We did not need to have to hold out very long for Munro Live’s teardown of the Volkswagen ID.4’s electric powered motor, hinted at two weeks in the past.
As it turns out, Munro & Associates has been given the drive device of the car from Volkswagen for review, immediately after – and despite – the criticism of the motor vehicle by Sandy Munro. An exciting shift from the German maker. The workforce is at the moment performing on a teardown of ID.4’s battery pack.
The electrical motor episode turns out to be really informative and technological, so let us get into aspects.
The Munro Live Crew disassembles and analyzes Volkswagen ID.4’s rear electric powered generate device, which consist an electric motor, solitary-pace transmission (gearbox) and inverter.
In the upcoming, Volkswagen ID.4 and other styles will get also a front electric motor for dual-motor all-wheel drive.
It can be a typical generate unit that Volkswagen creates in-home and uses in multiple MEB styles, together with ID.3. The Volkswagen Team Parts tends to make all those units in the Kassel plant in Germany (some elements come from other plants).
Volkswagen Application 310 electrical travel (MEB system)
The rear motor is described as a long term magnet brushless equipment and it really is rated at 150 kW and 310 Nm. The gearbox is just a solitary-speed reduction.
Sandy Munro notes that the overall device has prevalent mounting points to use in different cars, which is a distinctive method than in the circumstance of Tesla, which adapts to specific autos, sooner or later two similar types, like Design 3/Model Y.
App 310 electric travel for modular electrical push matrix (MEB):
- 150 kW (200 PS) of peak ability
- 310 Nm of peak torque
- greatest electric motor speed of 16,000 rpm
- a long-lasting magnet brushless device
- rear generate unit
- one-velocity gearbox (10x reduction of transmission ratio making use of a two-stage layout)
- for MEB-primarily based EVs
The overview starts with the solitary-speed transmission with restricted tolerances that turned out to be quite appealing, as it has only three little bearings, alternatively of usually four. According to Sandy Munro, it ought to minimize friction and he expects that other suppliers will comply with.
Sandy Munro praised Volkswagen’s option, although he discovered some burrs inside. The manufacturer was nervous to hear about that and likely will have to double-check it.
A different thing is the cooling process of the drive device. It is also incredibly interesting, as it begins in the inverter (compact ability electronics commonly has the optimum necessity for cooling) and goes a few times by means of the motor to the gearbox.
Sandy Munro notes that Volkswagen has removed an cooling pump, an oil filter, and a heat exchanger which Tesla even now has.
One more fascinating matter is the stator of the electrical motor. It has a hairpin structure at the ends, that increases density of copper in slots from 46% to 60% when compared to round wires, which signifies increased present and larger magnetic subject.
The hairpin design is not a new matter and it is really fascinating that Tesla sticks with round wires.
The laminated rotor has its possess mix of long lasting magnets and 4 segments to cut down the sounds, vibration, and harshness.
It can be difficult to say anything about the motor devoid of in-depth exams, nevertheless, Sandy Munro notes some greater ideas than long bolts to maintain the rotor a single piece.
The very last element is about the inverter, but once again – only a brief assessment of the layout – almost everything appears to be like really excellent inside, aside from the tsunami of bolts and maybe a superior remedy to a bleeder resistor (the present-day is not terrible).
In general, Sandy Munro was quite favourable about the Volkswagen ID.4’s rear-drive unit, which is intriguing, as opposed to chilly critiques of the ID.4 in the prior episodes.