The new Mercedes EQS: passion for electromobility 04.04.2021: The EQS is the stand-alone, all-electric member of the new S-Class range and will be launched in Europe in August. With the EQE business saloon and the SUV variants of the EQS and EQE, further models based on the new architecture will follow soon.

The EQS is the stand-alone, all-electric member of the new S-Class range and will be launched in Europe in August. With the EQE business saloon and the SUV variants of the EQS and EQE, further models based on the new architecture will follow soon.

The EQS will allow customers in the luxury segment to benefit fully from all the advantages of an all-electric architecture with respect to space and design. With ranges of up to 770 km (according to WLTP)1, the EQS meets the requirements on a progressive saloon in the S-Class segment in this respect as well. The new world record in aerodynamics for production cars with a cd value of 0.202 contributes significantly to this.



The new generation of electric vehicles in the luxury and executive segment is based on a custom-developed architecture, which is scalable in every aspect and can be used across model series. The wheelbase and track as well as all other system components, especially the batteries, are variable thanks to the modular design. The vehicle concept is thus optimised to meet every requirement of a future-oriented, battery-electric model family.




No cable reaches this far
Electric drive system3: non-stop from Munich to Berlin


With an operating range of up to 770 kilometres (WLTP) and an output of up to 385 kW, the powertrain of the EQS also meets every expectation of a progressive saloon in the S-Class segment. All EQS models have an electric powertrain (eATS) at the rear axle, while the versions with 4MATIC also have an eATS at the front axle.

    Modular drive concept for high overall performance and long range
        EQS from Mercedes-EQ, with 245 to 385 kW plus an even more powerful performance version
        The electrical consumption1 of the EQS 450+, NEDC: combined electrical consumption:
        19.1-16.0 kWh/100 km; combined CO2 emissions: 0 g/km
        The electrical consumption1 of the EQS 580 4MATIC+, NEDC: combined electrical consumption: 20.0-16.9 kWh/100 km; combined CO2 emissions: 0 g/km
        Max. torque transmission output: 568 Nm (EQS 450+) resp. 855 Nm (EQS 580 4MATIC)
        WLTP ranges of up to 770 kilometres are possible depending on vehicle equipment and configuration
        Top speed limited to 210 km/h
    Available with rear- and all-wheel drive
        Electric motors on the front and rear axles are modern permanently excited synchronous motors
        Motor particularly powerful on the rear axle due to six-phase operation: two windings with three phases each
        Stators with pull-in winding for a particularly strong magnetic field
        Very compact
        Sophisticated thermal concept for high load capacity and multiple accelerations with consistently high performance
            What is known as a water lance in the shaft of the rotor cools the rotor
            Further cooling elements in the cooling circuit:
                Stator ribs
                Needle-shaped pin-fin structure on the inverter
                Transmission oil cooler: also more efficient during cold driving (gear oil is warmed up)
        4MATIC models with Torque Shift function
            Intelligently and continuously distributes the drive torques between the front and rear axles
            Ensures that the most efficient eATS (electric drivetrain) is used in each case
            Much faster response than with mechanical all-wheel drive
                eATS can be regulated independently of each other
                Torque is checked 10,000 times per minute and set if necessary
    Intelligent recuperation
        Adjustable by the driver in three steps via shift paddles on the steering wheel
        Situation-optimised with the help of the ECO Assistant
        In DAuto, up to 5 m/s² are achieved, of which 3 m/s² are due to energy recovery (2 m/s² via the wheel brakes)
        The recuperation output is up to 290 kW4
        Braking to stop is possible
        Deceleration is also for detected vehicles travelling ahead until they come to a stop, for example at traffic lights
        In versions with rear-wheel drive, recuperation is limited by traction
    EQS meets the highest demands for noise and vibration comfort
        NVH-optimised arrangement of the magnets inside the rotors (known as sheet metal cut)
        Reduces the use of rare earths at the same time
        Special winding (known as stator tilt)
        eATS have a special foam mat all around as an NVH cover
        Cover of the inverter is a sandwich construction made of three metal and plastic layers
        eATS are double decoupled via elastomeric bearings
            Front axle: with supporting frame
            Rear axle: with carrier
        Use of acoustic foams in body-in-white construction
        Main floor under the battery
            Designed with beading for NVH reasons
            New insulation part (welded-in foam) prevents excitations
        Two acoustic dividers in the tailgate reduce booming noise
    Extensive testing at Mercedes-Benz
        Several million test kilometres on eDrive test benches in Untertürkheim
        Tough testing programme for overall vehicle testing around the globe
        Route profile/test bench profile modified compared to combustion engine to take into account torque load on the transmission in both directions (recuperation)
        Special hot/cold testing of power electronics





Because the power does not come from a socket
The batteries: plenty of juice on board



The EQS marks the launch of a new generation of batteries with significantly higher energy density. The larger of the two batteries has a usable energy content of 107.8 kWh. That is around 26 percent more than the EQC. The innovative battery management software, developed in-house, allows updates over the air (OTA).

The energy management of the EQS is therefore kept up to date throughout the lifecycle. A major advance in sustainability has been achieved in the cell chemistry: the proportion of cobalt has been reduced to ten percent, and the optimised active material consists of nickel, cobalt and manganese in a ratio of 8:1:1.



    New battery generation (lithium-ion technology)
        Significantly higher energy density
        Better charging performance
        In-house development
            Programming the software at the Mercedes-Benz Battery Competence Centre
            Production of battery systems in the Hedelfingen plant section at the Stuttgart-Untertürkheim site
    Modular battery concept
        Possibility of over-the-air updates for the battery management system
        400-volt architecture
        Two battery sizes depending on power and drive (rear or 4MATIC)
            With usable energy content of 90 or 107.8 kWh
            With ten or twelve cell modules
            With pouch or hard-case cells
    Shorter charging times through intelligent thermal management when navigation is activated with Electric Intelligence
        Battery can also be preheated or cooled while driving
        Is thus in the ideal temperature window at a fast-charging station, which enables faster charging
        Coolant flows through the cavities of the aluminium extrusions of the battery frame
        PTC auxiliary heater (Positive Temperature Coefficient) integrated in cooling circuit
    Sustainability as part of the holistic battery strategy
        Optimised material mix of nickel, cobalt and manganese in a ratio of 8:1:1
        Continuous optimisation of recyclability
        Production with eco-power in Hedelfingen from 2022
    Comprehensive safety concept:
        Battery is crash-protected in the underbody
            Enclosure with energy absorbing structures at the front and side
            Stiff, double-walled base plate
        Extensive crash and component tests
            Battery, high-voltage (HV) cables and other HV components are designed and fused in such a way that they pose as little risk as possible in the event of an accident
            Battery behaviour under impact load and in the event of foreign body penetration is the test criterion
            Overheating and overcharging were simulated and tested
        Multi-stage high-voltage protection concept
            High-voltage system can be switched off automatically in case of danger
            Crash monitoring when stationary (during DC charging) is standard on the EQS
    Performance promise through battery certificate for customers
        Covers loss of capacity of the battery
        Valid for a term of ten years
        Or up 250,000 kilometres





Because the shortest route is not always the fastest
Navigation with Electric Intelligence: outsmarting traffic tailbacks




As far as Navigation with Electric Intelligence is concerned, the name says it all. Because it plans the fastest and most convenient route, including charging stops, based on numerous factors and reacts dynamically to traffic jams or a change in driving style, for example. In the EQS, navigation with Electric Intelligence is even more clever than before.



    Plans a fast and comfortable route in advance, including charging stops, based on numerous factors such as
        Calculated energy demand (topography, route, ambient temperature, speed, heating and cooling demand etc.)
        Ambient temperatures at the charging station
        Traffic situation on the planned route
        Number of charging stations available, their charging capacity and payment functions
    Responds dynamically to congestion and changes in energy demand
    Calculation in the cloud combined with on-board data
    In addition, the planned route can be edited individually
        The additional reserve at the destination and at the charging station (SoC, State of Charge) can be set, ten percent SoC is standard
        If "Charge at destination" is selected, this set reserve may be undershot at the destination
    New in the EQS
        Visualisation of whether the available battery capacity is sufficient to drive back to the starting point without charging
        Manually added charging stations along the route are given preference in route calculation
        Proposed charging stations can be excluded
        Calculation of the expected charging costs per charging stop
        Note from the "Active range monitoring" to activate ECO driving functions if there is a risk of not reaching the destination or the charging station with the selected settings






Always connected  The charging technology: where electrons silently migrate


The EQS can be charged with up to 200 kW at fast charging stations with direct current. At home or at public charging stations, the EQS can be conveniently charged with up to 22 kW with AC using the on-board charger. The EQS will also allow bidirectional charging in Japan, i.e. charging in both directions.


In addition, there are various intelligent charging programs that can be activated automatically depending on the location, and functions such as particularly battery-saving charging.



    Powerful chargers


        On-board charger for alternating current with a charging capacity of up to 22 kW (optional extra)

        DC fast charging system for direct current with up to 200 kW


            Electricity for up to another 300 kilometres (WLTP) is recharged in just 15 minutes5

    High charging currents can be maintained for a long time through temperature and charging management





    New functions (see also next section on Mercedes me Charge):


        Green Charging: Mercedes me Charge thus ensures the use of energy from renewable resources for public charging


        Plug & Charge: simply plug in, and charging and billing take place automatically


        Bidirectional charging: in Japan, it will be possible to feed electricity from the vehicle back into the grid when needed


        ECO Charging: various measures reduce the battery load during charging and slow down the natural ageing process of the battery


        Charge interruption: charging process is suspended at times selected by the customer (e.g. cheaper night-time electricity can be used)



Eco-charging on the house  Mercedes me Charge: Plug & Pay

Drive to the charging station, open the flap, insert the connector and the power starts to flow: this is how easy the charging process is with the EQS, thanks to Plug & Charge.

The new charging method is offered by Mercedes me Charge. Other highlights include the densest network of charging points, with more than 500,000 of them in 31 countries, and green charging. Green charging reduces the CO2 footprint in the use phase



    Plug & Charge allows particularly convenient charging of the EQS


        Charging starts automatically when the charging cable is plugged in


        Communication between vehicle and charging station takes place directly via the charging cable


        At the launch of EQS possible at IONITY in Europe


    Green charging reduces the CO2 footprint in the use phase


        With Mercedes me Charge, customers have been charging green at every public charging station throughout Europe since this year


        The charged energy quantities are balanced out with green electricity after the actual charging process


        In addition, incentives are created to invest in renewable energy systems


        In the first three years after the purchase of an EQS, there is no basic charge to customers for Mercedes me Charge and thus for green charging


        Green charging and driving can be experienced via MBUX and the Mercedes me App


    Mercedes me Charge is currently the largest charging network worldwide


        There are currently over 500,000 AC and DC charging points in 31 countries, including over 200,000 in Europe
        Integrated payment function with simple billing


    Mercedes me App has many improved and new functions since the last revision






Meet the world aerodynamics champion
Aerodynamics: only the wind knows the answer



With a cd value from 0.206 , the EQS has the best aerodynamics of any production car. The operating range particularly benefits from this. It is also among the best in terms of noise comfort. A great deal of attention to detail lies behind the very good aerodynamic and aeroacoustic performance.



    A world record. First production car with a cd value from 0.20

        Low spread of the individual models and wheels/tyres up to 22 inches


    The frontal area is 2.51 m2

    The purpose design brings numerous aerodynamic and aeroacoustic advantages

        Good coupé-like basic shape with flat windscreen

        Smooth underbody

        Lower cooling air requirement, louvre is mostly closed

    Attractively designed aero wheels are available in sizes 19, 20 and 21 inches



    A lot of aerodynamic fine tuning

        Wheel spoiler front and rear (arrow-shaped)

        Coordinated underbody panels

        Rear spoiler optimised for lift and air drag


    Extensive aerodynamics development


        By developing an entire Mercedes-EQ luxury model family, comparatively much capacity for basic development

        Several 1000 calculation runs in the virtual wind tunnel

        Approx. 700 CPUs per calculation

        Simulation helpful especially for outer skin and underbody concepts

        However, final optimisations still carried out physically in the wind tunnel with clay and hybrid models

    Due to the electrification of the powertrains, low wind noise becomes even more important

    Here, too, the EQS is among the top vehicles in its class

        Excellent aerodynamics is at the same time a good basis for low wind noise

    Extensive development steps to reduce wind noise

        Numerous optimisations in the area of door structure and door and side window seals with, for the first time, six side windows in a Mercedes

        Special acoustic comfort package with acoustically highly effective laminated glass panes

        A-pillar with specially shaped trim strip helps reduce wind noise as well as lower the cd value

        Retractable door handles




The transformers  Sustainability: thinking of tomorrow today

As part of its "Ambition 2039" initiative, Mercedes-Benz is working on offering a carbon-neutral fleet of new vehicles less than 20 years from now. By as early as 2030, the company wants more than half the cars it sells to feature electric drive systems - this includes fully electric vehicles and plug-in hybrids.



In many areas, Mercedes is already thinking about tomorrow today and has designed the EQS with sustainability in mind. The vehicles are produced on a CO2-neutral basis, while resource-saving materials such as floor mats made from recycled yarn are used.




    EQS components with a total weight of more than 80 kg made of resource-saving materials (recyclates and renewable raw materials)


        Cable ducts are made of recycled plastics


        Floor coverings are made of ECONYL recycled yarn


        The aluminium for the inner part of the front bonnet has been certified by the Aluminium Stewardship Initiative (ASI) as sustainably produced


    Production of the series in Factory 56 at the Mercedes-Benz plant in Sindelfingen, the most modern automobile production facility of Mercedes-Benz


        Carbon-neutral production right from the start

            The energy requirement is reduced by a quarter compared to other assembly buildings


            Photovoltaic system with 12,000 modules can generate around 5000 kWp, covering around 30 per cent of the factory's energy needs

            Part of the electricity flows into a DC grid that will improve the building's energy efficiency in the future

                Connection of ventilation units and

                Connection of a stationary energy storage system based on reused vehicle batteries for intermediate storage of solar power from the photovoltaic system

        In addition to the CO2 and energy balance considerations, the sustainability approach of Mercedes-Benz in Factory 56 includes further ecological aspects

            About 40 per cent of the roof area is planted

            Intermediate storage of rainwater

            Recycled concrete was used for the first time in the concrete façade of the head-end structure

        Battery system production at the Hedelfingen annexe in Stuttgart will be CO2-neutral
        from 2022

    Sustainable, integrated business strategy of Mercedes-Benz considers the entire value chain

        Development

        Supplier network

        Own production

        Electrification of products


        Renewable energies for the use phase of electric vehicles


    With Ambition 2039, Mercedes-Benz is pursuing the goal of providing a fully networked and carbon-neutral vehicle fleet by 2039


        As early as 2030, the company is targeting more than 50% of passenger car sales with plug-in hybrids or purely electric vehicles


        Important milestones are carbon-neutral production in all Mercedes-Benz AG plants worldwide from 2022, the co-design of the infrastructure and the agreement of specific CO2 measures with suppliers


        Mercedes-Benz AG has had its climate protection targets confirmed by the Science Based Targets Initiative (SBTI)




Quick guide for a full picture
Glossary: The major innovations in detail



eDrive test benches: This is where Mercedes-Benz tests the electric powertrain (eATS) for function, efficiency and long-term durability. On the test benches, the eATS are coupled to load machines via the drive shafts installed in the vehicle - just like the drivetrain with combustion engine and transmission on conventional test benches. At each rotational speed, they simulate different stresses on the e-drive. The testing programmes depict high-speed and road endurance runs.

For this purpose, the test benches are programmed with data from real routes, topography and corresponding load conditions, for example acceleration, staying on the accelerator, kickdown or recuperation. In Untertürkheim, there are a total of 13 test benches for electric drives. Of these, seven are pure eATS test benches, where the power comes from a special direct current source, what is known as a battery simulation. On the six other test benches, the testing also includes the battery and the complete charging components of the vehicle. In addition, there are 13 test benches at the Nabern development site




Electric drivetrain (eATS): An eATS basically comprises an electric motor, a (spur) transmission, the differential and the power electronics. This is compactly located on the top of the eATS.



Hard-case cells: battery cells with a sturdy aluminium housing. Other designation: prismatic cells




Inverter: converts the direct current (DC) of the battery into three-phase current (AC) for the electric motor. During recuperation, the e-machine generates a three-phase current that is rectified into direct current by the inverter.



On-board charger: charger integrated into the vehicle that generates the direct current required by the battery from the alternating current of the power grid.



Permanently excited synchronous machines (PSM): with PSM, the rotor of the AC motor is fitted with permanent magnets and therefore does not need to be supplied with power. The magnets – and thus the rotor – follow the rotating alternating current field in the winding of the stator. The engine is said to be synchronous, because the rotor turns at the same rate as the magnetic field of the stator. The frequency is adjusted in the power electronics inverters to the speed requirements of the driver. The advantages of this design include high power density, high efficiency and high power constancy.



Pouch cells: battery cells with a flexible, bag-like cover made of aluminium and a second, insulating foil. Other designation: coffee bag cells




Recuperation: in this energy recovery process, the high-voltage battery is charged by converting the mechanical rotary motion of the wheels in the drive systems into electrical energy during overrun or braking operation.



Stator tilt: in relation to the permanent magnets of the rotor, the coils of the stator are obliquely wound. This is advantageous for NVH behaviour (Noise, Vibration, Harshness), especially at low speeds. Otherwise, what is known as cogging torque could occur. This would lead to fine but unpleasant vibrations when driving very slowly.

 




1 The figures for operating range are provisional and were measured internally in accordance with the applicable certification method. Confirmed TÜV figures, EC type approval and conformity certification with official figures are not yet available. Differences between the stated figures and the official figures are possible.


2 With 19-inch AMG wheel/tyre combination (available in the EU from the end of 2021) in SPORT driving mode


3 All technical information (concerning consumption, operating range, output, torque, recuperation and performance) in this publication is provisional, and was obtained internally in accordance with the applicable certification method. Confirmed TÜV figures, EC type approval and conformity certification with official figures are not yet available. Differences between the stated figures and the official figures are possible.


4 This value refers to the electrical power that is fed into the electrical battery due to recuperation. It can be achieved under optimal conditions, depending on the state of charge and temperature. Deviations are possible.


5 Charging time at DC quick-charging stations with 500 amperes, figures for charging times are provisional and were obtained internally in accordance with the certification method "WLTP test procedure". Confirmed TÜV figures, EC type approval and conformity certification with official figures are not yet available. Differences between the stated figures and the official figures are possible.



6 With 19-inch AMG wheel/tyre combination (available in the EU from the end of 2021) in SPORT driving mode



    Koert Groeneveld- photos Mercedes