On December 19, 2019, AIC's first A+-grade mid- to high-end pure electric SUV was shockingly launched in Wanning, Hainan, and deliveries were initiated globally at the same time. The new car*** is available in four models, priced at 197,900-292,100 yuan after subsidies. Different configurations of the models are loaded with power battery packs of different capacities, and the NEDC combined range is 403, 503 and 623 kilometers, respectively, with more range options to meet the needs of more consumers to buy a car.
Ai Chi U5 listed a *** four models, length, width and height of 4680 * 1865 * 1700mm, wheelbase of ?2800mm, the power is also the use of maximum power of 140 kW of permanent magnet synchronous motor, maximum torque of 315 Nm. The difference between the four models is mainly reflected in the pure electric range and model configuration.
This article was originally published by New Energy Intelligence and Analysis, a series of articles on the electric drive technology used in the AIC U5's first electric vehicle, the model platform, the thermal management strategy of the power battery and the range of the cockpit air conditioning and refrigeration mode, among other key information.
1. Characteristics of the electric drive technology adapted to the AIC U5:
Red arrow: "2-in-1" charging module consisting of OBC+PDU with a maximum power of 6.4 kW
White arrow: " 2-in-1" high-voltage charging module integrating DCDC+drive motor control module. White arrow: "2-in-1" high-voltage power system assembly integrating DCDC+drive motor control module
Green arrow: start-up power storage module
Blue arrow: start-up power storage module
Blue arrow: Circulation line refill pot for drive motor, "2-in-1" charging module, "2-in-1" high-voltage power system assembly and cockpit warming system***
Yellow arrow: High-temperature cooling and low-temperature preheating system*** for power battery***
Yellow arrow: High-temperature cooling and low-temperature preheating system*** for power battery Yellow arrow: Circulation line refill jug for power battery high-temperature heat dissipation and low-temperature preheating system***
The drive motor assembly of the AIC U5 is supplied by BorgWarner, and the drive motor controller is supplied by United Electronics for integration with DCDC. The OBC (on-board charger) provided by Hangzhou Xinrui Technology has a maximum power of 6.4 kW and is integrated with the PDU.
For the AIC U5, the procurement of the "2-in-1" charging assembly of OBC and PDU from the same brand is also a compromise between structure, heat dissipation, maintenance cost and overall vehicle performance.
The battery tray for the starter is made of ABS engineering plastic (red arrow), and the sub-systems such as the "2-in-1" high-voltage power system and the "2-in-1" charging module are placed on an aluminum alloy frame, in order to obtain a more advantageous lightweight design. The lightweight design of the car is still a good idea.
The thermal management system of the AIC U5 adopts a PTC module (low-temperature preheating), a water-cooling plate module and two electronic water pumps in the circulating pipeline. The coolant is then heated by the PTC through the dual-effect water-cooling plate module and the power battery thermal management pipeline coolant heat transfer
The U5 is heated by the PTC provided by Kobelco (maximum power of 7 kilowatts) for the power battery and the air conditioner to provide a heat source for the warm air, the heat of the warm air and the heating of the battery is controlled by the three-way water valve to adjust the flow of coolant and the PTC to regulate the heat power
Generally, the power battery assembly needs to be preheated. The power battery assembly requires a preheating temperature demand of no more than 30 degrees Celsius (mostly 15-20 degrees Celsius); the cockpit air conditioning system requires a heating temperature demand of mostly 85 degrees Celsius.
For the whole vehicle (electric drive system, "2-in-1" charging assembly, "2-in-1" high-voltage electrical system assembly) motor electronic control cooling system and warm air system refill pot, and battery thermal management system refill pot, set together by physical means The two groups are not actually labeled. In fact, these two sets of recharge jugs, which are not labeled with pressure values, are used separately.
The AIC U5 is equipped with a second-generation electro-hydraulic integrated brake master cylinder (i-boost) from Bosch. This eliminates the need for the vacuum pump + outlet valve body + brake master cylinder technology used in most EV models, and prevents brake force degradation when traveling at high altitudes. Moreover, it provides EV models with a more linear "seamless" integration of electronically controlled energy recovery and mechanical braking power.
2. AIC U5 is equipped with a steel-on-steel, aluminum-on-aluminum vehicle platform:
Compared with the all-steel body structure of the EVs launched by Xiaopeng and Weimar, the AIC U5 adopts a steel-on-steel, aluminum-on-aluminum vehicle platform to maintain a certain degree of lightweight.
Compared with the all-green body structure of the electric cars launched by Azalea and Tesla, the steel-on-steel, aluminum-on-aluminum platform of the AIC U5 offers simpler maintenance convenience and cost of use.
The U5, AIC's first vehicle, was developed in a forward-looking mode (the AIC U5's 2,800mm wheelbase is basically judged not to be comparable to the size of fuel or EVs on sale), taking into account the electric drive system, the mid-mounted power cell assembly, and the 2/4-wheel-drive setup. The use of lightweight aluminum for the front powertrain and sturdy steel for the cockpit not only ensures the passive safety of the occupants and the powertrain, but also reduces the maintenance cost of the aluminum components and improves the ease of maintenance.
The photo above shows a close-up of the front details of the powerhouse of the AIC U5.
An integrated front welded structure (red arrows), which is directly welded to the sidewalls of the body, is used to carry components such as the radiator, condenser and cooling fan. While ensuring lightweight, it can better protect the safety of various sub-systems in the powerhouse when bearing impacts from the front, reducing maintenance costs and improving the safety of the high-voltage electrical system.
The front longitudinal beam liner made of aluminum is mainly used to fix the heat dissipation assembly, front longitudinal beam collapse zone (separately removable), collision sensors and front bumper skeleton.
Red arrow: aluminum longitudinal beam liner
Yellow arrow: bolt-on front bumper bracket
The photo above shows a close-up detail of the front longitudinal beam liner of the AIC U5 with the separately removable front longitudinal beam crumple zones "fishscale welded" (yellow arrow).
This welded structure with reinforcing bars is used for the load-bearing points and critical joints all over the bodywork. Apparently, this kind of lightweight + structural safety setup is common on FAW Audi and SAIC-GM Cadillac mid-range and high-end models.
Perhaps this technical setup has something to do with the fact that AIC's executives are mostly from FAW Audi and SAIC-GM.
The photo above shows a close-up of the front suspension detail of the AICHU.
Blue arrow: front steering knuckle made of aluminum alloy
Yellow arrow: A-type lower arm
Red arrow: steel H-type subframe
Above is a close-up of AICHI U5's rear suspension detail 1.
Red arrow: storage box for B-pack battery components
Yellow arrow: linking the high-voltage cable cable car of B-pack battery components Carrier end connector
Green arrow: steel rear subframe
Blue arrow: steel lower swingarm
White arrow: steel rear trailing arm
The above photo shows a close-up of the rear suspension detail of the AIC U52.
The rear steering knuckles (red arrows) of the AIC U5, which are still made of aluminum alloy, don't have the space for installing the rear drive motors and arranging the rear transmission half-shaft.
I noticed that the front subframe, the center-mounted battery assembly, and the front end of the rear subframe of the U5 are all wrapped in plastic guards.
Red arrow: front subframe guard
Yellow arrow: power battery assembly guard
The U5, as AIC's first mass-produced model, adopts a "steel-on-steel-aluminum-under-aluminum" body structure, and the front and rear suspensions have been replaced with aluminum alloy steering knuckles, which adopts the "lowering of under-spring mass" principle. The front and rear suspensions are made of aluminum alloy steering knuckles, which is a lightweight design that reduces unsprung mass. Subsequent models will continue to use the "steel-on-aluminum" platform, with new models of different sizes (wheelbase) and drive modes.
As for the "steel-on-aluminum" platform technology, it is not only in the lightweighting needs to reduce the 100-kilometer power consumption, but also more critical is the absolute safety of the cockpit and the maintenance efficiency of the ratio.
What I have to say:
In terms of the electric drive technology and the lightweight strategy of the AIC U5's model platform, the purchased electric drive technology can be vertically replaced by self-developed control strategies in the new model as the supplier's hardware level improves; and the "steel-on-steel, aluminum-on-aluminum" model platform technology is not only used in the first car U5, but also in the first car U5, but also in the new car U5. The "steel-on-steel, aluminum-on-aluminum" vehicle platform technology is not only used in the first car U5, but also becomes the basis for subsequent modifications or new models.
Obviously, for an electric car, the R&D route of AIC U5 is very clear, using its own best "car-making" technology and combining it with the third-party-provided electric drive technology, which is frequently replaced, to ensure a balance of safety, quality and performance.
The following article will provide an in-depth analysis of the charging and discharging efficiency of the AIC U5 under a variety of road conditions in Hainan, where the air-conditioning and cooling modes are turned on for the entire time.
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This article comes from the authors of AutoNavi, and does not represent the views of AutoNavi.