Abstract Electrification of powertrain system for motored vehicles is one of the most important strategies being taken by many automakers to meet the stringent CO2 reduction required by laws in many countries, the marketplace-driven ownership cost reduction request, and the social and political energy sustainability needs. A hybrid electric vehicle (HEV) concept, having an electrified powertrain system comprising an internal combustion engine (ICE), a transmission with multiple discrete gear ratios, and a single electric motor with a coupling clutch is being implemented at FAW R&D to meet the strict Chinese Corporate Average Fuel Economy (CAFÉ) target. To specify the components of the parallel hybrid electric powertrain, a design of experiment (DOE) is conducted to calculate the sensitivities of the fuel efficiency to the specifications of key components, such as types of the ICE and number of gear ratios of the transmission, in different drive cycles. A prototype build based on the powertrain design concept is planned for dynamometer testing to confirm the fuel economy potential for a follow-up development program of the HEV. Introduction Electrification of powertrain system of motored vehicles has been the trend of automotive industry worldwide, picking up momentum from the first decade of the 21th century, to address the ever increasing request for carbon emissions reduction [1]. Toyota, which started its expedition since 1990s, has established itself as a world-wide leader with a power-split powertrain configuration [ 2, 3] comprising an ICE with Atkinson-cycle and cooled EGR system mated to an electric motor-regulated continuously variable transmission (eCVT) and an electric traction motor. Ford and General Motor also use different variants of the power-split configuration for their own HEVs such as Fusion and Volt, respectively.Another well-received electrified powertrain configuration, sometimes called parallel hybrid electric powertrain, consists of an ICE mated to a more traditional transmission, such as an automatic transmission (AT) with torque converter and planetary gearing mechanisms, a manual or automated manual layshaft transmission (MT or AMT), a belt or tractiondrive continuously variable transmission (CVT), or a dual-clutch layshaft transmission (DCT), with an electric motor inserted into the powertrain. For example, Volkswagen group has several HEVs with a variant of this powertrain configuration, also called P2, comprising a downsized boosted and direct- injected gasoline ICE, which is also a popular technology used by many automakers for fuel efficiency gain in traditional motored vehicles, mated to a DCT or AT with an electric motor having a coupling clutch in between, in production now. Hyundai also uses a P2 powertrain configuration for their Sonata HEV but with a naturally aspirated ICE working on Atkinson cycle. The power-split's eCVT uses an electric motor to connect the engine and the output shaft and function as the speed ratio variator in the planetary gearset. The eCVT's smooth operation is outstanding. However, the resulting output torque of the eCVT is much less than the arithmetic sum of the electric motor and the ICE, therefore in many applications a second electric motor is required to provide better torque output. The parallel electric hybrid powertrain, on the other hand, uses a much smaller electric motor with a multi-speed traditional transmission with minor modifications to deliver the appropriate output torque. The FAW Strategy FAW has adopted the parallel hybrid electric powertrain configuration as the platform for future HEVs and PHEVs because of the compatibility with traditional engines and transmissions and the requirement for a relatively small electric motor.Conceptual Powertrain Components Matching for a Hybrid Electric Vehicle with a Single Clutch-Coupled Traction Motor2014-01-1794 Published 04/01/2014 Calvin C. Lee, Yuan Li, Guopeng