eBook

ePowertrain
by Design

Authors: Dr. Melanie Fitton-Hayward,

Chris Baker, P.E., Dr. Xiaobing Hu
Table of contents
Foreword 03 Designing a brand new optimised 25
two-drive transmission
Technische Universität Darmstadt, Germany
Electrifying the future: how 04
eMobility is influencing powertrain
design Connecting CAE tools for design of 28
Hexagon, UK electrical machines
Hexagon, UK

Designing low-noise high- 09

efficiency eDrive gearboxes Improving noise performance in 34
GKN Driveline, Germany EVs
Hexagon, UK

Achieving a CAE-led design 12

process for eMobility system Powering the electric car market 40
development through innovative integrated
Valeo SVA, France powertrains
Hexagon, UK, and EU consortium partners

Engineering innovative 16
ePowertrains Author profiles 43
Hexagon, UK

More focused, streamlined 22

and low-cost development of
innovative products
Hyundai WIA, Korea
 Foreword
To our collective benefit, sustainability has become widely accepted in the mainstream and
is now tracked as a strategic initiative by many publicly-traded firms. The tides have turned
over the past two decades, and we all have an opportunity to change the trajectory of the
environment and our world through our behaviours and the technologies we embrace.
Sustainability has many facets, but ubiquitous to many of those is electrification.

The transportation sector is realizing that fossil fuels may not be the ideal way to power
vehicles when we care about more than just getting from point A to point B. Not all
electricity is created equal, as some sources of energy are cleaner and more renewable
than others. That said, regardless of fuel source, controlling emissions and environmental
impact of power generation is much more easily accomplished at a point source than at
the end user, where it is expensive and challenging to police compliance at scale. Electric
mobility promises to help us centralize much of the power production and emissions management so that we can
achieve higher efficiencies and lower emissions, thereby improving our prospects for a sustainable future. With the
advent of new battery technologies offering greater energy density and reliability, complemented by more efficient
and reliable motors, we are seeing a dramatic uptick in the adoption of eMobility technologies. And, with this increased
demand and interest in electrification, capitalism can kick in and companies can innovate to capture share and
establish a strong position in the growing EV segment.

It is not widely appreciated, but Henry Ford and Thomas Edison almost set us off on a different course. Dating back
to the early 1900s when the automotive industry was evolving rapidly, the debate between electric and gasoline power
was heated. While EVs were prototyped, one of the major and familiar challenges at the time was energy storage.
The battery technology available at the time simply could not compete with the stable and plentiful chemical energy
available in gasoline. More than 100 years later, we are revisiting EV applications with vigour, now armed with battery
technology that largely overcomes the challenges of old. Companies like Toyota have taken risks to set the bar for
hybrid and fully-electric vehicles, even before demand was well established, and new start-ups like Tesla are capitalizing
on progress made by well established brands and spurring even greater innovation through competition. Of course, this
market dynamic is not limited to passenger vehicles, and can be witnessed in commercial trucking, mining, agriculture,
and other important economic sectors.

Fuelling all of this innovation, pun intended, is an army of engineers who are equipped with cutting-edge software and
solutions that enable efficient, precise development of vehicles to suit targeted applications. Hexagon is proud to be
one of the leading providers of simulation technology that helps firms do just that. Virtual prototyping through optimal
use of CAE technologies aimed at attributes like efficiency, durability, and NVH help engineering organizations tackle
current challenges and accelerate innovation. Part of the Hexagon product portfolio, Romax provides multi-attribute
tools for developing and simulating electro-mechanical drive systems, the heart of any electric vehicle.

In this eBook, we’ll explore how market leaders leverage these technologies to do what they do best. Companies like
Valeo, GKN, and Hyundai WIA are featured as proof points of what can be accomplished by partnering with us as you
endeavour to innovate in the field of eMobility. With the entire supply chain in mind and a broad portfolio of best-in-
class in-house and partner technologies, we stand ready to work with you and take that next step towards an electric,
more sustainable future. Reach out to my team to learn more and expose the opportunity to spur even greater adoption
of your products in this dynamic market. With any luck and a lot of collective willpower, together we will realize the
dreams of early thought-leaders in the mobility arena of an electric future, and we’ll solve some of the most pressing
issues we face today to protect the world for future generations to enjoy. Let’s take this journey together!

Chris Baker, P.E.

Head of System Dynamics, Design & Engineering BU
Hexagon’s Manufacturing Intelligence Division
[email protected]

3
| Hexagon

Electrifying the future:

how eMobility is influencing
powertrain design
by Dr. Xiaobing Hu and Connor Lynch

Electrification is the single largest The concept of the electric vehicle (EV) has existed for
more than a century. Early efforts in the development
disruptor that has occurred to mobility in of such vehicles date back to the 1830s, with the first
decades and in particular it is impacting successful electric vehicle in the US created by William
Morrison from Iowa around 1896 and the first hybrid
the automotive industry faster and more electric car credited to the Lohner Porsche Mixter in 1901.
widely than other sectors. Technological developments and market trends meant
that the internal combustion engine (ICE) vehicles became
the dominant choice for the automotive industry. EVs saw
a brief resurgence in the 1970s with oil shortages but failed
to gain traction. However, since the turn of the millennium
and with increasing concern for the environment, EVs have
had another resurgence; switching from carbon-based
fuels to electricity is a vital solution for reducing emissions
to avoid the worst impacts of climate change.

2020 was a landmark year for the automotive industry –

not just because of COVID-19, but rather for an altogether
more important sustainability milestone. Sales of electric
vehicles jumped 30 percent globally in 2020, and are
projected to grow by 70 percent in 2021 (according to IHS

4
Markit forecasts). As a global industry, we now have less better! Triggering the largest transformation in decades,
than 30 years left until the Paris climate “net zero carbon almost all of the major automotive OEMs are embarking on
emissions” by 2050 deadline arrives. Policy adoption by, the transition to EV manufacturing. As well as the OEMs,
at latest count, 126 countries around the world shows Tier 1s, Tier 2s and all other levels of the supply chain
international alignment on a common objective to responsible for designing, manufacturing and supplying
implement policies, honour pledges and pursue individual vehicle critical systems, sub-systems and components are
country goals for decarbonization. The scale of change evolving to the new demands of their customers required
needed transcends transportation, production of goods, by electrification. They are adopting new (or replacing
buildings and infrastructure, requiring all engineers and their existing) processes, technologies, and tools for the
businesses everywhere to support the common purpose. next generation of vehicle design. Besides the traditional
For the automotive industry specifically this is being seen design and engineering considerations from an ICE
today in the adoption of sale bans of new ICE and hybrid vehicle, an EV introduces new systems such as the electric
vehicles by a number of countries, notably: Norway in powertrain (ePowertrain), the replacement for the internal
2025, the UK in 2030 for ICE vehicles and 2035 for hybrid, combustion engine, which present their own unique
the state of California in 2035 and Canada in 2040. The challenges and require a new set of solutions.
European Union has also recently proposed a 2035 ban for
member countries, ahead of many of its member states’ The global electric powertrain market was valued at
current plans. USD 71.86 billion in 2020 and is expected to grow at a
Compound Annual Growth Rate (CAGR) of 33.5% from
While most vehicle manufacturers know they need to 2021 to 2028. The passenger vehicle industry is driving
transform their business to remain competitive, the reality the change in ePowertrain developments due to high
is that most organisations are cautious by nature and production volumes, but these trends are also being seen
are not racing to adopt new and emerging technologies in the commercial market to lower costs. Regulation,
that can deliver a competitive advantage. Instead, they technology, infrastructure, total cost of ownership (TCO)
are looking for ways to tweak their business models with and consumer preferences will drive the speed of adoption
minimal risk. But consumers have experienced first-hand of alternative powertrains in the next 5 to 10 years; these
how start-ups and a few other leaders have revolutionised forces will vary strongly by region and so will the mix of
the electric vehicle – the products have become much EVs, hybrid vehicles and, later, fuel-cell EVs. As there is no

5
 speed from the electric motor. This has been to minimise
complexity, cost, volume, transmission energy loss and
transmission mass. However, single speed drivetrains do
not come without challenges. Electric motors are being
designed with significantly higher operating speeds
than ICE vehicles were ever capable of, requiring larger
reduction ratios and in turn larger or more gears. Electric
motors are also able to exert higher and more consistent
single winning powertrain technology today, the diversity levels of torque, requiring transmissions to be more
and complexity of the powertrain value chain is creating durable. More than ever before, engineers require the
a profound disruption for vehicle manufacturers and right tools to be able to analyse gears and bearings for
suppliers. durability and fatigue.

The ePowertrain is one of the most critical systems in However, ePowertrain performance significantly depends
an EV. Consisting of the inverter, electric motor and on the electric motor performance that may not be
transmission, the ePowertrain converts the electrical efficient in all speed ranges. Single speed transmissions
energy stored in the battery into rotational motion also create conflicting requirements for the vehicle;
enabling the higher level system, the vehicle, to move at low speeds, the vehicle should offer good drive-off
and be driven. Each of the three sub-systems have their performance, resulting in large heavy designs that have
own challenges and present further challenges when inefficient acceleration, increased cost and lower driving
integrated with each other and with the vehicle. range. Electric motors are very useful for being able to
operate at near constant torque levels across speed
In terms of the specific challenges that will be experienced ranges, however in certain applications it can be useful to
by an ePowertrain Engineering Team at the system change the torque to suit the operating conditions, such
and sub-system level, much depends on whether the as when the vehicle is significantly heavier due to cargo.
designers have had the freedom to architect the platform Multi-speed transmissions offer an alternative that can
and battery for the underbody before the top hat is overcome many of these shortcomings.
conceived or whether a package envelope is already quite
constrained. The desired vehicle performance targets and The Porsche Taycan is the first production passenger
cost to the consumer of the end vehicle further challenge EV to come to market utilising a multi-speed gearbox.
the design. The rear motor has two automatically shifted gears;
the first gear is used to increase acceleration and the
Mainstream ePowertrains from the larger OEMs are second allows efficient cruising and top speeds to be
evolving, making use of motors coupled to a transmission, reached. Multi-speed transmissions allow the motor to
and enjoy the most efficient and power-dense applications operate within a smaller speed range where they are
with down-sized motors and compact packaging with most efficient, allowing the overall ePowertrain efficiency
integrated power electronics and cooling circuits. Such to improve. This can also lead to a potential reduction
applications benefit typically by an over 10% increase in in overall ePowertrain mass and packaging, as well as
battery range as the motor and power electronics can be improvements to acceleration and top speed. Multi-speed
optimised to the most efficient region of the efficiency transmissions do have drawbacks of increased cost,
map. Overall, they can be approximately 30% lighter, increased complexity, and torque interruption when gear
cheaper and smaller to package than an equivalent direct shifting. However, with many announced passenger car
drive or eAxle unit so offer much to alleviate the overall models coming to market boasting 2-speed transmissions
vehicle weight target. and the rapidly accelerating electrification of other
segments such as commercial vehicles, multi-speed
The transmission most closely resembles that of a sub- transmissions will undoubtedly become more common
system found in an ICE vehicle, the gearbox. While ICE place. Deciding whether they are correct for a specific
vehicles have complex multi-speed gearboxes in order vehicle application will require the engineer to have access
for vehicles to operate as required, EVs are coming to to the right tools that allow them to evaluate system
market with just a single-speed step-down parallel gear level performance and balance performance, durability,
transmission whose sole purpose is to reduce the input efficiency and NVH.

6
Electric motors are one of the most fundamental changes Asynchronous Induction Motors (IM) utilising a squirrel
from ICE to electric powertrains. Automotive OEMs are cage design are the other popular option due to their
now required to understand electrical machine topologies, high reliability, low maintenance, low cost. However,
the advantages and disadvantages of each, and determine these struggle with low speed applications, can be less
which best suits the specific vehicle application for which efficient at high speeds and are often heavier than IPM
the ePowertrain is being designed. With a fixed ratio counterparts.
transmission system, ePowertrain performance depends
significantly on motor performance. The further away Not only must motor topology be considered and
from the nominal operating point, the higher the efficiency understood, but the ePowertrain vehicle architecture
drop, resulting in significant energy consumption during needs to be known in order to determine the number of
highly changing driving conditions such as urban driving motors used. Many EVs utilise a single-speed gearbox
cycles. The key factors considered in motor designs but one motor per axle, which can be different sizes and
currently are high efficiency, high speed, high power have their own gear ratio for their single speed. More
density, low vibration and noise, better electromagnetic power is diverted to either motor depending on demands,
compatibility (EMC) and low cost. e.g. a smaller front motor used for efficient cruising and
a larger rear motor used for faster acceleration. Some
Permanent Magnet Synchronous motors (PMSM), and high performance vehicles are also starting to come to
specifically Internal Permanent Magnet (IPM), are currently market with multiple motors for a single axle to achieve
the most common type of motor found in EVs. They can higher performance in a smaller package than a singular
be operated over a wider speed range, while delivering equivalent motor. To design the optimum ePowertrain,
constant power and good efficiency, however they rely engineers need to be able to understand which motor
heavily on rare earth magnets, require complex control meets their durability, efficiency and NVH requirements
and are costly. IPM dependence on rare-earth magnets and be able to understand the motor’s system level
in particular has been shown to be a shortcoming, being influence.
subject to market pricing volatility as recently seen during
the disruption of China supply chains due to COVID-19 and
environmental concerns surrounding markets.

7
The inverter makes up one of the main power electronics Development of torque vectoring control for EVs requires
systems found in an EV used to control the motor to interactions between additional integrated sub-systems
determine driving behaviour. Semiconductors transform (battery pack, power electronics, ePowertrain, etc.) to
the DC from the battery into the AC that drives the motor. be understood and optimised. With the ePowertrain,
Regardless of motor type, it functions in a similar way many control strategies also need to be re-created or
and is controlled by an integrated PCB which should be re-designed. For example, torque vectoring has been used
designed to minimize switching losses and maximise on traditional ICE vehicles to distribute torque among four
efficiency. The inverter also captures energy released wheels to improve the vehicle traction during acceleration
through regenerative braking to feed back to the battery. or steering on a wet surface. With electric motors, torque
Therefore, the vehicle range is directly related to the vectoring between front and rear axles can be achieved
inverter efficiency. Reliability, robustness, power density simply through electronically controlling the power
and efficiency are the main performance characteristics distribution between the two motors, which can be done
required of an inverter. Silicon is the preferred material on a millisecond scale. In order to improve the overall
in current inverters found in the market but is limited vehicle dynamics of electric vehicles, engineers would run
by maximum voltage and switching frequencies. co-simulation between the full vehicle MBD models and
Silicon Carbine and Gallium Nitride are two emerging the 1D controller models, to study and optimise various
technologies with higher potential voltages and switching control algorithms early on in the design cycle, and avoid
frequencies, but these higher powers in turn lead to higher expensive, late design changes.
temperatures and managing thermals of the inverters
and their effect on the whole system will be one of the To develop the optimal ePowertrain faster, Hexagon
key challenges. Highly integrated cooling systems which provides not only the technologies in terms of software
cover all aspects of the ePowertrain are emerging in and tools, but also the expertise for designing world-class
popularity and engineers require the ability to analyse and ePowertrain systems. From solving engineering issues like
understand thermals to optimise the design for higher reducing gear whine noise, improving drivetrain efficiency,
power densities. enhancing electric motor cooling, all the way to delivering
turnkey ePowertrain designs to EV start-ups, Hexagon
While the shift to electric is primarily motivated by offers the most comprehensive ePowertrain solutions
environmental and sustainability concerns, it opens in the industry for you to develop world-leading electric
up new challenges for vehicle dynamics optimisation. vehicles.

8
| GKN Driveline

Designing low-noise
high-efficiency
eDrive gearboxes
by Dr. Melanie Fitton-Hayward

The evolution of electric vehicles (EVs) The world’s leading manufacturer of automotive driveline
components, GKN Driveline has applied Romax software
and hybrid electric vehicles (HEVs) is and consulting to focus the optimization of gearbox
having a significant impact on automotive efficiency in electric motor-driven transmission without
accepting trade-offs in noise and durability.
engineering, particularly transmission
After identifying the main contributors to power loss,
and driveline design. investigating how changes to macro- and micro-geometry
would affect efficiency, and optimizing the geared system
in Romax software, GKN Driveline manufactured the
resulting gears and evaluated experimentally the driveline
efficiency. Results showed improvements across the
speed and torque range of interest of up to 2% without
compromising on durability and N&V. This provided
valuable insights into how GKN Driveline continuously
initiates performance improvements in its customer
applications.

9
 Client Solution
The world’s leading manufacturer of automotive driveline Approx. 10-year (Japan since 2004 and Europe since
components: 24,000 employees at 45 manufacturing 2010) relationship with Romax, using Romax software
facilities and three product development centers in 22 and consulting expertise for advanced modelling,
countries. simulation and analysis of geared systems.

Challenge Benefits
Develop more powerful and efficient transmissions One of the best-in-class ‘whole system’ approaches for
for greener electric-driven vehicles, capitalize on new faster and more effective ‘right first time’ design of low-
market opportunities without trade-offs in durability and noise gearboxes for hybrids and EVs; tests showed a 2%
noise and vibration (N&V). gain in overall gearbox efficiency without compromising
on durability or N&V.

Hybrids and EVs: a market opportunity Why Romax?

GKN Driveline develops the latest driveshaft and Conventional methods to increase transmission efficiency
geared component technologies. “During first hype of can have adverse effects on durability and quiet running;
electrification four to five years ago, everyone talked lack of engine noise in EVs renders current design
about quick introduction of Battery-Electric Vehicles,” practices unacceptable. In addition, the pressure to
says Theo Gassmann, Vice President Advanced improve efficiency of the eDrive gearbox in GKN Driveline’s
Engineering. “The reality was that the technology wasn’t all-wheel drive hybrids required a new approach. “We’ve
ready - for instance, battery technology is too expensive worked with Romax for several years, in a step-by-step
– and customers aren’t ready, particularly regarding range process that started in Japan then moved into Germany
limitations. So the EV market experienced a slow start.” He and Sweden,” says Dr. Artur Grunwald, Supervisor,
says this led companies to change strategy, embracing a Advanced Geared Systems Calculations. “We saw the
hybrid approach to develop the marketplace. value of analyzing the whole system, to identify where the
greatest benefits could be gained, then working to balance
“GKN Driveline, as market leader in driveline technology, efficiency, durability and N&V across the entire system.
is growing fast in conventional and electrified driveline Romax software provided the accuracy in modelling and
systems. Coming from AWD systems we successfully analysis, and we worked with Romax people on a project
launched transmissions for Hybrid and Electric vehicles and consulting basis to learn how to best use the software
in the last years. Transmission has not been our core and apply our engineering expertise.
business, but we utilized our driveline expertise and
technologies to expand our portfolio successfully.” “We use Romax software for problem solving and for
Gassmann says transmission issues for EV and HEV are system optimization from concept to production design.
broadly similar to non-electric applications: “Powertrain Perfect components don’t always equal a perfect system
efficiency, durability and N&V. Differences come regarding when combined. That’s why we use Romax software: it
the duty cycle and loads, between coast and drive. shows where you can have the most impact and where the
The driveline is different. And when you have to invest benefits lie. It’s one of the few software systems capable
in battery capacity, you don’t want to waste energy in of this type of system analysis. Our goal is, systematically,
the transmission. The biggest challenge is arguably to separate the useful parameters from the possible in
N&V. Missing masking noise from combustion engine order to enable the biggest benefit at acceptable cost
and lightweight-design leads to an early focus on NVH level.”
improvements.”

To meet increasing customer expectation and faster development cycles, GKN

Driveline has to get ‘right first time’ to the required product performance, and
Romax helps us achieve that.”

Theo Gassmann,
Vice President Advanced Engineering,
GKN Driveline

10
 Figure 1. Example EV model in Romax software.

Taking a ‘whole system approach’ to

optimize design
Romax’ abilities to improve efficiency were tested in a software integrates with other software packages also
project that saw an eDrive gearbox connecting an electric saves us time. Its ability to provide interfaces and to share
drive to the rear axle of a PSA Peugeot Citroen passenger results for interpretation by our engineers is another
car, with a conventional IC drive connected to the front reason we use it internationally.”
wheels. The original gearbox was analyzed using Romax
software, which explored potential improvements through Theo Gassmann adds, “We’re moving into a new era of
changes to gear geometries, comparing predicted N&V hybrids and electric cars. Genuinely high-performance
and durability with the original design. GKN Driveline products demand the effective application of system
manufactured a redesigned set of gears, with extensive know-how from concept to production, so you can find
tests confirming overall efficiency improvements and, the best possible balance. To meet increasing customer
in the all-important coast condition that determines expectation and faster development cycles, GKN Driveline
energy recuperation performance, a 1-2% gain across the has to get ‘right first time’ to the required product
speed and torque range required. “The efficiency of the performance, and Romax helps us achieve that - so we can
gearbox was assessed by calculation of the component continually improve our methodologies and products for
losses from gears, bearings, seals and oil churning,” Dr. our customers.”
Grunwald says. “Efficiency results from the simulation are
compared against frictional torque measurements taken
during testing under a range of torque and speeds. The
methodology used allows advanced parametric studies
to be carried out in an all-in-one approach with Romax
software to consider the effect of a wide range of design
The biggest challenge is
changes on efficiency at the same time as durability and arguably N&V. Missing masking
NVH performance.” noise from combustion engine
and lightweight-design leads
He adds, “We also have several years’ experience of
working with Romax people, who have been extremely
to an early focus on NVH
reliable and professional. We clearly benefit from that improvements.”
valuable experience. As a business, we want to develop
a common understanding of simulation issues, and use Theo Gassmann,
consistent methodologies from concept to production. Vice President Advanced Engineering,
Our requirement to take a whole-system approach will GKN Driveline
increase with future projects and applications, and across
different regions and product ranges. The way Romax

11
| Valeo SVA - Special Vehicle Applications

Achieving a CAE-led
design process for
eMobility systems
development
by Dr. Melanie Fitton-Hayward

Air quality targets, agreed by governments and enforced As these automotive suppliers move towards new
by legislation, are driving the automotive industry to types of mobility solutions, suppliers are also expected
use electric drive systems in higher numbers. Alongside to work differently with OEMs. Whilst previously they
cleaning up inner-city air pollution, the industry is under may be tasked with supplying simple parts to precise
pressure to supply solutions to meet growing urbanization specification, as systems become more complex,
as well as additional factors such as reduced room for car suppliers are increasingly being asked to work on a
parking. The change to the requirements for eDrive units sub-system level, or even on the full propulsion system.
means a shift in the way they are supplied; whereas before Concurrently, electrification, autonomous driving,
they would come directly from car manufacturers, now connectivity, car-sharing and reducing battery costs are
these OEMs are joined in the market by start-ups and Tier all contributing towards increasing demand and mounting
1 suppliers, all competing to offer eDrive systems to power pressures.
the next generation of vehicles.

12
 Client Solution
Listed on the Paris stock exchange, Valeo is an Adopting CAE-led design processes, achieved through
automotive supplier and partner to automakers gaining knowledge from Romax engineering experts and
worldwide. In 2019, the Group generated sales of 19.2bn using Romax software for comprehensive analysis of
EUR and invested 13% of original equipment sales integrated electric driveline systems.
into R&D. Employing nearly 115,000 people across 33
countries, Valeo create innovative products which
contribute to reducing CO2 emissions and developing Benefits
intuitive driving.
Eliminating one physical prototyping iteration by moving
testing to the simulation stage, leading to a 7-9 month
Challenge reduction in development times.
Designing and supplying micro-urban eMobility solutions
which are versatile and cost-effective, utilizing a robust
process which expedites development cycles.

Jérôme Mortal, Transmission Systems Product Group us an all-in-one environment for comprehensive static
R&D and Electrification Director at Valeo comments, “The and dynamic analysis of an integrated electric driveline
industry is moving faster now than we have seen in the system, from a component to a system level, across the
automotive world before. It is hard to believe that just 5 whole development cycle, and allows us to move towards
years ago we were working on new ICE production plants. CAE-led design processes.”
We believe that, by 2030, electrified vehicles (mainly 48V
and BEVs) will make up two-thirds of cars worldwide. Our
vision is that mobility will be strongly diversified, with a
range of micro urban electric mobility on offer alongside Versatile micro-urban eMobility solutions
versatile hybrid and electric passenger cars.”
Valeo were tasked with developing a low power 48V
Tier 1 suppliers, such as Valeo, have the chance to expand eDrive system. Their design consisted of a simple air-
their product portfolio by offering drive systems suitable cooled system, with power from 6-10.5KW, a bespoke
for a range of applications, from low power (e.g. e-bike) to modular transmission, integrated inverter, and permanent
high power (e.g. truck), which can be installed into vehicles synchronous claw pole motor (reusing an existing Valeo
by multiple manufacturers. Valeo’s range of products motor). Jérôme explains further: “As with most projects,
covers small mobility (<50km/hr, <100km), light electric our first steps were to select the optimal reducer ratio and
vehicles, mild hybrids, hybrids, plug-in hybrids and full to optimise the consumption, trying to find the right type
electric vehicles (which offer high performance at zero CO2 and size of battery and optimise the full efficiency of the
emissions). Within the small-mobility range, Valeo develop system, based on basic vehicle data and Valeo motor and
micro-solutions (e.g. e-bikes), scooters, and simple city inverter characteristics. We use Romax Concept in these
cars, ensuring competitiveness through reusing and early design stages, which allows us to investigate multiple
recycling components across the product family. Whilst layout options with ease. Later, we use Romax Enduro and
Valeo already supply a range of eDrive systems, they have Romax Spectrum to perform system evaluation, trying to
recently focused on low power application solutions, find the best tradeoffs across efficiency, performance
intending to develop a product suitable for multiple and gradeability. Our design approach considers multiple
applications in order to reach a broader market. performance targets simultaneously. The optimization
and variability analysis helps us to create high quality
“To keep up with the incredible speed that the industry is robust designs, and to move towards a ‘right first time’
moving at, we need tools which enable us to simulate very philosophy.”
quickly, so that we can increase the range of products
we offer,” Jérôme explains. “For this reason, we use During initial layout studies, Valeo investigated various
Romax software and services for both gear and electrical solutions and decided to use a belt drive to connect
machine design, from architecture and layout, to concept the eMotor with the gearbox: a solution which offered
and detailed design. However, it is also critical for looking great variability of ratio while keeping the unit versatile
at the system integration and allows us to capture critical to be installed in multiple applications. Jérôme Mortal
electro-mechanical interactions. Romax software gives comments: “We had a theory that using the belt would

13
 Figure 2. Valeo model in Romax software. Figure 3. Valeo model in CAD software.

improve decoupling and reduce interaction between The resulting architecture uses one type of reducer,
the two sub-systems.” Although Valeo were confident one type of machine, and can be packaged in different
this solution would work, the first design gave far from configurations – it has already been used for 1 application
the desired performance – “we observed unexpected in the EU, 1 in India, and 1 in China, all using the same
behaviour, mainly due to the stiffness of the belt, so we machine and same reducer. This new concept for
decided to quickly evaluate some different solutions, traction machines, which met targets for durability and
working closely with suppliers to make sure what we were NVH, benefits from a patented invention which makes it
simulating was manufacturable.” possible to implement and maintain an adapted tension
without needing additional mechanisms to prevent
Since Valeo had no experience of simulating a belt drive, slippage on the Poly-V belt in the powertrain. “Using a
they called upon the expertise of Romax engineering beltdrive might seem a surprising choice, however, it
teams, alongside using Romax software tools. They makes the system very versatile for different applications,
optimised the model, checked the results, performed NVH since it covers a very wide ratio (from 9.2:1 to 21:1),”
analysis of the system, and gave training to Valeo SVA. On continues Jérôme. “Whilst redesigning systems from
discovering a resonance issue caused by a higher order scratch for each application may be the ideal, modularity
harmonic, a change to the belt drive material was found is important in order to be successful in new urban
to provide a solution. The design was then validated and eMobility. The system we have created is very simple and
verified, looking specifically at the stress and bending cost-effective.”
limits of the system. Jérôme Mortal explains: “With the
versatility of Romax Enduro, we were able to achieve
the required durability at an early stage and, in addition,
we were able to freeze the design of the housing early.
With the versatility of Romax
Everything we simulated in the early stage was confirmed Enduro, we were able to achieve
later on by test.” the required durability at an early
stage and, in addition, we were
The project brought together four partners: the vehicle
OEM (who provided tests and set the specifications),
able to freeze the design of the
Valeo (who designed and developed the new eMotor housing early. Everything we
architecture, reusing some existing parts for a competitive simulated in the early stage was
and affordable solution), Dana (gear and lubrication confirmed later on by test.”
design), and Romax (belt drive stage simulation and NVH
analysis). Jérôme Mortal comments: “As well as providing Jérôme Mortal,
great software, Romax provided important engineering Transmission Systems Product Group R&D and
support. Romax was integral in optimizing the durability Electrification Director,
while minimising the noise and vibration and getting the Valeo
best efficiency early in the design process.”

14
Using trustworthy simulation
results to eliminate one iteration of
physical prototyping

In urban mobility, time to market is key. For new

products, typically the customers’ aspiration is 2
years. For this project, Valeo were given 18 months
from concept to start of production. In order to
achieve this significant reduction in development
time, Valeo had to find a way to accelerate the
process. They decided to eliminate one prototype
iteration by using simulation to test the system
extensively within the virtual environment. Having
used Romax software for previous projects,
Valeo had the confidence that simulation results
from Romax could be trusted: confidence which
supported their decision to increase the level of
virtual testing.
Combining proven software
Jérôme Mortal explains: “It is critical that we get and engineering expertise from
a robust design from the very start, and that we Romax gave us the confidence
can rely on the accuracy of the results so that we
to take the risk of eliminating a
can trust them without having to physically test
everything. Tools like Romax have allowed us to full prototype iteration, relying
hugely reduce our physical testing – we only do heavily on virtual simulation.
this now to complement simulation, with approval With this new approach, we
runs on the testbed to confirm the results of the
have achieved a 7 to 9 month
simulation. Not that long ago we were having to
test every single assumption. Now, by the time reduction in development time.”
we get to the A-sample stage, we only test one
Jérôme Mortal,
set of samples before moving to manufacturing.
Transmission Systems Product Group R&D and
Combining proven software and engineering
Electrification Director,
expertise from Romax gave us the confidence
Valeo
to take the risk of eliminating a full prototype
iteration, relying heavily on virtual simulation.
With this new approach, we have achieved a 7 to 9
month reduction in development time.”

Valeo SVA delivered the drive unit just 18 months

after the start of the project (it was launched in
June 2020, and can now be bought in the Citroen
AMI One). But even more significantly, Valeo
SVA have demonstrated that intelligent use of
simulation can allow suppliers to significantly
reduce the time and cost of developing a new
eDrive unit. “We have shown that it is possible to
get a new product into production very quickly,
in a process which is only made possible through
increasing virtual simulation, which in turn is
only possible because the quality of the Romax
simulation results gives us the confidence to
eliminate tests. We are proud of what we have
achieved, and our customer is very happy. We
intend to apply this process and knowledge gained
in future projects.”
| Hexagon

Engineering innovative
ePowertrains
by Connor Lynch and Andrew Johnston, CEng MIET

Figure 4. Exploded view of an ePowertrain.

Electrification is disrupting vehicle powertrain design and ideas to successfully deliver innovative design
and development more dramatically than any other solutions. A systems-approach aids the delivery of a
technological trend in the last 100 years. What used to be tightly coupled, highly integrated and optimised product
based upon simple monolithic architectures, employing solution. Moreover, Model-Based Systems Engineering
relatively simple mechanical and elementary electronic (MBSE) techniques support this approach and can be
systems, are quickly evolving into ‘Systems-of-Systems’, applied to the whole system, including transmission,
with increasing autonomy, high integrity embedded electrical machine, power electronics, instrumentation
software and complex electronics. To manage this and control.
complexity, a systems-approach is required, shortening
development lifecycles and better exploiting technology. To achieve project success and design optimisation, MBSE
Systems Engineering is open, lean, scalable, flexible and should be embedded into the new product introduction
agile, furthermore it helps foster improved understanding process, and be underpinned by established class-

16
leading methods of lifecycle development, emphasised by extant industry expectations, traditional activities and
INCOSE, and fundamentally in accordance with standards outputs associated with AIAG Production Part Approval
including ISO/IEC15288, and Enterprise Architecture Process (PPAP),Advanced Product Quality Planning
frameworks. Through investment in mapping the value (APQP), and ISO 26262 Functional Safety standards can
streams of various processes, standards and industry easily be embedded within the overarching process. The
good practice, System Development lifecycles can end result delivers an optimised, highly integrated and
be made to be both robust and efficient, embodying high-performance solution that exceeds expectations.
a requirements-led process inclusive of functional Additionally, the systems-approach may be applied
safety and cyber security attributes from the outset. to any aspect of ePowertrain design: whole-system,
Understanding the importance and benefits of Systems transmission, electrical machine, power electronics,
Engineering being applied holistically ensures that the instrumentation and control, software, hardware and
right balance of design attributes and decisions are modelling.
made to meet a given application’s unique challenges
and requirements. Applying Systems Engineering
enables the design process to be data-driven from the
outset, bolstered by the heuristic human-touch where The essence of systems architecting
necessary, typically, when there are more subjective
attributes to manage such as is found with non-functional The initial tasks that propel the design process are
requirements, although to reduce subjectivity an requirements elicitation and developing concepts to
architectural approach with a predefined set of evaluation meet these customer requirements. In support of this,
metrics can be employed to consistently review alternative a fundamental part of concept development approach is
concepts against one another. benchmarking, closely followed by architecture definition.
Firstly, a logical architecture is defined, this predominantly
The beauty in embedding the Systems Engineering states the functions which express the transformations
methodology within a project lifecycle is to manage of inputs and outputs as required and generally maps the
the inherent complexity and natural concurrency in flow of information, material and energy within the system.
electrification development projects: a staged approach The functional model is hierarchical, the lower levels of
is used overall, inclusive of agile feedback loops to which are synthesised with the physical architecture when
validate system-level requirements with the customer and down-selected. A behavioural model is then developed:
verify the proposed concept solution. Governing these a dynamic ‘1D’ model of the system behaviour is mapped
changes and interfaces enables concurrent engineering against its requirements, this is again hierarchical and
to take place with inherently understood levels of risk, assembles the functions and subfunctions including
while managing quality assurance throughout. To meet their interfaces and transfer functions. In simple terms,

Figure 5. ePowertrain designed by Hexagon, displayed at CTI.

17
this becomes a closed-loop feedback control
model. The logical architecture serves to help
validate requirements in addition to supporting
the functional safety and security lifecycle, as at
this stage system hazards can be considered and
mitigated by design from the outset. The logical
architecture serves as an important step to permit
ideas without any preconceptions or solutions
being immediately put in place.

Physical product development is based on the

predefined logical architecture. This includes
requirements and functional decomposition,
and the allocation of sub-systems to physical
arrangements which become products: this key
architectural design step is determined around
key principles such as cohesion and technology Figure 6. Model-Based Systems Engineering approach to design supports
choice. The physical architecture, which is again qualifiable embedded code generation.
hierarchical, helps control and manage the
complexity of the system which may be composed
of many hundreds of parts, or more. Evaluation
of physical architecture concepts is also data-
driven, using key architectural evaluation metrics
to ensure a standardised and consistent approach
is applied, supported by analytical, FEA, CFD and
more traditional CAD tools. This is an important
step to ensure the system meets important
targets: this is achieved through dynamic vehicle
modelling including drive cycle analysis, market
studies, system topology analysis and trade
studies with respect to key attributes (e.g. size,
mass, speed, cost, efficiency etc.). An integrated
MBSE workflow can enable a rapid down-selection
of various electrical machine and transmission/
gear topologies. Depending on application, several
thousands of possible ePowertrain concepts could
exist and therefore the rapid evaluation resulting
in a single recommended output that best meets Figure 7. Power electronics.
all of the target requirements is sought after.
The definition of the electronics and software
architecture will be discussed later.
Placing the power in propulsion

Power electronics is at the core of the ePowertrain strength of the materials. An increase in switching
system. In simple terms, the power electronics performs frequency allows the electrical machine to be designed
the function of converting the supply voltage (e.g. DC for much higher fundamental frequencies which enables
supply from a battery or fuel cell) into a variable voltage, efficient, high speed, compact machine designs than has
variable frequency waveform to drive the electrical previously been possible with conventional technology,
machine. The electrical machine is then responsible e.g. IGBT. The devices themselves are also able to operate
for converting this input into a mechanical output, safely and effectively at higher temperatures, thus
generating torque to drive the vehicle. It is clearly evident reducing the demand on the cooling system, thereby
that inadequate power electronics, control system and simplifying external system interfaces. With higher
electrical machine design will limit the performance and switching frequencies also come design challenges:
efficiency of the entire vehicle. Key power electronics parasitic impedances in the internal inverter circuitry
performance indicators include: operating efficiency, can cause signal quality problems. To alleviate unwanted
continuous and peak power capability and lifetime. behaviour, careful printed circuit board routing and layout
Increasing the output power capability, while maintaining is undertaken coupled to high fidelity model-based
cooling performance and reducing the number, size, simulation. The layout, routing and placement is critical to
volume and mass of components are all vital factors in minimising electromagnetic interference issues.
the pursuit of increasing the power density of the power
electronics, and the complete ePowertrain. The key to maximising power density of the whole
powertrain is with the integration of the power electronics
Enabling semiconductor technologies such as Silicon hardware with other sub-systems, predominantly the
Carbide (SiC) and Gallium Nitride (GaN) allow for much transmission and electrical machine. From an electrical
higher switching frequencies to be achieved, owing perspective, component selection is also key to ensuring
to the reduced switching losses and the electric field that optimum design solutions are achieved with minimal
cost.

Figure 8. Summary of ePowertrain lifecycle process.

19
Electronics for electrification

It is perhaps an obvious statement to make that To achieve a demonstrably safe and robust design
electronics technology is what makes electrification solution, an in-depth knowledge of electronics technology,
possible. Historically, control systems tend to have been including microcontroller architectures, system-on-chip,
compartmentalised and separated from the system under FPGA, manufacturing techniques and materials is required
control, however, as the control aspects of any system to ensure reliability is maintained throughout the design
have many inherent interfaces to manage, through careful life and the system remains predictable in its behaviour,
system architecting, design solutions can be delivered down to the deep-submicron transistor level. Model-
which closely couple the controller to the systems under based application software (‘ASW’) development lifecycles
control i.e. the transmission, electrical machine and power to reduce systematic design errors are increasingly the
inverter, whilst maintaining functional safety and cyber de-facto method of code generation. This process is again
security requirements. Developments in electronics predicated upon the robust V-lifecycle process, including
technology is what has made electrification commercially model-in-loop verification, software-in-loop verification,
possible in the first instance: high fidelity variable voltage hardware/processor-in-loop verification, and finally
and frequency electrical machine actuation and control hardware/powertrain-in-loop verification and vehicle
was not possible before the development of integrated level validation testing. These steps are predominantly
circuits, gate drives, and moreover, microprocessor based focussed on ensuring the proposed solution meets its
control with software. It is through these technologies functional and performance requirements, but also serves
where the level of complexity increases to a level which as an opportunity to refine the control algorithms to meet
calls for modern system design methods and tools. Again, cardinal requirements such as transmission shift quality
here is where MBSE tools can help manage the inherent targets.
complexity of modern electronic microcircuits and
programmable electronics. Standards such as IEC61508
and ISO26262 further support the Systems Engineering
Framework enabling safety risk reduction and high
reliability electronic systems.

A systems-approach inherently helps optimise the control

system design implementation from the outset, and is the
only way to achieve a robust safety and security case in
line with industry expectations, ensuring that it manages
and commands the behaviour of the system as expected.
Much of what typically applies to control system design
applies to the power electronics also, simplistically, the
only real differentiation is that power electronics manages
high voltages, and the control electronics manages low
voltage interfaces. Once the system boundary, safety
and security hazards are understood, control system
detailed design can commence. This involves defining
the electronics hardware and software architecture,
including consideration for several design parameters,
such as measurement accuracy, time response and the
responsibility of sub-system/function; i.e. the accuracy
and reliability of the decisions the control system
is expected to make to ensure the correct and safe
behaviour of the system. For multi-speed transmission
control, shift quality is another key design attribute which
strongly influences the physical architecture selection,
including the transmission gear-shift sub-system.
How Hexagon applies Model-Based
Systems Engineering

Hexagon have designed and built ePowertrains for over requirements, and testing; aligned to the robust V-lifecycle
a decade, delivering full turnkey solutions for a number model. By having employed the model-based approach,
of OEMs and Tier 1s for a number of different hybrid and Hexagon have created ePowertrain digital twins, which
battery electric vehicle segments. Hexagon integrates have been validated on numerous projects through
MBSE into our product development lifecycle, which is hardware testing, increasing confidence in our design
utilised to support the validation of requirements, help approach and toolchain.
inform the customer and other stakeholders regarding
design and development maturity, as well as defining
the detailed design solution itself which de-risks the
production phase.

Hexagon’s suite of tools and MBSE approach allows the

analysis of critical attributes and cardinal requirements to
rapidly develop physical architecture concepts which align
to customer expectations, aiding prompt design down
selection. In addition to this the electronics aspect of the
architecture is also developed, initially based on validating
key logical and physical interfaces, while considering
associated safety hazards and cyber security threats.

This MBSE environment is also used to support the

preparation of supplier selection (and development if
required), including part production. In support of this,
at Hexagon we have a global network of key partners and
precision suppliers to support prototyping, production

21
| Hyundai WIA

More focused, streamlined

and low-cost development of
innovative products
by Dr. Melanie Fitton-Hayward

Part of Hyundai Motor Group, Hyundai WIA produces a “We’re a leading manufacturer specialising in powertrain
range of high-tech products including key automotive and driveline,” says Kisung Lee, Senior Research Engineer.
components, machine tools, industrial machinery and Products include engines, four-wheel drive (4WD) parts,
defence products. The company has evolved from one of manual gearboxes, six-speed dual clutch transmissions
Korea’s leading companies into a world-class corporation, (DCT), half-shafts, chassis modules, reduction gears
using innovation to help ‘build a better future for all’, for electric and fuel cell vehicles and electric couplings.
with 5 R&D centres including Uiwang (Machine Tools), Since implementing Concept, Lee says, Hyundai WIA has
Hwasung (Powertrain and Driveline) and Changwon used the software in a feasibility study for diesel manual
(Industrial Machine) in Korea alongside Detroit in the transmissions, system efficiency analysis including motor
USA and Frankfurt in Germany. Hyundai WIA’s Drivetrain specification in the development of an electric vehicle (EV)
Engineering team, Powertrain and Drivetrain Testing team, speed reducer, a 4WD project, concept design assessment
Control Logic Development team, Engine Engineering for new industrial machinery, and to make process
and High-Tech Engine Component Engineering team use improvements in its overall design and development
Romax software including Concept to streamline and capability. “Concept software is the starting point of the
enhance the design and development process. whole product developing,” Lee continues. “We chose

22
 Figure 9. Example Concept model in 2D view.

Romax software because it covers the whole geartrain

Client development process – and it’s also used by Hyundai
Leading Korea-based automotive parts and machine Motor Group. The results Romax software provides are
tools business; total annual revenues of more than US very helpful, and the main benefit is time saving, enabling
$8 billion. us to calculate and analyse areas ranging from gear life
and fatigue to efficiency without using other software
Challenge packages.”

More quickly and accurately design and develop

multiple products in broadly similar areas (e.g.
drivetrain) but with highly different requirements/
end users, meaning varying technical targets and Accelerating delivery of higher quality
development goals. products

Solution Lee says the main challenge in design and development is

having the flexibility to address the demands of multiple
Romax Concept software for initial design stage
products with different uses, meaning varying technical
investigations, and other Romax tools for further,
detailed simulation of the gearbox model. targets and development goals: “We needed to create
a new gear design and development process to meet
additional customer demand for manual transmission
Benefits and 4WD parts, covering changes to gear ratio, diesel and
Optimise designs earlier to move closer to ‘right gasoline engines, torque, and centre distance.”
first time’; drive process improvements with Romax
underpinning the ‘Agile Develop’ approach; make This streamlined process – known as ‘Agile Develop’ –
significant time and cost savings while addressing accelerated delivery by taking customer requests into
global standards including ISO and AGMA. design assessment and detailed design far more quickly
than before. “We developed this process using Romax

23
 geometry, gear strength and calculating the bearing load
and indicating load direction in the first stage, through
to detailed gear design review, vehicle level system and
energy efficiency, and material cost estimation in the
second stage.” During the process, Hyundai WIA uses the
full range of Concept’s report functionality, including:
design summaries and component position reports,
material costing, ratio selection, tooth passing frequency,
gear sizing, clutch capacity, bearing load and life ratings,
axial force reports, gear ratings, efficiency and fuel
consumption.

‘Right first time’

Lee says Concept enables a more streamlined and

compact development loop: “It helps decrease
Figure 10. Example Concept model in 3D view.
development time and helps in minimising design failure.
Through a smaller development cycle we can make
products more robust at an earlier stage - using Romax
enables us to overcome limitations we might face, as
software,” Lee says. “We’ve been using Concept since well as meeting ‘right first time’ design requirements.”
2013, and other Romax tools since 2009.” Concept is The benefits of an enhanced design capability early in
mainly used by the Driveline Engineering team, with other the process are clear: “It relates to the cost effect,” Lee
Romax tools used by the Powertrain/Industrial Machine adds. “With Design For Six Sigma (DFSS) and the Six
Design team and Analysis team. “While other software Sigma process improvement approach, most companies
can be helpful to design just one pair of gears, you can’t now appreciate the benefits of early-stage design fixes.
look at the whole system. Romax enables the analysis and Our internal customers – including Control, Shift Quality
calculation of the entire system – we can carry out whole- and Vehicle Test teams – want to receive complete
system analysis.” development parts, not a developing one. So Romax
software is extremely helpful to design ‘right first time’,
Models can be begun in Concept, or imported in from the including both part optimisation and process optimisation.
Romax model library, in order to explore geometry, speed, Time and cost savings with great results are the main
rating and load dependencies, and carry out dynamic reasons Hyundai WIA uses Romax software.”
analysis. Then, results are exported for further finite
element, structural, micro geometry, NVH and durability Lee says the company will continue using Romax to
analyses in Romax, including correlation with test results. create new products, including a new-type speed
If required, fully interoperable capabilities enable the reducer for next generation Fuel Cell Electric Vehicles
Romax model to be exported back into Concept. “We can (FCEVs), multi-speed 4WD parts and industrial machine
carry out a simultaneous design assessment between gearboxes – with, he says, the entire process from
concept design and detailed design, with the opportunity concept design and design assessment, covering
to review the various specifications involved,” Lee explains. both gears and bearings, underpinned by Romax. “We
“The process is simple and easy to show. Without Concept, value Romax as a powerful calculation tool in line with
this would be impossible. Our design teams now follow this global technical standards such as ISO (International
process, which is extremely helpful in choosing the part Organization for Standardization) and AGMA (American
specification and feeding into further analysis.” Gear Manufacturers Association). Over the years, the value
of Romax has increased through additions and upgrades
including on their NVH, Finite Element (FE) analysis, and
efficiency capabilities. For gear design, Romax is the most
Powering development effective and powerful package I have ever used.”

Concept enables more informed and focused decision

making earlier in the process; this has led to more agile
development of manual transmissions, speed reducers
and 4WD parts, as well as providing a new layout design
for machine tools including a large lathe. Lee says, “Romax
enables us to move more quickly and easily from basic

24
| Technische Universität Darmstadt

Designing a brand new

optimised two-drive
transmission
by Dr. Melanie Fitton-Hayward

Technische Universität Darmstadt is a German research Driving innovation in the powertrain

university with an outstanding reputation. Focused on
helping industry meet the challenges it faces; technology The geographical range of electric vehicles (EVs) is limited
is at the heart of its research and teaching. TU Darmstadt’s by battery capacity, and this is often suggested as a reason
Institute for Mechatronic Systems in Mechanical Engineering why initial uptake of EVs by consumers has been sluggish.
(IMS) aims to deliver innovation and to drive progress through “We wanted to maximise the efficiency of the powertrain to
the interaction of classical mechanical engineering, electrical extend the range of a vehicle in electric mode, and look at
engineering and computer science, with “systems thinking” further extending the range by adding an internal combustion
at the forefront of its approach. engine (ICE),” König explains. “This led to an innovative
two-drive transmission concept for a powertrain, with the
As part of this, IMS is using Romax modelling, simulation and promise of high levels of efficiency in both electric and hybrid
analysis capabilities to support the development of novel driving modes.” The research is supported by public funds
engineering concepts - including transmissions for hybrid from Germany’s Federal Ministry for Economic Affairs and
vehicles, for which Romax’s system-level analysis is critical. Energy (Bundesministerium für Wirtschaft und Energie,
“We used Romax within the development process for a new BMWi).
transmission system for electric range-extended vehicles,”
says Ruben König, Research Associate, IMS. Transmission Typically found in plug-in hybrid electric vehicles (PHEV), the
design was carried out using Romax software to create parallel hybrid system is the most commonly used, coupling
simulations and enable efficiency analysis. “Efficiency maps an electric motor with ICE. Alternatively, components of a
of transmissions can be very hard to calculate, so we needed series hybrid drivetrain in extended-range electric vehicles
Romax to provide this information.” (EREV) include electric motor, gasoline engine, computer

25
controls, battery and generator. Power-split or series-parallel
hybrids are variations on the parallel arrangement that
include power-split devices, allowing for power paths from
engine to wheels to be either mechanical or electrical. As
you would expect, there are pros and cons to the different
approaches. “Our project looked into different PHEV
concepts,” says König. “We’re mainly interested in parallel
layouts as they are generally agreed to be the most efficient.
P2 [parallel two-clutch systems] are interesting but costly,
and have complex transmission technology. The two-drive
transmission has less complexity: only two gears in both
transmission sub-systems, and fewer parts. There are also
no friction elements, no friction couplings, no synchronisers,
so it’s highly efficient. We identified potential to make
improvements in terms of efficiency and cost.”

Figure 13. CAD model of the complete powertrain.

Optimising design and development

König continues, “The main challenge was to formulate an

appropriate optimisation strategy, then set up simulation
models that applied our approach.” Simulations using
Romax software focused on analysing the efficiency of the
two-drive transmission (series-parallel hybrid design). This
approach would, König says, “Be highly efficient in electric
driving and deliver efficient parallel hybrid modes, with series
hybrid modes for special situations.” This approach ‘ticked
Figure 11. Romax model of the two-drive transmission. the boxes’ in terms of a workable powertrain concept that
met all criteria: two parallel two-speed transmission sub-
systems (Automated Manual Transmissions) providing high
efficiency due to load shifting, a high starting torque and
high maximum speed; two small electric machines, meaning
no interruptions of traction force during shifting, and high
efficiency from the machines at low loads; and Range-
Extender capabilities thanks to the presence of both parallel
and series hybrid modes.

“Romax software allows us to design systems and

components at a level of detail that’s not too deep but still
provides the right level of information,” König says. “For
example, we need efficiency maps of the transmission but
didn’t have a detailed design - so we could create the first
model and then scale the efficiency map.” This illustrates
the Romax ‘right first time’ methodology, providing designers
and engineers with the precise level of detail and complexity
to perform the task at hand in a focused way, avoiding
pitfalls and optimising designs at a far earlier stage. “You can
have the right level of detail depending on what you want
to do,” König says. “In the concept phase, you can create a
Figure 12. CAD model of the two-drive-transmission including
simple model and run basic analyses, to get an indication of
eMotors and shift actuators. performance. When you’re ready for a more detailed design,

26
you can input a great deal of detail already, and so get more Saving time with CAD Fusion
representative results. It was particularly important we could
trust our efficiency maps and calculations, and Romax has More detailed design of the alternative layout was performed
done a lot of validation work for its models.” using CAD Fusion and Romax software. “We modelled in
Romax and could switch easily to CAD Fusion, to check
Multi-objective optimisation work included examining a everything worked and it fitted the packaging space, making
multitude of parameters, including the power of the electric changes and adding more detail if necessary, then importing
machine and ICE, and gear ratios, looking at complex the model back into Romax. We could do this several times if
inter-dependencies and their effects on efficiency and required, and very quickly. CAD Fusion was extremely helpful.
performance. “We had clear requirements in terms of We’ll use this same methodology on future projects and plan
minimum torque, minimum electric high speed, and minimum to use CAD Fusion earlier in the process, so it can save even
hybrid high speed. We came up with a straightforward more time on the initial simulation model.”
transmission layout, with the first design produced in Romax
and efficiency maps generated, then an alternative layout Romax’s process facilitates a ‘right first time’ design
produced with coaxial shafts.” approach, achieved through whole system analysis in
Romax and faster modelling using CAD Fusion, underpinned
by Romax’ cutting edge technology in terms of efficiency
calculations and hybrid transmission design and analysis.
König concludes, “We have created a promising powertrain
concept, offering high efficiency in both electric and hybrid
We have created a promising driving, good driving performance, and simple transmission
powertrain concept, offering technology. All design and efficiency calculations, as well as
high efficiency in both electric modelling and simulations, were done using Romax.” With
and hybrid driving, good driving these phases of the project complete, plans are under way to
build prototypes of the new two-drive transmission.
performance, and simple
transmission technology. All
design and efficiency calculations,
as well as modelling and
simulations, were done using
Romax.”

Ruben König,
Research Associate,
IMS
| Hexagon

Connecting CAE tools

for design of electrical
machines
by Dr. Rob Holehouse

The industry is shifting towards pure The way in which organisations use CAE is changing.
Simulation is no longer the domain of specialists within an
electric. Enabling this major move to analysis department, but rather an activity which many
occur at a commercially viable cost relies engineers and designers are expected to take part in.
This is particularly apparent in the automotive industry’s
on global manufacturers, OEMs and tier 1s accelerating movement towards electrification. Electrified
investing heavily in new technologies, and drivelines require simulation of many different areas
of physics, which all require different CAE packages:
learning how to overcome new simulation electromagnetic, structure, dynamics, fatigue, thermal,
challenges. tribology, and control. Simulation tools must thus allow
engineers working in different physics areas to work
together smoothly, or provide democratized solutions
so that users can work outside of their primary area of
expertise.

28
Previously, electrical machine designers might have both static and dynamic behaviour and responses of
focused on electromagnetic analysis, working primarily the entire system. Gaining these insights helps equip
in this domain and then passing the final design to designers and engineers with knowledge to make informed
specialists in other fields. However, in light of greater engineering decisions to improve performance in different
demand for innovation and pressure to get to market areas. The most effective drivetrain simulation and
quicker, electrical machine technology is rapidly evolving. analysis should be designed to enable this, and as early
Against this changing landscape, more is being demanded in the development process as possible, to predict issues
of powertrain design, and motors are required to have and avoid potential problems, thereby enabling cost, time
higher torque densities and higher speeds. Additionally, and resource savings.
as systems become increasingly integrated, it is critical
to capture this integration at the simulation stage: One of the key areas where system integration simulation,
component analysis (particularly where some components or lack of it, presents a challenge, is noise. The major
are electrical and some mechanical) in isolation is no source of noise associated with traditional internal
longer sufficient to keep ahead of the curve. combustion engine (ICE) vehicles is the engine. Although
car manufacturers actively seek to reduce noise from
Experience has shown that designing a motor and the engine to improve the driving experience, the
gearbox in isolation can lead to suboptimal results: crucial characteristic wide frequency range of engine noise
interactions that could, for example, make a finished means this sound is considered more acceptable and
EV motor system extremely noisy may only be revealed less annoying than the narrow frequency tonal noise from
during testing, by which time it can be too late or costly electrical machines and gears which it masks. Although
to make significant changes. It is essential to consider electric vehicles (EV) may be quieter overall than their ICE
the complete system when evaluating key performance counterparts, NVH remains an important consideration in
metrics, including durability, efficiency and NVH, with the design of EV drivetrains.
coupled electro-mechanical simulation vital to predict

29
Excitations which can lead to noise stem from both respect to application rather than specific. Furthermore,
mechanical and electromagnetic sources such as building a suitable model of a complex system with a
transmission error and torque ripple. With packaging generic FE programme can take an extremely long time
constraints on the EV drivetrain often resulting in an by experienced analysts, and the resulting model can
integrated electro-mechanical system in which the often have high computational capacity and solve-time
gearbox shares a housing with the electrical machine, an requirements. Such models can also be difficult to
integrated electro-mechanical approach to design and parameterise or use to analyse a range of designs.
analyse this system is therefore necessary. The reality
is that few effective analysis tools exist that enable fast The Romax toolset provides an alternative solution. Romax
and accurate model generation and that therefore provide Evolve, released to the market in 2019, combines the tools
solutions to problems that require both electromagnetic required for structural and dynamic analysis of electrical
and mechanical analysis. machines within one application specific tool. Evolve
offers a simplified, parametric modelling process for
The most effective integrated motor system designs rapid structural modelling, complete with links to leading
require an holistic approach to simulation and analysis, CAD tools for geometry import/export. Added to this are
capturing electro-mechanical interactions from the various analysis tools to evaluate, for example, bearings for
outset. The electrical machine designer needs tools for durability, and motor efficiency and energy consumption
not only electromagnetic analysis but also structural considering bearing, seal and electromagnetic loss
analysis, and, crucially, needs to be able to simulate mechanisms. Users can also perform NVH analysis
and analyse as early in the design process as possible. of electrical machines including electro-mechanical
Whilst many finite element (FE) packages facilitate a wide excitation sources and rotor mechanical imbalance NVH,
range of multi-physics analyses, these are generic with whilst an embedded acoustic solver brings complex

Splines
3D user-defined stiffness or FE contact
analysis mesh

Gears
Axisymmetric shafts Romax analytical representation
Timoshenko beam

Simple bearings
User-defined stiffness values
Complex shafts
3D FE meshes
Detailed bearings
Romax detailed analytical models

Radial and axial clearances

Non-linear contact elements Non rotating complex structures
3D FE meshes

Figure 14. System structural modelling using the Romax methodology.

30
 Figure 15. Structural model of an electrical machine
in Romax Evolve.

Figure 16. NVH analysis of an electrical machine in

Romax Evolve.

simulation of radiated noise to the non-expert. It also links

with the rest of the Romax product suite, for more detailed
analysis as part of a full electromechanical drivetrain
model.
As well as integration within the Romax product suite,
Romax software is designed to only use the appropriate integrations to third party tools via custom interfaces
amount of detail at the appropriate time and for the and workflows provide critical solutions to the current
appropriate components, to minimise simulation time engineering challenges. In particular, moving between
whilst maintaining accuracy. A model can be generated electromagnetic and mechanical simulation is critical,
using a combination of techniques specifically chosen using a combined physics simulation methodology to
to minimise the size and complexity of the model by only target failure mechanisms that can become critical issues.
including details necessary for the required analysis. To facilitate this integration, Romax software enables
For example: Timoshenko beam elements rather than workflows with major electromagnetic FEA tools, including
finite elements are used to model shafts so that shaft JMAG, Ansys Maxwell, Motor-CAD and Dassault’s Opera.
bending motion is captured accurately but radial
deformations, which are too small to be of interest to the At the concept design stage, motor geometry and loss
analyst, are not considered. However, the housing and data can also be exported from JMAG-Express Online
stator is modelled with 3D finite elements so housing design tool, and imported into Romax Evolve to quickly
deflections can be captured. In this way, the global produce a simple structural model of the electric machine,
deflections of the entire system can be calculated and suitable for rapid investigation of motor packaging and
the reactions and stiffnesses contributed by the gears shaft design. Romax Concept users can also import
and bearings accounted for, minimising simulation time a complete structural representation of an electrical
while maintaining that all-important accuracy. Engineers machine, to quickly investigate packaging and topology
thus have more opportunities to avoid potential problems layouts of integrated electromechanical drive systems.
earlier in the process and thus save both time and
money. Moreover, using appropriate levels of detail at the Electric vehicle efficiency is of high importance when
appropriate time, the Romax approach ensures an optimal specifying the drivetrain to achieve a certain range
trade-off between time and accuracy: models with less requirement – every Joule of energy lost to inefficiency
detail at the early stage, to enable faster investigation of translates directly to additional capacity in a heavy
the design space, and models with greater detail at later and expensive battery. Although electromagnetic loss
stages, to support more advanced analysis and ensure mechanisms (iron and copper losses) may be dominant
high levels of quality in the final design. in the drivetrain, it is also important to include the

31
mechanical loss mechanisms (bearing and seal drag in As part of detailed design, electromagnetic forces (stator
the motor, and gear loss in the gearbox). By importing tooth forces and torque ripple), can be exported from
electromagnetic loss maps into Romax Evolve or Romax JMAG-Designer, Ansys Maxwell, Motor-CAD or Dassault’s
Energy, these losses are combined with mechanical Opera electromagnetic analysis for use in eNVH analysis.
losses, giving a holistic view of all loss mechanisms in the Passing all necessary data within a single datafile
motor or drivetrain, giving maximum confidence that the simplifies the analysis workflow between these tools
drivetrain design will meet loss targets. and Romax NVH analysis, reducing data handling and
minimising the risk of user error. This data may then be
read directly into Romax Evolve, to simulate eMotor NVH
behaviour, or into Romax Spectrum to evaluate system-
level NVH behaviour of an integrated electromechanical
drivetrain.

As well as with electromagnetic tools, Romax software

provides further links to enhance the electric powertrain
design process, including to vibro-acoustic partners such
as Actran for detailed acoustic simulation, VI-grade for
full-vehicle NVH assessment, to structural FEA tools, to
CAD packages, and to CFD partners.

In the face of the changing CAE industry, Romax Evolve

brings complex simulation to the non-expert, providing
a key part of a multi-fidelity, multi-disciplinary design
process.
 Figure 17. Acoustic analysis in Romax Evolve, using
embedded technology from Actran.

What makes the Romax approach • Methodology and proven workflows developed by
different? experts in the field of motor design
• Enables the integrated (holistic) design of motor and
EV powertrain design clearly benefits from a holistic gearbox systems for EV powertrain
approach to electro-mechanical system simulation and • Specifically designed to reduce NVH: true system
analysis. The Romax methodology enables important optimisation for low noise
electro-mechanical interactions, the full system response, • Earlier simulation and modelling saves time and
to be captured from the start of design and development. reduces costs later in the process
• Delivers time savings in product development cycles
Romax sits at the heart of an integrated simulation, through streamlined processes
analysis and design ecosystem that incorporates other • Supports greater design flexibility and choice to help
“gold standard” software providers and tools, including the improve quality
leading electromagnetic FEA packages. • A proven software suite, regularly updated, with
outputs tested and validated
• Backed up by experts with years of experience in
gearbox NVH and a proven track record in supporting
customers in the move into EV

33
| Hexagon

Improving noise
performance in electric
and hybrid vehicles
by Dr. Michael Platten

Innovative thinking and applying a Introduction: innovation in design to

improve NVH performance
powerful methodology earlier can help
to design quieter and more effective Continuing calls to reduce CO2 emissions have provided
automotive companies with a significant incentive to
environmentally friendly cars for a mass develop, manufacture and bring to market electric
market. vehicles (EVs) and hybrid electric vehicles (HEVs, or
hybrids), rather than producing niche vehicles in small
volumes. This can only be achieved if the vehicles have
a wide appeal to consumers and satisfy all the quality
criteria that consumers expect in existing products: with
EVs far quieter than internal combustion (IC) engine-
driven vehicles, noise performance and wider NVH (noise,
vibration, harshness) issues have come to the fore. This
paper describes recent experiences in simulating and
reducing noise in an EV powertrain using a switched

34
reluctance machine (SRM). It covers the process and
results for noise simulation of the complete powertrain:
dynamic properties are modelled as a whole-system
and subjected to motor excitation (torque ripple,
electromagnetic forces and rotor imbalance). Innovation
comes from the speed of modelling and analysis: analysis
and data interpretation takes place early enough in a
project to enable effective steps to be taken in reducing
noise. This contrasts with the more typical approach of
simulating problems that have already occurred in testing.

Vehicle OEMs tend to rely on component suppliers to

Background and challenges design, test and manufacture sub-systems which are
then assembled into the vehicle. As a result, suppliers
In recent years, passenger cars have seen improved noise, may design and develop “quiet” sub-systems to what
vibration and harshness (NVH) performance thanks to are considered “state-of-the-art” levels, for the vehicle
new methods used in design, analysis, development and OEM to find that the assembled electric-powertrain is
manufacture. With the price of vehicles in real terms falling unacceptably noisy. How can these various issues be
while quality and performance increase, this winning resolved in the most effective manner? Computer-aided
combination of quality and price sets a high benchmark engineering (CAE) tools for simulation and modelling
for EVs and hybrids to achieve. Improving the noise should be the answer. Problems arise, however, in the way
performance of EVs is essential, not least to help them such tools are applied, the underlying functionality they
gain wider acceptance with consumers, but addressing offer, and the point in the development cycle at which they
this raises a number of important issues. are deployed.

Noise performance: challenges to overcome

While everyone agrees that EVs have a bright future, the Keep the noise down: rethinking
price volatility and uncertainty of supply of rare earth simulation and modelling
material is making an approach based on Permanent
Magnet Synchronous Machines (PMSMs) increasingly The methods used by designers and engineers to develop
less attractive as a solution for mass production. This is quieter products have progressed substantially in the
why companies are seeking alternative and potentially last two decades, using, for example, CAE tools such as
more cost-efficient motor technologies such as Switched Multi-Body Dynamics (MBD), Finite Element Analysis (FEA)
Reluctance Motors (SRMs) as the way to mass-produce and Multi-Domain Simulation tools. The overall objective is
motors cheaply. Further, running a motor at higher speeds to simulate the dynamics of systems to identify and solve
allows greater power density, giving lower weight, smaller problems without having to manufacture – although for
motor and lower overall cost. most companies, this remains an aspiration rather than
business-as-usual.
In terms of NVH, electric vehicles do not benefit from
the “masking” effect normally provided by an internal Typical approaches: “too complex, too late”
combustion (IC) engine. What is more, SRMs have worse
vibro-acoustic behaviour than their PMSM counterparts. In motors, electromagnetic forces are largely responsible
SRM waveforms are non-sinusoidal, meaning SRMs have for the excitation that causes NVH, with such forces
extremely high harmonic content compared with standard typically calculated analytically or numerically. The
rotating field machines. Moreover, the radial forces that numerical approach is usually performed using a software
largely cause stator vibration are strong, as torque is tool to discretely solve differential equations that
produced by reluctance force and not Lorentz force. The describe the electrical machine, and which accounts for
harmonic frequencies are proportional to speed, with the geometry and the electromagnetic non-linearities.
high rotational speed making low order harmonics hit the The vibration response is provided by a 3-D structural
structural resonances earlier. FEA or MBD. The current “state-of-the-art” approach for

35
vibro-acoustic simulation of an electrical machine
is a coupled co-simulation between the tool that
calculates the electromagnetism and the FE tool
that determines structural behaviour. As a result, the
structural FEA has to be solved in each time step.

This makes the entire approach time consuming and

so largely impractical for a complete powertrain.
Figure 18. The force shapes derived from the electro-magnetic
Indeed, full run-ups or even whole driving profiles are simulation, expressed as a Fourier series.
all but impossible. Such models cannot realistically
be used to guide the design process in a way that
eliminates problems before they occur: ‘right first
time’ is the ideal. While MBD packages and Multi-
Domain Simulation tools are also frequently used for
time domain simulations, once again, modelling and
analysis is too slow for results to be useful in guiding to problems. For example, torque ripple is not usually in itself
design at a time when such interventions could have an NVH issue so long as the “system” consists of the single
the greatest impact. shaft of a motor. However, once this is passed through the
gear pairs, this torsional excitation is converted into radial
excitation - leading to housing vibration and radiated noise.
Some observers have described how modelling the motor
“Division of responsibility” in a fragmented design alone can imply no problem at all with motor noise, whereas
process including the full driveline indicates a noise propagation
mechanism for the torque ripple through the gearbox
Using FEA, a system’s natural frequencies and housing. The risk, once again, is that such issues are revealed
dynamic response to an excitation can be calculated. only once a prototype is already assembled.
It is accepted that to simulate phenomena whose
excitation is inherently periodic such as gear whine,
torque ripple and imbalance, it is more efficient to
simulate in the frequency domain. The system is Dealing with complexity
linearised, with the loss of non-linear behaviour more
than compensated for by the speed of analysis gained Problems tend to emerge if “generalist” tools such as FEA
and improvements in the “interpretability” of your and MBD are applied to simulate noise in complex systems.
results, with transfer functions giving an instantly Modelling the system becomes extremely time-consuming,
interpretable indication of system behaviour across a with automeshing of little use in modelling non-linear
wide range of speed conditions. components such as splines, gear meshes and rolling
element bearings. Such modelling requires high levels of
However, when simulating for natural frequencies expertise, which is often in short supply and therefore has
and dynamic response, the definition of the “system” a high cost associated. Analysis times are long and the
actually often follows the standard “division of data difficult to interpret, meaning an extremely slow and
responsibility” that exists in industry’s supply chain. elongated process. At best, such analysis of NVH issues
A motor manufacturer will focus on the motor system tends to only be applied to problems that are identified later
and simulate the rotor shaft, bearings, housing, and in the process, during hardware testing, and need resolving
so on; motor excitation of the torque ripple, radial – rather than being used to avoid problems and optimise the
forces and rotor imbalance will be included. Similarly, choices available to designers and engineers far earlier in
a gearbox manufacturer will focus on gearbox shafts, the design process. These may be CAE tools, but the main
bearings, gears and housing, with excitation coming purpose of using such tools and techniques is not being
from the gear transmission error. This division can lead realised.
A different approach Increasing speed, gaining more easily interpreted
results
As an alternative to the previous approaches, Romax tools
apply a different methodology that aims to overcome With the electric motor, excitation is in the form of force
the limitations of the conventional approach. The shapes (see Figure 18). A simulation of the electromagnetic
methodology is founded on two core principles: behaviour of the motor is used to provide force-shape
amplitudes for the modal superposition. These shapes
• The speed of the process means results are available are the modal excitation of the structure’s eigenmodes.
to designers, engineers and other decision makers The forces that influence the acoustic behaviour of the
within a time frame that enables more focused, machine are usually radial force. The method we suggest
informed effective design decisions far earlier in the also works for tangential and axial forces, to model a
process Switched Reluctance Motor (SRM), integrating a phase-
voltage equation using a multi-domain simulation tool,
• The results provided can be more easily interpreted and in a step that incorporates the geometry of the SRM
and so guide smarter ‘right first time’ engineering and material properties of the steel used. A temporal
design decisions Fourier analysis is also performed to further determine
excitation. The force shapes are applied as excitations to
The methodology works in the frequency domain and the drivetrain structure, and the dynamic response found
calculates the eigenvectors and eigenvalues of the using the principle of modal superposition. From there the
complete structural system of a powertrain. From here, a surface vibration and radiated noise can be calculated.
number of analyses are now possible, from which a range
of more informed engineering assessments can be made.
This methodology makes use of the principle of modal
superposition in calculating system response. From this, Understanding “the full system response”
the resulting vibration due to a number of excitations and
their harmonics can be calculated, and the operating With the importance of modelling the whole system
deflected shape can be viewed, to give the resulting established, in this case that meant not only the motor
vibration at any frequency. The speed of the process but also gearbox components and housing, mounts,
means that such data is available early enough to inform driveshafts and power electronics housing. This would
the design team to make design improvements.

Measured vibration from test data Predicted vibration from Romax

40% maximum drive torque 40% maximum drive torque

Figure 19. Comparison of test and simulation results for vibration for an EV powertrain.

37
provide a far deeper understanding of the full system “Failure Mode Avoidance” rather than “the perfect
response and avoid the problems arising from simulation simulation”
of separate sub-systems alone. For system modelling, a
proprietary design and simulation package for drivelines The method described thus far is suitable for the
was used to model the shafts and bearings of gearbox and rapid simulation of a complete EV powertrain, with all
motor, gears, mounts, driveshafts, stator and the housing components included. However, if the design is complete
of the gearbox, motor and power electronics. Like many then most of the design decisions which affect whether
FEA based approaches, the method involves multiple the system will be noisy or not have already been made.
coupled shaft systems, with a linear model used to derive Too often, “design for low noise” means “design for low
mode shapes forced in the frequency domain. The housing excitation” (excitation meaning torque ripple, transmission
is included by taking an FEA model of it, and performing error etc.). What is needed is insight into the noise
a dynamic condensation using Craig-Bampton modal performance at the concept design stage, when the
reduction. Component Mode Synthesis is used to link the outcome can be more easily influenced.
reduced dynamic model of the housing to the dynamic
model of the internal components. At this stage the housing design is not complete and may
not even exist, so the aim is not to produce “the perfect
The most importance difference between this approach simulation”, rather to indicate the major problems, identify
and methods based solely on generalist FEA packages the best performing layout and provide guidance to
is the use of specific algorithms to calculate the the design team on vibration reduction. Other industry
stiffness of non-linear components (rolling element experts, who espouse “Failure Mode Avoidance” rather
bearings, gear meshes, splines) – resulting in solution than perfect simulation, increasingly embrace this
times many times faster. At the same time, tailor-made approach. Our goal here is to better understand the
post-processing routines enable analysis results to be principal noise generation mechanisms and reduce them,
interrogated effectively. This method’s accuracy has been rather than to proceed to prototyping in ignorance of what
proven in many projects, including EV applications, with the vibration peaks may be.
implementation by some manufacturers reducing the
time spent on NVH modelling and simulation by 80% when Hexagon has developed groundbreaking approaches
compared to generalist FEA tools. This improved speed in that allow the noise performance of the system to be
analysis and interpretation is critically important for NVH assessed during the earliest stages of concept design,
simulation to help in the design process. so the design team can select the quietest concept and

No housing, but complete

System Concept with driveshaft and vehicle
definition
System
Sum total power through test
System detailing / bearings
sub-system design
Basic housing design (no ribs)

Mount stiffnesses from

reference data Sub-system
test
Sub-system detailing Completed housing design
/ component
Final simulation for
selection refinement
Component
test
Component
detailing

Figure 20. Development and maturation of the simulation model - with reference to the V-model
systems-approach for design and development.

38
take steps within the design process to further minimise
the system’s dynamic response. As a result, peaks in
dynamic response were specifically targeted for reduction
through intentional design modifications. This proved to
be successful, meaning that “design for low noise” now
means “design for low excitation AND response”.

Conclusion

While it has been accepted that the most effective use of

CAE is in the prediction and prevention of problems, until
now the process of NVH simulation has been too slow
to achieve this, and has been limited to correlation and
elimination of problems once they have already occurred.
CAE tools have often focused far too much on achieving
greater capability of simulation (in isolation). The belief
is that by modelling and analysing the world with greater
levels of precision, then greater insight will be achieved
and CAE will achieve its goal of engineering better
products. However, the risk is that by targeting greater
precision, the modelling and analysis process becomes
far too slow and the results too difficult to interpret.
Engineering insight is lost and results are not available in
time to genuinely inform and shape the design process in
the optimum ways.

Hexagon has shown that by using the correct analysis

tools and by creating the right model at the right time,
it is possible to simulate the noise from motors and to
systematically target noise reduction during the design
process. This represents a significant change from
approaches used to date and directly targets the aim of
CAE: engineering better products.

Through projects such as ODIN (see p40) and in our own

R&D and workshops, we have shown that at successive
stages of the design process, the predicted peak levels of
vibration can be systematically targeted and reduced. This
represents a significant development that goes beyond
what has been previously achieved – and we believe can
significantly assist EV powertrains in achieving the design
refinements required to make them acceptable for a mass
market. The process can be illustrated using the V-model
for system design and development. We are targeting
insight at all points in the design process (the left hand
side of the V) when it is cheaper and easier to fix, rather
than waiting until the bottom of the V or, worse, until the
end of the development phase when the full powertrain is
finally assembled.

39
| Hexagon

Powering the electric car

market through innovative
integrated powertrains
by Barry James

The four-year ODIN project aimed to develop a compact The project emerged because the EU wanted to stimulate
and cost effective powertrain for electric vehicles (EVs). growth in the EV market by reducing overall vehicle costs,
Co-funded by the Seventh Framework Programme for achieved via the smarter integration of gearbox, motor and
Research and Technological Development (FP7), which electronics, and avoiding permanent magnets. Through its
brings all research-related EU initiatives together under innovative software and consulting expertise, the Romax
a single umbrella, the consortium partners included team accelerated development, pushing designs in the
Bosch, GKN, Renault and Romax, now part of Hexagon’s right direction and helping towards the goal of creating
Manufacturing Intelligence division, in working to a compact, durable, quiet but energy- and cost-efficient
integrate mechanical and electrical components within an powertrain to enable the mass production of fully electric
optimised drivetrain. cars in the EU.

40
Feedback from the FP7/EU was highly positive: that market. The development strategy, founded on
“Deliverables for the period under analysis were received concept iteration with early stage simulations and analysis
on time and they are all at a high level of quality and clarity. to arrive at optimal designs faster, covered:
The expected outcomes will provide significant innovation
in the domain of EVs and related fully-integrated
complex systems… and more generally to the automotive • Reduced parts count - highly integrated, high speed
community.” motor and quiet, efficient gearbox

• Dry sump gearbox with innovative oil chemistry

Ensuring innovative concepts and faster • Power electronics - high switching frequency,
design innovative topology

The EU went on to focus on the simulation aspects, • Cooling and lubrication - one combined circuit (oil) for
describing the ODIN project as “addressing multiple all components
disciplines in a very structured manner” and, crucially,
it requires solving “fundamental engineering problems • System simulations - a “whole system approach” for
at the earliest stage” through a “well-structured design all components, and combinations
process and innovative design techniques.” Romax played
a key role, including their industry-leading gear, driveline
and bearing system design software, licensed by 14 of the
world’s top 15 automakers at the time.

“Properly integrated powertrains have a high potential

to reduce costs, using high-speed electric motors to
reduce space requirements and weight,” says Barry
James, Chief Technical Officer for System Dynamics,
Hexagon. “The objective is to create a compact drive
without compromising on torque capability. To achieve
this, as things become smaller and more power dense, it’s
essential you can address component integration issues
from the very first stages, and validate your high-speed
concepts.”

He says the key is bringing powerful simulation early in

the design process, backed by industry and engineering
expertise, to avoid problems and so optimise designs.

With ODIN achieving a 30-40% cost reduction compared

to reference powertrains, the resulting technology should
enable an EV mass market to develop and help expand

Figure 21. Mode shape results in Romax

Spectrum.
Integrating all sub-components while recognising practical “Our simulation has been correlated against test data from
requirements for industrialisation is critical, and the GKN Driveline and we also drew on our field experience,”
target was a genuinely cost-efficient mass-production James adds.
compatible design. However, the consortium was initially
baffled by the range of options. “You can’t predict everything early in the design process
when the design is changing, and trying to include every
“Identifying the right calculations and including last detail can simply lead to ‘paralysis by analysis’. So we
appropriate simulations in the initial stages mean you were very careful to avoid that, and instead do the right
can see what works and highlight potential problems simulation to get the best design guidance at each point.”
earlier,” James says. The Romax team has supported This concept of parsimony means you work as efficiently
gearbox design by simulating various configurations and as possible, only doing what you actually need to do – and
multi-speed gearboxes, different types of gear sets and no more. “Working this way brings noise simulation early in
different ratios, helping whittle possible designs down to the design process so you can actually make an informed
the three most promising designs. design change at a point where it makes a difference and
before the cost of rework becomes prohibitive.”
The team also simulated different phases, pole pairs and
speed/torque ratings for the motor, enabling designers to With ODIN, noise minimisation simulations informed
focus on the four most promising designs. design actions such as changing a mount position, and
introducing ribs on specific gearbox panel locations to
reduce radiated noise. Other issues examined in the
project included the impact of using a single cooling circuit
Dealing with noise and vibration with the same fluid, oil, for cooling and lubrication, and
high switching frequencies in power electronics. These
Regarding noise, vibration and harshness (NVH), results assisted the design of this new ePowertrain for the
concerns included whether torque ripple would cause Renault Zoe, the first car designed for mass production
noise and drive-ability issues, problems due to high solely as an EV. As the EU’s FP7 recently reported, the
speeds, identifying if gear noise or motor noise was the project’s progress has already convinced reviewers
greater problem, finding the quietest design, and more. that “the main objective of a compact, cost effective
Simulations looked at the entire ePowertrain, not only ePowertrain for EVs is indeed achievable.”
the individual sub-systems of the gearbox and motor,
and excited the complete system from various sources
including gear transmission error, and torque ripple,
electro-magnetic forces and unbalance from the motor.
Author profiles

Dr. Xiaobing Hu
Head of Applied Solutions, Hexagon’s Manufacturing Intelligence division
Dr. Xiaobing Hu manages Hexagon’s Applied Solutions group within Design &
Engineering, which transforms customer’s new product introduction process by
providing turnkey engineering services in electro-mechanical drive systems, enabling
customers to release products to market quicker with leading innovation. Xiaobing
has been leading teams in helping global electric vehicle OEMs and Tier 1 and Tier 2
suppliers with providing full designs, improving design and development processes,
and delivering prototype builds and verification testing for electrified drive systems,
as well as multi-MW (up to 11MW+) wind turbine drivetrain systems. Prior to this role,
since he joined the business in 2007, he held various senior positions within Romax
Technology, the leading technology expert in rotating machinery. As a Gates Scholar,
Xiaobing obtained his PhD degree in Materials Science from University of Cambridge,
with previous engineering degrees in Materials Science & Engineering, and Computer
Science from Tsinghua University, Beijing.

Chris Baker, P.E.

Head of System Dynamics, Hexagon’s Manufacturing Intelligence division
As Head of the System Dynamics Center of Excellence, Chris Baker leads product
strategy, development, and go-to-market execution for the highly strategic Adams
and Romax product families, driving progress in the multi-physics, multi-fidelity
system simulation arena. Before assuming this role in 2020, he served as Senior Vice
President, Software Products at Romax Technology, where he reengineered crucial
business processes and guided his team through the ideation and development of a
new product platform. Chris has extensive leadership experience in the global CAE
and automotive markets, having also held senior business development, product
management, and engineering roles at Mechanical Simulation, MSC Software, and
Ford Motor Company over the past 20 years. He is passionate about delivering
solutions that are innovative, process-oriented, and fit for purpose, and constantly
seeks to partner with other best-in-class software teams and thought-leaders to
deliver on Hexagon’s promise to its customers and the engineering world. A licensed
Professional Engineer, Chris holds a BSE in Mechanical and Aerospace Engineering
from Princeton University and MSE and MBA degrees from the University of
Michigan, Ann Arbor and its Ross School of Business.

Dr. Melanie Fitton-Hayward

Product Marketing Manager, System Dynamics, Hexagon’s Manufacturing
Intelligence division
Dr. Melanie Fitton-Hayward holds the position of Product Marketing Manager under
the System Dynamics CoE at Hexagon, focusing on Romax. Melanie works very
closely with colleagues across the business to communicate our multi-industry
solutions, as well as with customers to celebrate their success stories. Since
joining Romax over 10 years ago, Melanie has developed her career at Romax: from
working as a part-time proof-reader during her undergraduate degree, to leading the
marketing side of the project to relaunch Romax software as a brand new suite of
products in 2019. Melanie continued to progress her studies, and completed her PhD
in Classics at the University of Nottingham in 2020.

43
Hexagon is a global leader in sensor, software and autonomous solutions. We are putting data to work to boost efficiency,
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Our technologies are shaping urban and production ecosystems to become increasingly connected and autonomous –
ensuring a scalable, sustainable future.
Hexagon’s Manufacturing Intelligence division provides solutions that utilise data from design and engineering, production and
metrology to make manufacturing smarter. For more information, visit hexagonmi.com.
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