Yu Ping, chairman of Jingjin Electric, revealed the breakthrough of Jingjin's core technology

On January 20-21, the China Electric Vehicle 100 Forum (2018) was held at the Diaoyutai State Guesthouse in Beijing, and Yu Ping, founder and chairman of Jingjin Electric Technology Co., Ltd., delivered a keynote speech, the speech content is as follows:

Yu Ping, founder and chairman of Jingjin Electric Technology Co., Ltd

Thank you, my name is Yu Ping, is the founder and chairman of Jingjin Electric, but also the chief engineer of the powertrain, today to report to you about the "breakthrough in core technology, to create their own brand" electric drive system.

Jingjin Electric is a company that everyone is more familiar with, and it can be said that we are relatively leading in the market share and technical positioning of various automotive sectors. We have been in the global high-end field since 2009, this is Vientiane Company's Karma Foreversal Automobile, and today we also pay special tribute to Lu Guanqiu's predecessors, expressing our heartfelt thanks and commemoration for his entrepreneurial spirit and perseverance and the leadership of our Autobots. The next generation of cars around Vientiane will be more exciting, and Vientiane Group's new electric vehicles will gradually launch new products.

Mid-to-high-end cars We have launched Chrysler hybrid drive motors and won two global best engine awards, which is the first model of Great Wall Huaguan Future Car, using our r20 motor and high-power controller. We are also constantly introducing new products in the mid-market. The dual motor system in the bus field grasps the brt, which is a high-end product in the field of pure electric buses. Our dual motor products are also exported to Europe, plus electromagnetic shift transmission products are already supporting the most high-end Golden Dragon Wei series long-distance tourist buses in China.

Hybrid products, especially series and variant hybrid products, after our continuous promotion, grinding, extension and improvement, has achieved millions of kilometers of maintenance-free, fuel saving rate relative to power consumption requirements of more than 60%, can be said to be a unique domestic product, suitable for a very wide range of geographical and most challenging applications, our hybrid system continues to export to the United States.

After doing a lot of high-end products, around today's theme, we have some experience and report to you when mentioning these product requirements.

What we need is excellent, balanced, customer experience-centric performance. For example, the motor body, yesterday Ouyang teacher said, now we need to do a good job of power consumption, improve power consumption is to reduce the use of batteries, but also to reduce energy consumption and pollution, because there is pollution in the process of power generation. At the same time, it must be very quiet, and now customers have high requirements for noise, and its life and quality are also very critical.

What needs to be emphasized is that what is not an indicator of our customer's experience is just an intermediate process. For example, most enterprises are improving the maximum speed, the highest efficiency is not important, the real important thing is the cycle efficiency, and more important is the efficiency in actual use. Some customers specify points and circles, which are not design goals. Insulation and waterproofing, electromagnetic compatibility and functional safety are not competitive indicators, but regulatory requirements.

Another very important indicator is strict cost control, and now with the increase of our output and the intensification of competition, everyone's cost control requirements are very strict. This kind of high-end and ultra-high-end products we will see another different indicator. In rfq, we see a phrase that "encourages suppliers to adopt all possible technologies, including state-of-the-art designs, materials, and processes, to achieve and exceed the requirements listed in rfq", regardless of cost, regardless of price, to bring the best things first.

Therefore, our products should be at the forefront of the market, often accompanied by a large number of synchronous development, exploratory work, failure and in-depth experimentation and assessment, requiring a lot of intellectual, equipment and financial investment. This is the responsibility of our suppliers, and it is also our responsibility to achieve it together with our OEMs. I think that in this process, the OEMs and suppliers that can really walk in the forefront of the middle and high-end should be willing to invest in research and development and synchronous development, and they should be willing to invest in order to take the lead.

Here are a few small topics in mid-to-high-end applications:

The first is the electric drive three-in-one. In the past year or two, we have seen three-in-one, two-in-one integrated systems getting hotter and hotter, which is very reasonable. The original three major parts are assembled together, and all aspects are not optimized powertrain systems, nor are they integrated powertrains. We haven't done three-in-one, we've only done two-in-one. Our second-generation motors are coming to market soon, and then integrated with the reducer can achieve very good results. For example, the reduction of size, the size can be reduced by more than 100 mm, and the other two dimensions are significantly reduced, the weight is reduced by 10 kg, the most important thing is the integration of these shafts, including the integration of the structure so that we can optimize the vibration noise in an integrated way, and the vibration noise has a more obvious reduction, and the efficiency is slightly improved. To the three-in-one, we believe that the key technology is first of all a very good motor body technology; followed by the miniaturization design of the controller; at the same time, the core components of the controller, the high-current igbt and the application design to achieve a breakthrough, the integrated design of the motor and reducer, especially the shaft gear is our key technology, but our secondary supplier high-speed bearing or bottleneck, these developments are the coordinated development of the entire industry chain.

The other is the topic of always being hot, that is, the electric drive transmission of new energy vehicles. After several years, Jingjin Electric has developed two controllers specifically for electric vehicles, and there are more than a dozen announcements, and it has now achieved shipments. The traditional wet and dry clutch is eliminated in the transmission, and the electromagnetic clutch is used for control, which realizes the clutch control that almost never wears out. Control the motor plus two-speed transmission, many misunderstandings are that it will improve efficiency, in fact, the improvement and improvement of efficiency and performance, especially the improvement and improvement of the accelerator is not very significant, the real significant improvement is the climbing degree, which is also the maximum speed. For a direct drive motor that has been optimized very well, after adding the transmission, our energy consumption is basically the same as the original, but adding the transmission under abnormal conditions can improve the energy consumption. For example, the original low efficiency of the motor can improve energy consumption, the original small horse-drawn cart or large horse-drawn cart can also improve energy consumption, some unscientific working conditions test methods, such as low-speed tests, in this condition can also improve energy consumption.

This is our analysis of the passenger car plus the two-speed transmission, the efficiency of the original motor 88% can be increased to 89%, only about 1%. But don't forget that the transmission itself has a loss of 1%-3%, and it is already a very well-done transmission, so adding a transmission is likely to be uneconomical. Our conclusion is that after adding two gears, the main improvement is the ability to climb, not efficiency, especially in the conditions of multi-gear or the low efficiency of the transmission itself may be a matter of more than worth the loss.

Plug-in hybrid is mainly series parallel and new gears, the growth of foreign series parallel is very fast, and relative to the more traditional new gear system has played a good role. Honda's series parallel system has actually achieved the same or better effect than the traveling gear in all aspects of the indicator. Recently, GAC GMC hybrid system has also been introduced to the market, SAIC Roewe 550 has been on the market for several years, Jingjin also believes that this is the only way for high-end applications, that is, the increased range and plug-in hybrid is the inevitable application of high-end systems, we need to overcome some very critical core technologies of deceleration and clutching.

This is our series parallel system, and the most critical thing is the clutch in the middle. After the engine starts, it is synchronized, and then we combine the clutches, and after the combination, we realize the parallel mode, or from the series to the parallel mode, and then turn it on when appropriate. This system, especially the engine start-stop, is completely decoupled from the powertrain, realizing a stable pure electric drive without power interruption. A good range increase or a good plug-in hybrid system must do a little, first of all, to give customers a very good pure electric driving experience, because the customer's experience of new energy vehicles is the same as electric vehicles, very quiet, very smooth, no gear shift impact. We put hybrid or extended range engines on it. Foreign countries are to make a good engine first, plus the motor to make a hybrid, and we are the opposite, so we think we must first make a good electric car, and then add the extended range engine and the high-efficiency engine.

The popularity of high-end applications, especially SUVs, makes four-wheel drive a very critical area. Pure electric system and extended range system we can all add auxiliary transaxles, that is, electric four-wheel drive axles. One is a long mesh, the other is with a cutting separator, generally 125 km, that is, zero to 100 km acceleration, zero to 120 km acceleration, necd above the part of the split, after slicing can prevent the motor from speeding. The biggest direct effect is that the limited speed of the motor can be applied to the place where it is most needed with a larger speed ratio, and the rate of recovery braking can be increased from zero to 120 km.

After we use the cutting separator, we can increase the speed ratio, and we can make the speed ratio to 13-14, which can make the motor 1.4-1.5 million revolutions. High speed is a very effective way to miniaturize and reduce weight, so that we only need 50 kg of motors and reducers under conditions of guaranteeing up to 2500 Nm, which is a very significant cost and weight reduction compared to the front-drive system and typical drive system of about 80 kg. At first, the clutch is engaged first, then we take the car up through the rear axle, and at 120 km the clutch splits, and our motor may slow down, stop, or do follow-up control.

Under such conditions, we can effectively improve the performance of the whole vehicle. For example, this is a typical curve of a front-drive hybrid, and if you use an ordinary unsected four-wheel drive, there is a second red line. This red line can show the distance of the bridge that is about less than 2000 Nm when it is not split, the acceleration can be increased from 9 seconds to 6 seconds, if the ratio of speed is continued to be expanded with slitting, the output of the bridge can be as high as 2000 Nm, and the motor used here is only 160 Nm. In this way, our entire accelerator has increased from 9 seconds to 5 seconds, and its 100 km/h acceleration improvement is very significant, but the most critical thing is our clutch.

Having a clutch is also good for improving efficiency. When the motor is split at high speed, if the motor is not split, the loss of the entire transmission system at high speed is very high, and the curve rises, and after splitting, the anti-loss of electrical appliances and machinery can be reduced, including the loss of the first stage of the reducer, which can make the loss at high speed lower, and it is also conducive to reducing vibration noise. For the high-end market, what we need to do is to break through the motor body, including transmission, clutching these very key technologies, but also make us positioned in the high-end powertrain, to create an international leading electric system.

Q&A session

Question: Hello Mr. Yu, I was impressed by the three-in-one part you just talked about, and we also saw that BYD and Continental are also further reusing the on-board high-power charging driver, and at the same time doing the function of charging, if it is integrated into it, it is a four-in-one, what do you think about the prospects and direction of the development of this technology?

Answer: Personal opinion is that if high-power charging can really achieve very effective safety management, especially isolation, etc., the combination of charging and inverter together shared parts may be meaningful, if made into a very large power, charging should be moved to the car to do, on-board charging is not necessarily made into a very high power.

Question: Is it possible, such as 40 kilowatts, BYD is also doing the same, is it possible to replace the 40-50 kilowatt DC fast charge?

Answer: Technically it is entirely possible, mainly application, especially many electric vehicles will be charged in the home and in all aspects, so how necessary it is now can not be too good judgment.