KIA EV9 Dual-Stage Motor & Inverter Breakdown: Engineering Unveiled
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- Опубліковано 17 вер 2024
- Paul goes over the Rear motor from the KIA EV9
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#kia #ev9 #motor
These EV tear-down videos are always my favorite. I love seeing the manufacturers coming up with clever new engineering solutions as EVs grow in the market. Thanks again!
I really want to see a tear down on the new Mach E and Chevy EV truck. Apparently both are quite good.
Kia and Hyundai's next gen Electric design with the improved heat pump is going to be the one to get. It's shocking how quick they've come with their EV's already. The big thing to solve is that frunk space.
They are killing it recently! And really trying to show quick business like tesla does!
@@jake5993 - NOPE, can't scale. cars too expensive & heavy.
We have lived without a fronk for decades no big deal.
Yeahhh, now if they can paint their trash.
@@ConstanceCox - Cybertruck needs no paint.
Thanks for this fantastic tutorial on the Kia EV9 motor innovations. This is the type of information that would influence my first EV purchase. Brilliantly done!
Great to hear!
Which LLM did you use to write that response?
When I was a little boy (70 now) I lived next to a small bakery beaking very nice brekfast bread - he had a machine to work with the dough that machine had a spesial oilfilled Y - Delta switch, he started in maby the Y config. and when it up in speed, he just switched to the Delta config. There was 2 on the same switch, and ofcorse the oil propably killed the sparks.
No electronics, just meccanical and electrical parts in say 1964....
Nice memorys, and very very good both the smell of bread, an technics 😎👍
Where I work, We still use Delta-Y switch for our very big industrial mixer (Around 600 hp each). We still have 3 of them still working today. No spark and near direct switching because those use (Electronic Switching) Those drive are called Soft Start. Like 30-40 years later, still working well. 🙂 But of course, those must cost so much in those time compared to simple contactors used in those time. But we talk about 600hp working with 2400 volts, not 240 volts. Then those need very big Cabinet because those drive are so big and need so high voltage.
AugustaWestland had several 11kV 3,500 hp motors in 1982 that used a Wye-Delta starter. The changeover happened at about 30 seconds after startup, made a thump.
Some 30 years ago i learnt to scuba dive. The dive club had an old air compressor for filling the dive tanks. Sometime during the filling of a set of tanks the D-Y switch has to be operated to get up to the pressure we needed.
Example of Excellent engineering
Brilliant, Thanks for sharing and explaining.:)
My pleasure!
That's what I call innovation😊
@@psulak02 - outsourcing is innovation? ......lol.
Outsourcing is great and Its lowering costs!
@@markplott4820 The technology itself is an innovation. Who does it doesn't matter.
@@EinzigfreierName - I dont see ANY Legacy OEM thats INNOVATING.
@@BrunoHeggli-zp3nl - then why RIVIAN , Loocid , and LEGACY auto , all are NOT profitable ?
I did this Delta WYE on my very first diy ebike on the hub motor back in 2007. I called it the "electrical transmission". I was using a 3DPT relay to switch between the winding config. It worked very well but when switching back to WYE there was some care required to not blow the inverter mosfets with high bemf at high speed on WYE. I published all the info on Endless sphere forum. Was it me who tried this very first setup idea on EV then😊?
Heavy industrial vehicles use it as well, nothing special just not worth the trouble of implementing in EV's so far. Delta works fine there, consider how fast even lightly powered EVs can accelerate.
The star-delta or wye-delta starter has been used in 3 phase AC motors at least as far back as the middle of the last century.
Thats is some cool electrical engineering!
@@jake5993 - ZERO done by KIA ,done by others.....lol.
@@markplott4820 Maybe so... but somebody had to approve it.
German engineering Baby!
@@markplott4820 - depends who designed it, oems outsource their parts production for these types of specialist parts to raise quality levels. Will soon tell if the motor and inverter/charge-booster are third-party parts then they should soon start appearing in non-Hyundia/Kia/Genesis cars as well.
@@markplott4820Done by LG for EV9. Mobis supplies motors for other EV lineup.
Holy moly! This is no small improvement!! I doubt the non-engineers out there can really grasp what just happened! No, really... this concept will truly be a huge benefit... better low-end torque AND better high speed efficiency!
They really don't have that much of a cost disadvantage either, as the Inverter transistors are serving dual purpose... drive the motor AND boost conversion for charging.
SO COOL!!!
It’s all the details. This is genius
Charge on!
In just five years the EV technology is going to be WOW.
Maybe. We keep hearing promised of super batteries and definitely progress has been made. Frankly, it makes more sense to produce "gen set" hybrids.
🙋♂️THX PAUL AND THE MUNRO TEAM ,😎🧐💚💚💚
So impressive! Awesome technology and build quality! Thank you for the video!!
This is very interesting! Thanks for the video. I would like to see the inverter teardown in the next one.
I'm curious if there really happens switching between Δ and Y or if there are just two 3-phase H-bridges there, connected to 3 terminals of the motor, i.e. completely independent driver for each coil.
The reason why Δ connection is not used in EVs is the variable inductance of the coils due to saliency of the rotor. I've measured it on the “Hyundai Ioniq Electric 28 kWh” motor. The inductance of the two coils in series in the Y configuration varies from 440 μH to 1100 μH depending on the angle of the rotor.
As the motor controller regulates the current thru the coils, the Y configuration is better because just 2 current sensors outside of the motor are enough the know the current thru all three coils. In the Δ configuration, the current splits according to inductances and if these are not the same and varying one would need the current sensor on each of the coils to be able to control it.
That's why a motor with Δ configuration would probably have 6 terminals as well, because the current sensor is naturally housed in the inverter and the Δ connection would be realized there.
Switching between Δ and Y would allow them to use higher inductance of two coils in series in Y configuration in lower speed to be able to control lower currents more efficiently. At higher speeds they could switch to Δ-configuration, alleviating the need for field weakening.
But this would be at the cost of additional Rdson of the transistors making up this switch. On top of that these would have to be actually 2 NMOS SiC in series (IGBTs would need additional components as we need it to switch the current in both directions).
Permanent 6-wire connection to two 3-phase H-bridges, on the other hand would have higher switching losses at lower speeds, so I am really curious which architecture they actually chose.
Other automakers like Honda use step-up converter (350V -> 700V) in their hybrid vehicles to shift the need for a field weakening towards higher speeds.
Very informative comment. The Munro live community never ceases to amaze me with their insights. We did check the winding pattern and physical connections to the inverter to determine whether this was set up as two 3-phase machines or a wye-delta arrangement. We also did a patent search and found a Hyundai patent covering this circuit and control method.
@@PaulTurnbull-EMfield Interesting! What did you find? Do they use Δ-Y switching or just 3 independent H-bridges, one for each coil?
The description and the appearance of the inverter case suggest that the inverter has six power outputs using three of them for delta and the other three for wye.
@@brianb-p6586 That's highly unlikely. The motor has 6 terminals where each pair of terminals is connected to the coils of each phase, respectively. Having a stator with two sets of windings one for Δ, the other for Y would be wasteful as most of the time only one set of coils would be conducting current. This means -- if we made a single set of coils of twice a cross-sectional area of the conductors we would have 50% reduction in losses. Therefore I think it is better to have both terminals of each phase exposed and let the inverter to do the right connection. Besides, in Δ configuration, the controller needs to know the currents in each coil. It is not enough to measure to summed current in the vertices of the triangle and it does not seem that the current sensors are embedded into motor windings. The are usually found in the inverter.
@32bits-of-a-bus59 you're right - I had not had my coffee yet! The six inverter terminals, each driven by one power section, need to connect to the six winding terminals. All six are required at all times, driven to effectively make the two different connection topologies.
In delta each phase would need to be driven by two inverter sections, with their net current equaling the net phase current, but current from one winding to the connected (in delta) phase passing through both sections instead of none.
In wye, three inverter sections would need to serve as the three phase outputs, with the other three effectively shorting the other ends of the windings together.
Very informative and at the same time something new and different information regarding upcoming tech.
Great video detailing the new innovation of EV motor design. Industry is moving towards electrification and Tesla is not the only one pushing the EV technology forward anymore. Thanks for posting. :)
I feel the need to interject but the Renault Zoe has been using the motors as charging inductors for probably 10 years now. People have been complaining about the whining noise while charging until the reason was disclosed. Similarly, I might be wrong, but in some old electronics books I read about big motors being started in Y and switched to delta once up to speed. I guess it's an innovation in the powertrain industry but IGBT prices are now very small compared to battery prices. I'm sure thousands of people thought about this already. Sure, cost-effective implementation is a big step so I have to commend them on that.
The ACP Tzero and original design of the Tesla Roadster also used the motor for charging.
The idea of using the motor winding as a second application purpose ans avoid the need for additional coil is fantastic. Back in 2015 there was a company from Moscow that I represented at the Interbike in Vegas called adaptto E drive that was offering ebike motor controller with very similar idea but it was to use the motor as boost converter coil to recharge the battery from wide lower voltage range.
I was thinking about the adaptto when I watched the video and now I see your comment 😄
I don't fully understand using the 4th, extra winding's inductance(?) to boost 400V charger to 800V vehicle architecture...but it sounds just like what your describing with previous adaptto application?
Thank you for sharing this info. Munro is the place to go if you’re in the service and repair business and want to stay abreast of new tech!
Thanks, Paul. Kia is ahead of everyone in this.
Thanks Paul
Excellent presentation, very informative and clear. Genius design and excellent execution
Thanks again, Paul, for the excellent explanations and historical perspective, and highlighting the monumental changes we are going through.
Outstanding lecture professor👌👏👍!! Always enjoy your tutorials!
Looks like a very high quality motor, and persumably with a significant volume of manufacture too, which can be tricky to achieve! I'd love to see a full tear down of the power electronics, and how the 400V and 800V DC links get connected to the inverter? Is there some hard switching upstream to either send 800V direct to the battery and 400V to the inverter and then to the battery, or do they always route the DC charging cables to the inverter and simply run in continuous conduction, non boosting mode for 800V charging? (and accept the small additional loss?)
Fascinating. clear Expo. Thanks
That's brilliant engineering! I enjoyed hearing about this.
Brilliant explanation
This will make regenerative braking more efficient! Hope it becomes standard on all EVs ASAP. Electric bicycles could also use it. Monroe should look into Freegen and maybe help that new technology advance into production faster.
All the videos this guy does are amazing
excellent presentation
Thank you! Cheers!
the switch from wye to delta is due to large back emf spikes damaging the controller,
so you just need to have no load on the motor when you do the switch, nothing complicated, but you missed the reason for motor off during switching, motor can still rotate of course just need to have low load or no load at time of switching. The time for the back emf to be absorbed would be very short, you wouldn't notice power was off for a miniscule time period.
So it would work like a two speed powerglide on a drag racer 😊 Just shifting faster. Cool 😊
@@krashanb5767 When you disconnet a motor under load, as in disconnect the power wires quickly whilst accelerating or going up hill, since there is a huge amount of energy stored in the electric field, it collapses very very rapidly, that energy has to go somewhere, it can generate a very voltage potential and a large spark, which can damage mosfets/igbts etc. So the controller needs to absorb that energy rather than fry the igbts with high voltage spike. I'm not sure which method they use to absorb this spike, I'm guessing it will be diodes or capacitors or a combination of the two, but since it occurs over a very short time period, it would be too small a glitch to even notice any change in power if they do power off the motor load just before switching. I'm only guessing here how they do it, some electronics expert in the field would likely know the answer in detail.
It would make for a rather interesting video.
As well as timing/load based control, I wonder if you could use a supercapacitor to dampen the back emf spikes, protecting the switches, and re-use the energy after transitioning
Great stuff to show to people who think EVs aren't well developed
I'm more concerned about the charging infrastructure than the vehicles themselves.
Love EV tear downs, learn so much. Hindustan south. Show the components more.
Thankyou for that one guys, most enjoyable and enlightening.
Hasn’t the wye delta switch been around forever. I believe even the BART train from 1970 uses it.
Yep , don't know why he is ignoring that
Good explanation. I'm waiting from 1st video of Munro.. Never disappoint in EV teardown Always best...Keep it up..
Some early electric bike motors have been using the wye/delta switch method for a long long time.
star/delta starters have been the norm in 3 phase industrial motors for like a century.
@@spankeyfish interesting
Excellent presentation! I don't know if what Kia did could be termed First Principals thinking, but it is definitely thinking outside the box.
Couple of notes:
1) When Paul mentions "interior magnet" the full description of the term is "interior permanent magnet".
2) When he refers to the "switches" in the inverter, I'm pretty sure he is referring to the Silicon Carbide switches used by the inverter (not sure if they are MOS FETs or IGBTs). Interesting that Tesla has backed off of SiC based switches (as opposed to traditional silicon), as Kia ramps up their use.
re 2), cost most likely SiCs are a fair bit more expensive than traditional silicon.
Thank you for another great video! I really enjoy the "nuts and bolts" of it all. Cheers
Delta configuration allows to circulate 3rd harmonic current components which in a triangular connection cannot do as they are zero sequence/ homopolar currents. Overall is a bad decition to go to delta connection (at least if motor is tracktioning) as long as this 3rd harmonic is not being control by SW which I do not think is happening. It would be great if you have the chance, to ask to Hyundai ENG how do they deal with this 3rd harmonic issue.
Very Good Video as always!
Munro Live 1M+
Cool , innovation.
German engineering baby!
Very cool; this would be great to see in trucks with V2L or V2G
Very informative.
This is awesome!
Does this re-wiring the motor mean all the current goes via power silicone twice? That could mean double the losses if so, in the inverter.
Yes, the way the "dual stage" inverter is set up the current passes through both sets of switches. Only one set has to pulse width modulate though so only the conduction losses from the second set are added. This allows Kia to smoothly transition between wye and delta unlike the contactor method that some commenters have mentioned.
Some current will need to go through two power stages instead of one, and some will go through two instead of none, depending on the configuration. Yes, that has an efficiency cost.
The word is "silicon", not "silicone"... and the semiconductor may not be silicon.
Been a while I heard about Y/delta switching. People say theres not much to innovate in EVs, well...
Also from what I learnt in the industrial context, what he said about needing to switch off the engine to switch between modes isn't correct. You use one when starting the motor from 0 rpm to reduce the initial current spike, and then switch to the other mode once the more nominal speed is established.
I wonder if changing the operating mode from Wye to Delta requires very precise waveform synchronization. I think that the high RPMs and the fact that the engine works with magnetic slip anyway make the change at a random moment imperceptible. I would like to hear what people smarter than me think.
"Magnetic slip"? This is not an induction motor.
Plenty of equipment in the industrial industry that switches between Star and delta without stopping the motor , not sure why you would think otherwise, I bet the compressor in your workshop has a star delta starter in it.
OK, my two cents on this. I actually rented a Kia EV9 this weekend. On the positive side, the efficiency is good and it does have good range as well as it has a smooth ride. Now the negative, it has NO POWER! I pressed the pedal and it barely moves so as fast boosting, I didn't see it. It moves similar to a V6 vehicle but has absolutely no comparison to how a Tesla moves. Also, the interface is awful and feels so antiquated. I had such a hard time with the navigation system and trying to tune in music. After using a Tesla, the KIA system feels archaic. I guess good if you really want to avoid getting a Tesla if you hate Elon but other than that, there is no comparison there.
Great video as usual. Can you please provide more compute & sensing videos?
In effect, the switch between the "Y" and "Delta" configurations acts like a 2-gear transmission.
Will there be a clutch and gear shift lever offered to simulate a manual transmission? 😀
3:30 My wind turbines (500 kW) of 1995 use this Y / delta switching between low speed/low power (Y) and high speed/high power (delta). 30+ year old.
gm and Hyundai are teaming up. I could imagine GM borrowing some expertise from the Ionic 5N to make an EV Camaro.
Renault has been using a 4 connection motors for many years in their Zoe, for the inductors of the charger boost.
Yes, I think few here know that.
Very informative thanks
Does anyone know, if Ioniq 5 Facelift also is getting this new motor?
Excellent Intro !
Thanks!
Cool! 👍
Thanks!
Add a drop of anaerobic glue to the threads to keep it in place.
Great video! Has Tesla also used this technique in their latest motors?
This explains so well why my new EV9 is so amazing to drive on every level. The switching on the fly is mind-blowing. So fun to drive. Now...to beat a dead horse. I have been writing everyone under the sun: “LOSE THE FUCKING CENTER CONSOLE.” Such a waste of material AND MORE IMPORTANTLY my (the customers) access to the FULL features of space utilization inside the cabin.
BE THE FIRST (SMART) OEM KIA. LOSE THE FUCKING CENTER CONSOLE!!!
Well, when Tesla made the first Model S in 2012 it had no center console (since there is no transmission tunnel like iCE). The lack of a center console was one of the major complaints by many owners. I sort of liked it, but I found the center console a better design in later generations. A center console allows you to have easy access cupholders, hidden storage, wireless phone chargers, venting to rear passengers, and more. I suppose one could remove the center console if you hate it.
Or make it better. The phone charger, the cup holders, and the shitty plastic cover.
@@michaelm.wiseman282 NO! Silly! GET THE FUCK RID OF IT. PERIOD! I want MOB-FUCKING-BILITY!
For f sake. Go look at a sprinter van. That LAZY MAN bullshit can go ANYWHERE ELSE...ANYWHERE!!!
@@tesla_tap DUMB AS HELL. “You can have any color as long as it’s black.” Henry Ford.
Dumb ass customers don’t know WTF they want. And to all you dumb fucks out there, put this in a time capsule for when AUTONOMOUS rigs rule and people can move freely.
WAKE THE FUCK UP!
Sandy, THIS is the mentality that is at the heart of why this country is SOOOOOO fucked up!
@@tesla_tap Go look at a sprinter van "dumb ass.”
Is the switching from wye to delta done with contactors or a motor operated switch? I am curious to see more in depth review of the inverter.
This was pretty amazing, wonder if Tesla will use something similar in the future models or if they will have another, better solution!
Wow, EVs are evolving pretty fast, no turning back!
Tesla is using a switch that makes the pack 400 volts when it's at a 400 volt charger.
Tesla is brute forcing torque with very powerful motors. They solve city vs highway efficiency by having dual motors with one motor optimized for the city and another optimized for the highway.
Great video, does this mean the EV9 can actually get more power through their boost converter than the prior EV6/Ionic approach? For example, can they use the star configuration to create three parallel centre tapped boost inductors or was this hwo the previous motor worked in any case with it's single additional tab?
Looks like a very well-designed electric motor (I presume it's brushless DC). It's good to see other people besides Tesla innovating in electric motors. I have a hard time believing the Wye connection will produce a different power level from the Delta. Ultimately, the power per winding in either configuration will the same. If you are speaking of different power levels for a given drive voltage or current, then that could be true.
There are certainly some differences in practical power output when considering operation above the base speed, ie within the field weakening region! Here, because the KE is different for the two configurations, by switching to Delta, you reduce the Bemf, and hence run at a lower level of field in the Daxis, which means you can actually pick up a bit of power, no, as you say, not to EXCEED the peak power available at the base speed, but to lessen the fall in the power as your transition up the CPSR 🙂
Strictly speaking, what's different between the two configurations is the V / Hz (the relationship between voltage and frequency in the motor) by a factor of 1.7 (i.e. square root of 3). The wye configuration has higher V / Hz and thus draws less current for a given output torque (but higher voltage). At lower speeds this will let the back EMF voltage more closely match the DC bus voltage in the inverter, which is more efficient, because the inverter doesn't have to do as large a voltage step-up or step-down. But at higher speeds the back EMF in this configuration may exceed the DC bus voltage, which is no bueno; switching to delta would bring the back EMF voltage down, again more closely matching the DC bus voltage in the inverter for more efficient operation at high speed.
So you agree, you can't make a motor produce more power simply by changing from Wye to Delta.
Precisely, Bike.
You make it more efficient. Once the back emf exceeds battery voltage you have to invest some extra power to weaken it. This starts to limit the torque you can produce as some significant inverter capacity is used to weaken the field. By switching to delta you can bring in field weakening later and maintain full torque to a higher speed which does of course increase power at the same rate.
Great teardown! Could you elaborate on the boost converter access to the inductance of the motor windings?
The Y vs. Delta configuration actually exists since ~1900 and was invented by the german Robert Dahlander (1870-1935)
en.wikipedia.org/wiki/Dahlander_pole_changing_motor
It was and is used in elevator.
This is certainly not a Dahlander pole changing motor. While both this and Dahlander's design switch between wye and delta configurations, Dahlander splits each winding into two sections, but this does not.
더 발전하는 현기차가 되어주길....!!
Looks more like a 2x3-phase system to me rather than a wye-delta. Did you tear down the connection ring to confirm the 3 additional leads are indeed the output terminals (i.e. open star point)? Are there relays in the inverter? You would have to be at no-load and outside your field-weakening region if you wanted to switch wye-delta and vice-versa without detrimental impact on drive dynamics (and avoid blowing your switches). I would be surprised if Kia went down that route, but please prove me wrong.
@MunroLive What is the model of the electric motor from Vitesco
This is old tech in the New era. Big pump had this in the till VSD came along.
When using the motor as an inductor, what affect does this have upon the permanent magnets in the rotor? Would this not subject them to excessive AC magnetic drive causing them to be demagnetized?
Instead of ioniq 5 Boost DC/DC converter using the motor’s inductance for 800V battery charging at a 400V charge site
It is even wiser to have a battery pack split module to halve 800V battery to 400V - for native charging on any fast charge system, without power loss
Like the cybertruck does
Thoughts on using Kia motor as boost converter to achieve 800V from a 400V charger, vs the Chevy dividing battery to be in series or parallel based on charger voltage (in terms of efficiency/cost/feasibility). Some initial reports on the Kia has charging limited at 400V to under 100kWh. I would imagine the SilveradoEV would have a better charging curve at both 400 and 800V, and cost less.
I've read that it's not so much that a wye winding makes more torque, but that it improves the "torque constant" - i.e. the wye winding makes the same torque for less current than the delta configuration.
Why is that?
The motor designer is not driven to high-speed performance by the choice of delta; either configuration can be optimized for any speed by selecting the number of winding turns and wire cross-section. if the motor is not going to change configuration, delta is simpler so that is always used in EVs - it can be wound for any desired speed. The advantage of switching configurations is that the same winding turn count which is suitable for high speed in delta is suitable for low speed in wye.
Renault uses the motor windings of their ZOE and other Z.E vevicles as inductance for high power ac charging up to 43kW since more than 10years.
The switching from y to delta is great, but what is the theoretical vs the real world efficiency.
@5:14 you can clearly see that the connections & bends “are not” uniform as you say, but byes the rest are.
Yes, I winced a bit when I saw that. The leads that connect to the board are necessarily non-uniform. I could have been more clear about that.
Not clear from the video, is the the front or rear electric motor, or is it used in both? Also, is Kia still using the mechanical disconnect for the front motor like they did in the 1st egmp vehicles?
Rear Motor
If this concept has been known about for 20 years, why now is it being implemented. What's the innovative thing Kia did to make it a reality now. ?? Loving the motor videos.
They just waited until the power transistors became cheap enough. As the video indicated, they're often the most expensive components in the controller, and this setup requires more of them.
Very Interesting! Neat innovations, leaving most legacy ICE makers with a big "huh?".
If only they would have this level of innovation in the rest of the vehicle
The Hyundai Group seems to be getting better in many other areas of tech. Their software has a nightmare, but much improved now.
When you look at the Hyundai Group, it has changed just in the past five years. It shows they are stepping up in many areas. They have hope of not getting swallowed up by the Chinese EV industry expansion. Something that cannot be said for VW, GM, and others. I hope rhey get their sh*t together so they do not fail, but time is basically out, and they have to make massive improvements.
I have one it's incredible
Paul, nice, informative presentation. Small correction: the change in configuration from Y to Delta is not "smooth", but instantaneous (i.e. microseconds). BUT : this is a mo tor, MO TOR, say it with me Paul: mo tor. Few would call a mechanical device with 1 moving part a "Mah sheen" 🙄
german electrical engineers definitely call motors "electrical machines" all the time.
@@w0ttheh3ll German engineers use English?? You must mean Elektrische Maschinen? In case you didn't notice, this YT channel is all in English which Paul is speaking. The philosophy of the German language: "Why use one word when, in our opinion, many will also do quite nicely, thank you. Just write them as one long word."
For example: They also call a simple DIP IC package: Dual-in-line-Gehäuse or Parallelseitengehäuse. Or 30 years a go: "a small house with two parallel lines of picket fences" Simple init? 🙄😂
Machine is the more precise term as it can convert energy in both directions as opposed to a motor that can only convert from one form of energy to rotation but not back. Very nit picky though 😴
@@EngineersFear Most people use correct and specific words: such as: Traction Motor, or Motor-Generator. Look in a dictionary and you will find that "machine" is a very general description of a wide range of complex devices, anything but "precise"!
@@shazam6274we use the term "Electric machine" for motor-generators in the industry. Regarding the original comment, I emphasized "smoothly transition" precisely because that is what is new and innovative about this Kia system. It's true that all previous implementations of wye-delta switches cause a nearly instantaneous change (and an abrupt torque bump). Kia's dual stage inverter allows them to PWM between states to smoothly transition and simulate a gear shift.
Wy = flux capacitor
1.21 Jigawatts.
I am happy to see Hyundai and kia doing great with their ev technology, unlike their stupid Hybrids
Great explanation.
This eliminates the need for a dual motor configuration.
Well, no. This drive unit still only drives two wheels. The AWD EV9 still has two motors, one front, one rear (I don't know if both use this electrical configuration) - to avoid having a mechanical interconnection between them (front-to-rear drive shaft). This arrangement should allow a little better drive efficiency at both urban and higher speeds.
How's this beneficial compared to the EV Hummer and the Cyber truck when they have a switch that makes the battery 400 volts for charging.
How is this different than EXRO technology coil driver?
Sounds like EXRO tech.
Exactly
Star / delta seen from my childhood ( seen in Floor mill the operator switching it to start and run ) .. these are not innovation , they are basic motor configs , now latest ones are hybrid ones . As you have details about all EV motor can you provide comparison in terms of efficiency , speed , cost , reliability of motors from Tesla/Hyundai/Rivian/Lucid etc ..
You should be able to transition from delta to wye with just a set of 5 SSRs, so you don't really need to entire separate inverters to control your motor.
That's true if a traditional hard switch between wye and delta is the goal, but Kia is able to use PWM to smoothly transition between the configurations under power. That requires 6 solid state switching devices.
Those Solid State Relays are just as complex and expensive as inverter power stages.
Super interesting, thank you very much. Why do you call the Y circuit "Wye"? My native language is German, so I may be missing something?!
Kein Problem. 😊. Y or Star is called WYE because letter Y is pronounced like "why".
@@guilleport Y OR star is called WYE? It gets only more confusing now.
"Wye" is the name of the letter "Y" in English, corresponding to " _ye_ " in German. This word is often used for the name of the 3-phase electrical connection that looks like this letter, instead of using the letter. The word also describes a road intersection of the same shape.
The "Y" (wye) connection is also called "star", or perhaps " _stern"_ in German.
Similarly, the other 3-phase electrical connection is called "delta" (likely "dreieck" in German); the word is often used in written form rather than the letter because the letter "Δ" of the Greek alphabet is not convenient to type.
So, he is using the words "wye" and "delta" rather than the symbols "Y" and "Δ" ; they are pronounced the same either way, because those words are names of those letters.
@@brianb-p6586 Thanks you for explaining and sorry for my brain fart, got it now
Does the new EV3 have this motor?
It won't have the booster functionality as the EV3 is on 400v architecture. Whether it has the star-delta configuration will depend on the cost of the motor, as the EV3 is aimed at a much cheaper price point.
That's genius.
I guess then they could also be using the traction inverter for fast charging.
Like a locomotive.
wow this is why we need competition which result in innovation
P.S. im searching for T Boys in the comments!