Magna Steyr’s Full Hybrid SUV Demonstrator with Electric All-Wheel Drive and Li-Ion Storage
05 December 2007
 |
| Powertrain diagram with E4WD module. Click to enlarge. |
Magna Steyr brought its HySUV hybrid concept to EVS-23 in Anaheim. The converted Mercedes ML 350 features an electric four-wheel drive module (E4WD) developed by Magna Powertrain and Siemens VDO and lithium-ion storage system developed by Magna Steyr (earlier post).
The E4WD module, which consists of two electric motors and up to four wet multi-plate clutches depending upon the variant, fits between the engine and the automatic transmission in the longitudinal powertrain.
 |
| 2D layout of E4WD module. Click to enlarge. |
The basic module combines the functionality of the classic parallel hybrid with the dual clutch topology and the disengageable electric drive unit for the front axle. The full four-clutch/two-motor arrangement with four clutches supports the series hybrid mode, the parallel hybrid mode, the electrical axle mode and permanent four-wheel drive electric mode. A total of 21 modes are implemented via the full system.
 |
| The mutlifunctionality of the E4WD module. Click to enlarge. |
The EM1 motor combined with clutches C1 and C2 represents a parallel hybrid design and is positioned next to the combustion engine (ICE). The EM2 motor is placed on the side of the transmission and serves as an engine for the front axle. The power take-off is provided by a chain drive.
Magna Steyr developed a control system to manage the energy flow through the powertrain, enabling the hybrid system to achieve the efficiency targets while taking into account the complete vehicle aspects like dynamics, comfort and safety. The control is structured and programmed in a very flexible way to serve the multiple hybrid configurations.
|
| Principle structure of the energy management system. Click to enlarge. |
Magna achieved this by using a filter cascade, which is separated into 3 management systems, evaluators, a global efficiency calculation and a preselection filter for the modes. (See diagram at right).
Initial testing of the hybrid indicated a reduction in fuel consumption of more than 20%.
Resources
Andreas Schmidhofer, Franz Zoehrer, Johannes Starzinger, Konstantin Erjawetz. (2007) Powertrain Hybridization of a Full Size SUV—A Multifunction Electric 4WD Traction Module (Paper presented at EVS-23)
Gerald Teuschl, Johannes Linderl, Florian Kramer (2007) High modular Model Based Hybrid Control (Paper presented at EVS-23)
Hybrid SUV is an oxymoron. No one who buys a Mercedes ML 350 gives Shi‘ite about economy.
If Magna put this into a Sprinter, that would make sense. Only a fleet-operators care about economy.
Posted by: DS | 05 December 2007 at 06:59 PM
I completely disagree, you would be surprised at how many people that have 16mpg SUV's would love for them to get 30mpgs and pollute less. They simply have not been available to this point.
Posted by: Joseph | 05 December 2007 at 09:09 PM
This article refers to Em2 drives front axle whereas he schematics show a more logical ICE-Em1-Em2 via the 4! clutches. Very confusing, when one tries to consider the reason for the second electric.
Could be to dual stage the E side Ie Em1 with smaller (more efficient or simpler) motor and controller with 2nd Em when required?
If I'm correct this sounds very complicated doubling up.
Can't see It happening that way myself but It is only a concept and may be usefull as such.
Posted by: Arnold | 06 December 2007 at 03:33 AM
34 MPG SUV's not available....WRONG!!!
I've got one. It's called a Ford Escape and it has 4 wheel drive as well.
I love it.
Posted by: | 06 December 2007 at 04:44 AM
You have a 4WD Escape that gets 34mpg? I thought the new 4WD Hybrid version only gets 29H/27C? The 2WD gets 34H/30C.
Not that that's bad, but don't get your numbers mixed up.
Posted by: George J | 06 December 2007 at 05:08 AM
Hey George,
Are you telling a guy who HAS an HEV Escape what mileage he's getting? Tsk, tsk.
Perhaps a little review is in order on how dependent upon actual driving conditions true fuel eonomny is.
Sorry, I couldn't resist this gentle jab.
Posted by: Roy | 06 December 2007 at 05:19 AM
Arnold,
As the article mentions, there are 21 modes to this beast, so it can be quite complicated. Don't be confused by the shaft running through the center of the motors - that doesn't mean they are connected. The only connection to the rear drive is through C1. Taking a look at the schematic, it is clear that:
- C3 closed, C2, C1, C4 open: All electric front wheel drive via the chain CD
- C3 open, C4, C1, C2 closed: ICE plus EM1 driving rear wheels, no front drive.
- C2, C4 open, C1, C3 closed: no ICE drive, but EM1 drives rear, EM2 drives front.
- C3, C2 open, C4, C1 closed: no ICE drive, combined EM1 and EM2 driving rear.
- C1, C4, C3 open, C2 closed: either use EM1 to start the engine, or use engine to charge battery via EM1
- etc., etc, lots of modes as they say. Since there are four clutches, three prime movers (ICE, EM1, EM2), and power can flow in either direction through all the clutches, I think there are theoretically 16*3*2 = 96 possible modes of operation, but some must not make any sense.
Given that they have a dynamics module, it probably also makes decisions about which power path to choose based on traction control and other algorithms in addition to fuel economy. Very flexible system, but probably also heavy and expensive.
Posted by: Roy | 06 December 2007 at 05:59 AM
No, I was just pointing out that he seemed to confuse the 2WD numbers with his 4WD numbers. Not a big deal. If he's into hyper-miling, I bet he gets much better than even 34.
Posted by: George J | 06 December 2007 at 06:09 AM
This exercise is a waste, Mercedes is already preparing to launch a hybrid ML class by the end of the year in 2008.
What is Stronek(Magna) trying to accomplish? He should be working on a version for the F150 since Ford has no hybrid plan for large trucks.
Posted by: clicker7 | 06 December 2007 at 06:24 AM
I think they are still trying to show the automakers that you can do it and it is viable.
We are supposed to get a hybrid F150 in 08. http://www.extremenano.com/article/Fords+Hydraulic+Hybrid+Myth+or+Reality/208332_1.aspx
Posted by: Joseph | 06 December 2007 at 07:13 AM
Ford abandoned all work on hydraulic hybrids years ago, opting for electrics, even though HHVs are superior over HEVs for high mass vehicles, such as full-size trucks and SUVs.
The US EPA continues work on hydraulic hybrids and is working with Eaton and the UPS to deploy a fleet (well, up to 50 vehicles). 70% fuel economy improvements.
Posted by: | 06 December 2007 at 08:15 AM
Magna is a supplier of component systems to auto makers. I would imagine that they are proving that they could be a good supplier of these components.
Posted by: sjc | 06 December 2007 at 10:07 AM
Oy, complexity!
Posted by: Nick | 06 December 2007 at 10:29 AM
What's wrong with two clutches on either side of a single electric machine on the FWD driveline plus a completely separate electric machine on one the rear axle? Keep it as simple as possible.
The solution proposed here is much bulkier, heavier, complex and no doubt more expensive without delivering any additional functionality.
Posted by: Rafael Seidl | 06 December 2007 at 10:39 AM
We are one of the leading manufacturers of engine parts,
in particular diesel fuel injection system accessories for replacement,
such as Fuel injection Nozzle, Plunger and Delivery valve,and so on.
NOZZLE P 0 433 171 023 DLLA150P22
NOZZLE P 0 433 171 032 DLLA150P31
NOZZLE P 0 433 171 043 DLLA150P43
NOZZLE P 0 433 171 052 DLLA150P52
NOZZLE P 0 433 171 100 DLLA150P110
NOZZLE P 0 433 171 159 DLLA 134 P 180
NOZZLE P 0 433 171 165 DLLA146P154-
NOZZLE P 0 433 171 174 DLLA 144 P 184/
NOZZLE P 0 433 171 214 DLLA 146 P 166/
NOZZLE P 0 433 171 326 DLLA152P452
NOZZLE P 0 433 171 435 DLLA145P574
NOZZLE P 0 433 171 583 DLLA154P866
NOZZLE DSLA-P 0 433 175 058 DSLA150P357
NOZZLE DSLA-P 0 433 175 061 DSLA145P366
NOZZLE DSLA-P 0 433 175 072 DSLA150P442
NOZZLE DSLA-P 0 433 175 093 DSLA150P520
NOZZLE DSLA-P 0 433 175 110 DSLA148P591
Nozzle S 0 433 271 045 DLLA150S186
Nozzle S 0 433 271 046 DLLA150S187
NOZZLE S 0 433 271 078 DLLA35S2180
Nozzle S 0 433 271 160 DLLA79S390
NOZZLE S 0 433 271 221 DLLA144S485
http://www.dieselinjection.cn
http://www.china-diesel.com.cn
http://www.yellowstonediesel.com
Tel# 0086-594-276-3665
Fax# 0086-594-275-1606
Michael Weng
email:[email protected]
Posted by: Michael Weng | 06 December 2007 at 10:42 PM
As someone who works for Magna, I have to disagree with Rafael about this proposed solution not "delivering any additional functionality." While I do think a serial electric drivetrain will ultimately become the defacto standard, this solution does provide functionality that the very conservative automakers want -- the ability to transition from known drivetrain technology into relatively uncharterd drivetrain tech.
There are certain OEM's that have successfully implemented hybrid vehicles (the Prius for example) while other OEM's are hesitant about making the move. This type of drivetrain would possibly help steer some of the hybrid leaders from parallel designs to serial designs, while at the same time allowing them to fall back to their parallel design. In much the same way, it would allow non-hybrid OEM's to move from ICE-only implementations into parallel or even serial drivetrains while allowing them to fall back to an ICE-only drivetrain if needed.
In regards to Roy's post regarding the different clutch arrangements, his last arrangement correctly points out that this system would be capable of delivering a Volt-type experience. The ICE producing electricity via EM1, and the EM2 producing motion.
Terms like bulkier and heavier are only relevant when comparing to another item. Is this heavier than a semi-tractor drivetrain? I would think not. And as technology progresses, it may be possible that such a system as this would be lighter and smaller than what we consider an optimal system right now. I only state this because I believe we should keep our eye on the ultimate goal, which should be better utilization of energy, and this provides automakers with another step towards that goal line.
I am optimistic about the new technological innovation happening throughout the automotive sector. Let's make sure to encourage these innovators, whom often times invest considerable resources, so that they continue to produce a better product.
Posted by: Joseph Martin | 06 December 2007 at 10:47 PM
@ Joseph Martin -
you've got a propshaft going to the rear, another going to the front and 4 clutches instead of 2. You don't need any of that if the mechanical path drives the front axle and the electric one the rear axle. And with a clutches on either side of the integrated motor-generator, you still have serial-only, serial-parallel and parallel-only drive modes.
The only difference is in which axle is driven mechanically, which isn't going to matter all that much because you can't take an SUV around a corner at a million miles an hour anyhow. Indeed, if you use two motors on the rear axle and omit the mechanical differential there, you get four-wheel steering plus mild yaw control just by controlling the electric power flows.
Posted by: Rafael Seidl | 07 December 2007 at 06:26 AM
There are obviously 21 modes used in this arrangement, but Id have to do he maths to tell you the number of possible combinations. That is those that would be inappropriate or only needed underwater or something.
Good comment though on fitting an electric (symetric pair) directly in place of a differential, so saving that awful power loss 25%? if chassis mounted as is prefered for smaller and suv's these days, would carry no unsprung weight penalty. As Rafael points out the body management systems would work directly on the traction motors.
Then the baby ice in front with conventional FWD and the rear playing catch up, via body management.
Regen through the rear traction and front (electric) flywheel generator\starter.
Now we just need to work out the colour scheme and..
Posted by: Arnold | 11 December 2007 at 09:20 PM