GKN's ActiveConnect all-wheel drive system as an energy-efficient - - PowerPoint PPT Presentation

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GKN's ActiveConnect all-wheel drive system as an energy-efficient - - PowerPoint PPT Presentation

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GKN's ActiveConnect all-wheel drive system as an energy-efficient solution for electrified vehicles Christoph Schmahl | 9/10.05.2019 1 AWD Systems in the Age of Electrification AWD Systems in the Age of Electrification Electrified AWD

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GKN's ActiveConnect all-wheel drive system as an energy-efficient solution for electrified vehicles

Christoph Schmahl | 9/10.05.2019

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AWD Systems in the Age of Electrification AWD Systems in the Age of Electrification

Electrified AWD vehicles are becoming increasingly popular Significant growth expected in the HEV/BEV market with East/West configuration

GKN Internal Analysis, 2018 5 10 15 20 25 30 35 40 2020 2025 2030 Volume [M units] Year AWD - HEV/BEV AWD - conventional AWD - conventional & HEV/BEV - North/South East/West

AWD is realized by an electrified secondary axis, which leads to dual motor systems with front hybridized HEV and with BEV Example: BEV with dual motor AWD

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Mechanical AWD System as Alternative Approach

Dual motor systems: Two separate drive units lead to high costs, low efficiency and mobility disadvantages AWD systems in conventional vehicles: Mechanical drivetrain architecture allows use

  • f a single source of propulsion power

Electric vehicle with mechanical AWD system Electric vehicle with dual motor AWD system Conventional vehicle with mechanical AWD system GKN’s ActiveConnect AWD system allows to combine the best of both worlds to achieve high vehicle efficiency cost reduction enhanced mobility and driving dynamics low engineering and integration effort

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ActiveConnect: How much AWD is needed?

Test vehicles Road profiles AWD demand Most of the time AWD is not required! Road data acquisition

0% 25% 50% 75% 100% Snow low-µ Country high-µ City high-µ Autobahn high-µ 25% 9% 14% 75% 91% 86% 100% Demand Disconnected AWD Active AWD

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GKN ActiveConnect-AWD Technology

Twinster RDU Booster (Single Clutch RDU) PTU Dog Clutch Disc Clutches rotating parts parts on down time Modular Design Active AWD Disconnected AWD

Increased efficiency with ActiveConnect Twinster technology improves driving performance

Throttle on – torque bias to outer wheel to mitigate under-steer Throttle off – increased locking torque (both wheels) to mitigate

  • ver-steer
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Twinster RDU Booster (Single Clutch RDU) PTU Dog Clutch Disc Clutches rotating parts parts on down time Modular Design Active AWD Disconnected AWD

Increased efficiency with ActiveConnect Twinster technology improves driving performance

Throttle on – torque bias to outer wheel to mitigate under-steer Throttle off – increased locking torque (both wheels) to mitigate

  • ver-steer

GKN ActiveConnect-AWD Technology

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Basis Vehicles for Efficiency Simulation

  • Mech. AWD with ActiveConnect
  • Speed dependent disconnect
  • Motor: 100 kW front

Single motor with mechanical ActiveConnect AWD Dual motor AWD (permanent) Dual motor AWD (EDD)

  • Front axle with disconnect
  • Efficiency optimized disconnect
  • Motor: 50 kW front / 50 kW rear
  • No disconnect
  • Permanent AWD
  • Motor: 50 kW front / 50 kW rear

Vehicle parameter:

  • Mass

1885 kg

  • Front area

2,6 m²

  • Drag coefficient

0,33 Schematic illustration of clutch Simulation of three different BEV AWD concepts regarding the energy consumption:

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Growth Laws of Electric Machines

The ratio of power to efficiency of electrical machines is determined by the so-called growth laws [1] Scaling up an electric machine by the factor k in all it’s linear dimensions results in an increase [1] – of power by the factor k4 – of volume by the factor k³ – of energy losses by the factor k³ With increasing motor power the efficiency and the ratio of power to costs improves [1]

[1] Spring, E. Elektrische Maschinen: Eine Einführung Springer Berlin Heidelberg, 2009 [2] Pyrhonen, J. et al. Design of Rotating Electrical Machines Wiley, 2008

Efficiencies of totally enclosed 4-pole induction motors [2] Conclusion: Replacing two low powered electrical machines with one high powered electrical machine results in improved efficiency and cost savings

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Powertrain Efficiency (Example)

100

72% 82% 87% 88%

90

74% 83% 87% 89% 88% 88%

80

75% 84% 88% 90% 90% 88%

70

76% 85% 89% 90% 91% 88% 88%

60

77% 86% 89% 90% 91% 91% 88% 86%

50

77% 86% 90% 91% 91% 92% 91% 87%

40

77% 85% 90% 91% 91% 92% 91% 89% 87% 86% 86%

30

76% 84% 90% 90% 91% 91% 91% 90% 89% 88% 86% 86%

20

72% 81% 87% 89% 89% 89% 89% 88% 88% 87% 87% 85%

10

68% 73% 83% 85% 84% 84% 84% 82% 83% 83% 82% 82%

1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 Torque [Nm] Speed [rpm]

200

80% 88% 90% 92%

180

81% 88% 91% 92%

160

82% 89% 91% 93% 92%

140

83% 89% 92% 93% 93% 91%

120

83% 90% 92% 93% 94% 93% 90%

100

84% 90% 92% 93% 94% 93% 92% 90% 89%

80

84% 90% 92% 93% 94% 93% 93% 92% 90% 88%

60

84% 89% 92% 93% 93% 93% 93% 92% 91% 90% 86%

40

83% 89% 90% 91% 92% 93% 93% 92% 91% 91% 89% 89%

20

79% 85% 87% 88% 89% 89% 90% 90% 89% 88% 87% 87%

1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 Rotational Speed [rpm] Torque [Nm]

PTU - Disconnect RDU - Disconnect PMSM + Inverter (Pmax=100 kW) Gearbox Gearbox PMSM + Inverter (Pmax=50 kW)

100

72% 82% 87% 88%

90

74% 83% 87% 89% 88% 88%

80

75% 84% 88% 90% 90% 88%

70

76% 85% 89% 90% 91% 88% 88%

60

77% 86% 89% 90% 91% 91% 88% 86%

50

77% 86% 90% 91% 91% 92% 91% 87%

40

77% 85% 90% 91% 91% 92% 91% 89% 87% 86% 86%

30

76% 84% 90% 90% 91% 91% 91% 90% 89% 88% 86% 86%

20

72% 81% 87% 89% 89% 89% 89% 88% 88% 87% 87% 85%

10

68% 73% 83% 85% 84% 84% 84% 82% 83% 83% 82% 82%

1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 Torque [Nm] Speed [rpm]

Gearbox PMSM + Inverter (Pmax=50 kW)

Dual motor AWD Low motor efficiency Double load independent losses of gearbox and inverter Single motor with ActiveConnect AWD High motor efficiency Load independent losses of single gearbox and inverter Low drag loss of PTU and RDU in disconnect

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Powertrain Efficiency (Example)

100

72% 82% 87% 88%

90

74% 83% 87% 89% 88% 88%

80

75% 84% 88% 90% 90% 88%

70

76% 85% 89% 90% 91% 88% 88%

60

77% 86% 89% 90% 91% 91% 88% 86%

50

77% 86% 90% 91% 91% 92% 91% 87%

40

77% 85% 90% 91% 91% 92% 91% 89% 87% 86% 86%

30

76% 84% 90% 90% 91% 91% 91% 90% 89% 88% 86% 86%

20

72% 81% 87% 89% 89% 89% 89% 88% 88% 87% 87% 85%

10

68% 73% 83% 85% 84% 84% 84% 82% 83% 83% 82% 82%

1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 Torque [Nm] Speed [rpm]

200

80% 88% 90% 92%

180

81% 88% 91% 92%

160

82% 89% 91% 93% 92%

140

83% 89% 92% 93% 93% 91%

120

83% 90% 92% 93% 94% 93% 90%

100

84% 90% 92% 93% 94% 93% 92% 90% 89%

80

84% 90% 92% 93% 94% 93% 93% 92% 90% 88%

60

84% 89% 92% 93% 93% 93% 93% 92% 91% 90% 86%

40

83% 89% 90% 91% 92% 93% 93% 92% 91% 91% 89% 89%

20

79% 85% 87% 88% 89% 89% 90% 90% 89% 88% 87% 87%

1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 Rotational Speed [rpm] Torque [Nm]

PTU - Disconnect RDU - Disconnect PMSM + Inverter (Pmax=100 kW) Gearbox Gearbox PMSM + Inverter (Pmax=50 kW)

100

72% 82% 87% 88%

90

74% 83% 87% 89% 88% 88%

80

75% 84% 88% 90% 90% 88%

70

76% 85% 89% 90% 91% 88% 88%

60

77% 86% 89% 90% 91% 91% 88% 86%

50

77% 86% 90% 91% 91% 92% 91% 87%

40

77% 85% 90% 91% 91% 92% 91% 89% 87% 86% 86%

30

76% 84% 90% 90% 91% 91% 91% 90% 89% 88% 86% 86%

20

72% 81% 87% 89% 89% 89% 89% 88% 88% 87% 87% 85%

10

68% 73% 83% 85% 84% 84% 84% 82% 83% 83% 82% 82%

1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 Torque [Nm] Speed [rpm]

Gearbox PMSM + Inverter (Pmax=50 kW)

Dual motor AWD Low motor efficiency Double load independent losses of gearbox and inverter Single motor with ActiveConnect AWD High motor efficiency Load independent losses of single gearbox and inverter Low drag loss of PTU and RDU in disconnect

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Efficiency Simulation Results

Basis drive cycle: WLTP Simulation with a range of different PMSM Disconnection thresholds have been established below 40 km/h Potential energy savings by ActiveConnect AWD: ~ 9 % vs. permanent dual motor system ~ 6 % vs. dual motor system with EDD

16 17 18 19 20 AWD - Permanent AWD with EDD FWD only 30 km/h 50 km/h 70 km/h 100 km/h 120 km/h AWD only Energy Consumption [kWh/100km]

Single motor with mechanical ActiveConnect system Dual motor system

Disconnect threshold

Typical disconnection threshold (v < 40 km/h) (Battery: 60 kWh)

  • 6 %
  • 9 %
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Cost Comparison

Inverter Motor (PMSM) Transmission ActiveConnect AWD System Cost benefit is achieved by single motor concept due to – reduced number of complex drive components – generating drive power by one central motor Cost estimate based on current market prices – Inverters, motors, transmissions and ActiveConnect-AWD evaluated – Cost of wiring, cooling and potential battery modification not considered 4% 9% 8% 13% ActiveConnect with Twinster RDU ActiveConnect with Booster RDU Cost benefit by ActiveConnect AWD

  • vs. Dual Motor System

with permanent AWD

  • vs. Dual Motor System

with Front Axle EDD

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Mobility and Dynamics

Dual motor AWD Dual motor system – Axle torque is limited to the torque of the respective motor Single motor with

  • mech. AWD

– Full torque available

  • n both axles

– Twinster enables torque vectoring and cross-axle locking Single motor with mech. AWD (Twinster RDU)

low-µ low-µ low-µ low-µ high-µ high-µ high-µ high-µ high-µ high-µ

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Mobility and Dynamics

Dual motor AWD Dual motor system – Axle torque is limited to the torque of the respective motor Single motor with

  • mech. AWD

– Full torque available

  • n both axles

– Twinster enables torque vectoring and cross-axle locking Single motor with mech. AWD (Twinster RDU)

low-µ low-µ low-µ low-µ high-µ high-µ high-µ high-µ high-µ high-µ

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Mobility and Dynamics

Dual motor AWD Dual motor system – Axle torque is limited to the torque of the respective motor Single motor with

  • mech. AWD

– Full torque available

  • n both axles

– Twinster enables torque vectoring and cross-axle locking Single motor with mech. AWD (Twinster RDU)

low-µ low-µ low-µ low-µ high-µ high-µ high-µ high-µ high-µ high-µ

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Mobility and Dynamics

Dual motor AWD Dual motor system – Axle torque is limited to the torque of the respective motor Single motor with

  • mech. AWD

– Full torque available

  • n both axles

– Twinster enables torque vectoring and cross-axle locking – Mobility benefits on poor road surfaces and off-road, significantly improved driving dynamics Single motor with mech. AWD (Twinster RDU)

low-µ low-µ low-µ low-µ high-µ high-µ high-µ high-µ high-µ high-µ

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Application Scenarios for Electrified Vehicles

Battery Battery

ActiveConnect AWD Variabel

ICE HEV (P1 – P3) DHT BEV eAxle with integrated PTU DHT with integrated PTU

GKN’s ActiveConnect system is the AWD solution for all vehicle concepts!

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Application Scenarios for Electrified Vehicles

Ideal solution in the low and medium-price segment

  • r in the commercial vehicle sector

Cost reduction is particularly relevant Batteries tend to be smaller (simplified integration of propshaft) Effects of propshaft on passenger compartment are less critical Optimum use of the efficiency advantage Mobility benefit is especially considerable

Pyrhonen, J. et al. Design of Rotating Electrical Machines Wiley, 2008

Multi-speed transmissions are a challenge for dual motor systems two multi-speed gearboxes are needed

  • r a compromise regarding efficiency and driving

performance has to be found AWD can be provided by mech. System with a single multi-speed transmission Front: Booster Rear: eTwinster 2speed with integrated PTU

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Application Scenarios for Electrified Vehicles

OEM with low market share in AWD Hybridization of front axle to achieve high reduction in fleet consumption (P1 – P3/DHT) + Simplified battery design + No impact on passenger compartment

  • Additional engineering

effort for rear axis Electrified Rear Axle + Efficiency benefit + Cost reduction + Enhanced mobility and driving dynamics

  • Mech. ActiveConnect AWD

AWD options

OEM with average market share in AWD Option between P4 axle or P1 – P3/DHT with mechanical ActiveConnect-AWD + Simplified battery design + No impact on passenger compartment

  • Additional engineering

effort for rear axis P4 Axle + Hybridization covers full vehicle fleet + Enhanced mobility and driving dynamics + Electric AWD driving + Recuperation on both axles

  • Mech. ActiveConnect AWD

AWD options

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Application Scenarios for Electrified Vehicles

OEM with low market share in AWD Hybridization of front axle to achieve high reduction in fleet consumption (P1 – P3/DHT) + Simplified battery design + No impact on passenger compartment

  • Additional engineering

effort for rear axis Electrified Rear Axle + Efficiency benefit + Cost reduction + Enhanced mobility and driving dynamics

  • Mech. ActiveConnect AWD

AWD options

OEM with average market share in AWD Option between P4 axle or P1 – P3/DHT with mechanical ActiveConnect-AWD + Simplified battery design + No impact on passenger compartment

  • Additional engineering

effort for rear axis P4 Axle + Hybridization covers full vehicle fleet + Enhanced mobility and driving dynamics + Electric AWD driving + Recuperation on both axles

  • Mech. ActiveConnect AWD

AWD options

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Summary

Application scenarios for electrified vehicles BEV: – Recommended for low and medium price segment or commercial vehicles – Beneficial for BEVs with multi-speed transmission HEV: – Recommended for OEMs with low to medium AWD market share

Enhanced DRIVING DYNAMICSdue to Twinster Technology COST REDUCTION by mechanical solution up to 13 % ENERGY SAVINGS over 9 % possible, supported by growth laws and ActiveConnect Full torque available on both axles for superior MOBILITY AND OFFROAD CAPABILTITIES

GKN’s mechanical ActiveConnect system is the attractive AWD solution for hybrid and battery electric vehicles!

As an alternative approach to dual motor solutions, AWD can be provided by GKN’s ActiveConnect system

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Global Leader in Traditional and Electrified Drivelines