E-Powertrain

Lucas Cordova, A2MAC1

4-5th October 2022
 E-Powertrain 6

Powertrain Overview
HV-BATTERY E-AXLE
• 72.6 kWh (specification, measured to be • Ratings: 160kW, 350 N.m (Peak Motor
77.3kWh) / 653 V torque)
• Pouch Cells by SK Innovation • Weight and Volume: 90.68 kg / 99 ltr
• 450 kg / 474 l (bounding box volume).
• 171 Wh/kg, 163 Wh/l • KPIs: 1.76 kW/kg; 1.61 kW/l
• 3-in 1 System (high level of integration
in the e-axle)
• Inverter and Motor partially realize the
HV boosting Function
Detailed
bottom-up cost
analysis on
component level

Cost Analysis IONIQ 5 Powertrain, 2022,

150k, Korea

COMBINATION MODULE: OBC +DC/DC

• Combined module, integrates both DC/DC
and OBC
• 11.92 kg, 47l
• 11 kW, 1 phase OBC
• 1.8 kW DC/DC
• Relatively compact design

battery Combination e-Drive HV cable Total

Module
 E-Powertrain 7

Overall Powertrain
To identify best practices and cost saving ideas, both absolute and normalized ($/kWh /
$/kW) of each module is compared to modules in other vehicles.
Power Rating Vs. Battery Capacity
Powertrain Cost Overview 900

800

700

e-Motor Peak Power rating [kW]

Competitors
Manufacturing Cost [$]

600
Ford Mach-E
Volkswagen ID.3
500
Tesla Model Y
Porsche Taycan
400
Hyundai Ioniq 5
Lucid Air P
300
EQS 580
BYD Dolphin
200
Expon. (Competitors)

100
Mach-E VW ID.3 Tesla Taycan 4S IONIQ 5 EQS 580 BYD Lucid Air P
Model Y Dolphin
0
battery e-Drive #1 e-Drive #2 0 20 40 60 80 100 120 140

OBC + DCDC Fast Charge (junction box) HV cable

Battery Capacity [kWh]
 E-Powertrain 8

Charging System
 E-Powertrain 9

Critical Customer Requirements

Customer Requirements Approach AC charging DC fast charging

Power class 3.7 kW – 22 kW 50 kW – 350 kW

Charging at AC grid
Charging voltage [V] Charging at battery voltage
voltage
External
- DC fast charging station
requirements
On-Board
On-Board-Charger Relay Box
requirements
Overnight charging at
Application Public charging stations
home
Medium charging rates Stress for battery cells
Example: Issues
Availability?
Audi e-tron 55 Quattro Edition One
Audi e-tron 55 Quattro
Charging
11 kW 150 kW
power
Example:

Charging time
Range (WLTP): 436 km 2 – 2.5 h 10 min
Net capacity: 86 kWh
(for 100km)
 E-Powertrain 10

Charging System KPIs and Contributing Factors

Performance Unit Cost Unit
Volumetric Manufacturing
[kW/l]
power density cost per peak [€/kW]
power
Gravimetric
[kW/kg]
power density Manufacturing cost [€]
Charging rate [Energy/h] Trends w. Cost
Integration • Design of structural parts
- • Smaller and lighter design lead to
level
lower costs
Trends w. Performance Impact • Design of control and power circuit
• Implementation of WBG-Devices • In general, lower amount of parts lead
• Integration into one module to lower costs
• 800 V system

POWER ELECTRONICS
12V

DC/DC (INVERTER,
CONVERTER BOOSTER,…)
HV

GRID OBC

Component statistics
 E-Powertrain 11

Onboard Charger Cost Drivers

OBC

VEHICLE CONTROL LOGIC /

COMMUNICATION MONITORING / SENSING
AC
LV
GATE DRIVER / ISOLATOR
HV HV
…similar for DC/DC Converter
DC
AC INPUT PFC DC-LINK DC/DC
GRID OUTPUT
FILTER STAGE (CAPACITOR) STAGE
FILTER

Electronics Filtering PFC Stage & DC Link DC/DC Stage

• Power supply (control, gate driving,
isolation method)
• Control (depends on topology)
• Number of PCBs and PCB layers
• Main cost driver is the core material of
inductor (nanocrystalline beeing the
most expensive core)
• Number of inductors and capacitors
• Low pass filter
• Technology: Si and SiC
• Different topologies are possible
• High correlation between power and
costs
• Technology: Si and SiC
• Unidirection and bidirectional
full bridge topology is the most
common
• Switching frequency has high
impact in transformer design
and costs
 E-Powertrain 12

Correlation of power rating and costs

Absolute costs
• Linear behavior of cost vs OBC
power
• Gaps for same power due to
design differences
• Big differences on DC/DC
Converter power -> OEM
requirement

Costs

0 5 10 15 20 25
Output Power [kW]

Onboard Charger DC/DC Converter

 E-Powertrain 13

DC/DC Converter measured output power in vehicle

Rated power
• Test condition with highest
(DC/DC)
output power
• Rated power is not reached 3.5 kW
(expected)
• It seems that the required power
is overestimated in some cases 1.8 kW

3.0 kW
 E-Powertrain 14

Correlation of OBC power rating and battery capacity

Higher battery capacity implies higher 25
OBC output power in order to be able to
fully charge the battery during night.
OBC output power however, also depends
~6h
on application of the vehicle, target
market and platform integration 20
Lucid Air

Some examples:
• Mercedes EQS: with very high battery

OBC Output power [kW]

capacity a high OBC power is needed ~9h
15
• BMW 530e: PHEV vehicle with small Porsche Taycan
battery capacity is charged with only ~5.5h Audi e-tron
Hyundai Ioniq 5 Ford Mustang Mach-E
3.7 kW Tesla Model S Plaid 2021
Tesla Model Y
• BYD, Aiways and Xpeng: charging with ID.3 BMW iX3
6,6 kW (Chinese market) 10 Polestar 2
Mercedes EQS 580 4MATIC
• ID.3, ID.6 and e-Tron: are build on the Saic Roewe ERX5 EV400 Mercedes EQC AMG Line 2021
same platform, with similar OBC Chevrolet Bolt VW ID.6
Hyundai Kona
(Kostal). However, due to Chinese Porsche Cayenne Jaguar I-Pace
Aiways U5 XPENG P7
market ID.6 is equipped with the 7,3 BYD Han
Nissan Leaf Tekna
5 BYD Dolphin Flagship 2021
kW version.
BMW 530e iPerformance ~6h ~12h

0
0 20 40 60 80 100 120 140
Battery Capacity [kWh]
 E-Powertrain 15

Strategy of integration

Cable

Reasons for cost

potentials are
➢ Less cables
➢ Less connectors
(power and vehicle
connectors)
➢ Space saving (less
housing material)
 E-Powertrain 16

Different levels of integration are possible

Low level Medium level High level

Example: BMW iX3 Example: Tesla Model Y Example: Aiways U5
DC/DC
OBC DC/DC

DC/DC Transformer
DC/DC Trafo
LV

HV
DC/DC
Trafo
HV+LV

OBC
 E-Powertrain 17

Different levels of integration are possible

Low level Medium level High level

Typically, following components/functionalities are On top of low level integrations, following On top of medium level integrations following,
shared: components/ functionalities are shared: components/functionalities are shared:
➢ Housing ➢ PCB’s (OBC and DC/DC functions are distributed ➢ Secondary stage of HV DC/DC Stage is at the
on same PCB’s) same time the 12V DC/DC Converter Primary
➢ Cooling channel
stage
➢ DC Input/Output filters are shared
➢ Vehicle connector
➢ HV and LV transformer are wound on the same
➢ Power connector (to/from battery) core (only one transformer needed)
➢ PCB (communication and control functionalities)

-10% -15%
 E-Powertrain 18

Fast Evolution of Topologies

2020: 11 kW (400V) 2021: 11 kW (800V) 2022: 19.2 kW (800V) DC (+)

SiC DC+

SiC Batt (
800V

A A Batt (
AC
DC-

SiC DC+

SiC
PFC (+)
SiC SiC

DC- A A
PFC (-)

SiC DC+ SiC SiC 12V DC

SiC

DC-

PFC DC/DC PFC DC/DC PFC DC/DC

Component statistics normalized to 11 kW

Technology Si SiC SiC
# Semiconductors 72 24 14
-65% -40%
# Transformers 3 2 1
# PFC Chokes 6 2 2

Cost reduction becomes possible in combination with the right overall OBC desing

Key takeaways: AC Charging system
Right Specifications
OBC power rating and costs are
correlated. It is crucial to select
optimum power rating for both
OBC and DC/DC
E-Powertrain
Integration
Integration between OBC and
DC/DC Converter is implemented
by many OEMs. It results in more
compact solution and saves cost.
19
Technology
Usage of newest technology
reduces significantly the amount
of critical parts, which results in
higher energy density and
potentially lower costs
 E-Powertrain 20

Fast Charging
Charging station Battery
400 V & 800 V 400 V or 800 V
Energy is transferred directly
(Busbars and relays are needed)

Energy is transferred directly

400 V Battery
Charging station (Busbars and relays are needed)
400 V

Voltage needs to be boosted to 800 V

DC/DC boost converter is needed 800 V Battery
 E-Powertrain 21

Fast Charging Times

Fast charging time comparison using 400V charging
station*
• Red arrows: charging times with highest 50 120

rated power (down to 15 min!)

45

• When charging on an 400V charging 100

station, 800V systems boost the voltage 40

level
35
80
• Porsche Taycan 4S: boosting with stand
30
alone HV booster

Minutes

kWh
25 60
• Hyundai Ioniq 5: Boosting by using
45.00
inverter and Motor windings 20

40
15 30.00 30.00
26.15

10
21.56
20

0 0
Ford Mustang Hyundai Ioniq 5Porsche Taycan Tesla Model Y VW ID.3
* Fast charging times for 400V systems from Mach-E 4S
manufacturers. For 800V systems times were
calculated using constantly the maximum Fast Charging Time (10%-80%) [min] Battery Capacity [kWh]
power of 150kW for SOC between 10% and
Performance is reduced when charging 800V system on 400V charging station
80%.
HV boosting: concepts overview

DC (+)
Inverter
PFC (+)
Junction Box Motor
DC+

800V
DC-
Link

DC-
PFC (-)

Bat (-)

Stand alone Boosting with Boosting by OBC

booster motor PFC stage
Standard boost topology is Standard boost topology is used, Same circuit to rectify and boost AC
implemented using already existent part like is also used to boost the DC voltage
inverter and motor components
• Relays are needed for DC
• Motor windings are used for energy connection
storage
• Inverter is used for switching and
DC-Link
• Additional box with 2 relays is used
 E-Powertrain 23

Fast charging: 400V to 800V booster comparison

Stand-alone solution Integrated solution
(Taycan) (Ioniq 5)
 E-Powertrain 24

Fast charging: strategy of integration

DC+ DC+
+ 400V
Inverter 800V
- OBC / Buck Compressor &
Booster converter Heater

DC- DC-
OBC AC

Inverter HV Junction HV Junction Buck

Box OBC / Booster
Box Converter

OBC + DC/DC
 E-Powertrain 25

Key takeaways: DC Charging system

800V Battery

System Voltage Level HV Boosting Concept Integration

800V systems like Porsche, For 400V to 800V boosting rapid Integration of many sub modules
Hyundai and Lucid reach very low evolution of concepts has been like OBC, DC/DC, inverter, HV
charging times while 400V identified. 3 very different booster and junction box are
systems keep low costs concepts within few years. implemented by some OEMs.
 E-Powertrain 26

E-Drive
 E-Powertrain 27

Inverter, Motor and Transmission KPIs

Efficiency Unit Performance Unit Cost Unit

Parametric Volumetric Production cost

[%] [kW/l]
efficiency power density per peak [€/A]
current
Gravimetric
[kW/kg]
Efficiency Impact power density Production Cost
per continous [€/kW]
Current density [A_rms/mm²]
• Implementation of WBG-Devices, power
Especially crucial for 800V Systems Volumetric
[Nm/l] Production Cost
• Different Switching Topologies (3-Level) torque density [€/Nm]
per peak torque
• Segmented Magnets Grav. Output
[Nm/kg] Production Cost
Torque Density [€/kg]
• Continuous wave winding per kg
• Active cooling
Performance Impact Cost Impact
• Coatings on gear Pairs for friction
reduction (DLC, WCC, etc.) • Power Module Technologies • Thermal Performance of Power Module and
• Optimization of lubrication • Integration strategies impact on current capability
• Lower OEM requirements
• Cooling design choices (channel integration,…)
• Magnets
• Torque Vectoring as OEM requirement • Stamping patterns
• Differing overall topologies (dual motor design
for rear axle) • Gearbox Concept
• Relaxing requirements regarding lifetime /
high speeds
 E-Powertrain 28

Inverter Cost Drivers

INVERTER

VEHICLE CONTROL LOGIC /

COMMUNICATION MONITORING / SENSING

LV
GATE DRIVER
HV

DC INPUT DC-LINK POWER MOTOR

FILTERING (CAPACITOR) MODULE

Electronics: DC-link Capacitor: Power Module: Structural Components:

• Driving the power switches (gate
drivers), realizing the PWM strategy,
realizing the motor control, additional
filtering.
• One board vs two board solution.
• Number of electronic components.
• Number of PCB layers
• Current measurement strategy and
filtering
• voltage rating and capacity.
• Voltage rating depends on battery
nominal voltage and safety design
criteria.
• Capacity depends on max. output current
and maximum allowable voltage ripple.
• Main Cost drivers: PP-foil and busbar
design
• Technology: IGBT, RC-IGBT Vs SiC
• Semiconductor area : depends on motor
characteristic (for how long peak
current should be provided) and cooling
concept of power module.
• Power module design: Transfer-moulded
Vs. framed
• Main structural part, manufacturing
technology, die-cast Vs Stamping.
Machining time.
• Busbar designs, galvanization.
• Integration degree with motor
 E-Powertrain 29

E-Motor and Transmission Cost Drivers

E-Motor converts electrical energy of Battery to mechanical power. Before transferring this energy
to the wheels, transmission system adjust speed and output torque.

Housing (passive parts):
• Integrated Housing between motor
and gearbox
• Cooling strategy of E-drive (oil-cooling
or water-cooling)
• Extruded Main housing Vs. Die-cast or
Sand-cast
• Machined surface area
E-Motor Stator:
• Winding type, hair pin, i-pin or round
wire winding (high voltage system, due
to lower current, require less stator
copper
• Stator lamination thickness
• Stator lamination interconnection
(welding, interlock, back lack)
E-Motor Rotor:
• For PSM main cost driver are magnets
• Magnet grade and quantity of magnets
• Rotor lamination thickness
• Rotor lamination interconnection
(interlock, back lack)
• Shaft (solid Vs. Hollow or 1-part Vs 2/3-
parts)
• Balancing strategy (machining Vs.
additional weights)
Transmission active components:
• Transmission topology (helical
geared transmission or planetary
gearset)
• Additional features integrated, such
as active lubrication or park lock
mechanism
• OEM requirements on precision and
design influence cost heavily
 In-house development of e-axle usually
E-Powertrain ! leads to more compact Solutions
30

E-Drive with higher power rating tend to have lower cost per kW
OEMs with in-house development of motor and Gearbox:

Mach-E Front
Manufacturing Cost per kW [USD/kW]

EQS 580 Front

IONIQ 5
OEMs with off the shelf solutions
Mach-E Rear
BYD Dolphin VW ID.3
EQS 580 Rear
Taycan 4S Front

Taycan 4S Rear
Tesla Model Y Rear
Tesla Model Y Front

Lucid Air Rear E-Motor Tier 1 Suppliers:

GBX Tier 1 Suppliers:

0 50 100 150 200 250 300 350 400 450

Peak Power [kW]
 E-Powertrain 31

Power module and DC link make up to 70% of inverter BOM cost

POWER
MODULES *approximate numbers based on known solutions DC LINK
 E-Powertrain 32

Temprature

SiC technology provides better current capability

and higher efficiency at higher cost Die-size Cost Efficiency

VW ID.3 Inverter Power module IONIQ 5 Inverter Power module

Application Losses
(Hybrid Pack footprint with IGBT (Hybrid Pack footprint with SiC
IGBT SiC
technology) technology)
• SiC technology in: Tesla (250kW), Hyundai (160 kW),
Lucid (410 kW)

• IONIQ 5 uses the SiC power module of inverter also

for HV boosting purpose.

Power Module Benchmark

Cost per Current Capability [$/A]

IGBT die-size: 10.8 mm x 10 mm SiC die-size: 6.2 mm x 4.6 mm
Total IGBT Die Area: 1944 mm² Total SiC Die Area: 656 mm²
VW ID.3 Taycan Rear Model Y Rear IONIQ 5

Semiconductor Mechanics
Miscellaneous Total Production Cost
 E-Powertrain 33

Stator and Rotor active parts make up to 70% of PMSM BOM cost
Stator Laminations Magnets
Typical Functional Cost Share BOM e-Motor
Rotor Magnet Rotor Lamination
Housing Stator Lamination
Stator Copper Winding Stator Miscellanea
Rotor Shaft and Miscellanea Resolver

7% 2%
5% 30%

13%

Copper Windings
13% 8% Rotor Laminations

21%

STATOR ROTOR
*approximate numbers based on known solutions

PMSM motor with compact design and high power rating but high
magnets costs
Permanent Magnet
Synchromous Motor
(PMSM)
• Compact Design, High power density-
Saves package space and weight
Advantages • Higher efficiency- high continuous power
• Good thermal behavior- consistant
performance and service life
• Use rare earth materials for magnets
Disadvantages
• Magnets installed- higher cost
OEMs
E-Powertrain 34
Externally Excited Synchronous
Asynchronous Motor
Motor
(ASM)
(EESM)
• High efficiency for given application
• High efficiency
• No expensive materials used- lower costs
• No magnets installed- lower costs
• High efficiency field-weakening operation
• High overload possible
• Requires more installation space • Additional excitation circuits required
• High heat generation- restricted repeatablity • Low effenciency
/ limited continuous power • Not compact for a given power rating
Tesla uses ASM motor for front e-motor and PSM for rear
ASM for boosting motors is a more cost efficient choice
➢ ASM challenges:
Mustang Mach-E Tesla Model Y • Requires more installation space
Front e-Motor Front e-Motor • High heat generation- restricted repeatability
(PSM) (ASM) / limited continuous power

Magnet Assembly Aluminium Cage- Active Parts- Costs/kW

+ Lamination casting (2x)

Active parts Cost/kW

Total Mgf. Cost/kW

Ford Mustang Mach-E front Tesla Model-Y front motor
motor
Rotor magnet assembly (1x) Rotor assembly- shaft, lamination,
Aluminium cage(1x) Stator Rotor Stack & Endplates
Dimensions: 160 x 160 x 153 mm³ Dimensions: 335 x 135 x 273 mm³ Magnets/ Windings Shaft
Weight: 18.44 kg Weight: 7.781 kg
E-Motor Power density: 6.45 kW/Lit E-Motor Power density: 12.89 kW/Lit Total Mfg. Cost
 Trends in EV Market 2022

New generation of power density in E-drive

Power Rating [kW]

Torque Density (active)

Cost Efficiency [$/kW]
[N.m/Lit]

Volumetric Power Density Gravimetric Power Density

(active) [kW/Lit] (active) [kW/kg]

Porsche Taycan 4s, 270 kW

Enablers for high performance

• High degree of integration. Gearbox differential stage is integrated in rotor shaft.
• Innovative continuous hairpin winding (wave winding), to maximize the power output
• Higher e-drive input voltage (>900V) -> higher rotation speed without loosing torque
• SiC Technology, makes the Inverter unit compacter and more efficient

Lucid Airs E-drive has 2.3 times higher kW/l and 1.8 times higher
kW/kg than model S plaid rear e-drive!
Lucid Air, 410 kW
 E-Powertrain 37

Key takeaways: E-Drive (inverter, motor, gearbox)

800V vs. 400V Integration

800V systems and SiC technology
require less current capability
than 400V systems and increase
efficiency and power with some
cost disadvantages.
Highly integrated e-drive units
save material and cost on system
level. With inhouse produced OEM Requirements
systems integration is easier to Adjust OEM requirements based
achieve. on entry market.
 E-Powertrain 38

Summary
 E-Powertrain 39

Summary
• Usage of newest technology for power electronics and
integration of submodules potentially enhances KPIs

• 3 different methods for HV boosting observed within few years.

One direct cost comparison was shown (Taycan-Ionic 5)

Power Rating [kW]

Torque Density (active)

Cost Efficiency [$/kW]
[N.m/Lit]

• New generation of power density in E-drive was identified in

Lucid Air. Volumetric Power
Density (active)
Gravimetric Power
Density (active) [kW/kg]
[kW/Lit]
 E-Powertrain 40

Encuesta de opinión
Sesión 3 e-powertrain
Thank you
Lucas Cordova Nyffenegger
lcordova@a2mac1.com

Decode the future