild hybrid Honda Insight 2009 are summarized
in the table below.

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Electric Maximum torque (at crankshaft): up to 34 Nm

machine Maximum power: 10 kW
performance Efficiency: up to 94%

Hybrid modes Idle Stop & Start

(functions) Moving Stop & Start
Engine load shift
Torque assist (fill)
Torque boost
Sailing / Coasting
Energy recuperation
Brake regeneration

Advantages Higher efficiency

The 12V starter can be removed

Disadvantages Output torque limited by the size of the electric

machine
Energy recuperation affected by engine friction losses
High impact on existing vehicle architecture
Higher overall cost of the electrical components
Air cooling not possible for the electric machine

Overall Torque Boosting Capability: High (if electric machine is

characteristics capable)
Electrical Energy Recuperation: Medium (due to engine
losses)
Driveability Improvements: Medium (depending on the
torque capability of the electric machine)
Electrical Creep / Drive: Possible (depending on the
torque capability of the e-machine)
Packaging: Difficult components
integration(powertrain specially designed for this
architecture)
System Efficiency: High (no gear mesh or belt losses)

Image: Mercedes Benz S400 BlueHybrid (MHEV)

Credit: Daimler

The primary advantage of a P1 mild hybrid architecture, compared

with P0, is the  removal of the belt drive. This means that
the efficiency increases a bit (no more belt losses) and the  electric
machine torque  can be higher in terms of amplitude and response
(no more belt slip).

The functions (modes) performed by this mild hybrid topology are

similar with those of a BiSG (P0), but, overall, P1 configurations have
two big disadvantages:  higher cost  and  higher impact  on the the
existing vehicle architecture. Therefore, vehicle manufacturers and
system suppliers are not investing in the further development of

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crankshaft-mounted integrated starter generator solution for MHEV

applications.

Driveline side electric machine MHEV

architectures
Both P0 and P1 mild hybrid configurations have the electric machines
on the engine side, without the possibility of mechanical
disconnection. This makes torque boosting and energy recuperation
not very efficient because of the torque losses. Moreover,
recuperating electrical energy with the engine off, during coasting, is
not possible.

The P2, P3 and P4 mild hybrid architectures are better in terms of

energy flow efficiency, mainly because of the positioning of the
electric machine. In these types of configurations, the electric
machine is positioned after the driveline connecting device (clutch),
on the input shaft of the transmission (P2), on the output shaft of the
transmission (P3) or on the rear differential (P4).

Image: MHEV P2 architecture – side EM Image: MHEV P2 architecture – integrated EM

In a P2 configuration, the electric machine can be side attached to the

transmission, connected through a belt, or integrated in the
transmission, connected through a gear mesh.

The main advantage of P2 architecture is the  increased energy

recuperation potential and the availability of additional hybrid control
functions (electric creep/drive  or energy recuperation during
coasting).

The main disadvantage is the higher integration cost of such a

system.

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