2023 date will be announced soon I Shanghai
Since 2012 CTI organises its famous CTI SYMPOSIUM CHINA. The three day event provides an update on latest automotive transmission and drive engineering for passenger cars and commercial vehicles.
The international industry event delivers the appropriate platform to find new partners for purchase and sales of whole systems and components.
Automobile manufacturers, transmission and component companies give an overview and outlook on technical and market trends.
Special Edition – New Energy Vehicle new applications 02 December 2020 China Time 16:00-18:00 (CET 9:00-11:00) Language: English Speaker 1: YoungKyu KIM Senior Research Engineer Hyundai Transys Fuel economy improvement system allied to an auxiliary driving wheels of electric vehicle
02 December 2020
China Time 16:00-18:00 (CET 9:00-11:00)
Language: English
YoungKyu KIM
Senior Research Engineer
Hyundai Transys
Fuel economy improvement system allied to an auxiliary driving wheels of electric vehicle
Antoine Dubreuil
Simulation and Analysis Manager
Ricardo Asia
Next generation thermal systems of electrified powertrains
Ryo Nakamura,Group Manager, Aisin AW
CVT lineup including two newly developed transmissions
Barry James, Chief Technology Officer, Romax Technology
Structural optimization of an EV gearbox housing targeting Low Gear Misalignment
”The CTI Symposium is for us PUNCH Powerglide, one of the few independent gearbox manufacturers, a must-attend event for meeting and networking with important decision makers across the transmission and drivetrain world in the automotive industry. Participating at the European edition of the Symposia is of key importance for us, since we want to strengthen […]
”The CTI Symposium is for us PUNCH Powerglide, one of the few independent gearbox manufacturers, a must-attend event for meeting and networking with important decision makers across the transmission and drivetrain world in the automotive industry. Participating at the European edition of the Symposia is of key importance for us, since we want to strengthen the development of future products in the European Market.”
Dr. Oliver Nass
Director Sales & Marketing
PUNCH Group
”Electrification is a great challenge for all players in the automotive industry. There is no single solution being able to meet all customer’s requirements and needs. PUNCH Powerglide has adapted this reasoning to its own product development and stands as a partner for different eDrive concepts: from modular solutions where we supply for example the gears, the shafts and the housings up to integrated solutions that include the electric motor, the inverter and the gearbox. ”
Wolfgang de Loth
Director Research & Development and New Business Development
Punch Powerglide
The new 8DCL900 is more than just a highlight in supercar transmission development. As our interview with Dr Jörg Gindele shows, taking technology to the limits can benefit large-scale production too. Mr Gindele, the new 8DCL900 Performance Dual Clutch Transmission you and Ferrari co-presented at CTI Berlin has a proven predecessor: the 7DCL750. Why the […]
Mr Gindele, the new 8DCL900 Performance Dual Clutch Transmission you and Ferrari co-presented at CTI Berlin has a proven predecessor: the 7DCL750. Why the new development?
Performance cars have extreme torque and performance requirements. These have increased significantly in the past ten years, one reason being hybridisation. For example, the Ferrari SF 90 Stradale has an e-motor between the engine and transmission that enables overall peak torque ratings of up to 1100 Nm. We also wanted to significantly improve shift times – and direct hydraulic control has clear advantages there. On top of more performance, we also wanted even more internal efficiency. The additional eighth gear improves overall efficiency too. And finally, we wanted to get the car’s centre of gravity even lower. So to achieve a lower installation position, we moved the whole hydraulic system up within the transmission. A transmission like this is also a reference product.
What insights can you transfer to series production?
That’s an important point. We often ask ourselves what we can adopt from racing or high-performance applications that let you explore the limits, and demand that you do. For instance, we developed a new transmission casing with a honeycomb structure that’s lighter, and improves casting quality even more. We’re now adopting the new method in all series-production applications. Other examples include high-end triple carbon synchronizers, plus new materials and tooth geometries. Asymmetrical toothing is important because you can put more torque on the traction flank than on the thrust flank. We’re transferring that to series production too. You mentioned hybridisation in sports cars.
How does that differ from large-series production?
Performance hybrids and consumption-oriented hybrids use fundamentally different approaches. Reducing fuel consumption is an issue in sports cars too. But in a large-scale production vehicle you might replace the 6-cylinder ICE with a smaller 4-cylinder, then add an e-motor so you still have the same overall system performance. Whereas in the Performance sector I’d probably use one or more e-motors to add power to my 8-cylinder engine. The focus is on high performance and agility, not maximum range. And for weight reasons, you’d use a battery that might not have the highest capacity, but provides power quickly through its high power density.
How is growing electrification in large-series applications changing the role of transmissions in general – not just in sports cars?
In the last ten to fifteen years, transmissions have played an increasingly important role. More and more, they’re becoming central torque coordinators in the powertrain. When you have multiple drive sources on board, the transmission is where they converge. Hybrid managers are often located near the transmission – or the functions are combined in the TCU. Actually, the engine now plays a smaller role; the TCU will usually handle its torque.
Looking further ahead, what are the prospects for dedicated transmission concepts, or DHTs?
Our assumption is that DHTs will replace ‘normal’ transmissions in many areas. One reason is that we’re taking mechanical complexity out of the system and replacing it with electrical functions…
Magna uses a scalable set of building blocks to create complete powertrain systems for pure electric and hybrid electric vehicles, covering the full range of system architectures from 48 V to 800 V. Cutting edge virtual methods including artificial intelligence algorithms for predicting performance-, efficiency-, durability-, NVH-, thermal- and EMC-attributes are used in an early […]
Magna uses a scalable set of building blocks to create complete powertrain systems for pure electric and hybrid electric vehicles, covering the full range of system architectures from 48 V to 800 V. Cutting edge virtual methods including artificial intelligence algorithms for predicting performance-, efficiency-, durability-, NVH-, thermal- and EMC-attributes are used in an early development phase to functionally integrate the building blocks to an application specific eDrive system meeting the local market and OEM requirements.
Due to large variations in legislation regarding CO2 emission and fleet consumption in the US, Europe and China, many different types of electrified powertrain systems are needed in the market. In addition the end-customer expectations for pure Electric Vehicles (EVs) and Hybrid Electric Vehicles (HEVs) regarding performance and comfort will trigger new requirements on the electric components. It is an excellent opportunity for OEMs to provide a new level of agility and functionality using the additional degrees of freedom provided by Electric Drive (eDrive) solutions.
Based on successful eDrive serial products on the market since 2011, Magna developed eDrive platforms with cutting edge technology to meet these high expectations of future automotive applications in the range of 17 kW to 250 kW of power. The so called “building blocks” of an e-motor and inverter are re-used in a wide range of different applications providing flexibility by scaling and improving robustness as well as reducing time to market.
One important platform within this overall product strategy is the 48 V high speed platform, which was developed specifically to cover a forecasted market demand for high volume mild hybrid powertrain systems. Magna’s 48 V e-motor/inverter solutions provide an integration-friendly solution with high recuperation potential as well as the customer benefit of a traction aid system and limited pure electric driving.
Magna’s 48 V serial production platform consists of a scalable permanent magnet synchronous motor (PMSM) to achieve the highest power density and a modular inverter using metal oxide semi-conductor field effect transistors (MOSFETs). These two building blocks are used for several applications with a speed range of 20,000 to 35,000 rpm and a power of 17 to 25 kW peak. This e-motor/inverter platform will be mainly used in applications with very challenging packages in P1, P2.5-, P3- and P4-architectures. There will be an oil cooled version of the motor for the application in hybrid double clutch transmissions. Other applications will use a water-cooled version, and the inverter will be water-cooled in every version. The CO2 benefit of such 25 kW systems can be as much as 21 % depending on the vehicle and system configuration.
