Presentation of the final event for the three GV04 projects: ReFreeDrive, ModulED and Drivemode. Recordings available at https://www.youtube.com/playlist?list=PLUFRNkTrB5O-38psbMgeWAvzXQ5QWzNsk. Integrated Modular Distributed Drivetrain for Electric & Hybrid Vehicles

1. This project has received funding from the European Union's Horizon 2020 research and innovation programme under
grant agreement No 769989
DRIVEMODE Project
Mehrnaz Farzam Far, VTT
15 April 2021

2. Project Overview
HORIZON2020 EU funded
project
12 partners from 6 countries
Timeline: 11/2017 – 03/2021

3. Objectives
Developing efficient and cost-effective drivetrain modules for distributed
drive concept
Integrated
drivetrain module (IDM)
Distributed drive
Mass production
I
M G

4. Distributed drivetrain
• Single design for large variety of
vehicles
• More flexibility in layout
• Better control and more functionality
Motivation
Integrated module
• Simplifies installation for OEM
• Reduces material usage
• Optimal synergy between
components

5. Target Values
50% increase in
e-motor speed
30% increase in
specific torque & power
50% reduction
in losses
800V voltage for material
reduction and fast charging

6. Task Distribution
Cooling Circuit
Inverter
Gearbox
IDM
Motor

7. DRIVEMODE Inverter
7
Parameter Design value
Max. motor speed [rpm] 20.000
Switching frequency [kHz] 20
DC-Link voltage [V] 800 / up to 1000
Chip technology 1200 V SiC MOSFET
Continuous AC current [Arms] 140
Nom. coolant flow [l/min] 10
Max. coolant temperature [°C] 65
Max. output power [kW] (cos  = 0.9) 110
Volume [l] 2.6
Power density [kW/l] 45
Efficiency @ max. output power 97%
Calculated efficiency for working point
(demonstrator vehicle running 140km/h)
98.4%

8. DRIVEMODE Motor
8
Parameter Design value
Permanent magnet
synchronous machine (PMSM)
Frame Size 112 (IEC)
Nominal Power 35 kW
Nominal Speed 8.000 rpm
Maximum Speed 20.000 rpm
Supply Voltage 750 VDC
Cooling Water
Weight 33 kg
0
20
40
60
80
100
120
0 5.000 10.000 15.000 20.000 25.000 30.000 35.000
M,
Nm
n, rpm
DRIVEMODE peak - 30s
DRIVEMODE cont
UNI BW Dyno GB 1:5
UNI BW Dyno GB 1:10
Torque characteristics of the DUT (continuous and peak load)
and the testbed drive (dyno with gearbox. ratio 1:5 & 1:10)

9. DRIVEMODE Gearbox
9
Parameter Design value
Maximum Speed 20.000 rpm
Maximum input torque 100Nm
Reduction stage 3-stage parallel axis
Cooling Transmission oil
Lubrication Passive system
Weight 22 kg (incl. oil)
Gear ratio 14.1:1

10. Cooling Circuit
AC high
pressure
sensor
Coolant
Pump A
Refrigerant loop
HVAC coolant loop
Propulsion coolant loop
RESS coolant loop
Drivemode demonstrator
with RESS cooling/heating (only RESS rad)
with separate EE cooling loop in trunk
M
Shut off
valve
Compressor
RESS
rad
TXV
Heat
exchanger
Evaporator
Hvac
module
EAT
sensor
HXT
sensor
Condenser
Coolant temp
sensor
Proulsion
rad
HV
Heater
Coolant
Pump B
DC/DC
800V-400V
OBC
Surge
tank
Air
separator
Degas
screw
Coolant
Pump B
Inverte
r
Drive train – Left side
M
Drive train – Right side
M
Inverter
3
2 1
Mixing
valve
Coolant
Pump B
DC/DC
400V-12V
Pack
4
Pack
3
Pack
2
Pack
1
Air
separator
Radiator
Cabin air
Vehicle Air
evacuation
outlet

11. DRIVEMODE IDM
SiC Inverter
20kHz switching
140 A rms current
High-speed PMS
machine
75kW. 100Nm.
>20.000 rpm
Three stage high-speed
gearbox
97% efficiency around
nominal points

12. IDM Testing
• Validation of the system performance
requirements
• 0-100 km/h acceleration in seconds
• Top speed on flat road (km/h)
• Top speed on 4% gradient (km/h)
• Top speed on 6% gradient (km/h)
• Continuous torque/power
• Peak torque/power
• Validation of the efficiency
GB
[14.1 : 1]
Input
.csv-file
n_ref,
t_limit_min (optional),
t_limit_max (optional)
t_ref,
n_limit_min (optional),
n_limit_max (optional)
LOAD INVERTER CAN
COMMAND SIGNALS
TRACTION INVERTER CAN
COMMAND SIGNALS
imc
CRONOS
COUPLING
&
TORQUE SENSOR
CANalyzer CAPL-script reading the .csv-file
input and producing/sending corresponding
CAN output messages and signals.
LOAD
INVERTER
G
AIN #1
AIN #2
..
AIN #N
TRACTION
INVERTER
LOAD
(GENERATOR)
TRACTION
(MOTOR)
CAN
(FIELDBUS)
M
TEST MATRIX ROW N
TEST MATRIX ROW N+1
TEST MATRIX ROW N+2
For convenience a CANalyzer HMI-panel should be
implemented for loading an input (testcase) csv-file and
controlling the test execution.
Functionalities for the HMI:
* LOAD (testcase),
* START (testcase),
* STOP (testcase),
* PROGRESS (testcase execution e.g. 0 .. 100%),
* DURATION, and
* ALARM.
CANanlyzer
/pro

13. IDM Efficiency Results
N (rpm) T (Nm) eff_IDM (%) eff_GB (%) eff_machine (%)
1213 47.1 92.1 96.79 95.2
2500 25.0 91.4 96.20 95.0
3300 47.0 94.4 97.58 96.8
5339 46.3 94.8 97.97 96.8
7100 46.0 94.4 97.92 96.3
8456 27.6 95.0 97.60 97.3
8933 41.8 93.5 97.94 95.4
10000 5.0 76.3 95.11 80.3
12000 30.0 93.5 97.46 96.0
16200 17.1 90.8 95.10 95.5

14. DRIVEMODE Expected Impacts
• 50% less motor losses (e.g. increase motor efficiency from 92% towards  96%)
Calculated efficiency map at winding temperature 120 oC and PM temperature 90 0C. NO20_1400
97.3 %
96.8 %
95.5 %
80.3 %
measured efficiency

15. DRIVEMODE Expected Impacts
• 30% increase in specific power: Specific power of the developed IDMs vs
Specific torque and specific power of traditional traction drives.
• An incremental reduction in total motor costs through optimized design
for manufacture: Amount of raw materials saved per kW of mechanical
output power in comparison with traditional traction drives.
• To show these expected impact. DRIVEMODE motor is compared with
the motors of other EVs and DOE (US Department of Energy) 2022
motor targets.

16. DRIVEMODE vs Automotive PMSMs
Type
Temperature
(oC)
Total active
mass (kg)
Total mass
(kg)
Power (kW)
Specific
power
(kW/kg)
Active. total
Specific
power
(kW/kg)
Total
PM specific
power
(kW/kgPM)
Active. total
Comment
2018 BMW i3
(125 kW)
OVERLOAD
180 (35 kg) 42 kg
125 kW
@ 4500 rpm
3.57 3 125 kW/kgPM
Very high
winding temp.
VOLVO XC 90
OVERLOAD
-- (34 kg) --
50 kW
@ 4000rpm
1.47 -- 48.1 kW/kgPM
DriveMode
Measurements
90 (21 kg) 30 kg
72 kW
@ 6700 rpm.
110 Nm
3.4 2.4 90 kW/kgPM Measurements
DriveMode
Overload, cal.
40->140
(after 60s)
(21 kg) 30 kg
100 kW @
7000 rpm
4.8 3.33 132 kW/kgPM
(temp. limit 60
second OK –
calc.). without
inverter
limitation of
140 A (rms)

17. DRIVEMODE Motor vs DOE 2022 Targets
• Compared progressing technologies - 2004 Prius. 2006 Accord. 2007 Camry. 2008 LS
600h. 2010 Prius. 2011 Sonata. 2012 Sonata generator. 2012 LEAF. 2013 LEAF
charger. 2013 Camry PCU. 2014 Accord. and BMW i3.
• DRIVEMODE specific power: 3.4 kW/kg
Benchmarking EV and HEV Technologies Tim Burress.
Oak Ridge National Laboratory

18. DRIVEMODE Expected Impacts
• 30% increase in motor specific torque was not achieved.
• DRIVEMODE motor was optimised for power but not for the torque.
• DRIVEMODE motor designed peak torque = 100 Nm
• DRIVEMODE motor torque achieved during testing = 110 Nm
Type
Motor specific
torque (Nm/kg)
Drivetrain specific
torque (Nm/kg)
2016 BMW i3
Overload
5.99 27
DRIVEMODE
Overload, Cal.
5.33 36
DRIVEMODE
Measurements
3.66 25

19. DRIVEMODE Expected Impacts
• An incremental reduction in total power electronics system costs through optimized design for
manufacture: Amount of raw materials saved per kW of mechanical output power in comparison
with traditional traction drives. Key indicator is manufacturing cost per kW of mechanical output
power.
• Comparison based on material cost of IGBT converter (110KW@345V;mod=0.9;cos pi=0.9) and
cost estimation of DRIVEMODE converter (110KW@800V;mod=0.9;cos pi=0.9).

20. DRIVEMODE Expected Impacts
• Increasing the power density by 50% fulfilled.
Semikron SKAI Converter used for efficiency comparison
Volume of 12l (460%)
Weight of 13.9kg (278%)
DRIVEMODE Converter
Volume of 2.6l (100%)
Weight of 5kg (100%)
Weight will decrease during die-casting optimization

21. DRIVEMODE Expected Impacts
• Reducing the losses by 50% fulfilled.
Efficiency at motor
continuous output
current requirement
(55kW)
Efficiency at peak
output power
(110kW)
DRIVEMODE with fsw=20kHz 98.7% 97.8%
600V IGBT converter with fsw=10kHz 97.4% 96.9%
Reduction in losses
(DRIVEMODE compared to 600V IGBT converter with
fsw=10kHz)
50% 29%
600V IGBT converter fsw=20kHz 96.1% 95.6%
Reduction in losses
(DRIVEMODE compared to 600V IGBT converter with
fsw=20kHz)
66% 50%

22. DRIVEMODE Inverter vs State-of-Art
Power density
(kW/l)
Specific power
(kW/kg)
Efficiency
DOE 2020
Targets1 13.4 14.1
BOSCH gen.
3evo
20 -- 97%
DRIVEMODE 42 22 98.7%
1https://www.osti.gov/servlets/purl/1261839

23. Assembly of Demonstration Vehicle
 800V DC Battery Pack
 Mechanical Integration
 Electrical Integration
• HV Architecture
• LV Architecture
 Thermal Integration
 SW Integration

24. Mech. Int.  Front

25. Demo Vehicle  Delivery

26. Drive cycle analysis
DRIVEMODE vehicle drive cycle efficiency and consumption
Drive Cycle
Ambient Temp.
(°C)
Input Elec.
Energy (kWh)
Output Mech.
Energy (kWh)
Drive Cycle
Effcy. (%)
Drive Cycle
Consump.
(Wh/km)
NEDC 23 1.429 0.824 57.67 131.13
WLTC 23 3.326 2.030 61.03 143.09
Comparison1
WLTC
Consumption
(Wh/km)
TESLA Model 3 [LR DM] 121
Nissan Leaf [40kW] 133
BMW i3 [120Ah] 123
Porsche Taycan 165
1 https://ev-database.org/
Comparison

27. Vehicle Performance
Acceleration
Acceleration Test
Peak Torque Limit @110 Nm
Time (sec)
Peak Torque Limit @95 Nm
Time (sec)
0 - 50 KPH 4.38 4.82
0 - 100 KPH 9.81 10.20
80 - 120 KPH 5.95 5.60
Gradient
Ambient Temp.
(°C)
Drivemode @110 Nm
Top Speed (KPH) 2
Design Target (D2.1)
Top Speed (KPH) 3
0% 23 176.5 180
4% 23 167.9 146
12% 23 133.2 83
2 IDM in vehicle gear ratio 14.1:1
3 Design target based on gear ratio 12.1:1
Top Speed

28. DRIVEMODE: Demo Vehicle Test-drive Video
QR to demo
vehicle video:
Scan Me!
https://www.youtube.com/wat
ch?v=HTj9v-TYCQ8

29. Conclusion
GV-04 Expected impact DRIVEMODE status
An incremental reduction in total motor and power
electronics system costs through optimized design for
manufacture.
Achieved.
30% increase in specific torque and specific power of
electrical motors
Only increase in specific power was achieved. As the
motor was optimised for power but not for the
torque.
50% increase in maximum operating speed Achieved.
50% less motor losses (e.g. increase motor efficiency
from 92% towards ≥ 96%)
Achieved.
50% increase in the power density of motor power
electronics
Achieved.
50% reduction in losses of power electronics Achieved.
Ability to operate with the same cooling liquids. Achieved

30. This project has received funding from the European Union's Horizon 2020 research and innovation programme under
grant agreement No 769989
Thank you
Mehrnaz.farzamfar@vtt.fi