Fully Electrified: Hyundai Motor Group Announces Details of the E-GMP Platform

The Hyundai Group is also switching to a completely new electric platform called E-GMP. It forms the technological basis for the next generation of electric vehicles from the group and will start in 2021 with the Ioniq 5 and a new Kia model. The E-GMP replaces the group's previous platforms, which are primarily tailored to internal combustion engines. However, these will continue for smaller vehicle segments since the E-GMP starts in the C-segment and extends up to the E-segment. Like many comparable platforms from competitors, it offers numerous advantages such as more flexibility in development, high driving performance, greater range, optimized safety features, and more space for passengers and luggage. At maximum, overall length can exceed five meters with a wheelbase of over three meters. Albert Biermann, President and Head of R&D at Hyundai Motor Group, explains:

“The front-wheel driven, battery-electric Kia and Hyundai models are already among the most efficient in their segments. With the rear-wheel-drive-based E-GMP, we are expanding our technological leadership to segments where customers expect excellent driving dynamics and outstanding efficiency.”

The group is clearly targeting the premium segment as well: When asked, Biermann confirmed that sporty N-models are also being considered, and the sheer size also allows for Genesis models. Fayez Abdul Rahman, Senior Vice President of the Vehicle Architecture Development Center at Hyundai Motor Group, added:

“E-GMP is the result of years of research and development work and combines cutting-edge technologies. Through this innovative new platform, we will further develop and strengthen our range of battery-operated models.”

The platform is modular and highly standardized, which reduces complexity. This promotes rapid and flexible development. It can be used in most vehicle segments – both in sedans and in SUV and crossover models. The most powerful models should be able to accelerate from zero to 100 km/h in less than 3.5 seconds and reach a top speed of 260 kilometers per hour. That is why the basic configuration also relies on rear-wheel drive, plus all-wheel-drive versions, where the front e-motor can be engaged as needed. The all-wheel-drive system includes a transmission disconnect actuator, which can connect and disconnect the front drive, allowing a switch between rear-wheel and all-wheel drive depending on the driving situation.

Three basic types depending on the application

They have dispensed with a two-speed transmission, which Porsche, for example, uses in the Taycan to increase efficiency and slightly reduce rpm. According to Biermann, the Hyundai e-motor has no problem spinning at over 20,000 rpm. The new drive will come in three different basic types, with the motors geared differently depending on the type: Off-roaders focus on torque, while sports cars focus on high-speed performance.

The new platform is also intended to improve cornering behavior and driving stability at high speeds – mainly thanks to the vehicle's low center of gravity due to the battery and the optimal weight distribution between front and rear. Enhanced driving comfort and stable handling are ensured by the five-link rear suspension that is typically used in mid-size and large segments. The Koreans combine this with the world's first integrated drive axle (IDA), which connects the wheel bearings with the drive shaft for power transmission to the wheels.

Battery: Protected by a solid steel structure

The battery in the new platform is particularly protected by a special load-bearing structure made of ultra-high-strength steel. The additional framing with high-stable, hot-formed steel components also contributes to the high rigidity of this structure. In the event of a collision, the impact energy can be effectively absorbed by energy-absorbing areas of the body and chassis, effective load paths, and a central part of the battery pack, which is firmly attached to the body, according to the presenters. Strengthening the load area in front of the dashboard also minimizes the impact energy acting on the electrical system and the battery. In addition, the load distribution structure of the A-pillars prevents deformation of the passenger compartment. Here, the group directs the energy upward through three superimposed supports.

High cell density: Saves space and weight, increases range

The energy density of the battery, which is integrated into the floor between the front and rear axles, is expected to be about ten percent higher than the previous battery technologies of Hyundai Motor Group. The improved cooling performance, which is the result of a new battery structure with separate cooling blocks, contributes to this. This structure allows a more compact design, benefiting the interior space and reducing the weight of the battery pack.

Nevertheless, according to the group, electric vehicles still weigh 400 to 500 kilograms more than comparable combustion engines. At least the height of the battery pack could be reduced to a slim 130 millimeters. Also at Hyundai, the long wheelbase, short body overhangs, and slim cockpit module maximize the space available inside. The flat floor without a center tunnel allows for various seat arrangements at the front and rear and more legroom for passengers.

Highly integrated drive module, rear or all-wheel drive

The drive system consists of a powerful electric motor, a gearbox, and an inverter. All three components are combined into one module. According to Hyundai, this ensures powerful performance as the maximum motor speed is up to 70 percent higher than that of previous electric motors. The high-speed engine is smaller and lighter than other motors with comparable performance.

Moreover, all models based on the E-GMP platform use a standardized battery module of the same type, which can be easily adapted according to vehicle segment, range requirements, or customer needs. The module consists of standard cells encased in so-called pouch film and can be combined into different-sized packages. The capacity is expected to start at 50 kWh. Interestingly, compared to competitors, they are using relatively large cells that should be even larger than those of previous batteries, which also already used a relatively large cell structure. A solid-state battery might not be introduced soon but is expected to be incorporated into the E-GMP eventually, as Hyundai claims they are still pursuing this technology.

The electric motor is controlled by the inverter’s power module, which uses silicon carbide semiconductors. The new engine is expected to increase the drive system’s efficiency by two to three percent, thereby increasing the range by about five percent with the same battery charge.

Flexible charging system, battery can supply external devices

For faster fast charging, the Hyundai Motor Group is also switching to 800-volt technology. The 800-volt infrastructure, which enables even faster charging with up to 350 kW of power, is expected to continue to develop. To push this development forward, the Hyundai Motor Group has joined the leading European fast-charging network Ionity as a strategic partner and shareholder. Ionity currently operates 308 HPC stations (High-Power Charging) with up to 350 kW of charging power along European highways. The company plans to expand this network to 400 stations by 2022, with 51 already under construction.

800 volts become the standard: 100 km in five minutes

The E-GMP is capable of 800-volt fast charging as standard and can also be connected to 400-volt stations without additional components or adapters. The multi-charging system of the platform is one of the first patented technologies in the world to use the motor and the inverter to extend the charging system compatibility from 400 to 800 volts. Vehicles based on the E-GMP have a maximum range of over 500 kilometers (according to WLTP) with a full battery and can be charged to 80 percent in just 18 minutes at a suitably powerful station. A "refuel" for 100 kilometers of range is possible in just five minutes. Hyundai currently states the maximum charging power as 200 to 240 kW. A "emergency mode" has also been programmed, allowing an E-GMP vehicle to be towed up to 15 kilometers to a power source using the remaining reserve capacity.

Bidirectional and eventually inductive charging

But the new charging system is not only flexible in terms of voltage but also the direction of current flow: it supports bidirectional charging. Therefore, the vehicle battery can be used to supply external electrical devices with 110 or 220 volts of AC power or to charge another electric vehicle if necessary. Bidirectionality is enabled by the newly developed Integrated Charging Control Unit (ICCU). It is an evolution of the On-Board Charger (OBC), which usually only supports one direction of charging. The ICCU features the new "Vehicle-to-Load" (V2L) function, which allows energy to be drawn from the vehicle battery without additional components. Through the V2L function, which provides up to 3.5 kW of power, a medium-sized air conditioner and a 55-inch television can be operated for up to 24 hours.

What does this mean?

After the Hyundai Motor Group presented fewer electric novelties in 2020, they are going full throttle with the new E-GMP platform from 2021. It will be exciting to see how it compares to MEB and others, but also in comparison to Tesla. After most corporations have launched their first electric vehicles, the second round is now beginning, promising much more efficiency, higher energy densities, and more variability.