8 – 9 December 2020, European Digital Edition | All lectures will be held in the time zone CET.
HERE you meet the experts from Europe, America and Asia!
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.
The world of transport is going electric and e-fluids have a vital role to play. EVs play a key part in the mobility revolution and the pathway to decarbonizing transport. Castrol’s e-Fluid expertise extends across land, sea and even space. In space, Castrol greases to help keep its $ 820 million NASA InSight Mars Lander […]
In space, Castrol greases to help keep its $ 820 million NASA InSight Mars Lander working in the unforgiving conditions on the Red Planet.
At sea, Castrol e-Fluids support equipment used in the transfer of power from an engine or electric motor to a propeller or thruster.
On land, Castrol has developed a range of e-fluids to meet the needs of vehicle manufacturers. From transmission fluids, which are inside many EVs already on the road, to greases and coolants, these fluids enable electric vehicles to run smoothly, efficiently and stay cool.
Developments include Castrol’s lowest viscosity e-transmission oil, designed for efficiency, durability and reliability.
Castrol is partnering with major manufacturers to ensure its lubricants deliver what drivers want: to go further on a single charge, enable longer life of transmission and component parts, and ensure long-lasting battery health.
As EVs continue to evolve, Castrol’s best brains are not only defining the fluids, but the way the fluids are defined: pioneering unique testing and monitoring methods, driving efficiency and economy going beyond the standard requirements of the fluids, taking consumer insights and engineering technical solutions; advancing technologies that will lead to breakthroughs for the transport of tomorrow.
Transmission e-fluids: the demands on e-transmissions are more severe than conventional transmissions, with maximum torques delivered at low speeds and sometimes the integration of electric motors into the transmission. Castrol develop fluid possessing appropriate dielectric properties and component compatibility to allow electronics to function correctly over lifetime.
Coolants e-fluids: Electric vehicle batteries work hardest when charging and discharging energy. As electric vehicles advance, batteries will face unprecedented stresses due to developments in ultrafast charging and vehicle performance. To combat this Castrol has developed Coolant e-fluid and is working on unique technology for future battery coolants.
Greases e-fluids: for the increasing number of electric motors on board. These greases carry out a range of duties from lubricating the electric motor that drives the car, to supporting multiple electric motors supporting vehicle ancillary services.
Castrol continues to work on improving the efficiency of conventional engines and transmissions whilst also embracing the exhilarating growth of electrification. It literally is more than just oil, it is liquid engineering the future.
A Special Webinar for the International CTI SYMPOSIUM Community in conjunction with IHS Markit Despite existing and immediate pressures generated by the COVID-19 crisis, the automotive industry direction of travel towards increasingly electrified propulsion remains intact. Challenges imposed by air quality legislation and CO2 requirements remain, whilst investments from car manufactures and suppliers well established […]
Despite existing and immediate pressures generated by the COVID-19 crisis, the automotive industry direction of travel towards increasingly electrified propulsion remains intact. Challenges imposed by air quality legislation and CO2 requirements remain, whilst investments from car manufactures and suppliers well established before the crisis will look to bear fruit. A slew of new technology is forecast to become ubiquitous in the coming years as the next wave of likely more cautious EV adopters transition away from the internal combustion engine. They are forecast to embrace increasingly connected, autonomous and shared mobility means, underpinned by electric component technologies, at an increasing annual rate of more than 20% between 2021 and 2026.
View recording and presentationIn this context and further out into the decade, a paradigm shift is set to be observed as the suppliers of key new e-mobility component technologies and associated systems look to achieve scale and market share in rapidly evolving technology segments. Which battery material technologies will make for profitable long-term investment? How will demands for superior inverter performance be met and using which component technologies? Where will the value reside in the fully integrated eAxle powertrains of the future? How will these technologies be cooled to ensure optimum conditioning, efficiency and longevity? Understanding these strategic questions will be critical to inform investment decisions and future direction.
Join IHS Markit’s Supply Chain & Technology analysts for this CTI webinar as they share forecast insights, outlining their independent perspectives in these key growth areas.
Matteo Martini
Principal Research Analyst
Thermal, Automotive, Supply Chain & Technology
IHS Markit
Claudio Vittori
Senior Technical Research Analyst
Powertrain & E-Mobility Component Research, Automotive, Supply Chain & Technology
IHS Markit
Ph.D. Richard Seiho Kim
Principal Analyst, E-Mobility Component Research
Automotive, Supply Chain & Technology,
IHS Markit
CTI SYMPOSIUM USA Chair
Dr. Hamid Vahabzadeh
Strategy Advisor at AVL List GmbH
