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The DHT as a Base of a Low-Torque Transmission Family

So far, the DHT (Dedicated Hybrid Transmission) has often been associated with a ‘single-purpose’ solution with a fixed architecture, thus limiting usability to certain applications, segments and performance levels. Real-life requirement conversely demand for a transmission with flexible functionality that can be scaled to a variety of segments and use cases.

Addressing about 80 percent of the global market for low- to mid-torque applications, Magna has therefore developed a new high-voltage DHT architecture, which enables full DHT functionality with minimum complexity but at the same time allows for deriving 48V mild hybrid and conventional ICE powertrains.

Four gears are enough

The base architecture of the ‘DHTeco’ is a 4-speed dual-clutch transmission that builds on the same components as other Magna DCTs, e.g. the 7DCT300 with seven speeds. Hybridization is made available by a 120 kW e-machine in P2.5 arrangement. In accordance with the common DHT definition, the e-machine takes an indispensable role: It replaces the 1^st and reverse gear and it allows for just four mechanical gears to cover ICE operation, while the EM itself has two speeds at its disposal.

What makes this approach different to single-purpose DHTs, is the compatibility with ‘traditional’ use cases: The DHTeco still includes the dual-clutch, only for shifting, not for launch. It also includes the synchronizers, thus not requiring e-machines to synchronize shifts. And by adding just another synchronizer to the base DHT, coupling the two sub-transmissions on demand, two cascaded logical gears can be added.

Scaling electrification along use cases

The added logical gears allow for a 6-speed transmission with no other internal modifications. In fact, the 6DCT230 is still a physical 4-speed transmission with all these cost, weight and size advantages that are crucial for conventional low-cost applications, usually in association with restricted space conditions in small cars.

While these two transmission types represent upper-end (high-voltage DHT) and lower-end (low-cost conventional) use cases, there is a further scaling path: Adding a small e-machine with 25 kW peak power and leaving the logical gears in the system results in a 48V mild hybrid transmission with six gears. Again, the package resembles a small physical 4-speed transmission. In conjunction with the P2.5 hybridization, this allows for compact and efficient 48V hybridization, which is likely to play a major role, given upcoming fleet consumption regulations.

Scalable and modular approach

These regulations will make high-voltage electrification inevitable. With that in mind, DHTs are a highly promising approach to enable efficient hybridization while reducing complexity at the same time. Yet the DHTeco is no closed solution restricted to high-voltage hybrid drives, it´s the starting point for conventional and 48V applications as well, while maintaining simplicity. The idea behind that: scalable CO₂ reduction, economies of scale on component level, reduced package – ultimately affordable electrification to reduce emissions on a large scale.

 

During the 14th CTI SYMPOSIUM USA Dr Carsten Buender, Director Global Product Management, Transmission Systems at Magna Powertrain, will speak about high-volume applications and compare competing solutions regarding their efficiency in electric and hybrid operations.

 

Interview with Larry Nitz, GM

This video interview is about the current trends in light vehicle electrification technology, range and charging requirements for the best viable product.

Ready for the second revolution?

When the Tesla Roadster entered the market in 2008, it was a technological revolution. Despite widespread scepticism at the time, the discussion today is about when electric drives will supersede combustion engines. So far, however, electric vehicles are still a rare sight on the roads.

The new decade – it’s all about electromobility
The world is working on its climate-neutral future. The only way to hit increasingly ambitious CO₂ targets for automobiles is by making determined efforts to electrify vehicle fleets. At the same time, electric drives have now shown they are suitable for everyday use. Ranges have been extended, charging times reduced, and tailwind is being provided by politics, the trend and the technology. The time is right for the second revolution, when electric drives conquer the roads.

Experience the thrust of progress – at CTI SYMPOSIUM USA
Take part in a contest of ideas when we present the latest technical developments over two days in eleven sessions. The 14th CTI SYMPOSIUM USA offers information straight from the horse’s mouth. Listen to top-notch experts as they present their theses in the plenum – and form your own opinions on the cutting-edge topics up for debate in the panel discussions.

Tomorrow’s electric drives – highly efficient and affordable
What compelling benefits do next-generation EDUs have to offer? The answer to that question will decide how attractive tomorrow’s BEVs will be. High efficiency is a key factor for range, while highly integrated, modular and scalable overall systems ensure low costs.

Mathias Deiml (AVL, Germany) will present a new-development EDU with a high-speed motor. By drastically increasing rpm to over 25,000 rpm, AVL were able to significantly reduce torque requirements, and hence motor weight. In addition to compact packaging, developers placed special emphasis on a motor design that minimises the use of rare earths. The most promising concepts were filtered out in a trade-off study. The final EDU is configured for voltages of up to 850 volts DC and comprises two independent wheel drives. It offers of 5000 Nm of torque, a peak output of 300 kW and torque vectoring functionality. The motors share a single housing with a dual SiC inverter and two single-speed transmissions. The project illustrates one way to combine high scalability, cost efficiency and high power density in EDUs for tomorrow’s mobility. The latest test results, which Mathias Deiml will be presenting, should be particularly interesting.

Dr Karel Vergote (Punch Powertrain, Belgium) will present a new 150kW e-drive axle development based on a holistic approach and a co-design methodology. The motor uses hybrid synchronous (HSM) reluctance technology, which typically requires 50% fewer magnets than a permanent magnet synchronous motor (PMSM) of comparable efficiency. This is important because magnet production requires rare earths, so HSM reduces supply and cost risks caused by limited availability and mining-related environmental issues. The inverter technology is based on the latest IGBT power switching devices. It is characterised by above-average volumetric power density, and supports the future use of SiC power switching elements.
The single-speed transmission achieves efficiencies of over 98%. The modular structure can accommodate three different gear ratios and a park lock device without modifications. The close integration of motor, inverter and transmission helps to optimise the system in terms of efficiency, cost and power density. Due to its compact build, the new e-Drive axle can be used for either front- or rear axle drives.

Consistent forward thinking  – from individual model to vehicle fleet
To achieve the strict emission targets for 2025+, manufacturers have no choice but to launch more models with all-electric drives. René Kockisch (IAV Germany) will present a modular BEV powertrain platform that covers an entire vehicle fleet, from small A-Class cars to high-performance D-Class SUVs. Using IAV’s Powertrain synthesis methodology, developers configured the electric motors, power electronics and transmissions in a way that meets each vehicle’s performance requirements while simultaneously ensuring high-grade modularity and low costs. The modularity of the powertrain platform is based on different types and sizes of electric motors, such as synchronous and induction motors. Transmission options include single and two-speed transmissions, with or without powershift. They share as many common components as possible, and the same manufacturing tools are used across the whole platform. Additional subsystems such as a torque vectoring module or a motor disconnect device make the platform suitable for sports hybrid vehicles too. René Kockisch will give detailed insights into the design of the EV platform, and will pay special attention to the latest development trends for multi-speed transmissions. These include application-optimised e-motors and the use of electromechanical and hydraulic shift actuators.

Powertrain configuration – algorithms for optimisation
When designers consider the different elements of a drivetrain, each with their different structures, technical variants, sizes and performance characteristics, there are thousands of different possibilities. When that happens, it takes more than just knowledge, experience and intuition to find the optimal solution.

Muammer Yolga (AVL List Austria) recommends the ‘Automated BEV Powertrain Configurator’ as a powerful assistant that not only optimises individual components, but evaluates the entire e-drive system too. General criteria for evaluating both individual elements and the overall powertrain include package, efficiency, cost, performance, NVH behaviour and range. Key optimisation parameters for the various elements are type, maximum power and maximum torque (motorisation), semiconductor type and switching frequency (inverters), type, transmission ratio and number of gears (transmissions) and number of motors and axles (architecture). The automated configurator has a flexible system that supports task-specific weighting of evaluation criteria. The AVL component database is particularly useful when verifying new concepts. To round off his lecture, Muammer Yolga will address the results for BEV drivetrains currently in production, and show how these can be improved.

Participants who are interested in consistently minimising costs will be all ears when Ajay Lukha (YASA, Great Britain) presents a tool in his lecture that uses genetic algorithms. Inspired by evolution, this method uses an optimisation process based on natural selection. With the aid of these genetic algorithms, the tool shows which designs will best enable vehicle architectures, motors, inverters and transmissions to meet specified performance indicators (e.g., 0 – 100 km/h acceleration, range or top speed) at minimal BOM costs. This tool has a visible impact on the way YASA develops and refines its new EDU product family. Simulations are continuously verified, using published vehicle data. In his lecture, Ajay Lukha will propose solutions for the most cost-effective architectures and components in specific vehicle segments, again based on the most recent data from available vehicles.

Analysis and outlook – controversial market research findings
Edwin Pope (IHS Markit, USA) will speak on the weight of drive systems. Following an overview of the market situation and the corresponding forecasts, the last part of his presentation in particular promises to yield some surprising insights. One of the disruptive technologies he will address is the promising process of 3D metal printing. Another is the brand-new Hunstable Electric Turbine (HET). Can this invention drive a quantum leap in efficiency and weight reduction? You’ll know more after you hear Edwin Pope’s lecture.

In the United States, over 85% of model year (MY) 2019 powertrains with an ICE fail to meet the proposed MY 2025 standards for greenhouse gases and fleet consumption. Conversely, nearly all types of highly electrified drivetrains meet these standards. Based on that status quo analysis, the question Greg Pannone (IHS Markit, USA) will ask in his lecture is this: Given this reality, and uncertainty in the US regulatory landscape, what role will electrification (xEV) play in future? After running through various regulatory and technological scenarios up to MY 2030, Greg Pannone will analyse what role xEVs will play, and what the resulting requirements for their drivetrains will be.

The CTI SYMPOSIUM USA – where everything is electrifying
The CTI Symposium USA offers you up-to-date information and controversial ideas in the lectures and plenary discussions, as well in the sessions. During the breaks, why not use your time to visit the CTI SYMPOSIUM EXPO and take a closer look at the latest technical developments? A CTI TEST DRIVE is the ideal way to get your pulse racing in a production or demo vehicle. And when it comes to making new contacts in a relaxed atmosphere, the CTI NETWORKING NIGHT is the place to be.

Welcome to CTI SYMPOSIUM USA!

Interview with Gary Horvat, Navistar

“Electrification makes a lot of sence but it is really limited by the range of the battery packs and how far the trucks can actually go.”

Gary Horvat, Vice President of eMobility at Navistar Inc. is answering in this interview questions about electrification of heavy trucks, infrastructure and fuel cells.

Review of the 12th CTI SYMPOSIUM USA 2018

The disciplines around drivetrain development increasingly intertwine

Dr Hamid Vahabzadeh, Vice President & Product Line Manager Global Transmissions at AVL List GmbH USA.

The automotive industry is transforming and disciplines are intertwining more and more. This challenges OEMs and suppliers who try to keep pace with the developments in all areas. Dr. Hamid Vahabzadeh has been chairman of the CTI Symposium for many years now and witnessed the changes in the industry. We talked to him at the Symposium, which was part of the CTI Automotive Week this year, to take the current changes into account.

CTI: Mr. Vahabzadeh, you’ve been the chairman of the CTI Symposium for many years now – what’s this year’s highlight in your opinion?

Hamid Vahabzadeh:Well, this year is quite a bit different because we have combined the different conferences together in the same venue to increase the interaction and networking among the different disciplines in the automotive industry. From this aspect it provides a much larger opportunity for the attendants to interact among different disciplines and look at the interaction of the technology between these different disciplines. For example, autonomous driving and connected vehicles would have a huge impact on the transmission technology in terms of its operation and the requirements for transmissions and electrification needs. And this new platform that we have formed here really provides the discussion for preparing for the next generation of technologies in transmissions as well as enabling some technologies such as autonomous driving.

CTI: You said it already the CTI automotive week extends the variety of topics further. What was the motivation for this step?

Vahabzadeh: As I just mentioned it’s really the enhancement of the interaction and the wish of providing a basis for all of the experts in the field to enable them to interact and exchange ideas. Look at some of the most difficult issues now, in which they need to get a head start in resolving, and perhaps this provides a basis for some additional collaboration between the different companies working on different technologies so that we can increase the speed of development in these technologies.

CTI: At AVL you have been pushing hybridization and electrification for many years. What kind of additional knowledge does a leading engineering service provider need today and in the future?

Vahabzadeh: Well at AVL we try to be always at the leading edge, at the front end of the technology development. We put an awful lot of effort and R&D resources into developing brand new technology especially in the area of electrification, field service technology, transmission, new power train concepts And now we are getting to the autonomous and connected vehicle and this is the area where we are really trying to be at the leading edge, being able to help our customers and our partners for improving the products and getting ready for the next generation products. This is one of the roles that AVL has taken and by putting a lot of internal resources, funding and R&D we try to push that technology.

CTI: And how should this be reflected in the education of young engineers?

Vahabzadeh: Well, I think for the students and new engineers who need to get educated in a wide variety of disciplines and new technology areas in the basics of engineering all of the fundamentals, and then be able to focus in the particular areas of their interest, it’s really a difficult task. Now to help them along we need to engage them in the industry early on by providing them with project opportunities, providing internships for them, so that they can come into the industry and learn first-hand by working on projects and learning the latest issues and technologies. Carrying that experience back to school they can benefit from this additional education and learning.

CTI: Given the rising complexity and interdisciplinary approaches – how do you see the future role of car transmissions?

Vahabzadeh: Well, the car transmissions are going to experience a significant transition. In fact, there has been an evolution of conventional transmissions to a wide variety of transmission technologies to the electrification of transmissions now. And I think the last step is going to be pure electric transmissions. Of course, it’s going to take some years, but I think this transition is eventually going to happen. Now many companies have already completed their transition to the electrified transmissions or hybrid technologies and have now started to work on pure electric drives or e-axles. Some companies have taken advantage of this opportunity by completely bypassing the hybridisation. They jumped directly from conventional IC engines to pure electric drives, and again, it depends on the product strategy, it depends on the market segment that they are playing in. They know the customer base and the customer needs and picking different options. One thing that is certain is that there is not really a silver bullet solution, all of these transmission technologies will be viable for the foreseeable future and they will coexist for a long, long time. The volumes can change depending on the application and the different markets and global regions but nevertheless I truly believe that all of these technologies will coexist and will continue for a long time.

Interview by Andrea Hanninger

Dr Hamid Vahabzadeh is Vice President & Product Line Manager Global Transmissions at AVL List GmbH USA. He has been the chairman of the CTI Symposium USA for many years.

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People think they have to make compromises buying EVs

Interview with Alexander Edwards, President, Strategic Vision, USA

Why do people buy electric vehicles and why do they avoid buying EVs today? And what can OEMs do to convince people of buying EVs? Alexander Edwards should know. His research company Strategic Vision carries out studies on buyer Feedback in the automotive sector. We talked to him at the CTI Symposium USA in May which was part of the CTI Automotive Week this year.

CTI: Who are the customers buying electric vehicles nowadays and what are their motivations?

Alexander Edwards: Electric vehicle buyers today are often exceptionally wealthy, married individuals who like to travel the world and do all sorts of things in keeping themselves fit and anything that you might expect luxury buyers to do.

CTI: What on the other hand are major reasons when people don’t buy electric vehicles?

Edwards: People are avoiding electric vehicles today for three specific reasons – 1. The incentive isn’t there for them to be able to get into it. 2. They feel that they are having to make a compromise, they are saying I have to compromise on style, on performance, on comfort of the vehicle, or most often price, and finally the infrastructure doesn’t seem to be there, people are looking at what they can do to fill up their gas vehicles versus electric vehicles and they think it just will take too long and there aren’t enough opportunities for me to be able to recharge my vehicle quickly.

CTI: Which differences in buying BEV’s do you see between the US and Europe for example?

Edwards: People in the US are significantly more against the idea of battery electrical vehicles than they are in Europe and other areas. That’s simply because of a mindset, here in the US. A lot of folks feel that they have a right and are entitled to go anywhere and do anything at any time they want to. And heaven help if the government tries to come in and regulate what they can do and where they can do it, whereas in Europe, as well as other countries, they really have the small community mindset where they are saying, we know that we have to make this work, we are going to get together and make sure the right regulations and taxations are there. So right now with regard to EV adoption in the US there’s a lot more pushback. If we were to look to other countries to see what they are doing, we might be able to find more acceptance here in the US as well.

CTI: What should OEM’s do in order to convince customers?

Edwards: One of the things that OEM’s can do to convince customers to purchase an EV today is really to focus on the performance aspect of the vehicles. One of the reasons why Tesla has found a lot of success when it comes to buzz in the industry is because they sold a sports car with an innovative power train rather than an electrical vehicle that happened to be sporty. That can be the exact same vehicle but the nuance there and they way that it’s position is very different when people feel the torque especially at the starting acceleration of the vehicle, they feel that performance and considering that half of all new vehicle buyers are looking for high levels of performance. And the fact that EV’s can provide better performance than ICE vehicles this is something that if they were to start communicating and showing especially through test drives, we would find to be very effective in getting people converted to buy EV’s today.

CTI: What is the benefit of this congress for your research?

Edwards: One of the things that this congress can be able to learn from our research is that BEV technology isn’t a done deal. It isn’t an inevitability that we all going to compromise unless we focus on a sustainable incentives or ways that people can be able to purchase a vehicle that they don’t have compromise. 2. They have to make sure that there are incentives, that the infrastructure is there and they are able to charge the vehicle and there are enough places for them to do it. And then finally they’re not really making those compromises I mentioned earlier. If I am buying a vehicle, I have to realize I am buying it for mobility, not necessarily to be green or save on fuel efficiency but it really is to get me a place the way that I want to do that whether it’s stylish, performance, comfort etc.

Interview by Andrea Hanninger

Alexander Edwards is President at Strategic Vision, USA. At the CTI Symposium USA 2018 he held a lecture on the topic “Understanding and increasing EV acceptance in the US and abroad”.

 

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