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Remy International, Inc. Supplying HVH Electric Motors to Daimler for 2010 Mercedes-Benz ML450 Two-Mode Hybrid

Remy HVH windings have a shorter end turn space than conventional round wires and are well-suited to liquid cooling. Source: Remy. Click to enlarge.

Remy International, Inc. is supplying Daimler with HVH (High Voltage Hairpin) electric motors for the two-mode hybrid transmissions used in the 2010 Mercedes-Benz ML450 Hybrid (earlier post) recently released to the United States market.

The HVH technology provides improved motor performance and cooling effectiveness, enabling increased range in all-electric drive mode and the potential for a smaller internal combustion engine. The technology is also used in GM’s current generation of two-mode hybrid SUVs and trucks in the US, as well as BMW’s, according to Remy.

(GM recently announced that it would begin designing and producing electric motors itself, with the first application to be in the next-generation rear-wheel drive two-mode transmission, starting in 2013. Earlier post.)

In contrast to conventional roundwire windings, the HVH stator winding uses precision-formed rectangular wires. Multiple layers of interlocking “hairpins” produce a slot fill of up to 73% vs. 40% for typical round-wire windings. This design also creates a shorter end turn space than round-wire stators, thereby reducing heat and improving the motor’s torque and power density. It also lends itself to robust construction at the connections between the conductors.

Combined, the high slot fill and shorter end turn space reduce the winding resistance causing less heat generation. The HVH windings are well-suited to liquid cooling that further enhances performance and reliability.

Remy cites testing showing that an HVH internal permanent magnet motor provides 27% higher torque and 34% higher power compared with the same size round wire winding IPM motor. At the same performance level, the HVH motor offers a 22% reduction in space requirements and 13% reduction in mass. In addition to documented fuel efficiency improvements, freight hauling capacity can be increased since more weight can be carried in the vehicle rather than in the hybrid drivetrain.

The HVH stator design is compatible with both permanent magnet and AC induction rotors; gains in AC induction machines are similar to those of the permanent magnet motors, Remy says. Remy manufactures hybrid motors with both types of rotor construction, offering its customers options in performance and cost.

Remy is supplying two HVH electric motors per ML 450 hybrid vehicle. The first motor is positioned close to the internal combustion engine and is used both as a motor and generator, providing more than 80 hp (60 kW) to assist the drivetrain or charge the vehicle battery. The second motor located at the output end of the transmission generates 80 hp (60 kW) and 192 lb-ft (260 N·m) of torque and is tuned for maximum electric drive performance plus recovery of regenerative braking energy to the battery.

The two-mode hybrid transmission in the ML450 Hybrid works together with a 3.5-liter V6 engine to attain improved fuel efficiency over comparably powered sports utility vehicles. Around town, the ML450 Hybrid can operate as a zero-emission vehicle when powered by its electric drive alone. Using a modified Atkinson cycle for maximum fuel efficiency, the V6 engine kicks in when needed and when accelerating on a freeway entrance ramp for example, the electric drive and combustion engine work together for a total of 335 hp (250 kW).

The Remy HVH motors for the Mercedes ML450 Hybrid will be manufactured at Remy’s manufacturing plant in Mezokovesd, Hungary. The Mercedes ML450 Hybrid will be produced at the Mercedes manufacturing plant in Tuscaloosa, Alabama.

Remy offers two basic off-the-shelf model series of its HVH motors: the HVH410 motors, and the HVH250 motors, introduced in October 2009. The HVH410 series is targeted at applications such as medium- and heavy-duty trucks, as well as off-highway vehicles. Offered as either a permanent magnet or induction motor, it is suited for traction motor, generator or motor/generator applications, Remy says.

HVH410 Series Motors
 StandardHigh Torque
Continuous power output (kW) 100 @ 600 VDC 200 @ 600 VDC
Peak power output (kW) 130 @ 600 VDC 275 @ 600 VDC
Continuous torque (N·m) 580 @ 160 A 1,145 @ 320 A
Peak torque (N·m) 830 @ 240 A 1,655 @ 480 A
Peak efficiency (%) 94.5 94.9
Max speed (rpm) 6,000 6,000
Base speed (rpm) 1,500 1,500

The new HVH 250 series applies the hairpin stator technology in a smaller footprint and lighter weight, also suited for traction motor, generator or motor/generator applications.

HVH250 Series Motors
 StandardHigh TorqueStandard
High flow cooling
High Torque
High flow cooling
Continuous power (kW) 60 60 100 100
Peak power (kW) 82 87 150 150
Continuous torque (N·m) 200 243 300 440
Peak torque (N·m) 325 440 320 460
Peak efficiency (%) 93 @
2,500-10,000 rpm
93 @
1,500-8,000 rpm
93+ @
3,000-7,000 rpm
93+ @
1,500-8,000 rpm
Max speed (rpm) 10,600 10,600 10,600 10,600
Base speed (rpm) 2,500 1,400 4,000 2,600

In August 2009, Remy was selected to receive a $60.2-million grant as part of the $2.4 billion in funding awarded to 48 next generation battery and electric vehicles projects by the Department of Energy. (Earlier post.)

Remy will use the funds to expand its products and production, and to expand its hybrid testing lab. The grant will also help Remy assist customers in applying these HVH motor/generators to their vehicles. NRE (non-recurring engineering), tooling, and software for mot application and integration into the vehicle are included in the grant.




permanent magnet electric engine...not the right choice on the long haul for mass market. not enough neodymium out there and by a large stretch. They need to get back to induction motor, just like the Tesla use


Good torque specs, at the volume that they will produce in the short run, this may be fine. But as volume increases they have to develop inductive, I agree.


Is the stimulus package working ?

Yes, of course;
if you don’t think so, just ask the people in Mezokovesd, Hungary.

Uh, wait. . .


PM motor/generators make the system less complex and more cost effective - particularly for the generation function.


to ToppaTom
I believe the stimulus money went to a new plant in Indiana if I am not mistaken.


Maybe, but it says;

"The Remy HVH motors for the Mercedes ML450 Hybrid will be manufactured at Remy’s manufacturing plant in Mezokovesd, Hungary."

And if they claim my money "went to new plant in Indiana" that just means the home plant in Mezokovesd, Hungary did not have to send the money.


Making an inductive motor an alternator is not difficult, it takes no extra components, it is just the phase angle of the drive current.


Making a PM motor an alternator takes no drive current.


"Making a PM motor an alternator takes no drive current." Making an induction motor takes no expensive and rare permanent magnets. Conservation of limited resources is still important in EV manufacturing.


When HEV/PHEV/EV start production in the millions of units per year in the U.S. they WILL probably be inductive, it is just a matter of time.


1. The consumption of neodymium in EV motors will be minor compared to the consumption in starter motors, speakers etc, for many years.

2. To think someone would believe PM motors are NOT the way to go, AND neither Remy and GM know this, is scary.

Stan Peterson

Tom Stephens the VP of GM Engineering, said in an Auto line interview, that that this was a specific example of how they expected to reduce costs in the second and subsequent generations of the VOLT...


Oh they know it, but right now they will not make as many traction motors as starter motors. Inductive will be more popular as they build more traction motors for several reasons.


"To think someone would believe PM motors are NOT the way to go, AND neither Remy and GM know this, is scary."
Tesla took a long hard look at both PM and induction and went with induction. I'm not scared.

Freddy Torres

All these great technological advances to propel a vehicle that will be well below of the 35.5 mpg mandate of 2016. I can already see Mercedez Benz joining the ranks of other car makers begging the federal government for an extention of the 2016 mandate. Just wait for the "We too are just to big to fail" song to play in Washington DC.


The main argument against building the PNGV cars was cost. The main argument against building the EV1 was cost and acceptance. Sooner or later all the marketing departments will be proven wrong. GM said hybrids were just a fad until the Prius kept selling more and more units, then they said that Toyota was losing money on each unit.


Could high flow e-motor cooling liquid be used to heat the cabin (with a small ultra high efficiency heat pump) and maintain interior comfort in cold climate conditions while using much less energy from the batteries?

When you spend $10K to $20K on a battery pack, another $500 for higher efficiency, lighter PM e-motors seems to be very acceptable.


If you go and read the tech sheet they have meet all the DOE 2010 and 2020 goals with the as built tested platform this is what is still disturbing

“In recent automotive application testing, Remy hybrid motors ran
as a population average to 840,000 vehicle-equivalent miles, with
the longest motor operating to 950,000 vehicle-equivalent miles.
The vehicle intended life for this application is 150,000 miles. “

We all know that induction and brushless DC motors go for upwards of 20000 hrs MTBF and yet the big Autogoons are still targeting engineered failure at 150000 miles this should be criminal. We should not be forced to buy vehicles that should last a million miles or in most cases a lifetime, but have been specify engineered to fail at 150K miles to perpetuate an outdated and arcane business model of a new vehicle every 5 years it’s a waste of resources and should be against the law to designe a vehicle to fail before the technological limits of its drive train. What should be built is a drive train that is separate from the body of the vehicle, so one could change out the body of the vehicle to suit the current needs of the owner. Say from a light pick up truck to a SUV to a full size sedan they all have the same tire foot print with active suspension the ground clearance can be changed at will.



Before obliging car makers to build vehicles that last a million miles, you first have to make sure that the consumers that buy 'em want to drive them for a million miles. What is your plan there?

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