Energy Consumption Analysis of a Novel

Two-speed e-Powertrain System for Electric

2021 IEEE 12th Energy Conversion Congress & Exposition - Asia (ECCE-Asia) | 978-1-7281-6344-4/20/$31.00 ©2021 IEEE | DOI: 10.1109/ECCE-Asia49820.2021.9478972

Vehicle
Puhui Liu Shun Feng Wei Wei
WanXiang Institute WanXiang Institute WanXiang Institute
WanXiang Group WanXiang Group WanXiang Group
Hangzhou, China Hangzhou, China Hangzhou, China
puhui.liu@wxciv.com shun.feng@wxciv.com wei.wei@wxciv.com

Yue Gu Xiaowei Huang Jiawei Shen

WanXiang Institute WanXiang Institute WanXiang Institute
WanXiang Group WanXiang Group WanXiang Group
Hangzhou, China Hangzhou, China Hangzhou, China
yue.gu@wxciv.com xiaowei.huang@wxciv.com jiawei.shen@wxciv.com

Abstract—A novel electric powertrain system with
integrated motor and two-speed gearbox is developed for
a pure electric and all-wheel-drive SUV (Sport Utility
Vehicle) to balance the energy consumption and drive
quality. The e-powertrain layout of this all-wheel-drive
SUV is investigated, a traditional single-speed gearbox is
selected for FDM (Front Drive Module) and a novel two-
speed gearbox is adopted for RDM (Rear Drive Module).
A series of verification tests are performed and the
efficiency data and drag loss under different working
conditions are generated through the efficiency bench test
follow China GB standards. The all-wheel-drive vehicle
and e-powertrain models are created based on calculation
software, then the energy consumption in WLTP cycle,
WOT (Wide Open Throttle) performance of the two-speed
gearbox are analyzed. It finds that the RDM with two-
speed e-powertrain system will bring 3.64% energy
reduction thanks to extending the motor working
opportunity in higher efficiency area, 3.99% energy
reduction thanks to the neutral gear function to reduce the
energy loss during the cruise and coast-down running
conditions, totally 7.63% energy saving in WLTP cycle is
achieved. Meanwhile, the dynamic performances
characteristic of an electric motor, being characterized
by a constant torque region from zero to base speed,
followed by a constant power region [4-6]. In this paper,
a pure electric and all-wheel-drive SUV integrated with
one single-speed gearbox and one two-speed gearbox
simultaneously is investigated, the system layout and the
various drive patterns are studied, the simulation models
are created and the benefit on the energy saving and
drive quality is demonstrated especially for the novel
two-speed gearbox e-powertrain system in RDM.
II. E-POWERTRAIN SYSTEM LAYOUT
Fig.1 shows the e-powertrain layout of the all-wheel
drive and electric SUV, a traditional single-speed
gearbox is adopted for FDM and a novel two-speed
gearbox is adopted for RDM, significant advantages are
demonstrated for this novel layout and driving pattern
[7].
Control

Control
Motor

Motor

maintain in a competitive level.

&

&

Keywords—energy consumption, two-speed gearbox, e-

Single-speed Two-speed
powertrain system, electric vehicle
gearbox gearbox
I. INTRODUCTION
Multiple-speed gearbox systems have been shown to
increase the energy efficiency and drive quality of
electric vehicles over single-speed gearbox when driven
Fig. 1. E-powertrain system layout with two-speed gearbox in RDM
by a single electric motor, through increasing the range
of the available wheel torques at the respective vehicle Two scenarios of the e-powertrain system layouts
speed, and allowing the drivetrain to operate in higher with different RDMs are exhibited in Table 1. The
efficiency regions[1-3]. However, a centrally located aspects of development and technical difficulty,
electric motor and a single-speed gearbox are still the platform advantage, energy consumption, drive
main topological solution for electric vehicles presently performance, shift comfort, weight, cost, etc. are
being manufactured. This is due to the favorable torque

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c IEEE 1801

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 compared and analyzed. Generally, the novel two-speed efficiency are achieved, the typical technical
gearbox will bring benefit on energy saving, system cost specifications are show in Table 2.
and weight reduction obviously.

TABLE 1. SYSTEM LAYOUT SCENARIOS

Layout #01 Layout #02

Scenarios with two-speed with single-speed
gearbox gearbox

FDM: one set of motor FDM: one set of

with single-speed motor with single-
E-
gearbox speed gearbox
powertrain
RDM: one set of motor RDM: one set of
system
with two-speed motor with single-
gearbox speed gearbox Fig. 2. Exploded view of the two-speed e-powertrain system
մմմ (torque մմմմ (torque
Ease of TABLE 2. TWO-SPEED E-POWERTRAIN SYSTEM SPECIFICATIONS
development coordination control coordination control
needed) needed)
Technical Index Design Targets
Platform
advantage
մմմմմ մմմմմ Motor Power Density 4kW/kg

Energy Motor Max. Efficiency 97.5%

մմմմմ մմմ
consumption
Motor Max. Speed 18000rpm
Drive
մմմմմ մմմ MCU Max. Efficiency 98.5%
performance
Gearbox Max. Efficiency 97%
մմմմ (torque
Comfort մմմմ
compensation needed) System Power Density 2kW/kg
System System Max. Efficiency 93%
մմմմ մմ
weight

System cost մմմմ մմ IV. E-POWERTRAIN SYSTEM EFFICIENCY

Pure Electric Vehicle: A series of verification tests are performed for the
Porsche Taycan drive motor and the two-speed e-powertrain system
(Germany market) separately. The efficiency data and drag loss under
Plug Hybrid Electric different working conditions are generated through the
Typical Vehicle: GreatWall Tesla Model S new efficiency bench test follow China GB standards [8].
application WEY P8 (China version
market), ChangAn A. Motor efficiency test
Auto CS75 (China
market), BMW i8 The motor efficiency map is shown in the Fig.3,
(Germany market) which shows the maximum efficiency is 97.5%.
Note: the stars represent advantages.

III. E-POWERTRAIN SYSTEM DESIGN

Fig. 2 shows the exploded view of the two-speed e-
powertrain system, which is composed of a double-V
hybrid synchronous motor with high efficiency and
power density output, a two-speed gearbox with park
and shift system integrated, an 800V high voltage
inverter and a transmission control unit. The two-speed
gear train, park system, shift system and differential are
integrated with the traction motor. The MCU and TCU
are located above them. Two-point mounts and an anti- Fig. 3. Motor efficiency
roll bar are adopted to connect with vehicle subframe to
isolate the system vibration and ensure the system B. System efficiency test
durability. High speed, high voltage, high efficiency and Fig.4 shows the achieved system performance
high power density are delivered by this system to hit the validated through the dynamometer tests. 93% peak
vehicle energy consumption and dynamic performance. system efficiency is achieved, and 84.2% working range
2.0kw/kg system power density, 93% system peak

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 can obtain efficiency over 85%, which indicates an 3.5
outstanding system efficiency performance. Gearbox Drag Loss in neutral gear
3
Gearbox Drag Loss in 1st gear

2.5 Gearbox Drag Loss in 2nd gear

Drag Loss [kW]

2

1.5

0.5

0
Fig.4. E-powertrain system efficiency 0 5000 10000 15000 20000
Speed [rpm]
C. Drag loss test
Fig.6. Gearbox drag loss
Fig.5 shows the motor drag loss in no-load driving
conditions, which mainly includes iron loss and
frictional loss, the total motor drag loss will increase 4.02% 1.07%
significantly as the motor speed increasing.
5
20.64%
4.5
4
3.5
74.26%
3
Drag Loss [kW]

2.5
2
1.5
Gear meshing loss Churning loss
1
Bearing friction loss Other
0.5
0
0 5000 10000 15000 20000 (a) Neutral gear
Speed [rpm]

Fig.5. Motor drag loss 6.26%

Fig.6 shows the gearbox drag loss, the drag loss will 16.44%
increase obviously along the speed increase in 1st gear 15.07%
and 2nd gear working conditions, and increase smoothly
in neutral gear due to the gear disengagement in this
condition. Fig.7 shows the key components of the two- 62.23%
speed gearbox drag loss with 10,000rpm motor speed
input, and bearing friction loss accounts for the largest
share in different driving conditions.

Gear meshing loss Churning loss

Bearing friction loss Other

(b) 1st gear

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 160
4.65% 150 Two-speed gearbox, 1st
GR=16.1
140
13.81% Two-speed gearbox, 2nd
130 GR=10.7
20.12% 120
Single-speed gearbox,
110 GR=10.0
100
61.41%
90
80
70
60
Gear meshing loss Churning loss
50
Bearing friction loss Other

Motor Torque [Nm]

40
30
(c) 2nd gear 20
10
Fig.7. Key components of gearbox drag loss 0
-10 0 2000 4000 6000 8000 10000
V. SIMULATION ANALYSIS -20
The simulation models of the all-wheel-drive electric -30
vehicle and e-powertrain systems are built based on -40
calculation software, then the energy consumption in -50
WLTP cycle are analyzed, which shows the working
area extension of the two-speed gearbox and the neutral -60
gear function will bring noticeable influence to the -70
energy consumption performance as a whole. -80
-90
A. Two-speed gearbox extends the working area
-100
Fig.8 shows the achieved system performance under
WLTP cycle, the two-speed gearbox will obviously -110
Motor Speed [rpm]
extend the working range of driving motor and enables -120
more high efficiency output compare with the single-
speed gearbox, 3.64% energy reduction is achieved Fig.8. Motor working area comparsion in WLTP cycle
accordingly, as shown in Table 3.
TABLE 3. SYSTEM ENERGY AND PERFORMANCE COMPARSION

Layout #01 Layout #02

Scenarios with two-speed with single-speed
gearbox gearbox

Two-speed gear ratio: Single-speed gear

Gearbox
16.1/10.7 ratio: 10

Peak power 160KW

Peak power 172KW
Peak torque 310Nm
Motor Peak torque 256Nm
Peak efficiency
Peak efficiency 97.5%
96.4%

WLTP 3.785 kwh 3.928 kwh

Energy 16.24 16.86
Consumption kwh/100km kwh/100km

B. Neutral gear function

Two-speed gearbox with neutral function will reduce
the energy loss during the cruising and coast-down
running conditions, 3.99% energy reduction is achieved
in this study. Fig.9 shows the real-time drag loss in
WLTP cycle. Table 4 shows the energy consumption

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 comparison between different control logics with neutral with two- speed
gear function ON and OFF. speed gearbox
gearbox
140 3 7.63%
WLTP Range 443km 412km
Velocity improved
0-100 km/h 14.45%
120 Coastdown in neutral gear drag loss 7.1s 8.3s
2.5 Acceleration improved
Coastdown in gear drag loss 14.53%
Top Speed 205km/h 179km/h
improved
100
2 VI. CONCLUSIONS
Velocity [km/s]

Drag Loss [kw]

80 A novel integrated two-speed e-powertrain system is
1.5
offered, and a pure electric and all-wheel-drive SUV
integrated with this two-speed gearbox in RDM is
60 investigated. The benefits of efficiency and dynamic
1 performance are identified compared with the traditional
40 single-speed e-drive system. Advantages of this new
two-speed e-powertrain system and its commercial
0.5 values for pure electric vehicle are proved.
20

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TABLE 5. BENEFITS OF THE E-POWERTRAIN SYSTEM
Layout #02
Scenarios Layout #01 Comments
with single-

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