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Hyundai Motor Group has a new modular battery electric vehicle (BEV) platform for larger rear or all wheel drive vehicles. It’s called E-GMP and it sounds very impressive.
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Battery modules can be configured according to the needs of a vehicle.
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An annotated illustration of an E-GMP powertrain
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This is the E-GMP rear drive unit. Incorporates power electronics (top) and transmission (right).
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This is the front-wheel drive unit for all-wheel drive BEVs. The inverter is at the top and the drive, which can completely disconnect from the axes when required, is at the bottom.
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An infographic explaining how E-GMP can power external AC devices and return energy to the grid.
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Hyundai is developing Ioniq as an electric car brand, in the same way it created Genesis as a standalone luxury car brand. It will launch three new electric batteries between 2021 and 2024.
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The first of these will be called the Ioniq 5, a crossover based on the 45 concept car that was shown at the 2019 Frankfurt auto show.
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In 2022, Ioniq will launch a series version of the stunning Prophecy concept sedan, which will be called the Ioniq 6. I hope it keeps this wild rear light treatment.
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In 2024, Ioniq will launch a large electric SUV. Perhaps it will look like this plug-in hybrid EV concept called the Vision T, which was shown at the 2019 Los Angeles auto show.
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It would be inaccurate to describe the Korean auto industry as shooting all cylinders, if only because it is also very good at making electric vehicles and those don’t have cylinders that fire. The electric versions of the Hyundai Kona, Kia Soul and Kia Niro are the only battery-powered EVs to come close to the efficiency of Tesla’s class-leading range, and they are also a great EV with a hydrogen fuel cell.
On Tuesday, Hyundai Motor Group (which owns Hyundai and Kia, as well as Genesis) showed us what’s next. It’s called E-GMP and it’s the Group’s new modular BEV platform for larger vehicles (analogous to the Volkswagen Group’s PPE architecture). Hyundai Motor Group has big plans for the E-GMP: one million vehicles split into 23 new models by 2025, with the first two showrooms arriving in 2021.
The technical specifications are equally impressive: an 800V electrical architecture; bidirectional charging; Fast DC charge to 80% in 18 minutes; and a WLTP range of 500 km (310 miles).
The platform is designed to build rear-wheel drive or all-wheel drive BEVs, with the battery pack sandwiched between the axles. It is highly modular, which means that various brands can use it to create anything from sleek sedans like the production version of the Prophecy concept (to be called the Ioniq 6, scheduled for 2022) to seven-seater SUVs (the Ioniq 7 , scheduled for 2024).
Inside the drive units, the oil-cooled motor-generator uses hairpin windings (such as those on Porsche Taycan motors), which make the coils more efficient with less empty space. The transmission is built into the unit, as is the inverter, which uses more efficient silicon carbide semiconductors that increase range by approximately five percent.
The main drive unit looks pretty compact, and Hyundai says it is capable of spinning 70% faster and using a 33% higher differential ratio, giving it a much greater torque density than its current electric motor. When configured for all-wheel drive, the front-wheel drive unit is equipped with a transmission disconnector which can completely decouple the drive unit from the axle for improved efficiency when needed.
The company is not quite ready to talk about kW or Nm, although we should expect high-performance BEVs with around 447 kW (600 hp) at the high end, according to Albert Biermann, head of R&D at Hyundai Motor Group.
The battery pack uses standardized modules made up of individual bag cells, with the number of modules based on the requirements of each vehicle. Lithium-ion cells will continue to use nickel-magnesium-cobalt chemistry, at least until the cell’s other chemicals prove superior.
The E-GMP package looks like a much simpler design than the group’s current battery packs, with 40% fewer parts types and 60% fewer parts in total. This makes the package more compact, which Hyundai says simplifies the life of the cooling block, located under the modules, thanks to minimized heat transfer paths. In total, the simpler design resulted in a 10% increase in energy density, the company told us.
The combination of more efficient cooling and an 800V means that a 350kW DC fast charger should bring an E-GMP battery’s state of charge from 5 to 80 percent in just 18 minutes, which is frankly impressive. A BEV E-GMP can also use the most common 400V DC fast chargers, using its inverter to convert 400V to 800V for the battery. (Unfortunately we weren’t able to get more details on how it works, but I’ll try to find out.)
Two-way charging is a feature request that we see in the comments quite regularly, and it’s a feature that E-GMP supports thanks to a new integrated charging control unit. It is capable of providing up to 3.5 kW of AC power (110V or 220V) and can “run a mid-sized air conditioner and 55-inch TV for up to 24 hours.” You can even charge another BEV using an E-GMP vehicle.
The first E-GMP vehicles, a midsize SUV called Ioniq 5 and a Kia-branded BEV, are slated for next year.
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