Sessions 2018

Abstracts Session Speakers

Ford’s New Family of Front-wheel-drive 8-speed Automatic Transmissions

Craig Renneker, Chief Engineer – FWD Systems, Transmission & Driveline Engineering, Ford Motor Company


  • A new range of 8-speed planetary automatic transmissions and AWD systems
  • 8F35 for C-sized vehicles
  • 8F57 for C/D-sized vehicles

Ford has developed a range of new FWD 8-speed planetary automatic transmissions to reduce fuel consumption in C and C/D-sized vehicles. These transmissions employ many fuel-saving technologies such as low parasitic losses, efficient torque converters and dampers, start/stop functionality, fast shifting and integrated park-by-wire. The presentation will describe the transmission basic architecture and specific technology development. A disconnect all-wheel-drive system will also be presented.

Craig Renneker, Chief Engineer – FWD Systems, Transmission & Driveline Engineering, Ford Motor Company.

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GM’s Development of a Continuously Variable Transmission for Passenger Vehicle Applications

John Maten, Assistant Chief Engineer, Product Engineering, General Motors


  • Design for low mass, high efficiency, low cost and controls flexibility
  • New developed fluid

Building on a long history of transmission design and production, GM has developed a new continuously variable transmission for use in passenger vehicles. The design goals for the transmission were world class mass relative to comparable CVTs, improved fuel economy, minimized cost, and providing flexibility in controls for a great driving experience. This presentation will provide a description of the CVT specification and design as well as a description of the key features and technologies.

John Maten is Assistant Chief Engineer at General Motors, USA.

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The power of transmission integration

James Setter, Head of High Performance Automotive, Xtrac Limited


  • The transmission as the integrator
  • Flexible and lightweight powertrain solutions
  • Strategic growth of ILEV products

This presentation will focus on an area where Xtrac is making significant investment, namely in the integration of electric motors, transmissions and power electronics to provide flexible and lightweight solutions to the modern powertrain requirements of dedicated hybrid transmissions and EVs.

Through innovative design and the use of high specification materials, Xtrac is developing a family of Integrated Lightweight Electric Vehicle (ILEV) products for the hypercar and supercar sectors, with the ability to scale such products to the passenger vehicle market.

James Setter, Head of High Performance Automotive, Xtrac Limited

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A synergy between latest CVT and hybrid technology.

Francis van der Sluis, Senior expert, Advanced Engineering, Bosch Transmission Technology B.V.


  • Latest pushbelt variator technology.
  • The pushbelt variator and hybrid topology options.
  • Benefits of synergy: efficiency, performance, cost and NVH.

Over recent years the number of CVT transmission applications in conventional drivelines have remarkably increased. Also in hybrid drivelines CVTs can be found. The solutions applied here are however mostly based on conventional technologies where an electric machine is integrated as an add-on module somewhere in the conventional transmission.

To reach the best possibly synergy and benefits in terms of fuel economy, performance, cost and NVH, a more integral approach is proposed. For this reason this paper introduces several Dedicated Hybrid Transmission (DHT) topologies that can be fitted with a pushbelt variator. The paper provides an indication of the specific variator requirements for hybrids. Furthermore the new Single Loopset Belt variator technology in relation to hybrid topologies is highlighted.

The benefits of the synergy between the latest variator and hybrid technologies are addressed in terms of a detailed fuel economy and performance simulation and a cost analysis. In the analysis also a reference will be made to conventional technologies and hybrid technologies based on competitive transmission types showing that also in a hybrid world the variability of the CVT concept assures its competitive advantage.

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Low voltage hybridization: How to lower costs, enhance CO2 benefits and transmission impacts

Dr Olivier Coppin, Innovation & scientific development director, Powertrain, Valeo


  • Low voltage board net
  • Hybridization functions and Electric boosting assisted
  • Energy optimization and transmission impacts

By scalable solutions low voltage hybrid systems are real first steps in hybridization field. With the extended power field offered by 48V components, more vehicle segments and applications can have more benefits at a still limited over cost. We will introduce a new kind of hybridization which can address a lot of vehicle engine adaptation fields.

Components and electrical architecture modularity are ways to lower the material and the vehicle integration costs. This modular mindset is also a way to offer scalable functions and solutions to have the best right sizing and thus right costing of the system. This also contributes to procure the best end user value / cost ratio. Finally, this can contribute to a large application field for low voltage hybrid systems and a greater vehicle fleet CO2 reduction.

We will examine how 48V system can address more efficient hybridization architectures (from P0 to P4) allowing more CO2 emission reduction and even open the gateway for low cost pure electrical vehicle. Then we will illustrate how the different hybridization architectures can be addressed in a modular building block structure for components.

We will also present some energy optimization strategies to maximize the CO2 benefits in all day driving phases in a quite robust way. These means use all the hybridization possibilities and adapt itself to the incoming driving situation including driver will, the traffic condition ahead and the internal condition of the energy needs of the car.

At the end, we will introduce the impacts of hybridization and future vehicle functions such as automated driving on transmission and a global consideration of the requests for a dedicated one.

coppinDr Olivier Coppin, Innovation & scientific development director, Powertrain, Valeo

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Off Axis P2 Hybrid Module with Minimal Impact on Powertrain Length

Mark Buchanan, Global Project Manager, Transmission Systems, BorgWarner


  • Off Axis module with electric machine powering drivetrain through a chain ratio
  • Chain drive accepts low or high power motors
  • Starter, FEAD, and 12V battery eliminated
  • Compatible with all transmission types

Among P0-P4 hybrid configurations the P2 layout enables the maximum benefit in cost-effective CO2 reduction, because the engine can be disconnected, while the e-machine still uses the ratios of the gearbox to drive the wheels. However, for transverse powertrains it has proven difficult to package the necessary components without moving the engine and the gearbox apart. This presents major problems when the powertrain has no space to grow in the axial direction, and this has led OEMs to conclude that aP2 architecture is simply not possible for some powertrains. Further obstacles are encountered in designing and packaging a suitable battery, particularly at 48V, close enough to the e-machine to minimize electrical losses.

A new solution has been created for a P2 hybrid with a chain-driven off-axis e-machine. Prototypes have been developed and tested in two versions – 48V (15 kW) and 350 V (65 kW). The starter, alternator and 12V battery were deleted, and the AC pump is relocated to the P2 location, allowing the entire FEAD to be removed. The battery system is packaged in the engine compartment, close to the e-machine.

This paper describes the technical innovations that were necessary for a successful solution, covering the battery, high speed chain drive, torsional damping, actuation, control strategies, lubrication and manufacturing processes. Of particular interest is the integration of damper, K0 clutch and chain, to achieve minimal packaging impact to the powertrain length. Test results and simulations are included, showing the effects on CO2, performance, drivability and NVH.

buchananMark Buchanan, Global Project Manager, Transmission Systems, BorgWarner

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Utilization of V2X Communication for AWD Disconnect Control Strategies

Blake Brown, Senior Product Engineer, McLaren Engineering, USA


  • DSRC hardware and system overview
  • Enhancement of Safety and Performance
  • Implementation of control strategies
  • Further Developments

Improvements in communication technology now allow a vehicle to be integrated with other vehicles and the infrastructure around it. This communication technology enables the vehicle to share vast amounts of data that previously were only available to the vehicle itself. This potential data can be transmitted and/or received from a vehicle using a Dedicated Short Range Communication (DSRC) protocol, which is referred to as Vehicle-to-everything (V2X) communication.

The anticipated growth of V2X brings with it many different questions about how to capture and use this new abundance of information. Thus far, the primary focus of V2X communication has been centered on safety through collision avoidance. The most important question for a driveline company is: how can V2X technology be used to augment existing control systems to further improve the stability and performance of the vehicle? The emergence of All Wheel Drive (AWD) disconnect systems combined with the ability to utilize the potential data available through V2X communication and new AWD control strategies, has provided an opportunity to improve performance of the AWD system and overall vehicle safety.

McLaren Engineering has answered the question above through the development of new control algorithms that utilize V2X technology integrated with AWD disconnect systems. These algorithms allow the vehicle to anticipate and prepare for AWD needs, such as hazardous road conditions, by preemptively connecting the AWD disconnect system. This results in an AWD system state of readiness that cannot be achieved through the reactive control methodologies currently used in the industry.  The effectiveness of the new control algorithms has been evaluated in simulation and demonstrated in multiple McLaren Engineering development vehicles during winter testing in early February 2017.

Preemptively connecting the AWD system is possible by utilizing information in the basic safety message already present in standard V2X communication. For example, traction events, yaw rate, etc. The control algorithm(s) collects data from various V2X and internal sources and then decides the desired state of the AWD disconnect system.

To quantify the impact on vehicle safety, a comparison is made between conventional AWD disconnect control methods and the newly developed strategies that utilize V2X communication. This comparison was completed through simulation of multiple vehicle maneuvers, such as a constant radius circle on a varying mu surface, to determine the impact on vehicle handling.

Although V2X technology is in its infancy, its continued development in driveline applications needs to be considered to better understand the potential implications to vehicle safety. Other areas that need to be further developed include messaging standards, data validity, storage/processing, and the maturation of use cases. For example, methods need to be developed to filter the large amount of data coming from various sources and to detect and suppress malicious messages. Lastly, mass adoption of this technology would allow auto manufacturers and suppliers to make this technology a reality.

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