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Interview with Dr Jörg Gindele (Magna Transmission Systems) – “Exploring the Limits of Technology”

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 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’s Modular and Scalable 48 V Platform eDrive Solutions

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.

 

Advanced e-Fluids for mobility on land, sea and in space

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 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.

Webinar September 2020: The E-Mobility Decade: A holistic assessment of critical technologies and supply chain dynamics

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 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 presentation

In 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.

The experts

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

The webinar was moderated by

CTI SYMPOSIUM USA Chair
Dr. Hamid Vahabzadeh
Strategy Advisor at AVL List GmbH

Partner

View recording and presentation

Plenary speech: Trans:Mission Performance – the all-new Ferrari 8DCL900 high-end dual-clutch transmission by Magna

Jörg Gindele, Senior Director, Magna Powertrain & Francesco Strati, 8DCL Project Manager, Ferrari

The 8DCL900 transmission presented in Berlin by Jörg Gindele is a twin-shaft DCT for ‘highly emotional’ applications like the Ferrari SF90 Stradale. So naturally, it needs to meet the highest expectations in every respect. Gindele said developers focussed on performance and fun-to-drive, but also fuel consumption, which was now a key criterion for supercars too. He said the 8DCL900 was designed for input torques of up to 900 Nm, while torque density was best-in-class at 6.4 Nm/kg.

Compared to the previous 7DCL750 transmission, Ferrari claims to have reduced loss by 31%. The active oil management system, for example, uses a very small dry sump with targeted, active lubrication for the gearset. This practically eliminates splash losses, and safeguards lubrication even under extreme centrifugal forces. The hydraulic modules for clutch and shift actuation sit above the transmission. Gindele said Porsche used a single low-viscosity oil for all functions. The transmission has a common oil space with the double clutch, which consists of two mirror-image clutches in parallel.

For even higher efficiency, Gindele said Magna use a friction-optimized gearset with no axial offset right up to the bevel gear output – another reason why a single gear oil can be used. According to Ferrari, the new TCU also plays an important role in improved transmission performance. By computing ten times faster, it enables hydraulic control valves to be controlled at up to 2000 Hz, faster clutch filling times (40 ms) and 20 percent faster gearshift response times.
Jörg Gindele said these and other improvements (e.g., the lightweight honeycomb structure housing) would not just benefit high-end Ferrari applications: some aspects would also feature in the supplier’s large-volume transmissions.

 

Dr Jörg Gindele,
Sr. Director Engineering, Transmission Systems,
Magna Powertrain, Germany

 

 

 

Francesco Strati,
8DCL Project Manager,
Ferrari SpA, Italy

 

18^th International Congress and Expo | Automotive Drivetrains – Intelligent – Electrified | 9 – 12 December 2019, Berlin

 

We are here for you!

Also during the current challenging time the event professionals of CTI, EUROFORUM, Handelsblatt Media Group are organizing high quality expert and networking platforms and forums – on-site and online. Meet some the faces behind the events in our video!

CTI SYMPOSIUM USA 2020 goes digital – Beside the CTI SYMPOSIUM in the USA, the European event in Berlin will also be carried out virtually.

Particularly in these challenging times, live access to expert insights is crucial. CTI SYMPOSIUM in Germany 2020 digital is a NEW, interactive networking platform that bundles all the latest industry and tech updates in a single, high-quality online event. Don’t miss this opportunity to watch top-class international speakers present their topics and discuss the future of mobility in an exciting new format.

Four ways to benefit:

• No travel times: our digital event is your fast track to knowledge and networking
• Plenty of time to chat with speakers
• Extensive breaks to visit the virtual exhibition, or for coffee and a snack
• Reduced participation fees save money and enable more colleagues to join

Discover for yourself how much potential a digital platform can offer! With fascinating content, smart analyses, lively discussion and exclusive networking opportunities, CTI SYMPOSIUM in Germany 2020 is all set to take the industry’s foremost get-together to the next level. Be a part of it!

Interview with Stephan Rebhan, Vitesco Technologies GmbH

How important is it to concentrate on PowerTrain? How do OEMs react to Sparing´s partners? These were some of the questions Stephan Rebhan was asked in that interview.

Interview with Dr. Philipp Neubauer, Continental Engineering Services GmbH

This interview is about the new interlocking Dr Philipp Neubauer invented, his opportunities at the CTI Symposium and the next steps in his career.

Panel Discussion: Will regulation allow technology to match customer expectations?

Participants:
Ulrich Walter (host)
Prof. Dr Arno Kwade, Director, Institute for Particle Technology, Technische Universität Braunschweig
Uwe Wagner, Chief Technology Officer and Member of the Board, Schaeffler
Christian Levin, Chief Operating Officer, Traton
Dr Bernd Vahlensieck, Senior Manager E-Mobility & Powertrain, ZF
Prof. Dr Christian Beidl, Head of Institute for ICEs and Drives, TU Darmstadt

Stronger investments in electrification

The automotive industry is in the middle of a restructuring process shaped by digitization and automation, but also the reduction of CO₂ and pollutants. As a glance at the latest models on offer makes clear, hybrid and all-electric drives are all set to go mainstream. But that shift comes with a price tag, and now the industry faces the pressing question of how to develop and build these automobiles on terms their consumers will accept.

This prompted the first question in the panel discussion:

“If you were in charge of your company’s R/D budget, what percentage would you invest in further development of combustion engines?”

As the numbers show, the audience – responding as usual live via smart phone – had a clear opinion: Yes to further investment in ICEs, but a big share of budgets will be going elsewhere.

 

Ulrich Walter then effectively stood the question on its head by asking the audience:

“If you were in charge of your company’s R/D budget, what percentage would you invest in the further development of batteries?”

Taken together, these two questions showed a clear trend: Invest substantially in electrification, but without neglecting ICEs.

 

Consumers want it all – but without paying more

So much for the investment side – but what’s the consumer view? In a video survey held in advance, CTI asked people in Germany, China and the US what they thought.

“What are your criteria when buying a car?”

The answers were extremely varied and included criteria such as modern infotainment, image, brand, versatility, roomy interiors, low maintenance costs, reliability and the ability to get people from A to B. Only one person named the drive and its performance as an important decision-making criterion.
In Bernd Vahlensieck’s opinion, those answers were an accurate reflection of the ‘balancing act’ the industry is currently involved in. On the one hand, customers had lots of expectations, some of them new; on the other hand, manufacturers needed to reduce carbon emissions and promote electrification. Vahlensieck was slightly disappointed that drives were hardly mentioned. Uwe Wagner said that actually, customers only want to pay for range, performance, etc. – not for less CO₂. So to bridge the gap until affordable electrified drives prevail, the industry should use the full spectrum of conventional and electrified drives.
Another international survey asked a very specific question:

“Can you see yourself buying a hybrid or an EV?”

According to participants, infrastructure is even more of a sticking point than range. One person gave a vivid example: “I live in an older residential area and park on the street at night. So I’d have to hang a lead from my second-floor window – and most of the time I can’t park in front of my house anyway.” This was probably why an interviewed person from China preferred plug-in hybrids, which combine electric driving with the ability to use fuel on longer journeys.

Professor Kwade noted drily that in cities, the best solution was to have no car at all. City charging infrastructures still posed challenges, and there was no perfect solution. Options such as inductive charging or putting charging points in lamp posts were very expensive. Uwe Wagner advocated hybrid drives that use dedicated ICEs instead of just lumping two technologies together, saying this could cut costs.
Professor Beidl confirmed the results of the survey by saying that availability, not range, was the biggest issue for drivers. “If we can learn one thing from these answers … it’s that customers expect the same level of functionality they have already.” According to Christian Levin the same goes for the commercial sector, where the ability to charge wherever needed is what matters most.

How much are customers willing to pay for emissions-free driving?

At the end of the day, another important question remains:
“How much extra cost would you accept for a locally emission-free mid-range vehicle?”

A surprising number of participants were ready to pay up to €3000 more for zero-emissions driving, while a good third opted for ‘not a cent’. Here again, CTI ran a video survey in advance. This showed two main trends: some people were not willing to pay anything extra; others were, providing the EV in question was ‘particularly fascinating’.

But as Christian Levin pointed out, what matters most in the commercial vehicle sector is TCO, not purchase price. Professor Kwade said that should actually apply to cars too, and BEVs could also turn out cheaper in the long run.

Bernd Vahlensieck pointed out that the extra outlay made much less of a difference on big company cars than on small cars, so private individuals tended to be hit harder.

Batteries could still charge a lot faster

Finally, the panel turned to the status quo in battery technology. Professor Kwade said Li-Ion still had 30-50% more potential, while solid-state batteries could increase volumetric energy density by a further 20 to 30%. But that was about as far as it went. The more important question was, how quickly can you charge the cells? Kwade said there was still much to be done here in terms of cell structures and materials.

Which brings us to the final question for the audience in Berlin:

“Where is the trend in battery development going?”

The result was clear: system competence is expected to rest with OEMs; cell competence will mostly rest with suppliers. The big question is – where exactly will that be?
Professor Kwade said Germany or Europe could keep pace with Asia in terms of technology, but had less experience with mass production. Uwe Wagner thought there was little point making batteries in Germany at present, as there was not enough regenerative energy to do so ‘cleanly’. But in terms of development, striving for a leading role was definitely a good idea.

Vahlensieck said ZF was not developing batteries because there were too many players on the field already. But in the context of systems – and batteries were part of an overall system – ZF too was working intensively on battery technology.

Efficient drive technology is not enough

In response to Ulrich Walter’s question of whether hydrogen might be the better choice for long-distance traffic, Christian Levin weighed up two different aspects. On the one hand, vehicles themselves needed less ‘material’ with hydrogen; on the other, the price of producing hydrogen regeneratively remained to be seen. He said hydrogen was a useful addition, but batteries still performed better in many scenarios.
Uwe Wagner then touched briefly on the political debate. The thinking here is that while hydrogen is comparatively inefficient at just over 20%, production still makes sense if you use regenerative electricity that cannot be sold short term. Also, scaling up production could restore the balance economically.
Professor Beidl took the view that we are currently in a ‘green start-up phase’ and need to gain experience. Instead of thinking in terms of either/or, all options – including meaningful coupling between different sectors – should be on the table. He said the yardstick was not just efficiency, but above all availability and vehicle usage profiles too.
In other words, there is no silver bullet. For driving to remain affordable, the industry will have to keep up its balancing act and find the most efficient solutions possible.