development and test of magsplit dedicated hybrid ......•dedicated hybrid transmission for...
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#LCV2019 @LCV_Event
Development and Test of MAGSPLIT
Dedicated Hybrid Transmission (DHT) for
Vehicles Cross-Platform ApplicationGboyega Oshin
Project Manager – Magnomatics
LCV2019 Event Sponsor:
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COMMERCIALLY CONFIDENTIAL
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3Confidential
DEVELOPMENT AND TEST OF MAGSPLIT
DEDICATED HYBRID TRANSMISSION (DHT) FOR
CROSS-PLATFORM APPLICATION
Gboyega Oshin, Stuart Calverley, Jeff Birchall
Magnomatics Ltd, UK
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John Boyega
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MAGSPLIT Dedicated Hybrid Transmission Unit
MAGSPLIT - Combining engine and electrical power to provide highly efficient powertrain
• Dedicated hybrid transmission for passenger cars, buses and trucks
• Low cost, high efficiency transmission
• Simple, proven and flexible
Innovate UK sponsored project – Magnomatics Limited, Romax Technology, Changan UK, CMCL
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Simple Concept
• One input shaft and one output shaft, with electronic ratio control
• Magnetic interaction of the input rotor, output rotor and the stator changes speed ratio of
input/output
Input rotor
Output rotor
Electronic ratio control
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Typical Powersplit Architecture
• Magsplit replaces planetary gear and a motor/generator in a typical powersplit
• There is still a need to add electrical power boost into the drivetrain using a second electrical motor
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Cross-Platform Application
• Machines sized to meet requirements for performance (Vmax, 0-50 kph and 0-100 kph) and
gradeability for both HEV and EV modes
• Transmission sized for two vehicles: C/D segment passenger and Sports Utility Vehicle platforms
• Engine and transmission assessed for sport, mid-range and entry level, PHEV and HEV variants
EADO
CS75
√ √ √
√√ √
√ with ERAD
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Concept Evaluation – Coaxial vs Parallel Layout
Coaxial:
• Simpler machine with fewer parts
• Larger traction motor diameter
• Packaging more challenging
Parallel axis:
• Separate gear stage allows for
smaller and faster traction
motor
• Easier to package
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Concept Selection additional considerations
• Packaging
• Fuel consumption
• Durability
• Complexity
• Cost
Parallel axis with 1-speed offered the best trade-off
4
4.5
5
5.5
6
6.5
7
7.5
NEDC WLTP Artemis
Co
rrect
ed
fu
el co
nsu
mp
tio
n
(lit
res/
100 k
m)coaxial 1-speed
coaxial 2-speed
parallel 1-speed
parallel 2-speed on TM
parallel 2-speed on final drive
Fuel Consumption
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Detail Design - Analysis
Magnet rotor structuralTransmission modal analysis
Drivetrain structural Pole Piece rotor structural
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Detail Design - Analysis
Mesh analysis of oil flow network
Coolant flow CFD
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Brass Board Testing and Controller Development
Engine
Magsplit Traction
motor
Torque
transducer
• Magsplit DHT system separated into main
components for brass board testing
• Torque transducer between system components
and current shunts connected to electric machine
informs the power flow between components
• SIL, HIL and brass board testing used for
controller development
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Transmission build
Stators and sleeves in case Geartrain Dry BuildMAGSPLIT Input and
output rotor assembly
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Sub-system Testing – Gearbox
Lubrication system testing
Gearbox drag loss testing
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Sub-system Testing – Traction Motor
• Back-to-back testing allows full range
testing of traction motors (14,500 rpm and
225 Nm)
• Thermal mapping; heat soak test
• Oil distribution and coolant flow rate
• Machine loss map at two temperatures
TM rotor TM in case for sub-system
testing
• Very capable EV mode – high power
density and high efficiency
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Testing Results
• Factory Acceptance Tests
• Loss measurements
• Thermal Performance
80oC225 Nm
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Transmission Assembly
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Transmission Cost and Fuel Economy Walk
Full BOM costed by FEV (Europe)
High volume manufacture at European labour and material rates
“Equivalent” DCT costed using the same assumptions on quantities, labour, etc
MAGSPLIT DHT cost 20% lower than equivalent hybrid DCT
DCT Magsplit
20%