In the transition from internal combustion engines (ICE) based vehicles to pure battery electric vehicles (BEVs), the powertrain is becoming increasingly electrified (xEV). Based on their capability to recuperate brake energy in the legislative test cycles, intermediate xEV vehicles are classified as mild and strong electrified vehicles. Growing xEV sales currently pave the way for the application of cost-optimized dedicated components. The B segment vehicle analyzed in this work is currently equipped with a conventional coaxial transmission, which can offer multiple power sources (combustion engine, electric machine, or hybrid) in a single shift with an additional clutch. A cost-optimized dedicated hybrid transmission (DHT) is designed by eliminating the launch clutch, synchronizers, and redundant energy travel paths to replace the coaxial transmission. The DHT requires one shift for each energy path to connect the power source to the wheels. The flexible coaxial transmission requires only a low specific number of gear shifts to drive a typical test cycle. However, the DHT has constrained energy paths, leading to a high specific number of gear shifts to drive identical test cycles when applied with the standard Adaptive Equivalent Consumption Minimization Strategy (A-ECMS) optimal control. A one dimensional closed-loop simulation model for the passenger car longitudinal dynamics is used in this analysis. The vehicle velocity and evaluation criteria for the simulation are based on the Worldwide harmonized Light vehicles Test Procedure (WLTP). The loss maps from steady-state test bench measurements for the internal combustion engine (ICE), the electric motor (EM), and the transmission unit are used as inputs in building the simulation model. A drivability penalty approach is introduced in the standard A-ECMS optimal control to reduce the number of gear shifts. The work analyzes the gear shift behavior and the absolute CO₂ emission between the cost-optimized DHT and the existing coaxial transmission for the considered vehicle application. Detailed power flow using a Sankey diagram from different onboard vehicle sources for the cost-optimized DHT solution is included in the results section. The developed model is validated with a prototype vehicle environment on the Urban Dynamometer Driving Schedule (UDDS).

在从基于内燃机 (ICE) 的汽车向纯电池电动汽车 (BEV) 的过渡过程中，动力系统正变得越来越电气化 (xEV)。根据它们在立法测试周期中回收制动能量的能力，中型 xEV 车辆被归类为轻度和强电动车辆。目前，不断增长的 xEV 销量为成本优化的专用组件的应用铺平了道路。在这项工作中分析的 B 级车辆目前配备了传统的同轴变速器，它可以通过一个额外的离合器在一个档位中提供多个动力源（内燃机、电机或混合动力）。通过取消启动离合器、同步器、和冗余的能量传输路径来代替同轴传输。DHT 需要对每个能量路径进行一次换档，以将动力源连接到车轮。灵活的同轴变速器只需要很少的特定换档次数即可驱动典型的测试循环。然而，当与标准自适应等效消耗最小化策略 (A-ECMS) 优化控制一起应用时，DHT 具有受限的能量路径，导致特定数量的换档以驱动相同的测试循环。该分析使用了客车纵向动力学的一维闭环仿真模型。模拟的车速和评估标准基于全球统一轻型车辆测试程序 (WLTP)。来自内燃机 (ICE)、电动机 (EM) 和变速器单元的稳态测试台测量的损耗图用作构建仿真模型的输入。在标准的 A-ECMS 优化控制中引入了驾驶性能惩罚方法，以减少换档次数。工作分析了换档行为和绝对 CO₂成本优化 DHT 和现有同轴传输之间的排放，用于所考虑的车辆应用。结果部分包含使用来自不同车载车辆来源的 Sankey 图的详细功率流，用于成本优化的 DHT 解决方案。开发的模型在城市测功机驾驶计划 (UDDS) 上的原型车辆环境中进行了验证。