在 CES 2021期間的一次在線媒體會議上，麥格納動力總成 (Magna Powertrain) 高管表示，汽車行業(yè)正在向“全電動化”的終極目標不斷邁進，這將給汽車產(chǎn)品開發(fā)和技術管理帶來前所未有的復雜性。
麥格納最近上任的執(zhí)行副總裁 Sherif Marakby 表示，公司在輕量化結構、駕駛員輔助傳感器技術、主動空氣動力系統(tǒng)、動力總成/傳動系統(tǒng)和整車裝配等領域具有傳統(tǒng)優(yōu)勢，這將為我們進軍“車輛電動化”和“自動駕駛解決方案”領域奠定基礎。Markaby 在汽車行業(yè)的經(jīng)驗豐富，曾負責福特汽車的混動和電動汽車項目。在加入麥格納之前，他還是福特汽車愛迪生自動駕駛研發(fā)團隊 (Team Edison) 的負責人。
Markaby 指出，哪怕作為全球最大的一級供應商之一，我們也不能“單打獨斗”。他對CES的觀眾表示，“合作關系非常關鍵。”并簡要介紹了，麥格納目前與 LG（電機、逆變器、電池）、Innoviz Technologies（激光雷達）、Uhnder（數(shù)字雷達）以及中國 HASCO（電驅動系統(tǒng)）等公司的戰(zhàn)略關系。然而，麥格納動力總成集團戰(zhàn)略負責人 Ron Frawley 表示，哪怕有這些合作伙伴的幫助，從目前以內燃機為主的市場轉向一個全電動的未來，仍然將對各級工程師提出了巨大挑戰(zhàn)。
“截至 2021 年，’傳統(tǒng)’動力總成市場有 8 到 10 種基本動力總成配置。”Frawley指出，但受到全球空氣質量法規(guī)的影響，發(fā)動機/變速器組合的總數(shù)有所下降。他引用了麥格納的預測數(shù)據(jù)稱，到 2030 年，電氣化系統(tǒng)在全部動力總成中的比例將達到 50%，其中各類混合動力汽車將占主要份額而純電動汽車將占到 12 到 16%，非混合動力內燃機車型仍將在全部動力總成中占據(jù) 23% 的份額。
Frawley 解釋說，這種曠日持久、代價高昂的轉型“讓形勢更加復雜多變”。轉型將首先發(fā)力于如何在現(xiàn)有架構上支持PHEV、HEV和EV動力系統(tǒng)。此外還包括提供“各種功率等級”的電機。在此背景下，麥格納收到了來自OEM的各種各樣的需求，功率等級從 15 kW 到 300 kW，工作電壓從 48 V 到800 V 不等。這些電機可以安裝在車輛的 5 個不同位置，包括 BSG、電動車橋、甚至是輪端驅動等等。
“電動全輪驅動和四輪驅動的情況也必須考慮，”Frawley 說，“這意味著道路上的許多車輛將裝配不止一個電機和逆變器，以及不止一個電動動力總成系統(tǒng)。毫無疑問，這都會讓產(chǎn)品研發(fā)愈發(fā)復雜。目前，OEM客戶已經(jīng)向麥格納提出了多達40種的動力總成配置需求。”
Frawley 斷言，電機和逆變器將在電動動力總成系統(tǒng)的經(jīng)濟性中起到重要作用，并為電驅動系統(tǒng)提供“高達 70% 的附加值”。
作者：Lindsay Brooke
來源：SAE《汽車工程》
The industry’s transition to electrified, and ultimately fully electric, vehicles is bringing far greater complexity in product development and technology-management overall, according to Magna Powertrain executives, speaking in an online media session during the 2021 Consumer Electronics Show (CES).
Magna’s traditional strengths in lightweight structures, driver-assistance sensor technologies, active aerodynamic systems, powertrain/drivelines and full-vehicle assembly serve as the foundation for the company as it moves further into vehicle electrification and automated-driving solutions, noted Sherif Marakby, the company’s recently hired executive VP. Markaby is a veteran leader of Ford’s hybrid and EV programs and headed the automaker’s Team Edison autonomous R&D group before joining Magna.
But even global Tier-1 suppliers can’t go it alone: “Partnerships are very critical,” Marakby told the CES audience, briefly noting Magna’s current strategic relationships with LG (e-motors, inverters, batteries), Innoviz Technologies (lidar) and Uhnder (digital radar), and China’s HASCO (e-drive systems). Even with the alliances, however, the market’s shift from today’s combustion-engine predominance to a fully electric future presents significant challenges for engineers at all levels, indicated Ron Frawley, head of strategy for Magna’s Powertrain Group.
“The ‘traditional’ powertrain market [as of 2021] has eight to 10 basic powertrain configurations,” Frawley noted, with the total of engine/transmission combinations declining due to air-quality regulations worldwide. He cited a Magna forecast for 2030 in which the total slice of electrified systems is expected to be over 50% of the powertrain mix. Most of that will be hybrids of various types; full-EVs will be 12-16% of the mix. Non-hybridized ICEs will still represent about 23% of powertrains in 2030, according to Magna.
This protracted and costly transition “brings a lot of complexity and proliferation into the picture,” Frawley explained. It starts with architectures to support plug-in hybrid, hybrid-electric and electric vehicles, on top of the surviving legacy architectures. Added to that are e-motors “in a wide variety of power classes.” Magna is getting requests from OEMs for power levels from 15 kW up to 300 kW, with operating voltages from 48V to 800V. The motors can be positioned in five different places on the vehicle, from the accessory drive (BSG) to an electrified axle or even a wheel-end drive.
“The advent of electric all-wheel drive and four-wheel drive come into play as well,” he said. “This means that many vehicles on the road will have more than one e-motor and more than one inverter. And more than one electric powertrain system within the vehicle. A lot of complexity is being added.” Magna is seeing “as many as 40 additional powertrain configurations that are being asked of us by our OEM customers.”
Frawley asserted that e-motors and inverters play a significant role in the economics of electric powertrain systems, with the two components delivering “as much as 70% of the value-add” in an e-drive system, he said.
麥格納正在加強內部研發(fā)力量，并積極建立合作伙伴關系，保證公司能在汽車電氣化進程中處于領先地位。圖為一輛最近正在進行冬季測試的電動推進系統(tǒng)演示車。（麥格納）
麥格納公司新上任的執(zhí)行副總裁Sherif Marakby 是汽車行業(yè)中最有經(jīng)驗的電氣化專家之一。（Keith Tolman/VIS）
麥格納最近與LG共同成立的合資公司將建立在供應商自行開發(fā)的高級電驅動上。該系統(tǒng)集成的電機額定峰值功率高達 125 kW，是與伊利諾伊理工學院和威斯康星大學麥迪遜分校合作研發(fā)。研發(fā)目標是將現(xiàn)有電機的功率密度提高 8 倍，且成本砍到一半。（麥格納）
麥格納動力總成集團戰(zhàn)略負責人 Ron Frawley 表示：“OEM客戶已經(jīng)向麥格納提出了多達40種的動力總成配置需求?！?/span>