Now there are more and more nouns called "CVT", but E-CVT has nothing to do with the CVT driven by steel belt in our impression.

Can't you find fish in the fish-flavored shredded pork? Something like that

E-CVT has nothing to do with CVT.

First of all, we must find out why CVT and E-CVT are so named.

"CVT" is an abbreviation The full name is translated as "CVT", so I don't read English.

E-CVT is an electronic continuously variable transmission. Instead of adding a motor to the traditional steel belt CVT gearbox and then adding an electronic control system.

The CVT in the name itself means "stepless speed change", and it can be called "CVT" with stepless speed change ability, which does not represent the structure.

This is like: the "AT" we often hear actually refers to the automatic gearbox, including all automatic gearboxes.

In daily chat, it is generally said to be 6AT, 8AT. Is that right? But what exactly is its structure? You can't confuse it

So in popular terms, "E-CVT" is a very general name and can be regarded as a system. Hybrid electric vehicle uses this system to realize the cooperative work of engine, battery and motor.

For example, official website, a Toyota Camry hybrid, wrote the electronic continuously variable transmission system of E-CVT, and Honda Accord Hybrid also wrote the E-CVT. In fact, the principles of the two companies are very different, both of which are called "E-CVT".

Toyota and Ford's planetary gear sets

Let's talk about Toyota's E-CVT, which mainly uses a set of planetary gear sets to realize hybrid power.

Zheng Changshun, School of Mechanical and Power Engineering, Shanghai Jiaotong University, published a paper "Brief Analysis of Mainstream E-CVT Power Split Hybrid Transmission" in the journal of Transmission Technology, which said.

The following is a description of the principle of Toyota THS hybrid power system. The planetary gear set is connected with the engine, two motors and wheels, and can distribute the power from the engine and motors to effectively drive the vehicle.

The planetary gear set is a bit like the finance in the company. He is here to help you distinguish which projects need funding and which projects need to reduce expenses.

"Hey," don't add money to this box lunch. Giving everyone welfare money to buy skin is what he does.

For example, the battery is relatively sufficient, and only the motor outputs power when the engine is turned off.

But if the power is not enough, the engine will follow and push the planetary gear set, so that the battery can be charged and the vehicle can be driven by the motor.

The specific working conditions are much more complicated than what I just said, so I will briefly talk about it here.

Because the planetary gear set is irreplaceable in this system, it is said that Toyota directly registered this patent, and there are fewer car companies using this scheme in the market.

Otherwise, you have to spend money to buy it, and even people are not allowed, right? Only Toyota and Ford are working on this thing.

Honda's E-CVT has a simple structure.

Honda has always been engaged in technology. If you do this, I think it's different from you, right? It can only be different.

Honda's E-CVT is very different from Toyota in principle.

Toyota's planetary gear set still has the shadow or taste of a traditional gearbox, and Honda's E-CVT has a simpler structure.

Zhang Hongyu published a paper in the magazine "Automobile Maintenance and Repair, Technical Analysis of Honda Hybrid Power System", explaining the principle of Honda i-MMD hybrid power system.

In this system, the engine is directly connected to the wheel and the generator, and then the generator is connected to the battery and the driving motor, and there is a clutch between the engine and the wheel.

In most non-high-speed working conditions, the clutch is disconnected, which means that the engine only charges the battery and the motor runs with the car.

This is a bit like an ideal. This is an extended-range electric drive system. You just need to remember this, it doesn't matter what happened before.

Only when cruising at high speed will the clutch be engaged, and the power will be directly provided by the engine.

For example, in Honda's system, the motor is like the secretary of the engine, and it is often the secretary who does this.

Only the secretary of the motor can't handle things, so I went to the boss. It can't run at high speed, and the motor doesn't have much power. Boss, help me. The engine is coming. Almost such a thing.

The thinking of domestic car companies to solve problems is similar to that of Honda.

Not only Honda, but also the E-CVT of many domestic car companies is such a problem-solving idea.

For example, BYD's DM-i super hybrid system and Great Wall's lemon DHT hybrid system are driven by motors in most working conditions in urban areas, and the motors only charge the batteries.

Only when driving at high speed, the engine will directly participate in vehicle driving, so they are more like scooters and lighter in daily cities.

Moreover, according to the description of lemon DHT hybrid system by Great Wall official website, when the high-speed engine is directly driven, it can switch between power and economy.

Just like the manual gearbox, it can "downshift" and overtake, and its function is a little richer than Honda's system.

Basically it doesn't matter.

Therefore, generally speaking, the E-CVT of a hybrid vehicle is basically irrelevant to the CVT gearbox of a traditional fuel vehicle, and only the name is used to indicate the ability of stepless speed change.

Moreover, due to the different implementation methods, E-CVT is more like a general term for hybrid systems, not necessarily referring to gearbox structure.