Ricardo will detail design of a novel e-motor offering up to a 50% increase in power density compared with current production electric machines as well as a new transverse DCT concept offering a highly compact package and ease of integration with an e-motor for effective hybridisation at an event in Berlin next week.
Last July the supplier unveiled its new 48V e-motor and accompanying inverter which are designed to incorporate the latest high-performance, low-cost electrification technology with the aim of offering performance of 48V hybrids as a more attractive and affordable solution in comparison with today's higher voltage hybrids.
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The design and testing of this new 25kW, 48V e-motor and inverter was carried out as a part of the company's contribution to the European COmpetitiveness in Commercial Hybrid and AutoMotive PowertrainS (ECOCHAMPS) project.
In a paper to be presented at the CTI Symposium on 4 December, details of the development of the six-phase, frameless, permanent magnet motor and its oil-cooled inverter with low thermal resistance, will be outlined. A particular focus of the paper is on the thermal management work, in particular reducing the thermal resistance – and hence improving the efficiency – of the inverter's metal oxide semiconductor field effect transistor (MOSFET).
The product developed is based on the use of direct oil cooling of the heat sink using the same ATF as used to cool the e-motor. With its high performance and compact configuration, the e-motor and inverter combination is claimed to be ideal for 48V hybrid applications providing a more cost-effective trade-off than today's higher voltage products.
Ricardo will also display a new transverse DCT concept that has been developed based on the company's experience in the design of supercar transmissions. The unit's dual clutch remains in line with the engine while the two outputs drive high-speed bevel gearsets respectively delivering torque to the odd and even plus reverse gear sets. As configured, the hybrid transverse DCT concept is approximately 37% shorter than its target/reference products, as well as offering better weight distribution, reduced vehicle polar moment of inertia, and ease of integration of an e-motor in a hybrid powertrain.
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