Depleting oil resources and global warming has led to a continual search in the automotive field to find a cost-effective solution to develop more and more fuel efficient vehicles. In the last years the number of electric and hybrid vehicles have rapidly increase thanks to pollution standards and their high efficiency. It is possible to define three main categories, based mainly on the power of the electric motor and the capacity of the batteries. In "mild" hybrids, a small unit takes the place of the alternator and starter motor, and is connected to the main engine with a belt. When it slows down, it recharges a battery, while the energy flow is reversed, and the current motor "helps" the thermal one. The "full" hybrids have instead more powerful electric motors that are integrated with the rest of the vehicles : they are often part of the transmission. The "plug-ins" are "full" equipped with much larger batteries, which allow a range of tens of kilometers without using fuel; to be able to charge them to the maximum, however, it is necessary to connect them to the electric network through a cable. Otherwise, these cars behave like "full" hybrids: the accumulators are filled by the inertia of the vehicle when it slows down.
As a result of this, new concepts called hybrid dual clutch transmission (HDCT) have been developed. These new type of transmission are suitable for multiple hybridisation topologies, as the e-machine can be connected to the transmission by different methods in order to obtain a more efficient interaction of the internal combustion engine and the e-machine. Compared to an automatic transmission based on planetary gearsets or to continuous variable transmissions (CVT), further optimisation potentials can be achieved thanks to the flexible hybridisation concept.
This thesis aims to realize a model to calculate the heat generated by an hybrid dual clutch transmission in real-time without a great amount of computing power
