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Statement of experts from PUNCH Powerglide about the CTI Symposium and electrification

”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 CTI SYMPOSIUM USA – Digital Edition a success

A transformation process began several months ago. A transformation process that was to be a solution to the then unimagined dimensions of a virus that posed huge challenges to the event industry.

Out of this transformation, the digital CTI SYMPOSIUM USA was born. We were forced to face many challenges. The time difference between the different continents of our community is only one of them. No easy task to bring such a large event into the digital space. But we felt that we could do it and together we made the impossible possible.

On behalf of the whole CTI team we wanted to thank you. Thank you for your trust, thank you for your flexibility and thank you for participating in our event this year. Let us walk together on the way to a better future.

76 lectures were held during the two days of the event and more than 300 interested participants attended, asked questions and discussed controversially. 16 exhibitors ventured into the digital world and represented themselves and their latest achievements. We united 12 countries from 3 continents, even Korea and India were represented, even though the program for them lasted well into the night. Over 2000 messages were exchanged to connect with peers and discuss ideas about the future of mobility. We are proud to have taken this step with you and are already looking forward to the international CTI SYMPOSIUM DE – Digital Edition, which will take place from the  December.

Abstract: BP energy outlook 2020 and solutions for advanced mobility

BPs latest outlook of energy demands to 2040 will be presented with scenarios to meet that energy demand and reduce overall carbon emissions; The forces that shape scenarios for the future and key uncertainties. Lower carbon roadmap options for energy, fuel and lubricant products will be presented, including lubricants designed to enable next generation electric vehicle design. Latest BP models will be presented for scenarios of future energy demands and supplies, built from incorporation statistical data and technical data sources on subjects including global economic growth, energy markets, energy demand, consumption, production and supply, energy efficiency, mobility developments, changes to fuel mix, technological developments, trade disputes and growth of carbon emissions. Fuel and lubricant technology options which can contribute to lower carbon transport and energy will be presented. New lubricant technology will be presented for electric vehicle batteries and drivetrains.

Abstract: Mobility for tomorrow – Change within the automotive industry is inevitable

The automotive industry as we know it today will not exist in the future. As an industry, we need to get ready for disruptive changes in consumer behavior, product technology and legislation around the world. There is no single solution to the powertrain / propulsion needs of tomorrow. A diverse portfolio of solutions is needed for different customers (domestic and international). Patrick Lindemann will discuss the trends of tomorrow and solutions to bring those trends to market.

Abstract: A market segment approach for optimizing hybrid propulsion systems

To achieve a balance between powertrain costs and CO2 emissions, different levels of hybridization have been developed and will exist in parallel on the market for the mid-term future. Dedicated hybrid transmissions (DHT) are embedded in dedicated hybrid powertrains (DHP) which are used in full hybrids (HEV) and some plug-in hybrids (PHEV). Driven by fuel consumption and high costs of electric components in the past, DHP’s were optimized in several generations towards high effciency with a relative low complexity. DHP cost attractiveness is achieved by a combination of electrifcation, simplifed transmissions and reduced content combustion engines. When enough electrical power is applied, it allows for the use of a highly effcient combustion engine while still accomplishing moderate dynamic performance. HEV DHP’s offer an important low CO2 solution in the midterm future while the plug-in-vehicles volumes are relatively low. Additionally, the increasing battery size in PHEV’s promotes interest in DHP’s in order to reduce complexity and cost, osetting the incremental cost of the added electrifcation. This presentation gives an overview of different propulsion approaches and their characteristics, including the infuence of driving requirements. The optimization process will include cost and effciency but will also address other considerations such as drive quality and customer use profles. Finally, a vehicle-segment based landscape for DHP will be provided.

Abstract: The next generation of electric vehicle buyers

This presentation will take a customer-centric view of electric vehicles. Addressing common misconceptions and sharing the latest research results to help those who are trying to understand and achieve success in the electric-vehicle space. Mike Dovorany routinely advises senior leadership at OEMs and tech companies on this topic Dozens of new electric vehicles are slated for introduction in the next few years. These vehicles are very different from the EVs that have existed for the last decade, offering much greater capability, design, and functionality. As a result, they are already attracting very different buyers from the EVs of the last decade.

Abstract: Electric drive transmissions for passenger cars and light commercial vehicles

The presentation starts with an analysis of the most important global markets, e.g. with regard to the share between conventional powertrain, hybrid drivetrain and battery electric drivetrain. The most important markets develop differently. The simulation results show the advantages and disadvantages of the different transmission solutions presented, e.g. single speed vs. multi speed of the battery electric powertrain. Multi-speed, powershifting transmissions for battery electric vehicles are a rather new technology. Are multi-speed transmissions for battery electric vehicles really useful? This question is answered for different vehicle segments. Both technical solutions, countershaft vs. planetary gear design, will also be presented.

Abstract: Innovative electrified transmissions for next generation mobility

As a leading global transmission provider, ZFs experience in electrified planetary and dual-clutch transmissions has helped he industry transition to hybrid powertrains. The concept of the new, 4th generation 8HP planetary transmission was first presented at CTI in 2018. Now, two years into development and two years before the SOP, ZF presents an insight into two variants: a 48V mild-hybrid and a high-voltage plug-in hybrid application. This will include a look into the power electronics, which are integrated in the transmission, and improved e-motor technology. ZFs goal is to develop highly modular transmissions that allow OEMs to choose among non-electrified, 48V MHEV and high-voltage PHEV applications with as many shared components as possible in order to achieve economies of scale and cost efficiency, while providing the flexibility to choose electrification levels according to regional regulations and market demands. Finally, ZF will share a prediction of future market shares and the benefit of a PHEV in real-world use in comparison to a long-range BEV.

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.