Pages 2

AN ENGINE TECHNOLOGY INTERNATIONAL PUBLICATION SEPTEMBER 2016
The inside track on

the new GM and
Ford co-developed
10-speed automatic
transmission, which
is set to debut in a
raft of 2017 vehicles
TWO-STEP SHUFFLE A SPREAD TOO FAR? PARTNER FOR LIFE

How OEMs are continuing their With new-gen mass-production gearboxes In a rare media interview, Porsche AG’s
search for increased efficiency reaching new levels for ratios used, what transmission chief, Gerd Bofinger, shares
through e-transmission variants is the limit for passenger car applications? his views on the latest gearbox trends
www.enginetechnologyinternational.com
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and power density, low weight and minimal noise emissions.
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CONTENTS
In this issue...
The word wizards
SEPTEMBER 2016 Editor in chief: Dean Slavnich
Editor: John O’Brien
Assistant editor: Rachel Evans
Production editor: Alex Bradley
Chief sub editor: Andrew Pickering
Deputy production editor:
Nick Shepherd
Senior sub editor: Christine Velarde
WHAT’S NEW? Sub editors: Tara Craig, Alasdair
Morton
02. Perfect 10
Contributors from all corners
Exclusive access to the Farah Alkhalisi, Nargess Banks,
jointly developed GM/ Philip Borge, Josh Bentall, Brian
Ford 10-speed unit
2
Cowan, Matt Davis, Dan Gilkes, Max
Glaskin, James Gordon, Graham
Heeps, John Kendall, Andrew
Lee, Mike Magda, Jim McCraw,
06. Self-contained Max Mueller, Bruce Newton,
Chrysler’s first hybrid John Simister, Michael Taylor,
Adam Towler, Karl Vadaszffy
in almost a decade
brings with it an The ones who make it look nice
Art director: Craig Marshall
all-new electrically Art editor: Ben White
variable transmission Design team: Louise Adams,
36. One-off chance Andy Bass, Anna Davie,
Andrew Locke, James Sutcliffe,
In a rare interview, TTI
10. Two for one speaks with Porsche’s
Nicola Turner, Julie Welby
Lexus’s latest coupe transmission chief, Gerd Production people
Head of production and logistics:
is increasing driver Bofinger, to discuss all Ian Donovan
engagement, through things gearbox-related Deputy production manager:
a multi-stage hybrid Cassie Inns
Production team: Carole Doran,
and two transmissions Bethany Gill, Frank Millard
42. Electric dreams Circulation manager:
12. Twice as nice 10 Thanks to a broad and

linear torque spread,
Suzie Matthews
Commercial colleagues
Automotive Tier 1 early EVs simply Publication director: Abu Tayub
suppliers Schaeffler required a direct-drive
Publication manager:
Jerry Dawson
and BorgWarner transmission, but in
have both developed Those in charge
e-transmissions to help 12 the pursuit of efficiency

and performance, all
CEO: Tony Robinson
Managing director:
improve EV and HEVs that is about to change
Graham Johnson
Editorial director: Anthony James
How to contact us
14. Race ready 84. Last word Transmission Technology
How ZF transformed The manual gearbox
International
Abinger House, Church Street,
its mass-production may be dead to some Dorking, Surrey, RH4 1DF, UK
eight-speed gearbox OEMs, but the premium +44 1306 743744
enginetech@ukipme.com
into a race application being added to the www.ukipme.com
unit manual-only 911 R Subscriptions
suggests that buyers £70/US$108 for four issues of
Engine Technology International
FEATURES aren’t finished with the plus one Transmission Technology
format just yet International
18. Too much is
never enough Published by UKIP
With 10-speed 24 PRODUCTS & Media & Events Ltd
gearboxes now SERVICES

available, where 30 48. Bosch Transmission
and when will the Technology Member of the
transmission ratio 51. Lubrizol Audit Bureau of
race come to an end? Circulations
54. Getrag Average net circulation per issue
56. AB SKF for the period 1 January to 31
24. Scandinavian December 2015: 10,332
58. BorgWarner
style The views expressed in the articles and
60. Continental technical papers are those of the authors
We discuss Volvo’s and are not endorsed by the publisher.
future platform plans 63. IBS Filtran While every care has been taken during
production, the publisher does not accept
and ambitions with its 67. Reishauer any liability for errors that may have
occurred. This publication is protected by
director of transmission 70. Dana copyright ©2016. ISSN 2397-639X (print)
ISSN 2397-6381 (online).
engineering, Tomas 72. TLX Technologies Printed by William Gibbons & Sons Ltd,
Hannebäck 74. CD-adapco
Willenhall, West Midlands, WV13 3XT, UK.
Transmission Technology International is
published alongside Engine Technology
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revolution 78. AVL Surrey, RH4 1DF, UK.
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Transmission Technology International // September 2016 // 01

TECH INSIDER: GM/FORD 10-SPEED
Teameffort
While ‘coopetition’ is exercised frequently
in the automotive industry, the transmission
engineering teams from Ford and General Motors
are writing the definitive how-to manual on this
TTi speaks exclusively to engineers at both
GM and Ford to get all the tech details on
collaborative concept. Detroit’s all-new 10-speed unit
“We’re not new to it,” boasts Larry Nitz,
executive director of global propulsion systems
at General Motors, as the third partnering effort
between Detroit’s cross-town rivals in just the
last decade has developed a new 10-speed
RWD transmission that is being released in
2017 models. And not to waste their time while
on the drawing board, the teams also designed
a new 9-speed FWD transmission that has yet
to be seen.
“The biggest leverage from our previous
collaborations was working together in terms
of how we structured the team arrangements,”
explains Kevin Norris, manager of 10-speed
transmission systems at Ford.
The joint project was announced in April 2013,
although meetings between the engineering
teams had begun the previous year. Leaders and
component designers from both auto makers held
frequent face-to-face and video meetings; yet,
there was also the flexibility of individual direct
communication.
“We were diligent to make sure we had good
peer-to-peer contact points,” remembers Joel E
Mowatt, global chief engineer at GM. “We didn’t
want anyone waiting for the next weekly meeting
if an issue needed to be addressed.”
A system design specification was created that
included high-level targets of mass, packaging
dimensions and number of speeds. Engineers
created analytical transmission models using
different powertrains – both boosted and naturally
aspirated – and ran them through theoretical fuel
economy cycles.
“We learned going beyond eight speeds to nine
and 10 that we did see measurable fuel economy
level benefits, and some performance benefits
too,” adds Norris. “Beyond 10 speeds we didn’t 1
see any benefits. The same goes with the overall
gear span.”
02 // September 2016 // Transmission Technology International

1. A tech cutaway model from Ford of the

all-new 10-speed automatic transmission 2
2. GM product photo of the advanced
electrohydraulic valve body assembly
3. A closer look at the front support
assembly of the 10-speed transmission
4. The system’s input ring gear and the
overdrive sun gear assembly arrangement
5. The RWD system’s triple clutch assembly
6. The new automatic unit’s variable
displacement vane pump subsystem

2 1. New 10-speed utilizes multuple materials in its casing and other components 2. Cutaway illustration of the unit
3. IP of the Ford F-150 showing the full 10-speed gear selection 4. The Chevrolet Camaro ZL1’s 10-speed shifter
Number 10
The 10-speed design features a 4.70:1 first gear “The triple clutch is very compact and centrally Ford will debut the 10-speed in the 2017 F-150
and 0.64:1 tenth gear for a 7.39 ratio spread. located,” states Mowatt. “And one of the major pickup, including the redesigned Raptor off-road
Reverse is 4.87:1. Direct 1:1 drive is seventh gear. considerations of picking this power flow was derivative that sports a twin-turbo V6 EcoBoost
“Our package target was to get as close as the efficiency of that particular node.” engine capable of well over 400ps. GM’s first
possible to the outgoing 6-speed,” continues The basic cross-section reveals four simple application of the 10-speed will be in the 2017
Norris. His counterpart at GM, Mowatt, concurs: planetaries and six friction elements – two brake Chevrolet Camaro ZL1, which unofficially at the
“And there’s an awful lot of content in the clutches and four rotating clutches. time of writing was rated at around 660ps with
10-speed. It doesn’t do any good to have a very “Along with all the new hardware, we did 881Nm torque. The unit will be in eight more GM
efficient 16-speed if it doesn’t fit in the vehicle. create an all-new electronic control system that’s vehicles by 2018.
Key features of the 10-speed unit include: a specifically tailored to the 10-speed,” says Norris, “It gives us an opportunity to have an aggressive
260mm torque converter with integral turbine adding that improved tow-haul logic will benefit first application at a moderate volume, as far as the
clutch that reduces parts count, which saves the truck applications. “With 10 speeds, there are performance is required and torque envelope,”
1kg of weight and reduces axial package space very good step sizes between gears that allows says Mowatt.
by 10mm; a triple clutch rotating module; a for more precise targeting of power, either while The advanced controls of the transmission
gear-driven, off-axis variable displacement towing, decelerating or braking.” require four speed sensors for the input, output
pump that reduces drag loss; integrated shift-by- and intermediate shafts.
wire capability without external modules; and Material world “That gives us full visibility of all the ratio
integrated electrohydraulic stop/start e-pump There are no cast-iron components in the new changes,” explains Norris. “There’s no inferring
that does not add to main control complexity. 10-speed as engineers adapted a combination of any speeds. It gives us full closed-loop control
Another noteworthy feature of the new of high-strength steel, powdered metal of all events.” Mowatt continues, “A first for
transmission is the ultra-low-viscosity and lightweight aluminum alloys along with GM is a read-through speed sensor where we’re
transmission fluid (non synthetic), and an composites in non-structural areas. Officials actually looking through another part to get the
internal thermal bypass to help fluid reach won’t disclose torque capacities but stress that speed signal.”
optimal temperature quickly and minimize “we’re not limited with this architecture, and it’s And of all the gear changes, the 9-10 shift
low-temperature, high-viscosity operation. very scalable”. is the smallest. “The customer should have no
issue routinely using 10th gear at normal highway
speeds,” predicts Norris. “What that small step
does, if there is torque demand, is that there’s a
smooth and imperceptible 10-9 event to increase
torque levels.”
Summing up, Norris adds, “We started this
project with fuel efficiency in mind. But early
in the process, while still designing the cross-
section, we really focused on the driving experience.
We didn’t walk away from any initial technologies
that we booked, and there’s a lot in there.”
4 Ford’s transmission will be built at the Livonia
plant where the Blue Oval is investing US$1.4bn,
and GM’s offering will be assembled at its
Romulus plant where the auto maker is spending
US$343m for upgrades. Both facilities are
located in Michigan.

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TECH INSIDER: CHRYSLER PACIFICA PHEV
The 3.6-liter
Pentastar engine
SI-EVT with
motors A and B
PHEV Li-ion high-

voltage battery pack
Onboard charger and

DC-DC converter

Family
packThe 2017 Chrysler Pacifica Hybrid is the world’s
first mass-produced PHEV minivan and features
an all-new drivetrain centered around a dual-
motor electrically variable transmission
FCA’s first hybrid product since the 2008 Gibson says that FCA has minimized the
Dodge Durango/Chrysler Aspen has been a number of gears in the geartrain to try to
long time coming, but Chrysler has returned make the transmission as efficient as possible.
with a bang: a plug-in seven-seater with a Its real engineering innovation, however, lies
patented, dual-motor electrically variable in the dual-motor setup.
transmission (EVT) at the heart of a 264ps “The unique thing with our power flow and
gasoline-electric drivetrain. architecture versus some of our competitors
The EVT has been designed, developed is the integration of a one-way clutch,” he
and assembled in-house by FCA engineers. states. “It acts as a reaction point to enable
The unit’s two permanent-magnet electric the second electric motor not only to act as a
motors, one slightly larger than the other, generator, but also to contribute torque along
are being built by an unnamed supplier with the main traction-drive motor. When the
to FCA performance, size and packaging ICE is on, the one-way clutch is free-spinning
requirements. “In the short term we felt it was in the direction of engine rotation so that
best to leverage the expertise of the industry we can generate electricity [with the motor
out there to build them for us,” explains John generator]. However, in electric drive mode
Gibson, FCA chief engineer for the plug-in the one-way clutch prevents rotation in the
powertrain. “As we go forward and things opposite direction. This acts as a lever point
proliferate, those types of decisions are for the second motor – the one that would
always open to re-evaluation.” normally be the generator – to provide added
1. The new Pacifica PHEV 4

features a dual-motor EVT
system at the heart of a
gasoline-electric drivetrain
2. The 2017 Chrysler

Pacifica Hybrid uses
a modified Pentastar
V6 design that runs
on an Atkinson cycle
3. The inner system

workings of Chrysler’s first
hybrid vehicle since 2008
4. Following launch of the

Pacifica PHEV, the EVT’s
scalability means that it
could be applied to other
vehicles and platforms
3

torque to the main electric motor for dual 1. Despite the added hybrid
electric drive. The two electric machines subsystems, the Pacifica
PHEV doesn’t lose any
have a common gear to transfer torque to the of its interior functionality
differential, which transfers it to the front wheels.”
2. Pacifica Hybrid is said
EVT applications to be good for an estimated
FCA has patented this new setup, which was 3.53 l/100km (80mpg
equivalent) in city driving
chosen for reasons of efficiency, flexibility and (EPA) along with a 48km
scalability. The first two aspects enable the (30-mile) electric range
Pacifica Hybrid to achieve an estimated 3.53
l/100km (80mpg equivalent) in city driving
(EPA) and 48km (30 miles) of EV range for
a total system output of 264ps. Meanwhile,
the EVT’s scalability means that it
could be applied to other vehicles 1
and platforms in the future.
Gibson says that the designs
of the two electric machines focus is for hybrids and Meanwhile, electrical energy is stored in
have a high level of plug-in hybrids, but we have a 16kWh battery pack under the minivan’s
commonality, which, discussed the potential for second row of seats, which can be removed
for example, enables using it in a pure-electric instead of being folded away, as on the regular
them to be scaled up drive manner.” Pacifica model.
and down to suit different In the Pacifica, the The PHEV’s luggage capacity is unaffected,
vehicle applications. EVT mates to a derivative as is the third-row seating’s Stow ’n Go
Equally, future applications of FCA’s latest Pentastar functionality. In a first for LG Chem, the Li-ion
wouldn’t have to feature V6, minus the regular pack and associated controls were engineered
permanent-magnet engine’s two-step valve lift to FCA specifications at the supplier’s facility
motors either: varying motor and cooled EGR. Instead, this in Troy, Michigan, and are being supplied from
technologies could be incorporated 252ps unit runs on the Atkinson the Korean company’s production plant in
without changing the power flow or cycle and boasts unique handed pistons Holland, Michigan.
functionality of the architecture. to increase the compression ratio from 11.3:1 The 2017 Pacifica Hybrid is scheduled for
For the Pacifica Hybrid, the EVT’s e-motors to 12.5:1 for higher thermodynamic efficiency. launch in the second half of 2016. At the time
have been sized for a blended plug-in hybrid Chrysler adds that the front cover and front of writing, FCA was building preproduction
application, providing enough electric-drive accessory drive system were re-engineered cars on the line at its Windsor Assembly Plant
capability for typical city and highway driving due to the elimination of the alternator. in Canada.
maneuvers, but calling for assistance from
the IC engine during hard acceleration. Future
2
applications of the dual-motor unit needn’t be
confined to FWD plug-in hybrids, either.
“This component was designed for front-
wheel drive and we can scale it to pretty
much any FWD vehicle we have in our
portfolio,” says Gibson. “But the architecture
and power flow could be rearranged for a RWD
application. If the performance requirements of
the vehicle met the torque and power output of
this transmission, then theoretically it could be
used as a BEV transmission, too. Its primary

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TECH INSIDER: LEXUS LC500H
Double up
Lexus is using the performance benefits of hybrid drivetrains to change

how the technology is perceived. At the heart of its new LC500h is a
dual gearbox set-up designed to further driver engagement
Set to debut in 2017, the Lexus LC500h is a luxury manual mode. By using a CVT concept of gearchanges,
2+2 coupe that the company claims “signals the and a pair of electric motors increasing the usable area
next phase in the evolution of Lexus”. The LC in conjunction with an Aisin of the engine. Using the
was unveiled earlier this year at the Detroit Motor 4-speed automatic, which characteristics of the new
Show as a new flagship luxury sports coupe for the is mounted to the rear of the system, we were able to
Japanese OEM, which is keen to highlight the car’s CVT, the system is able to come up with a more linear
strong emphasis on driver engagement. multiply the first three ratios relationship between engine
Lexus’s new car boasts design elements of the physical gearbox. This speed and velocity. This gives
such as a seating position that places the driver’s creates nine virtual gears, which much improved power delivery,
hip point as close as possible to the vehicle’s have had their shifts engineered to relaying a more interactive driving
center of gravity to improve feedback and weight be noticeable to the driver, rather than experience to the driver.
distribution, a complex multilink suspension the seamless transition of previous units. “Performance statistics are all matter
arrangement and an all-new platform as factors The final physical ratio of the 4-speed transmission of fact. Things like fuel economy and 0-60 times
that heavily contribute toward the car’s dynamic acts as an overdrive, so the V6 motor is placed can be quantified, but that isn’t what makes a car,”
behavior. The LC500h’s multistage hybrid system under less strain when freeway driving. adds Sato. “We want to move in the direction that
builds on this, incorporating several technologies appeals to feeling and taste. The hybrid system is
specifically designed to heighten driver appeal. Usable spread our attempt to capture a more empowering feeling
“For the conventional transmission, as we’ve “The hardest part of the multistage hybrid for the driver. The additional instant torque from the
previously used in automatic Lexus models, we development was definitely the transmission,” systems can belie the additional weight and makes
went for high efficiency and smoothness as the says Sato. “Currently the GS and LX hybrids the car feel really lithe on twisting roads.
main priorities. But with the LC, we wanted to use a gearchanger on two of the gears. In a way, “Lexus has also decided that it is the hybrid
create a more emotional connection to the driver,” the multistage is quite similar in the components powertrain that should be the key technology
explains LC chief engineer Koji Sato. “We needed it uses. Like before, there are two motors, in helping promote the brand,” he concludes.
to add a rhythm and sharpness to the transmission, and a gearchanger, but the transmission part “So far, the perception of hybrid is based around
as the luxury coupe segment is filled with cars is completely different. In the previous systems, the concept of economy and fuel saving. But
that have real driver appeal; Porsche’s DCT, for the gear only changes up when the motor is really it’s easier to understand it from a performance
example, is a very joyful driving experience, and pushed, so the engine is directly connected to perspective if you talk about the electric motor’s
it’s that kind of soul that we are creating with this the wheels. Because there’s only one speed, the mechanism. Using the instant torque to assist the
transmission arrangement.” engine’s performance is limited. The usable range IC engine gives instant, usable torque that’s better
At the core of this new direction from Lexus of the engine is limited by its speed. than what the IC can do alone. If we can use that
is its new Multi Stage Hybrid System, which is “In the new hybrid system, both parts can methodology toward improving driver pleasure,
the first Lexus hybrid transmission to feature a be controlled,” he continues. “It introduces the we end up with a better car.”

TECH INSIDER: BORGWARNER, GEELY AND SCHAEFFLER TECH
Left: Schaeffler’s LuK variator with

pulley sets, chain, guide rail and
hydraulic control system has been in
volume production in Audi’s Multitronic
for 16 years. According to Schaeffler,
there may soon be a plug-in hybrid
product based on this CVT technology
Below: Continuously variable gearshift

operations reduce fuel consumption
levels while increasing driving comfort
Range finders
Two e-transmission developments are helping
Below left: BorgWarner’s eGearDrive
transmission features a highly efficient
geartrain to provide extended range
and performance for electric vehicles
car makers to further the e-powertrain movement
The new Geely EC7-EV sedan – the Chinese car and drop angle range, which means the system Hybrid CVT
maker’s first mass-produced electric vehicle – will can be adapted across a broad range of vehicle Meanwhile, BorgWarner’s Tier 1 rival, Schaeffler,
feature BorgWarner’s eGearDrive transmission, applications, and a wide range of gear reduction has presented a plug-in hybrid transmission
which has been designed specifically for the ratios that enables optimization of vehicle concept based on the company’s CVT unit,
emerging high-volume EV market and features acceleration and top speed. which the German supplier says offers even
a highly efficient helical geartrain for extended “Demand for BorgWarner’s innovative more efficiency and reduced fuel consumption.
range and quiet performance. eGearDrive transmission is growing in the Chinese What is especially noteworthy about the
The EC7-EV combines a power output of 130ps market, where we expect to launch several Schaeffler concept is the parallel arrangement of
with a top speed of 140km/h (87mph) along with a programs with major auto makers in the next few the variator and direct gear stage for the electric
total drive range of 253km (157 miles). As a result, months,” says Dr Stefan Demmerle, president of drive: “Our concept is particularly compact and,
the BorgWarner transmission has been BorgWarner PowerDrive Systems. due to its low energy losses, means that a long
created to develop high power/torque “As the first multinational supplier electric driving range can be achieved,” says
capacity in a compact package. to begin producing this technology Andreas Englisch, president, hybrid drives.
Weighing around 28kg, in China, BorgWarner’s superior The e-motor used in the concept provides
the single-speed transmission, technology, local manufacturing 80kW of power, while the 1.4-liter engine offers
which has a rated input torque and local engineering support a further 110kW. When installed in a C-segment
of 200Nm continuous and make BorgWarner the supplier vehicle, the PHEV realizes a 0-100km/h sprint
300Nm peak, helps extend of choice.” time of 7.8 seconds and in all-electric mode it can
total battery-powered driving What makes the technology cover 56km (35 miles) when combined with an
range of the Geely EV due underpinning the EC7-EV even 8.7kWh battery. The CVT, adds Englisch, ensures
to its efficient operation and more noteworthy is that much of excellent ride comfort. Emissions are rated at
lightweight design. An electrically the architecture and subsystems 39g/km of CO2, and fuel consumption is 1.6
actuated park lock system is also that are being developed for it are l/100km (176mpg).
available, and BorgWarner says 99% of seen as potential precursors to what Schaeffler says the combination of hybrid tech
the materials used in the unit are recyclable. Volvo might use in future applications as with a CVT is a promising approach for efficiency,
Other tech features of the eGearDrive unit the company ramps up its own battery electric despite this type of transmission being more
include an adaptable motor flange interface vehicle portfolio. prevalent in Asia than anywhere else.

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• Hybrid solution with extensive system modelling, functional control system and test-bed verification for fast
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TECH INSIDER: ZF 8P45R RACE TRANSMISSION
Stock change
Based on ZF’s ubiquitous 8HP45 8-speed automatic transmission,
the new 8P45R race-specification variant retains much of the
stock unit, but has been redesigned to withstand the increased
abuses of competition use
Motorsport has often been cited as an advanced

proving ground for road-based technology,
but as cost inevitably spirals when engineers run
free, there has been an increase in popularity for
road-car-based competition classes. ZF, a long-
term major supplier to both the automotive and
motorsport industries, is the latest manufacturer
to capitalize on the reverse flow of technology from
the road back to the track with its 8P45R 8-speed
automatic transmission.
The initial idea for the transmission arose in
2014, following the successful trial application
of a ‘software modified’ version of ZF’s popular
8HP45 road-going transmission in BMW’s M235i
Racing Cup during the same year. During that Above: Revisions to the 8HP45
inaugural season, the 8HP45-based prototype included three new planetary
transmissions clocked a total of 22,000km of gearsets, and the removal
real-world testing without failure. ZF cited the of the torque converter and
transmission’s ability to power shift without torque lock-up clutch assembly
interruption, as well as prevent potentially engine- Right: BMW’s M235i Racing
damaging gear steps from overly zealous drivers, Cup provided a real-world test
as solid grounds for taking the development further. ground for early 8HP45-based
systems, and the developed
The initial brief for the new race unit called for
8P45R race-spec transmission
these benefits to be built upon, requesting “lighter
weight, faster shifting and a modified transmission-
ratio spread optimized for racing”.
Development of the transmission took 19
months, with detailed engineering, component the new clutch assembly. The switch 8HP45 offered with a 4.714 ratio. The
procurement, assembly and application within between systems has reduced the weight of following seven gears have been brought closer
BMW’s M235i Racing accounting for nine of the transmission to just over 60kg and allows together to allow for more usable acceleration
those. Retaining 85% of the components from for a viscerally discernible harder engagement and traction in a race environment.
the road-specification 8HP45, the 8P45R loses to maintain engine speed. “The much shorter shifting times in all gears
the hydraulic torque converter and lock-up clutch, lead to a further significant performance boost,”
which saves just over 8kg from overall weight Even spread explains Peter Leipold, driveline development
while also reducing mass inertia. As the 2014 prototype transmission retained the project manager at ZF Race Engineering. “This
Replacing the shift element is a mass- gearsets of the regular 8HP45, it resulted in a is true for both the higher and lower gear ratios.
production-specification wet-clutch system that theoretical terminal velocity of 425km/h. It also It also means that the transmission comes very
enables the assembly to withstand higher thermal meant that the seventh and eighth ratios went close to the level of performance of sequential
stresses. A carbon sump houses the low-viscosity largely unused during the development year. racing transmissions.”
oil that supplies a vane-cell pump, which is in turn In addressing this, ZF reduced the gear ratio The level of performance that the 8P45R
controlled via a small mechatronics shift-by-wire spread from 7.1 to just 4.2, by revising three of the has achieved has led ZF to announce it is looking
module with an integrated ECU placed in the sump. unit’s four planetary gearsets. The new first gear into other applications for the transmission,
To counter engine oscillations through the unit, a installed in the 8P45R is now capable of taking in both high-performance road car and race
vibration damper has been installed upstream of the M235i to 80km/h, up from the 60km/h the car applications.

IZB Wolfsburg,
Innovations October 18–20,

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CONTACT
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2016
jason.sullivan@ukipme.com
www.engine-expo.com/usa
BEYOND 10-SPEED
The need
The number of gears in some powertrain applications

has doubled in the past 20 years – and there’s even one
mass-market design today that boasts no fewer than 10
speeds. TTi asks, when and where will the ratio race end?
WORDS: CHRIS PICKERING
I
t’s almost unthinkable now, but as recently are helping to broaden out the optimum
as 2002 you could walk into a dealership efficiency window. An observable peak still
and order a brand-new car with a 3-speed remains, however, particularly for the internal
automatic transmission. Not long before combustion portion of the system.
that, small hatchbacks still routinely came For those chasing peak engine operating
with 4-speed manual gearboxes – a 5-speed conditions, the CVT would appear to offer
unit, in fact, was considered something of a an attractive option, with its virtually infinite
selling point. How times have changed. Fast range of adjustment. The problem with
forward to 2016 and some manufacturers conventional belt or friction-driven CVTs,
are now offering 9- or 10-speed autos, however, is their efficiency. A manual gearbox
while at least one is thought to be working (or indeed its robotized AMT equivalent) is
on an 11-speed. So what exactly is driving around 97% efficient, while DCTs are getting
this trend and how far will it continue? close to 95% and torque converters are now
“Efficiency is the biggest driver of in the region of 91 to 92%. CVTs, on the
transmission development,” states Dr Jürgen other hand, can be as low as 80%. But there
Greiner, executive vice president and head are technologies in development that could
of product development for powertrain dramatically improve upon this – notably
technology at ZF Friedrichshafen. “In the Torotrak Group’s fully toroidal CVT –
principle, it makes sense to use transmissions but for now multispeed transmissions
with higher ratio spreads, and more gears retain the upper hand.
with smaller steps, to support the torque “CVTs are very strong in certain markets,
characteristics of modern engines.” such as Japan, but you always have to consider
To a certain extent the current trends the efficiency,” comments Dr Carsten Bünder,
toward turbocharging and hybridization senior manager of product engineering at

BEYOND 10-SPEED
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Reduced machining operations Integrated design features
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costs when setting up a new gearbox plant.
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BEYOND 10-SPEED
Getrag Magna Powertrain. “The AMT is

very good in that regard, but it has the
disadvantage of torque interruption. In some
markets that is more widely accepted, but in
Europe I don’t think we will go back to AMTs.
“Today, half of the new vehicles
The DCT offers the best efficiency of all the in the world are equipped with
automatic gearbox options and that’s where we
are seeing the biggest growth at the moment, an automatic transmission, and
particularly in Europe and Asia. It’s also very
convenient from a packaging perspective and connectivity is also taking off”
the driving behavior is very well accepted.” Ulrich Schrickel, senior vice president transmission systems, Bosch
Yet there’s some debate as to the optimal
number of gears when it comes to efficiency,
but the consensus seems to be that the steps would only offer minimal advantages in
industry has already met (or perhaps even terms of spacing and step, but would be offset 1
surpassed) that figure. by additional weight and more power loss.”
“In terms of CO2, we think that seven Tantalizingly, however, he does say that ZF
speeds is enough,” affirms Bünder. “For high is “working to eliminate these two issues” so
torque applications there is a trend toward perhaps the moral of the story is ‘never say
even more gears. This is driven largely by never’? There are certainly those out there
driveability and it allows you to use lower who are investigating further ratios, above
engines speed in the high gears, particularly the current nine speeds. General Motors and
for overdrive to save CO2. In low- to medium- Ford have already co-developed a 10-speed
torque applications, however, we don’t think automatic transmission in the USA (see page
you need more than six or seven speeds.” 02), while Volkswagen was understood to have
ZF may have gone a step further with its been well on the way to releasing a 10-speed
8- and 9-speed designs, but Greiner agrees DCT before the project was put on hold.
that the industry has reached a peak. 2
“Development has already reached its limits,” Complexity and control
he adds. “Increasing the ratio spread much There are a number of obstacles that will
beyond that of our current transmissions need to be overcome if transmission suppliers
would be counterproductive. Further gear do decide to fit more ratios. One of the
main issues is packaging space, explains
Alex Tylee-Birdsall, technical director at Drive
System Design: “If you increase the length of
3 the transmission, you either tend to infringe
upon the cabin space (in a longitudinal
installation) or the crash structure (in a
transverse installation). We’ve already seen the
use of some quite novel technology, like one-
way clutches and dog clutches, to make the 1. Bosch’s linear force solenoid (left) is used in automatic
step transmissions to control pressure and trigger gear
current 9- and 10-speed gearboxes possible.” shifts with high accuracy. The variable-force solenoid
There’s also the question of control. Adding (right) offers increased flexibility regarding hydraulic,
more gears inevitably requires more clutches mechanical and electrical interfaces
to control them. That results in more actuators
2. Bosch’s pushbelt is made up of hundreds of individual
or solenoids to regulate the flow of oil, steel elements, which are strung together along two alloy
which then increases complexity in terms steel ring packs to help transfer up to 450Nm of torque
of hardware and electronics.
3. The nine-speed ZF 9HP has one of the highest ratio
And it’s harder still to get more speeds into counts of any transmission currently produced, and
a DCT, as he explains: “Most torque converter is quickly becoming a popular choice amongst OEMs

BEYOND 10-SPEED
transmissions still have four planetary

gearsets; they’re just combining them in
different ways or using different devices.
Adding extra ratios to a DCT is more complex
“Increasing the ratio spread
because you have to add an extra gearset
for every ratio you add, therefore increasing
much beyond that of our
transmission size.” current transmissions would
Yet torque converter automatics are
continuing to get more efficient as new be counterproductive”
ways of eliminating losses are found, explains
Dr Jürgen Greiner, executive vice president and head of product
Ulrich Schrickel, senior vice president of development for powertrain technology, ZF Friedrichshafen
transmission systems at Bosch: “Smaller
mechanical oil pumps or two-stage pumps
can be used to reduce hydraulic leakage. he comments. “Smart transmission combined “With hybrid vehicles, we foresee a trend
Alternatively, using electric oil pumps with an electronic horizon system can provide toward fewer speeds – maybe four to six –
allows you to support stop/start and coasting additional fuel savings of 10% or more.” because the e-mode can compensate in
functions. Dog clutches can also improve Increased hybridization is also likely to situations where the combustion engine is not
efficiency compared with friction clutches.” have a considerable impact on transmission working at its best efficiency,” notes Bünder.
The shift pattern plays a major role, too, design headed into the future. The ability Some have suggested that traditional
he points out. Keeping a majority of the to smooth out gear changes with torque multi-speed transmissions may even be
clutches closed at any one time reduces filling could see a resurgence in the use of dropped altogether, in favor of multimode
splash losses, while careful control of when AMTs (although at least one of the engineers hybrid drivetrains. And it certainly seems
and how to change gear is key to managing we spoke to was unconvinced). More likely that electrification will curb the
the engine’s operating conditions. fundamentally, the option to switch between increasing ratio count, which of course brings
But controlling an automatic gearbox can two different power sources with their own us full circle. As the e-powertrain revolution
be a deceptively complex process. Bosch’s torque and efficiency curves could reduce the kicks in, perhaps one day soon we’ll see fewer
current transmission control systems pack need for multiple ratios. gears as a sign of unit sophistication.
something like 160 times the processing
power of NASA’s Apollo 11 moon lander and 1
they’re getting cleverer all the time. One of
the most intriguing possibilities is linking
automatic transmission control to the car’s
navigation system. By using map data to
analyze the road ahead, combined with
traffic sign recognition and real-time traffic
reports, the control system can make more
informed choices on gear ratio selection.
For example, Schrickel explains, the system
can automatically shift to neutral and use
the residual momentum if it knows there
is a reduced speed limit ahead.
“Today, half the new vehicles in the world
are equipped with an automatic transmission
and connectivity is also beginning to take off,”
1. The eight-speed torque converter-based ZF 8HP is

a familiar feature in premium vehicles across the world

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OEM INTERVIEW: VOLVO
Future
shift
With a wider proliferation of power units across vehicle platforms, the
demands placed upon transmission design and engineering are greater
than ever. TTI speaks to Tomas Hannebäck, Volvo’s director of transmission
engineering, about the biggest issues facing this key area of technology
WORDS: MATT JOY

“The electrification and hybridization

path is also opening up new ways of
looking at transmissions, so we have
to look at new ideas and possibilities”
J
ust as with so many fields of vehicle development
and engineering, the ‘good old days’ when things
were much more simple and straightforward
must seem like another world. End users may
not be fully aware of all the gearbox options
that could appear in their next car, but the sheer breadth
of development in this area has been driven by two key
factors – firstly, an industry-wide aim for efficiency gains,
and secondly the rapid increase in the number of potential
power units that require a suitable transmission to be
developed for them.
These challenges are as great as ever, as Tomas
Hannebäck, director of transmission engineering at
Volvo, explains: “The strive for lower fuel consumption
and lower emissions in general, improving efficiency,
and also maintaining and improving comfort for the
passengers are big focus areas. Also, taking a significant
part of the electrification and hybridization of the future
is another key area for us.”

In the Volvo world at least, the outlook regarding 1. Volvo’s 6-speed manual transmission
is a cornerstone of the Swedish car
transmissions has become more simplified, as the maker’s gearbox/engine strategy
company has in recent years slimmed down its gearbox along with the 8-speed automatic unit
options from a peak of nine different units, to the current
2. The redesigned 8-speed automatic
choice of just one manual and one automatic, across gearbox, developed by Tier 1 supplier
its entire range of cars. Hannebäck is clear on Volvo’s Aisin, is used in a raft of Volvo applications
thinking behind this decision, as he comments: “It was
3. Volvo 40.1 concept houses a new T5
part of a well-thought-through strategy with the DrivE Twin Engine, based on a new three-
powertrain program that was developed within Volvo cylinder petrol motor and a new 7-speed
and it was made possible by the Geely takeover. Where dual clutch transmission coupled to an
electric machine that sees the Swedish
we came from was that we had the Aisin and the manual company adjusting its existing Twin
6-speed gearbox already and they were on all-Volvo Engine All-Wheel Drive approach in favor
engines from back when Ford owned us. The other of a more accessible front-wheel-based
system for its smaller cars
gearboxes were connected to Ford engines and in
that changeover strategy of going to all four-cylinder 3
DrivE engines, it was a natural way of continuing
the Volvo way of producing drivetrains.
“The main future is the 6-speed
manual and the 8-speed conventional yet there are DCT and CVT
automatic. The original design of the alternatives depending
manual is a Volvo design; it was sold on the vehicle and power
to Getrag in 2004 and thereby we units. Hannebäck explains
sort of lost control of the design, but the Volvo approach in
it is basically a Volvo design from the respect of its 8-speed automatic
beginning. It’s adapted to the specific unit: “When we put out to
needs of Volvo packaging and also to the industry our demand for
our engines.” a new generation of gearboxes,
With few major developments in we always have a specification
the manual gearbox field, bar efficiency in there with our requirements
improvements and the introduction of for the future. We send that to all
sixth and seventh ratios, this comes as no possible suppliers we can think of that
surprise, but it is equally expected that could reasonably supply to Volvo, and
the situation is rather more complicated within that specification we have a number
when it comes to automatic transmissions. 2 of requests that are specific to Volvo in
The traditional torque converter type terms of gear setting, span and also of course
continues on a development curve, efficiency. When we have the response from

the suppliers, we go and discuss what

the situation is with their current designs,
because it is not often a single Volvo design,
but instead based on a general gearbox.
Then we discuss adaptation for certain Volvo
applications, which is a part of the technical
and commercial negotiations. It’s a bit more
complicated for the automatics.”
Hannebäck is equally clear that the current
focus on increasing efficiency, regardless
of transmission type, comes partly from
legislation, and also from increased buyer
awareness of fuel consumption and emissions.
Despite this pressure, he has firm ideas
about where progress can be made in the
future: “Let’s take it piece by piece. The
conventional automatics can probably benefit
from more electrified management of the
oil system, the mechanical oil pump that
is normally in that system. If you can make
it more optimized and suited for each drive
condition, that can be done by having split
pumps. All the time, the discussions are
about weight, of course. The DCTs have
possibilities to have more control with
electrical actuators; we see them ahead of
conventional automatics in terms of efficiency
– at least in terms of theoretical efficiency.
And then you look at the manual gearboxes.
There are of course things that can be done
in terms of going to dry-sump types which
are already on the market, just not as much
as other gearbox types.”
This approach to providing transmissions
across its vehicle range represents a change
in direction for Volvo, moving away from
creating new designs in-house to relying
on outsourced supply. It is a typical approach
for manufacturers in the current climate and
the reasons behind it are not unique to Volvo
either, as Hannebäck describes: “The current
situation is like this, and the history behind
this is that the volume base we have had with
Volvo for a number of years means we do not
4 5 6
4. System layout of the T5 Twin Engine drivetrain
5. System layout of the four-cylinder engine drivetrain
6. System layout of the pure battery electric drivetrain
7. System layout of the XC90 electric AWD drivetrain
7 8 8. System layout of the XC90 Twin Engine drivetrain

1 2
have the number of variants [differing transmissions], 1 and 2. The new T5 Twin opening up new ways of looking at transmissions, so we
Engine drivetrain in action,
and it also requires additional internal investment on featuring a hybridized
have to look at new ideas and possibilities. You have to
the manufacturing side [for that to happen]. It has to be 7-speed DCT (right) and look at it from a market point of view as there will always
reviewed from time to time; if our volume increases in the showcasing regenerative be a need for conventional transmissions and conventional
braking capability (left)
future, as we hope it will, there might be opportunities to drivetrains, but Volvo has explicitly stated that it will go
do something else, but currently there are no actual plans. much more quickly into electrification than was planned
The only thing that is currently being discussed is that 3. The four-cylinder some years ago. Therefore, we are preparing all the platforms
gasoline T5 engine with
when we presented our CMA concept cars, there is a an 8-speed automatic to include potential hybridization and electrification, so
hybrid variant based on a 7-speed DCT gearbox that is there will be a mixture for some years to come.”
being examined internally in terms of design, as this is One particular aspect of this issue is the unique
a part of the joint venture developing the CMA platform nature of BEV transmissions, widely using
for Volvo and Geely jointly.” simplified 1- or 2-speed gearboxes
A key factor in the transmission revolution in the that are completely unsuitable for
past decade has been the boom in alternatively fueled combustion-engined vehicles. So is
vehicles, which inevitably have differing needs and there a future for a more complicated
characteristics compared with combustion-engined 3 multispeed transmission for BEVs?
cars. That there is still a difference of opinion over Hannebäck thinks not: “It’s a
what is the most efficient and suitable system difficult question, but in my
complicates the matter still further, although opinion it will be 1- to
Hannebäck is philosophical about what that 2-speed gearboxes
means for the world of transmissions: “The for the foreseeable
electrification and hybridization path is also future because the
characteristics of
electric motors are so
THE END OF AMT? different to those of IC
With such rapid progress in transmission that you don’t really
development in a short space of time, there are inevitably need to have many steps.
winners and losers, with some newer designs falling in and On the other hand, the
out of fashion. Hannebäck, however, is clear on the decision-making
2-speed gearbox might have
process about future transmission needs and also about which transmissions
may well never appear in future Volvo products: “It remains to be decided based an issue with the gearchange
on market needs, customer preferences and the niches that we are looking to happening right in the middle of
compete in with our vehicles. The view we have at Volvo is that we are open driving, which can be a problem for the customer, so it
– not to any solution, but solutions for the future – in order to further study. is difficult to decide what is best for the future. For sure,
If there are good offerings in the CV T area, then we would be interested in there are many opportunities for the further development
evaluating that. Within Volvo, we are not pursuing the AMT where you have of transmissions.”
the torque interruption – that has been a strategic decision for some time. If What remains clear is that the proliferation of
you look at dual clutches and conventional automatics, I would say there is transmission types and designs is likely to continue for
a healthy fight between those two types within the market to see which is the most
efficient within the application. It is our belief that the DCT has a certain fuel
some time at least, and until such a point as a definitive
economy benefit compared with conventional automatics, but within the actual hybrid, electric and/or IC powertrain design becomes
application it can still be a difficult choice between those two gearboxes.” used by the majority of manufacturers, they will forever
be linked to a diverse range of gearboxes.

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All rights reserved. 130004
TESTING AND DEVELOPMENT
New world
order
As computing power increases, will virtual development soon
replace real-world testing for all-new transmission designs?
WORDS: JOHN EVANS
“The more you know, the less you know,” simulation information, the quantity and
says Adrian Moore, managing director of quality of which is such that some developers
Xtrac, when pressed on new and current are even forecasting a time when real-world
transmission testing protocols and processes. testing in the transmissions sector will no
It sounds like a counsel of despair, but for longer be necessary.
a company such as Xtrac, which thrives For example, by 2020 JLR plans to have
on testing data and the insights it brings, 30,000 line items, doubtless some of them
it’s the key to unlocking greater potential in transmissions, signed off using the ‘digital
transmission systems. Indeed, the technology twin’ concept. Elsewhere, experts reckon
specialist is using such methods to their that by the same time all transmission
fullest, the latest evidence being the design will be signed off virtually; others
company’s new, lightweight, single-speed estimate around 80%.
ILEV design that has exceptional integration “By 2020 I expect all transmission design
capabilities at its heart. will be done virtually but that’s not to say
The power behind this torrent of vital data you won’t still test, but hopefully it’ll just
is the computer. Today’s powerful machines be verification,” predicts Fred Ross, director
can generate and process vast quantities of for ground transportation at CD-adapco.


Sounds wrong measured, replicated and solved by computers automatic transmissions for transversal
However, there are those involved with and simulation alone. Or can they? installations at BMW.
transmission development, especially in the Chris Hoyle, technical director of rFpro, “When you gain computing power and the
area of EVs, who are less bullish. Although says the company’s simulator software can, objectification gets better, you can simulate
seemingly joined at the hip with the digital thanks to help from sound and vibration more but there are things that will still be
age, EVs must still work at an analog level, analysts Brüel & Kjær, recreate NVH levels complicated,” he adds. “You will have things
forging a sensory connection with the surprisingly accurately. In addition he says like acoustic phenomena which are complex to
driver. Meanwhile, their near-silent nature that AVL has claimed a 30% up-front saving model because they only appear in conjunction
brings phenomena such as NVH and other on the cost of a recent drivetrain project with a vehicle and its surroundings. You have
unwanted noises into sharper relief. thanks to rFpro’s driver-in-the-loop software
BMW still relies on
“Mechanical noise in an ICE can be that can recreate longitudinal compliance in real-world validation,
pleasing but gearbox whine on an EV is gearshift events. Intriguingly, he also claims as witnessed in the
not,” states Moore. “On an EV, the emotional that rFpro can replicate the behavior of a development of the i3 (1),
i8 (2), and its own eight-
attachment is with the torque and not the hybrid vehicle when it transitions from EV speed automatic (3)
gearbox noise. Unfortunately NVH is a major mode to ICE. Bench testing is
issue with EVs and apparent only when the “We’re getting closer to reality all the time,” undertaken (4) and
transmission is in the car. We design it out he hints. But others have still to be persuaded. manufactured (5) at
Getrag’s headquarters
using best practice.” “The balance between virtual and in Untergruppenbach
The problem for the proponents of ‘total real-world testing will change only slightly,”
ZF uses a range of CAD
virtual’ is that phenomena such as NVH and states Dr Nikolaj Klingemann, team leader (6) and CAM (7) methods
the transmission ‘experience’ simply cannot be in the department for the development of during unit development
“Although simulations can produce reliable

results for testing strength and stability,
other parameters such as shift quality,
acoustics and driving functions cannot
be reliably developed without hardware.
We will not get around a test bench
release – not even in the future”
Heribert Scherer, head of testing for passenger car driveline technology, ZF

Q&A WITH PROF. K ARSTEN

STAHL, HEAD OF THE GEAR
RESEARCH CENTRE (FZG),
MUNICH TECHNICAL UNIVERSITY
Q. Is greater computational power delivering more 5

accurate simulation in transmissions development? subjective things like driving feel and the
A. Three main properties of gears are relevant enjoyment of driving and this, too, is more
for optimal behavior in transmissions: reliability, complex to model. There are limits.”
efficiency and noise behavior. All three are becoming Heribert Scherer, head of testing for
more important, and very accurate calculation passenger car driveline technology at ZF,
methods are required. More computational power
agrees that when it comes to these more
will be helpful to improve the speed and accuracy
of these calculations and simulation tools in general. subjective areas of transmission performance,
there is no substitute for real-world assessment.
Q. What is the most serious challenge in “The focus of development has shifted
transmission development? from mechanical aspects toward functional
A. It is to further improve noise behavior. Especially factors such as acoustics and shift quality,” he
within the context of electrified powertrains, gears explains. “Although simulations can produce
must be imperceptible despite reduced ambient reliable results for testing strength and
noise. Therefore, sophisticated simulation tools stability, other parameters such as shift
and the finest quality production methods will be quality, acoustics and driving functions
necessary. cannot be reliably developed without
6
hardware. We will not get around a test
Q. What will transmission development look like
in 5 or 10 years’ time?
bench release – not even in the future.”
Dr Jörg Willert, director for central core
A. Due to more accurate calculations and greater
engineering at Getrag, fully agrees: “Testing
production accuracies, the demands on transmissions
will be much higher. I believe this trend will continue and developing a transmission on-screen,
but there will be more information about the stress exclusively in the virtual environment, might
situation of the components through integrated be a target but it is not realistic due to all
sensors, enabling condition monitoring and prediction. the existing influences (noise factors, for
There is a lot of potential for improvement. example) of all parts with their tolerances and 7
interactions,” he explains. “We need to prove
the real production component itself.”
Willert’s last line could have been uttered
by ZF’s Scherer, himself an advocate of
real-world verification, which is to him
an essential engineering step regardless
of the vehicle area under consideration.
“It is simply not possible to virtualize the
testing of tolerances and sample combinations
to verify volume production,” he says.
“Simulation tools will need to evolve further
for customers to be convinced that a release
based on calculations has the same status
as a release on test benches.”
So, there it is: regardless of developments
in software and increases in computing power,
real-world testing will remain a key tool in the
transmissions sector for the foreseeable future.

Team effort “And this will not change in the foreseeable

1 That being so, how do virtual and real- future because you need time to really
world transmission testing and development thoroughly test the transmission in metal
technologies and processes rub along? on the test rig and in the car, and you need
Very nicely, say the people closest to it. time for reiteration.”
For one thing, the virtual world is helping Moore at Xtrac is also a firm believer in
transmission design reach maturity faster. combining virtual with real-world testing.
“OEMs are increasingly building a ‘digital Typically, his team will break the
twin’,” says CD-adapco’s Ross. “It’s a digital transmission project down into systems
mock-up where you design in CAD and (for example, the oil system) and do virtual
then do the virtual testing to the point that development, gathering data from actual
when you start producing it, you’re doing and virtual testing processes. They generate
verification and validation as opposed to gear calculations from duty-cycle analysis,
building your first test model, only to find designing gears, shafts and bearings to
it’s not working.” survive that cycle. Casing designs use finite
Meanwhile BMW’s Klingemann says that development analysis, and then the team
developments in simulation have gone hand does functional rig testing of subsystems.
in hand with those in rig testing. “We have “We know to about 95% how systems
a much better virtual start layout of new will perform on the rig,” he says confidently.
gearboxes and a much higher maturity level “It’s there for validation.”
when you begin the real-world hardware Later, the action moves to testing the
testing,” he confirms. transmission in the vehicle itself. “Vehicle
For all these advances, BMW’s timeframe validation is extremely important,” he adds.
for transmission development is still three For ZF, a three- to four-year development
years, which has not changed for a decade. timeframe is a period that hasn’t changed
“Testing and developing a transmission

on-screen, exclusively in the virtual
environment, might be a target but it is not
realistic due to all the existing influences”
Dr Jörg Willert, director for central core engineering, Getrag
1. CAD rendered internal for many years, mainly due to the fact
cutaway of ZF’s 9HP that schedules are dictated by milestones
transmission
in testing (hardware and software), and tool
2. Second-generation
ZF 8HP eight-speed and vehicle deadlines. However, one area
automatic transmission Scherer says will change is the shift in release
2 activities from simulations to test benches.
“Although simulations contribute to
maximizing design reliability, we cannot
fully replace the final release on test
benches. But now we need fewer prototypes,
and the simulation will continue to expand
its application.”
Willert at Getrag also says that development
times of even complex dual-clutch
transmissions have contracted due to the
increased use of CAE and simulation up-front.
“More up-front loading by CAE and
simulation will lead to greater precision in
the early development phase,” he states. “I
see further reductions in development time
of about 25% within the next 10 years.”
So it would seem that the more you know,
the faster you learn.

OEM INTERVIEW: PORSCHE
“We believe there will be continued

demand for manual transmissions.
As long as this is the case, we will meet
this demand in the most effective way
possible. In actual fact, as vehicle
functions become automated to an ever-
greater extent, the manual transmission
will increasingly become a USP”

Living
In this very rare media outing, Porsche AG’s
transmission chief Gerd Bofinger discusses
everything gearbox related, including what’s
next for the trusty manual in the iconic 911
WORDS: MICHAEL TAYLOR

The resale values of the 911 R suggest there’s still that Porsche sets for automatic transmissions. Given
a market for the 6-speed manual in the 911. Has the additional weight and reduced efficiency level of
this given you ideas for further use of that gearbox this transmission type, we do not see this solution as
type, or is it strictly a limited-edition unit? an enhancement of the manual transmission.
Yes, it’s entirely possible that this transmission will be
used further. In the medium term (out to the next generation),
does the manual transmission still have a future in
Does the success of the 911 R suggest that pure the legendary 911? It was killed off in the Huracán
speed isn’t everything to everybody and maybe and the R8, so is it regarded as something of a USP
more people want the feel involved in their cars in that sector today?
than you initially thought? We believe there will be continued demand for manual
This is exactly why we offer the 911 R with a manual transmissions. As long as this is the case, we will meet
transmission. this demand in the most effective way possible. In actual
fact, as vehicle functions become automated to an ever
Will Porsche continue with another generation of greater extent, the manual transmission will increasingly
its 7-speed manual? become a USP.
Porsche currently offers the 911 Carrera with a 7-speed
manual transmission and this is not set to change in What impact will Chinese driving styles have on
the near future. the way transmissions and their software controls
are developed?
How will hybrid technologies affect Porsche’s Customers in China have different requirements for their
transmissions going forward? Most thoughts today vehicles, not least because of the traffic situation. That’s
are to integrate the e-motors into the transmissions why the data for the transmission software needs to be
directly – does that philosophy work with sports input on a market-specific basis. Manual transmissions
cars as well as normal passenger cars and SUVs? are irrelevant in China.
This form of hybridization is also possible in sports cars,
in principle. The 918 Spyder is a prime example of this. We’ve had manuals, automatics and now dual-clutch
But integrating the motor into the drivetrain presents transmissions. Is there anything else on the horizon
a challenge in this case, due to the tough requirements for production cars, or is that it until we’re all driving
placed on the package. There are some potential technical 2-speed battery-electric vehicles?
solutions to overcome issues, however. The transmission CVTs are not a solution for Porsche applications because
concept in the new Panamera is one very good example. of the well-known drawbacks in terms of their efficiency
levels and limited torque transfer ability. At Porsche,
Does automated shifting give the manual a new we see double-clutch transmissions and automatic
burst of life in sports cars as well as affordable cars? transmissions with a torque converter as suitable
Automated manual transmissions are only suitable for technology concepts, including in the context of
specific applications and do not meet the requirements increasing hybridization.
1. Underneath the skin of the 718 Boxster

S, which is available with either in manual
or with Porsche’s PDK DCT. Electrification
– including a hybridized gearbox – is not
on the agenda for the 718 sports car family

2. Two sports car

legends side by side: I’m often told the problem with dual-clutch systems
the Porsche 911 R is twofold: packaging and weight. Are there any
(2016) and Porsche 911 reasonable, cost-effective ways to improve these
R (1967). The modern
day version stays true
two significant areas of transmission design?
to the manual shifter As a sports car manufacturer, the issues of weight
reduction and compact size are extremely important.
We can unlock further potential through consistent,
strength-optimized component design. In addition, the
use of additive manufacturing processes (3D printing)
is also opening up new opportunities in this area. These
processes are not currently economically viable, but we
are expecting significant advances to be made in future
and especially in regard to transmissions development.
Porsche’s manual transmissions have long been

held up as paragons of feel and soulful connection
3
to the very hearts of the cars they’re fitted to. Is this
something Porsche actively works to achieve or is it
3. Porsche’s manual a by-product of something else?
transmissions are The feeling you get when you operate a Porsche manual
seen as an industry
benchmark, including
transmission is not a by-product or an accident. The
the lesser-loved seven crucial factor here is the perfect interaction between
speed MT in the 911 the external shift actuator and the transmission itself.
However, there are many different influencing factors that
need to be considered. These factors include the position
and design of the shift lever, the tolerances, the rigidity
of the internal and external gear assembly, the moment
of inertia of the clutch and transmission, the form
of synchronization, and the way in which the gears
engage in the transmission. For design and optimization
purposes, all the relevant components are reproduced
in 3D simulation models and optimized computationally
at a very early stage.

2 1. The 718 Cayman S

will for a long time be
offered with either a
manual or DCT unit
2. The highly acclaimed

7-speed PDK unit in the
sublime 911 GT3 RS
3. The underpinnings How far away are we from a time when it will
of the Cayenne hybrid. be cost effective to unite hybrid performance
Further e-powertrain
measures – including technologies, like ICE rear drive with electric front
hybridized gearboxes drive, into affordable sports cars like the Cayman?
– are on the way for all Is that even an engineering goal at Porsche?
Porsche applications
Porsche provided evidence of the feasibility of such
a technological concept with the 918 Spyder and
the 911 GT3 R Hybrid. And as a company, Porsche is
working hard on new package-compliant and weight-
reduced electrification concepts for future sports
“CVTs are not a solution for car applications. The 718 model line is traditionally
a lightweight, compact vehicle with a mid-engine
Porsche applications because and rear-wheel drive. As such, the character of
this car should remain unchanged in the future.
of the well-known drawbacks
What percentage (ballpark) of transmission
in terms of their efficiency levels department employees at Porsche are electrical
specialists today compared with 10 or 20 years ago?
and limited torque transfer ability” The percentage figure is increasing significantly.
3 The automotive world has some odd transmissions

out there – like Lamborghini’s Aventador unit –
but none seem stranger than the single-speed idea
Koeniggsegg has with its Regera. Is that sort of thing
ever likely to be applicable to more mainstream
sports cars as electrification becomes more
affordable, or is it pure engineering fantasy?
Porsche is working hard to investigate various drivetrain
concepts so that it can offer its own customers the best
all-round solution. In doing so, we have to take account
of many different requirements, some of which are
contradictory. If the requirements change significantly
in the future, this may result in some new drivetrain
concepts. But in the near future, we do not believe this
will be productive.

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E-TRANSMISSIONS: THE NEXT CHAPTER
Step
change
The complexity that overtook conventional transmissions
a decade ago is about to emerge in e-drivetrain design. TTi
investigates the latest advances in high-speed parallel partial
powertrains, vibration-damping materials and three-gear
double-clutch synchronizers for use in EV applications
WORDS: MAX MUELLER
F
or generations, the electric motor’s broad
operating range has meant simple, elegant
transmissions relying on a single-speed
design. But the drive for efficiency is relentless
throughout the automotive industry, and in
this respect, BMW’s i8 2-speed e-axle has shown that
multiple gears achieve key gains for plug-in hybrids.
So now, after many years of speculation, the industry
is ready to roll out multispeed drivetrains for pure BEVs.
“Our research shows clear advantages for multi-gear
transmissions because you can cover a much wider
spread of vehicle speeds,” states Prof. Stephan
Rinderknecht, head of the University of Darmstadt’s
Institute for Mechatronic Systems. “Multiple-gear
designs combine considerable starting torque with high
top speed. This will lead to pure electric powertrains
with two or even three gears.”
Rinderknecht’s prediction isn’t just based on
theory. His institute is part of the consortium behind
Speed2E, a pure EV concept taking advantage of scaled
motors and multiple gears. The group consists of four
universities as well as industry partners Getrag, Lenze

The GKN eTwinster torque

vectoring eAxle is installed
in Volvo’s flagship XC90
and ZF. “We wanted to reduce torque levels and produce

the necessary power through speed,” Rinderknecht
explains. As such, the new powertrain will consist of two
half-scale motors and a gearbox with two parallel partial
transmissions. One of these is shiftable, whereby the
electrically synchronized claw clutch operates without
loss of traction across the two power paths using the
overload capacity of the engines. By tripling standard
motor speeds to about 30,000rpm, the project engineers
hope to halve the system’s mass and reduce costs by
30%. The two-year project has received US$1.6m of
public funding from Germany’s treasury and is due
to conclude at the end of 2016.
But there are other developers following a similar
multi-gear approach. GKN Driveline’s team of engineers
work out of bases in northern Italy, Germany and Japan
and have delivered the industry’s first mass-produced
2-speed e-axle for hybrids and EVs, initially used in
BMW’s i8 drivetrain. “If you want to tune e-transmissions
to the optimum level, you cannot rely on one single
speed,” insists Andreas Mair, director for engineering
operations in Europe at GKN Driveline. “That is the case

even if we see further improvements in the efficiency approach: “Consider the three base components – the 1. BMW’s i8 uses GKN’s
two-speed e-axle
of motors.” electric motor, the transmission and the power electronics 2. NVH simulation being
– and additional functionalities such as parking locks. undertaken on an EV gear
Challenges ahead To keep your design small and lightweight, you have to 3. Drive System Design’s
MSYS is a continuous-
But Mair foresees several challenges if e-drivetrains are eliminate interfaces like the plates at the motor, gearbox torque three-gear
to progress even further than that. One is the demand and inverter, which all add mass and use up space. Rather transmission for EV
for more power: “We see a clear trend toward more power than designing separate components we’ll produce a and HEV applications
4. Drive System Design’s
and torque,” Mair continues. “If we increase power from single system, what we call a highly integrated module. hybrid module
the 60-80kW range to 200kW for electric vehicles, we’ll It’s a clear development which we see for pure EV
need functionalities to get the additional torque on the powertrains as well.”
road. One such functionality is torque vectoring. To
demonstrate that capability, we’ve built a system with The NVH factor
two couplings instead of the final differential. This allows Perhaps one of the biggest issues for electric and hybrid
us to drive each side of the axle individually. For now, the vehicles for the Italian engineer, however, is NVH.
system is for hybrids, but it also works with pure battery “Driving purely electric means driving silently, an effect
electric vehicles.” that highlights all other sounds. So everything else that
Another trend for Mair is integration. He and his produces sound is potentially annoying, which means
colleagues are moving away from the traditional modular the noise requirements of electric gearboxes are much
higher than for conventional transmissions.”
1 It’s a subject close to the heart of his peers at the
UK’s Drive System Design (DSD). Developers at the
Warwickshire-based company are looking to a new
generation of plastics for their vibration-damping
properties. “The benefits of plastic transmission casings
are twofold,” explains managing director Mark Findlay.
“One is weight. But the big excitement is in the inherent
damping of the material. Gears used in motorsport
have short, triangular teeth. That’s good for efficiency
and strength but bad for NVH. If we have a casing that’s
quieter, we can change the gear design and gain up to
E-MOBILITY DRIVE
German Tier 1 supplier ZF has made several E-Mobility division. The division also includes an
advances in its hybrid and EV transmission E-Mobility system house, which bundles various
technologies over the past year. e-mobility projects from the entire ZF Group.
At the start of 2016, it combined all of its “With many automotive markets worldwide,
activities regarding e-mobility solutions into a e-mobility is still a niche market,” continues
new division, the focus of which is to develop and Sommer. “However, this will quickly change when
produce integrated solutions such as hybrid and lawmakers introduce stricter emissions limits in
all-electric axle drives for passenger cars. The the coming years.”
portfolio also includes electronic transmission The demand for electrically powered vehicles
control units and their associated control elements. will also grow rapidly in China, which is a growth
This forms part of ZF’s plans to become one of the market where ZF can play a part: “We want to
leading e-mobility suppliers in China by 2020. be one of the leading e-mobility suppliers in China
“By bringing all activities relating to the by 2020,” says Jörg Grotendorst, head of ZF’s
electrification of cars and commercial vehicles E-Mobility division. “The division has already
under one roof, we are giving a clear message established sales and development structures,
to the market in terms of the huge significance and the on-site team, which benefits from the ZF
of these future technologies,” explains ZF CEO Group’s existing strong presence in China, will
Dr Stefan Sommer. “E-mobility is coming – and be further expanded in the coming years. The
may be closer than we think given the current objective is to localize in regards to developing
debate on car emissions and legal limits.” and producing solutions required by the market.
According to Sommer, the new E-division and ZF also states that in addition to electric motors,
its corporate structure shows how seriously ZF hybrid transmissions, transmission control units
is taking the change from conventional drive and control elements, it is soon to produce an
technology to e-mobility.   all-electric drive system, which will enter volume
The Electronic Systems and Electric Traction production for a European vehicle manufacturer
Drive business units form the core of the new in 2018.

2 4 0.5% efficiency per mesh – that’s considerable

if you look at a mesh that runs at 98%
efficiency already.
“A further advantage is that the more
efficient gearsets run at much lower
temperatures, typically at around
120°C compared with the 150°C seen
in conventional setups. That’s important
3 for some of the watercooled EV drivetrain
concepts,” Findlay continues. As such, DSD
is confident that the new materials will equal
their metal counterparts for durability. “We’re
working hard on this with our partners
Solvay Specialty Polymers, but still have
to prove it. We think we are about two years
away from validating high-volume production
and it could be another three years before
someone applies it in a vehicle program.”
A more imminent development at DSD is
a continuous torque three-gear EV and HEV
transmission. Essentially a power unit with
double-clutch synchronizer and three gears,
“If we have a casing that’s quieter, we can MSYS promises 55kW and 2,000Nm torque
with over 90% efficiency. “We wanted
change the gear design and gain up to 0.5% to challenge the thinking on multispeed
transmissions,” Findlay states. “If you have
efficiency per mesh – that’s considerable to powershift and don’t have ways to fill in
the torque, you will notice the shift, however
for a mesh that runs at 98% efficiency” perfect it is. To make the shift unnoticeable,
Mark Findlay, Managing Director, Drive System Design you can’t go above a 1:1.4 ratio when ideally
The company has also celebrated the official

production startup of its new 8-speed dual-
clutch transmission (8DT) at its Brandenburg
plant in Germany. ZF and Porsche engineers
have developed a hybrid transmission ‘modular
kit’ based on the all-new 8-speed DCT. ZF is
investing more than US$110m in the production
of the new transmission system.
“The new 8-speed dual-clutch transmission
allows us to offer maximum flexibility for sporty
applications – from the all-wheel drive to the
plug-in hybrid,” says Sommer.
“In addition to the all-new transmission
modular kit, state-of-the-art production
techniques and processes here at our
Brandenburg facility make such wide-ranging
options possible.”   
ZF develops and produces manual
transmissions and dual-clutch transmissions
for passenger car applications at its Brandenburg
plant. Around 1,200 employees are able to
produce more than 600 transmission systems
a day. The location has been producing 7-speed
dual-clutch transmissions since 2008 and the
first 7-speed manual transmission came off the
production line in 2012.

you’d need 1:2 or 1:2.5 to get a good spread

and keep a small, efficient motor. We’re also
eliminating the losses of the wet clutch by
using a cone clutch,” he adds.
So how does the design deliver
uninterrupted torque and three gears in
the same package? “The setup is effectively a
synchronizer with its function split in half,”
Findlay explains. “A cone clutch sits on one
side and a dog clutch on the other. It makes
for a slightly complicated shift sequence,
but produces a smooth torque handover
equivalent to that of a high-quality automatic
transmission. With the Yasa motor at the
front end, the unit is very power-dense,”
he concludes. The system is being developed
by DSD’s sister company, Evolute Drives, and
could be on the market in three to five years.
Compute this
Designing such complex transmissions
without spiraling prototype costs is only
possible through simulation. One company
that has produced its own modeling tools
is AVL. “We have a base platform for vehicle
simulation called Cruise to which we’ve
recently added electric drive capability,”
Dr Hamid Vahabzadeh, vice president and
REALITY CHECK
product line manager for global transmission Using big data will lead to a paradigm shift for the approach with ultimately large benefits for the
operations, says proudly. “It allows us to dimensioning of drivetrains, says Prof. Stephan whole of society,” he concludes.
analyze trade-offs between fuel economy, Rinderknecht. “We’ve developed a process to At AVL, engineers are driving down production
performance and drive quality of the vehicle.” monitor the real-life load on components such as costs and excess fuel consumption by merging
The platform is said to support e-motor gearboxes,” he says. “This enables us to predict transmission architectures and defining different
development with different map-based the remaining lifespan of the system at any point ‘modes’ rather than gears. The company’s
models. It features an integrated inverter and use the data to perfect the design.” 7-mode transmission presented in 2014 has just
to track energy consumption, thermal In theory, this method could be used to evolved into an 8-mode system with eCVT. The
characteristics and power losses, while the push optimization to its logical extreme. “The resulting Future Hybrid 8 Mode Transmission is
fundamental wave E-motor model considers paradigm shift lies in no longer designing for the said to combine a compact layout with only one
low-frequency torsional dynamic behavior most demanding user. For example, we could compound planetary gearset, and four friction
and interactions between the electric and make significant gains if we only designed for elements (two clutches and two brakes). Eight
mechanical system. Results inform the 95% of the user profile. For the 5% that we don’t operating modes include five parallel hybrid
detailed design of component time-based reach with this process, we take an approach modes, two pure electric modes and one eCVT
duty cycles and collective loads. The open from aviation – they would get a replacement mode. Developers say that ratios optimize the
integration concept is claimed to bring unit over the lifespan of their vehicle. As we shift strategy to deliver good driveability.
user-defined components into the vehicle would have the data to identify the extreme The transmission features an eCVT mode
system while support of RT systems allows user early on, this needn’t result in failure of with defined torque ratio and variable speed
for the reuse of the same vehicle model in the component. We could act early without configuration depending on the velocities defined
HIL and testing. Despite these capabilities, approaching critical limits. This way, everyone by electric motor (EM) speed, IC engine speed
the program doesn’t need external profits from a lighter and better-value unit.” and output speed. In eCVT mode, the system
supercomputing power. “Cruise is highly Rinderknecht knows the implications, is claimed to operate at the best efficiency
efficient and runs on conventional platforms especially for data protection: “We wouldn’t copy points for its ICE or EM. A further advantage is
such as laptops,” Vahabzadeh adds. the approach of the data mining industry, who said to lie in the eCVT’s functional roles, which
And the transmission specialist is use data retention. Instead, information would allow cell charging during launch even with an
optimistic about the future of his profession: be recorded in the vehicle itself and restricted to empty battery, or recuperating while driving on
“Interest in e-drives continues to grow and the figures needed for optimization. Speed and the highway. “We’ve developed a vehicle that
it’s just about a foregone conclusion that other irrelevant user data would be disregarded. demonstrates the concept,” says AVL’s Hamid
all OEMs will apply a second level of We’re working closely with IT departments Vahabzadeh. “It impressed with the driveability.
electrification. These are exciting times to make sure we address any concerns over We’re now working on the second generation
for drivetrain engineers,” Vahabzadeh data protection and privacy. It’s a radical new of that design.”
concludes.

DISCOVER BETTER DESIGNS, FASTER.
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Transmission Technology Int. - Sept 2016.indd 1 19/07/2016 11:51

PRODUCTS & SERVICES
Advanced CVT technology

Compared with other systems, CVTs are very compact and have few components. Recent
statistics show that the technology has gained a large market share, particularly in China
The new Bosch pushbelt has enabled

CVT technology has gained emissions, have all contributed to OEMs to achieve a 3% fuel economy was recognized by the Chinese
a sizeable share of the AT the growth in installation of ATs. This improvement in the NEDC test cycle government in its technology
market. Today, one out of five ATs growth is expected to exceed that roadmap on key sectors for ‘Made
is a CVT and this share is expected of manual transmissions by 2020. in China 2025’, which was officially
to grow to one out of four by 2020. The main types of AT used in unveiled on October 30, 2015.
While Japan embraced the CVT a China are 6-speed stepped ATs, Growth of the CVT market share
long time ago, strong growth of the CVTs and DCTs. Offering clear in China can be seen, for example,
CVT market is now also being seen advantages in fuel efficiency, in the highly popular SUV segment.
in the USA and in China. no loss of torque during shifting, In 2015, SUV models accounted for
As the largest vehicle market and dynamic driving, DCTs and 6.22 million vehicles (around 30%
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potential for further automation. choice among Chinese customers. a 52% annual growth rate in the
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stringent requirements for lower specified fuel consumption targets Nissan X-Trail and Honda CR-V,

PRODUCTS & SERVICES
respectively ranked third, seventh

and 10th. Meanwhile, among the
top 10 SUV manufacturers, Chery
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As the main developer and
producer of pushbelts, Bosch The CVT is ideal for autonomous
focuses its R&D on further vehicle driving. This smooth vehicles thanks to the elimination expertise in system design,
improving the pushbelt variator. and unobtrusive behavior also of torque interruption during gear tailored to a customer’s needs.
changes, and the lack of explicit gears
Recent developments include a makes the technology suitable Bosch China and its partners
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This pushbelt not only reduces the vehicle and low levels of not only supply the pushbelt,
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Thus, this belt helped to realize the While Japanese OEMs such The CVT is a fuel-efficient,
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of 8.7 and a 3% improvement in paved the way for the CVT in China, automatic transmission that
fuel economy in the NEDC cycle. Chinese OEMs such as Chery, and meets the market requirements,
On a system level, Bosch recently other CVT manufacturers including in particular Chinese customer
presented the potential of stop/start Jianglu Rongda, are dedicated to demands. Continuing developments
coasting with CVTs, which provides improving their CVT technology in the technology will ensure that it
a roughly 10% fuel economy saving. and increasing the number of meets the needs of both pure ICE
Further reduction can be car models with CVTs to meet and hybrid powertrains as well as
achieved through electrification the ever growing market demand. autonomous driving.
of the powertrain, initially by hybrids. In contrast with the traditional Bosch is an expert supplier
A CVT is proven as a good basis automatic transmission market, of key components and technology,
for hybrid powertrains, in various Chinese manufacturers are still with the comprehensive powertrain
topologies. In both pure ICE building on their experience and know-how needed for the
and hybrid powertrains, the increasing investments in the future of mobility systems.
CVT provides the optimal design and production of automatic
working conditions for the ICE and transmissions. This gives customers FREE READER INQUIRY SERVICE
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characteristics of a CVT with a support is often needed to set up visit: www.ukipme.com/info/etm
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silent pushbelt perfectly suit electric the system. Bosch can offer its

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fluids for all types of transmissions
including stepped automatic
(AT), DCT, MT and CVT.
As always, the fluid has an
important role to play enabling
these hardware improvements and
as with most lubricant applications,
the use of a lower viscosity fluid
can sometimes lead to performance
concerns, especially as many
design innovations place much
more stress on the fluid.
With less fluid and increasing
torque inputs the operating
temperature of transmission
fluid continues to rise and it is
essential that the appropriate
additive technology is used for
lower viscosity transmissions
fluids, meaning that the fluid
can provide the sought-after
fuel economy benefits while
still maintaining durability.
Transmission complexity has
increased and so has the number ATF is perhaps the most complex of addition to concerns with the developments in progress using
all lubricating fluids. Not only does
of gear ratios; eight and nine speeds it have to reduce friction to prevent compatibility of elastomer material even lower.
are now common in today’s cars, wear like all lubricants, but it also has with less polar base oils. There are a wide range of
and with these advances comes the to allow a certain level of friction so Stepped automatic transmission recognized industry standard tests
clutch materials can engage effectively
introduction of new friction materials fluids (ATF) are reducing down to evaluate critical areas of fluid
and the desire to downsize through from a previous viscosity of performance for gear and pump
fewer friction plates. This means approximately 7.0cSt down to wear, friction durability, oxidation
that the need for higher torque 5.5cSt and lower with some as and material compatibility. The fluid
capacity fluids increases. There is low as 4.5cSt. CVTs and DCTs requirements demanded by OEMs
also an increasing use of electronics are still relatively new to the market, and transmission manufacturers are
to control shifting, and hybrid but the trend can be seen here typically unique to their hardware
versions further increase the as well, with OEM fluids on the to ensure that the transmission
focus on material compatibility. market as low as 5.5cSt. fluid will provide performance for
Lower viscosity fluids can cause Historically, manual transmission the life of the transmission or the
problems with the gear or vane fluids (MTF) have been much recommended oil drain interval.
pump within the transmission and higher in viscosity, in some cases Such industry standard tests
the potential for gear and bearing SAE 80W90 or 75W90 fluids with can be utilized to evaluate new
wear increases. The impact on viscosity around 15cSt. There is transmission fluid technology
base oils of lower viscosity fluids still a wide range of viscosities in against OEM requirements and
is the increased use of more volatile use for MTFs, but generally this existing factory fill transmission
base oils, that brings the potential has reduced down to about 6cSt fluids. Further evaluation of fluids
for air entrainment and foaming in for passenger cars, with many OEM can be conducted in full-scale

PRODUCTS & SERVICES
transmissions tests and severe field

tests to push the limits of a fluid’s
capability in proving its performance
under extreme conditions.
Research-based fluids based
on new additive technology
with a viscosity as low as 3.9cSt
have been proven to provide
wear performance equal to and
in some cases superior to that of
the current OEM fluids even where
the viscosity is the traditional 7cSt
mark. These tests include gear
protection tests, such as the FZG
scuffing and pitting tests as well
as the Vickers vane pump for
demonstrating pump protection.
For an automatic transmission,
the quality of gear shift and vehicle
launch is critical to end users to
ensure a positive driving experience.
The quality of gear shift and vehicle
launch is heavily dependent of
the frictional properties of the
fluid which need to be stable
over the lifetime of the fluid. Each
transmission manufacturer will
define different frictional parameters
for a fluid to meet which is unique
to the transmission. This is where
expertly formulated additive
technology is required to
balance the demands of frictional
performance with all other key
performance characteristics.
Lubrizol engineers have a deep understanding
Changes in frictional properties of new hardware configurations and materials,
can not only negatively impact the enabling them to deliver unique solutions that
driving experience, but also impact are tailored to individual client requirements
fuel economy. In more extreme
conditions, these changes can have can be created on a chassis 5.8cSt. The test cycle used a in newer transmission designs
a physical impact on the clutch dynamometer with the added slightly modified version of ASTM to enable further efficiency gains,
plates and torque converter, leading benefit that high mileage can be D5500 cycle with higher loads and just reducing the viscosity of
to serious problems. The balance accumulated in a fraction of the speeds, replicating a mix of city, a fluid does not guarantee efficiency
of base oils, viscosity modifier and time it would take on the open rural and highway driving. Both gains. As efficiency gains are
the absolute viscosity of the fluid road. Chassis dyno testing vehicles were run for a total of made through changes in hardware
can also impact frictional properties. also enables a more consistent 130,000km without a transmission design it may be that a higher
In-vehicle performance is the operating environment to compare fluid change. Detailed fluid analysis viscosity is required for optimal
ultimate proof of performance. fluids under the same conditions was taken throughout the test performance. Ideally the
Not all vehicles experience in a more repeatable fashion. at regular intervals and a full development of new transmission
severe operating conditions, In a recent Lubrizol test, transmission inspection was fluids is part of the overall
but transmission fluid must be two vehicles – one from a North carried out at the end of test. transmission development to
capable of withstanding all potential American OEM and the second These inspections in conjunction ensure that performance is optimal
operating regimes without any from a Japanese OEM – were with the used oil analysis confirmed for the gears, bearings, clutches,
deterioration in performance. used to evaluate the durability that a fluid with a viscosity of torque converter and all critical
Vehicle launch from a standing of a research ATF under severe only 4.2cSt could still provide hardware parts.
start and constant gear shifting operating conditions with a viscosity the required wear protection
up and down put more strain on of just 4.2cSt. Both vehicles comparable to much higher FREE READER INQUIRY SERVICE
the transmission and transmission were equipped with a six-speed viscosity fluids. To learn about Lubrizol, visit:
fluid, particularly under highly automatic transmission, designed Although the industry is moving www.ukipme.com/info/tr
toward using lower viscosity fluids
INQUIRY NO. 502
loaded conditions. These conditions for a fluid with a viscosity of 5.5 –

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PRODUCTS & SERVICES
Efficiency drive
This third-generation, small dual-clutch transmission combines the latest
low-loss actuation technology in an extremely lightweight, compact package
Improvements to vehicle
fuel efficiency would not be
possible without state-of-the-art
technology, most of which is applied
in high-end vehicles first. But a
top-down approach to meeting CO2
objectives only works if advanced
technologies reach the mass-
market vehicle segments as
fast as possible. An important
element of Getrag’s third-generation
DCT is the modular design of
components that determine
efficiency and value – that means Right: Compared to conventional
fuel consumption as well as transmissions with torque
converters, DCTs are around
economies of scale in production. 5% more economical
In 2015, the first new-generation
7DCT300 DCT went into several Below: Diagram illustrates typical
system layouts and the common
volume Renault models. Since parts of the actuation systems
May 2016, the company’s 6DCT150 employed in the 6DCT150 (left)
small DCT has been in production and 6DCT200 (right) transmissions
in Wuhan, China. The third
member of this family will be
the 6DCT200, a close derivative In the 7DCT300, the entire actuating systems in the smaller engines, due to the larger flywheel,
of the 6DCT150. These three actuating system, including 6DCT150 and 6DCT200 DCT deliver it is necessary to be able to position
types of transmission share the cooling, requires about 30W of the same if not better performance. the differential correctly. These
modular components mentioned. power input in the NEDC. The On the 6DCT150, Getrag has small differences in main center
Identical parts include the wet resulting, very small fuel equivalence achieved a 5% consumption distance and torque capacity
dual-clutch, the clutch actuation can be easily overcompensated decrease – compared with a torque ensure a high level of flexibility
and the cooling/lubrication. The with the shift strategy. This means converter automatic transmission for global applications.
shift drums are identical as well; that automation can save fuel in the low-cost segment, savings The 6DCT150 and 6DCT200
however the two smaller DCTs and reduce CO2 even in the real of 10-15% are realistic. are both low weight, compact and
use just one instead of two. world. The essentially identical The 6DCT150 and 6DCT200 offer flexibility in various use cases.
are claimed to be the first DCT Also the wet dual-clutch offers
Speed sensor IS1
in the world that provide these several advantages over competing
Shift motor efficiency advantages in the products. With its low inertia, it is
low-cost segment. Internationally, extremely suitable for turbocharged
however, this is not a homogenous three-cylinder downsized engines.
segment – European compacts It also offers advantages in vehicles
with three-cylinder turbo engines with weaker naturally aspirated
belong to it, as do somewhat larger engines, where the demand for
vehicles with the lower-torque, handling more friction energy during
naturally aspirated engines that launch can be higher. Compared
are common in China, for example. with torque converters, this
This is why Getrag has developed versatility offers another advantage:
Temperature
sensor Speed sensor IS2 two variants with differing torque in countries with considerable
Pressure sensor clutch 1 capacity of only around 50Nm. altitude differences, software
Clutch cooling pump motor An important difference is the main can be used to adjust the launch
Clutch 1 pump motor center distance, which is 170mm behavior. In contrast with a torque
Clutch 2 pump motor for the 6DCT150 and 183mm on converter, the clutch’s behavior
the 6DCT200. On three-cylinder can be varied to a large degree.

PRODUCTS & SERVICES
Thanks to the wet dual clutch, just

one shift drum and a cascaded gear,
the 6DCT150 (left) and 6DCT200
(right) systems are very compact
driving. On the plus side, however, space, it does affect shifting

there is a considerable weight behavior in that direct downshifting
advantage that results in low fuel from sixth to third gear is not
consumption. Furthermore, the possible. However with lower-torque
system’s compact packaging engines this would not be advisable
makes integration into small anyway, because the large engine
engine compartments easier. speed jump creates undesirable
Another positive impact of the noise. Furthermore, in small,
bridge is that the step between naturally aspirated engines, it
first and second gear is reflected takes a relatively long time to
6DCT150 6DCT200 in the step between fifth and sixth reach the necessary increased
gear. In practice, this means that speed, so sequential downshifting
the jump between first and second is more pleasant and appropriate.
For application in three and four cylinder engines, the main center distance and
is somewhat smaller than usual. More generally, Getrag has
differential position of the 6DCT150 and 6DCT200 transmissions are different This design plays to the needs of determined from driver feedback
typical applications: in situations that seamless sequential shift
To meet tight space and low second, fifth and sixth gear. such as roundabouts or stop- strategies feel more natural.
weight requirements, Getrag has This bridge eliminates the need and-go traffic, there is less need The new 6DCT150 and
developed a new gear set design, for a large and heavy first gear. to downshift into first gear, and with 6DCT200 DCTs offer an effective
in which the first speed is achieved Put simply, a physical 5-speed weaker motorization, more traction way to improve vehicle efficiency.
with a cascaded gear, in other DCT functionally becomes a force is available when upshifting. On-demand electrohydraulic
words a ‘bridge’. In layshaft 6-speed DCT. Beyond these objective advantages, clutch actuation based on pump
transmissions, the first gear Arguably a cascaded gear car clinics have shown that smaller actuators as carryover parts
requires the largest gear wheel, has the theoretical disadvantage gear transitions during acceleration enables extremely low power
but there is huge potential to that friction is increased by around from low speeds are perceived as consumption. The inherently
save space and weight if it can 1%. However, this becomes less more pleasant. low parasitic losses also offer
be eliminated. To do this, Getrag relevant the less the cascaded gear In contrast to the 7DCT300, advantages in low-cost vehicles,
has made use of the inherent is required. During vehicle launch, the 6DCT150 and 6DCT200 providing easier shifting and optimal
option of temporarily connecting the first gear is needed for just are equipped with only one flexibility in application. The new
both sub-transmission gear sets. a few seconds, so an effect on shift drum, which handles both gear design with just one dedicated
In particular, the ‘virtual’ first gear fuel consumption cannot be seen, sub-transmissions. Although cascaded gear literally builds a
is achieved using the gears for neither in the cycle, nor in real-world this saves weight and installation bridge to lower weight and more
compact mass. Like the larger
7DCT300, the 6DCT150 and
Subsystem 7DCT300 6DCT150 6DCT200 Getrag uses a common 6DCT200 can be hybridized without
clutch and actuator in its affecting installation length in any
Clutch 7DCT300, 6DCT150 and
6DCT200 transmissions electrification scale. In 48V mild
Clutch hybrids to high-voltage plug-in
actuation hybrids, this is also an advantage
for markets like China, where
TCU
plug-in hybrids are coming more
into focus for emission-free driving
Software in metropolitan areas.
Shift FREE READER INQUIRY SERVICE

actuation
To learn about Getrag, visit:
Layshaft www.ukipme.com/info/tr
transmission INQUIRY NO. 503

PRODUCTS & SERVICES
Innovative bearing design

Transmission bearings must achieve many conflicting goals. In tackling this challenge,
suppliers are being forced to adopt some novel approaches to bearing systems design
”Novel bearing design An increasingly popular alternative shifting accuracy and create NVH.
approaches provide an is the locating/non-locating bearing This design can also allow the outer
effective solution to a number arrangement, in which a deep ring of the bearing to rotate in the
of packaging, assembly, efficiency groove ball bearing (DGBB) at housing, especially as differences
and performance challenges in one end of the shaft handles some in thermal expansion coefficient
modern automotive transmissions,” radial loads and all the axial loads. mean that aluminum housings
comments Sylvain Bussit, global Radial loads at the other end are expand more than steel bearings.
business development manager taken by a cylindrical roller bearing. The conventional approach also
for powertrain at SKF. This design is not affected by creates problems in assembly,
Vehicle transmission bearings are thermal expansion. It also reduces since snap rings are awkward
expected to carry high loads, offer a friction, saving up to 3g of CO2 and time consuming to install.
service life in excess of 300,000km, per km in a typical six-speed A new approach that overcomes
be robust enough to withstand manual transmission. Its downsides many of these limitations is the use
abusive operation, and stiff enough are the lower total load capacity of a bearing retainer unit. Usually
to minimize NVH. At the same time, of the DGBB and a reduction formed from sheet material, these
transmission makers are looking in axial stiffness. units consist of a plate that holds
for compact dimensions, low friction Axial stiffness can be improved the outer ring of the bearing at Transmission application design
to combat CO2 emissions, and by changing the way bearings one edge and include a number rendering of a SKF bearing in situ
cost-effective and globally available are mounted in the transmission. of threaded holes by which it
solutions. This is encouraging the Conventionally this is done using is secured to the transmission with the gears in a meshed
creation of some novel approaches a combination of snap rings housing. During installation, condition. With the retainers
to bearing systems design. and flanges on the bearing fastening bolts draw the bearing precisely located by one of these
In traditional transmission designs, outer ring. This approach has into its cavity in the housing. The methods, the securing fasteners
preloaded taper roller bearings are a number of disadvantages. resulting interface ensures the outer can be installed ‘blind’ from the
installed at each end of the shaft. The tolerance necessary to permit ring of the bearing cannot rotate, outside of the housing, a process
This arrangement offers the benefits easy assembly means the bearing while radial loads are transmitted that is straightforward to automate.
of high capacity and axial stiffness, can move in use, with axial forces direct from bearing to housing. Bearing carrier units are
but bearing preload must be shifting from the flange to the snap Precise engineering of the a further development of the
measured and adjusted during ring as the vehicle goes from drive material and geometry of the retainer approach. In this design,
assembly, and proper preload is to coast condition. retainer, along with appropriate the bearing is secured into a holder
sensitive to the thermal expansion That movement can affect the fastener design, holds the bearing on the carrier plate, which may be
of components during operation. efficiency of gear meshing, reduce securely in its cavity and prevents a sheet metal or cast component
movement due to axial loads. depending on load requirements.
The result is a stiffer, quieter, There is no direct interface between
more efficient and longer-lasting the bearing and the housing, with
transmission system. all loads being transmitted through
Bearing retainers have further the carrier. Carrier units can be
advantages in the factory. Bearings used to secure locating bearings
are delivered pre-installed in to the transmission housing,
retainers, so just one component or as interim supports for longer
has to be pressed onto each shaft shafts. Carrier units provide all
and secured in the normal way. the assembly and performance
During assembly, the plates rotate advantages of bearing retainers,
freely on their bearings and are also simplifying housing design
positioned using locating features and permitting more compact
that fix their orientation relative to transmission configurations.
each other, or to features cast into
The use of a bearing the transmission housing. Some FREE READER INQUIRY SERVICE
retainer unit from SKF provides To learn about SKF, visit:
retainers are designed to hold two
much quieter, more efficient and www.ukipme.com/info/tr
longer-lasting transmission systems bearings, which are pressed onto
the gearbox shafts simultaneously,
INQUIRY NO. 504

Staying number one means constantly improving.
There are a lot of new and exciting things happening with our ATF Additive Range.
Contact your local Afton Chemical representative,
or email automaticallyfirst@aftonchemical.com to find out more.
www.aftonchemical.com
© 2016. Afton Chemical Corporation is a wholly owned subsidiary
of NewMarket Corporation (NYSE:NEU) www.aftonchemical.com
PRODUCTS & SERVICES
One system fits all

This family of modular clutches with standardized components can be
easily adapted to specific requirements and produced cost-efficiently
Automotive suppliers must

Figure 1: Based on a proven and
meet the increasing demand reliable high-quality DCT module,
for cost-efficient, high-quality BorgWarner’s common clutch
products and short development family offers a modular and cost-
efficient solution for automakers
cycles in the fast-changing
automotive market. Due to
their complexity, compact clutch
designs usually contain many
single components, which have
long development lead times
and high investment costs for the
production of tools and machinery.
However the technical
requirements and possible
configurations in a transmission do
not differ hugely between systems.
As a result, the development of
a completely new clutch module
is not necessarily required in all
cases. Particularly for short-term
programs and/or low-volume
production, customers will try to
utilize existing products. For this
reason, BorgWarner has developed
the common clutch family (CCF),
a modular clutch system kit with
largely standardized components
that can be easily adapted to meet
specific requirements.
The CCF system kit is based
on a proven and reliable high-quality
dual-clutch transmission (DCT)
module (Figure 1). The state-of-the- With its years of experience BorgWarner began the refined the production process
art system uses two wet clutches in the development of transmission development of this technology to increase standardization and
to engage the odd and even gears technologies, BorgWarner with a state-of-the-art clutch achieve a high degree of modularity.
respectively. The DCT technology aims to achieve a high degree of module concept, which was further As a result, development process
helps to deliver fuel economy to standardization, making its DCT optimized to achieve a modular and and serial production costs are
rival that of single-clutch automated solution available to a wide range cost-efficient design. First of all, the reduced, particularly compared
gearboxes and shift quality of customers. For this reason, company identified possible plate with non-modular designs.
comparable to that of the BorgWarner’s engineers have carrier and friction plate materials, Thanks to its modular design
best conventional automatic also developed the modular ones which would provide high (Figure 2), the CCF is easily
transmissions. In addition, clutch system kit, which enables strength for low wear and which adaptable to different torque
BorgWarner’s dual-clutch module the company to deliver tailor- do not require costly hardening. capacities. By simply adapting
features advanced high-energy made solutions. The modular CCF In addition, the groove design of the length of the plate carrier in
wet friction materials and enables covers a wide variety of applications the friction lining was revised and the final step of production and
shifts within fractions of a second and offers proven and highly reliable optimized for smooth startup and thus the number of friction plates
with no perceived interruption technology at a reasonable cost. low drag torque to further enhance used, BorgWarner is able to offer
of power flow. The dual-clutch BorgWarner initiated the project the efficiency of the transmission. its CCF in a wide range of up to
technology also provides tunable in 2010 and started production Furthermore, a pump gear was 420Nm maximum transferable
launch characteristics and high of its innovative CCF in Dalian, incorporated to drive a mechanical engine torque. To achieve a high
thermal robustness. China, in 2014. pump directly. The company also degree of individualization, various

PRODUCTS & SERVICES
DCT clutch modules Single clutches for

(optional with integrated torsional damper) hybrid application
pump gear geometries and input
hubs with different diameters and
spline geometries enable flexible
adaptation to specific requirements.
Another benefit of the CCF’s
modularity is the option to easily
integrate an optional torsional
vibration damper. As all torsional
vibration dampers feature the same
diameter and interface, they are
available for all CCF clutches.
In addition to conventional
powertrains, the modular clutch
system kit is also available for
hybrid electric vehicle applications,
where it provides the link between
electric motor, combustion engine
and transmission (Figure 3). Figure 2: Covering a wide range of hybrid module layouts where the according to the customers’
By connecting or disconnecting applications, BorgWarner’s modular clutch is nested within the electric requirements and can be used
the combustion engine from the CCF is adaptable to up to 420Nm motor. While most parts of the in applications with demanding
maximum transferable engine torque
drivetrain, it enables drivers to HEV disconnect clutch, such as installation space geometries.
switch between electric and hybrid the plate carrier or the actuating This approach combines the
drive modes. Basically using the elements, are identical to those of cost efficiency of the CCF modular
inner clutch of the modular CCF kit, the CCF’s DCT module, the main system kit with a high degree of
the clutch size is ideal for use in P2 and input hubs are designed adaptability to specific drivetrain
interfaces. As part of the CCF
series kit, BorgWarner’s HEV
Figure 3: BorgWarner’s modular clutch system kit is disconnect clutch module features
also available for hybrid electric vehicle applications
the company’s proven friction
technology and delivers high
durability, improved fuel economy
and smooth shifting for hybrid
powertrains. In addition, the
hydraulically actuated clutch module
provides continuous slip capability.
BorgWarner’s CCF enables
customers to adapt the company’s
leading reliable and highly efficient
DCT technology to a wide range
of applications for both conventional
and HEV powertrains. The
innovative design concept and
high levels of standardization
integrated into these systems
enable economies of scale,
thus providing cost efficiency.
FREE READER INQUIRY SERVICE

To learn about Borgwarner, visit:
www.ukipme.com/info/tr
INQUIRY NO. 505

PRODUCTS & SERVICES
Modular actuation platform

As the number of transmission components that require actuation increases, Continental’s
new modular actuator platform offers a fast to-market solution tailored to the application
Actuation is crucial in efficient

transmission technology.
AT, CVT, DCT and AMT drivetrains
require a growing number of
actuator functions, which are
activated by the transmission
control unit (TCU). Typically
these actuation tasks call for
an increasing level of dynamics.
Used in a diversity of transmission
products, actuator solutions have
to meet new demands. Continental,
a leading international supplier of
transmission technology including
TCU solutions, has developed a
modular approach to actuation.
This Smart Actuator Platform
(SmAP) includes pump, brushless
DC motor (BLDC) motor, functional
electronic modules and software.
“By combining platform
components, transmission
manufacturers and OEMs can
cater for 80-90% of all transmission
actuation requirements we
have seen over the last decade,”
says Alexander Schalja, innovation
manager in the Continental
powertrain division. “The overall An example of a smart electrical oil
objective of the SmAP is to start pump for twin transmission oil supply
with the requirements of the
use case and to deduce the
individual actuation platform
components in accordance with that actuation should be available “The whole platform can an early development phase, “right
these requirements. The freedom independent of the combustion be set up within a model-based down to assessing the desired CO2
of choice includes hydraulic and engine’s state of operation. engineering process”, explains effect”, Sarmiento adds.
purely electromechanical solutions.” Actuation based on an electric Sarmiento. “The customer can The platform modules include
Continental argues that many motor offers the greatest possible use physical-based simulation three types of hydraulic pumps,
drivetrain development trends freedom for that,” says Oscar models of the components to define which between them cover the
increase the need for actuation. Sarmiento, manager of advanced and verify a solution because the typical bandwidth of volumetric flow
For example stop/start functions, systems modeling and control. models have interfaces to standard for hydraulic transmission actuation.
clutches including e-clutches, Continental has also developed transmission simulation tools.” The mechanical power for the pump
oil and water pumps based on a a decentralized actuation strategy. As the functional parameters (or for the immediate actuation) is
power-on-demand strategy, greater Over the last decade there has been are recorded in the data provided provided by a BLDC with a 53mm
overall efficiency and better shifting/ a need to integrate more actuation by the supplier, the desired cross-section diameter and 12,
driving comfort, all require smart into the TCU to make a compact functionality and behavior can 18 or 24mm length. “By varying
actuation solutions. “If you consider easy-to-install unit. However, be put together very quickly. the axial dimension of this motor,
the growing importance of hybrid the growing number of functions Instead of waiting for a prototype, we can easily offer between 100W
operating strategies such as requiring actuation has created a the actuator solution can thus be and 300W of actuation power,”
coasting, for example, it is clear need for more standalone solutions. tested virtually in real time during Schalja explains.

PRODUCTS & SERVICES
Desired speed and closed-loop response Torque va speed, motor and 4cc vane pump
Tm @ -10°C
Tm @ 90°C
Tm @ 150°C
Torque Tm - Tp (Nm)
Speed n (rpm)
Time t (s) Speed n (rpm)
“The decision to use a BLDC control, a medium version that Schalja. “We use model-based
Above: A matching motor-pump
motor reflects transmission torque-speed map (left) and pump has more computational power engineering to quickly check
actuation needs in terms of speed step response test results (right) and memory for additional tasks the effect of adaptations against
power density, responsiveness and basic ASIL requirements, the application requirements.
and robustness.” The electronic plus a high-spec version that can Obviously it helps that all of the
commutation of a BLDC motor carry out many additional control SmAP components are in-house
can be a technical challenge – tasks and offers the technology technology,” adds Sarmiento.
however Continental is a for fulfilling security levels up “To meet the application needs,
renowned expert in this field. to ASIL C. The company has we always adapt the solution to
The company believes it is a extensive experience in designing the application,” explains Marian
leader in the development of high ASIL-compliant electronics Sedlak, product manager for
power density, compact motor solutions. Some of these systems actuators in the Continental
control technology. Within the are based on proprietary ASICs, powertrain division. The concept
powertrain, many products and which contain safety features relies on a high level of technology
applications require electronic on a hardware level that ensure reuse to foreshorten development
commutation. Use cases range the actuator is in safe mode, even lead times, limit cost and facilitate
from electric traction motors in an event where the processor solutions for smaller batches,
through to a multitude of should fail. which offer very limited-scale
actuators and new electric According to the company, effects to the manufacturer. The
compressors. For additional putting together an actuator platform is not intended as an
actuation tasks such as solution using the proven, certified off-the-shelf concept but a way
substituting mechanical oil baseline technologies and products of putting together a tailored
pumps in transmissions, a bigger of the platform makes it easier solution with minimal effort,
BLDC motor is currently being to tailor the actuator size and cost concludes Sedlak.
developed to provide up to 600W to the individual application. “As
of power for 12V power supply. the SmAP components have a FREE READER INQUIRY SERVICE
The functional electronics of common interface, they can be To learn about Continental, visit:
the SmAP include a basic version freely combined to deliver exactly www.ukipme.com/info/tr
that is strictly limited to motor the required functionality,” says
INQUIRY NO. 506

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your application
and request samples.
Phone +1 203 245 1100 | info-us@sfckoenig.com CALL OUR TEAM:

+1 262-372-2165
USA I Switzerland I Germany I China ON THE WEB:
www.sfckoenig.com www.tlxtech.com
PRODUCTS & SERVICES
Complete filter systems

Filtration helps improve transmission life by minimizing wear, protecting against
contaminants and preventing sticking and scoring of sensitive shift control valves
For the all-new Ford/ GM

10-speed RWD transmission,
Tier 1 supplier Filtran designed a
very special filter module. Instead
of using an additional pressure
filter to separate small-sized critical
particles, the required fine filter
media is placed on the suction
side of the pump, integrated into the
sump filter. The system integrates
several features, which provide high
levels of filtration efficiency, dirt hold
capacity and pressure differential
for the filter’s entire lifetime. The filter
media is pleated to increase the
effective area in relation to pressure
drop and particle capture capacity.
A medium-efficiency filtration media,
with lower pressure differential, Flow simulation conducted in Filtran’s
is placed parallel to the highly in-house SuFiS CFD software, of cold
efficient media (with a naturally (above) and warm (below) operating
conditions in the suction filter of the
higher pressure differential), to new Ford/GM 10-speed transmission
enable parallel flow. The flow path
of the medium-efficiency media
is activated by a flow control
valve, which has a flap valve
design, depending on the pressure.
While the oil is allowed to bypass

the fine media over the more coarse
media in cold conditions, nearly all
the flow has to run through the fine
filter media at warmer temperatures.
Filtran has used a laser-welded
housing. Laser-welding technology
provides high strength and avoids
residual contamination during
Dual pleated
sump filter
manufacture, which is often a
Flow regulating
(one housing) device problem with alternative welding The suction side filter module Another example of a complex
procedures such as friction welding. delivers high levels of filtration filter module designed by Filtran
This innovative concept ensures performance in eliminating the for highly efficient filtration on the
Fine filter Standard outstanding filter performance, need for a separated pressure suction side of the pump is the
media filter media which is needed to protect the filter. Pressure filters require company’s plastic oil pan module,
sensitive parts inside modern extra installation space and applied in the Mercedes-Benz
transmissions. This is particularly additional components such 9G-tronic (Daimler NAG-3). In this
applicable for the directly controlled as a pressure filter housing or case, the installation space available
valves inside the transmission caps, connecting channels and meant that an alternative solution
control units, but also for other adapters, and additional processes was needed to integrate the fine
components such as clutch such as machining, assembly filter media into the sump filter.
Schematic of the hydraulic circuit Multiple flat layers, stapled in a
plates and pumps, which must and logistical elements, in
in the bespoke new filter module
be protected by relevant filtration. order to achieve cost savings. progressive way for improved filter

PRODUCTS & SERVICES
Diagram illustrates the hydraulic circuit system in the new Daimler NAG-3 gearbox
Mercedes 9G-tronic (Daimler NAG-3)

Sump filter system – SmartMedia
SmartMedia layers of the integrated
Mechanical pump suction filter in the oil pan module of
the Mercedes 9G-tronic transmission
First sump filter
50µm MW screen
(one housing)
(plus support mesh)
SmartMedia
Pre-filtration felt
Electrical pump
Ultra-fine media
Second 50µm MW screen

Very fine media sump filter (plus support mesh)
(one housing)
Fine media Pre-filtration felt

The oil pan module is made from
lightweight plastic, with a more
refined design than the predecessor
effectiveness, are placed in front performance by combining the

of the medium-efficiency filter benefits of different media types
media, while the fine filter media in one compact housing. It also
layers incorporate partial flow provides benefits in terms of air
openings (bypass orifices), which extraction, avoiding pump cavitation
act as a self-regulating system. and therefore reducing noise.
In cold conditions, where the In the development phase,
automatic fluid is highly viscous, Filtran analyzed more than 1,000
most of the flow will bypass the oil samples and hundreds of
fine media layers, but in operating filters that had undergone durability
conditions where the viscosity transmission testing, to confirm
of the oil is much lower, a certain that an additional costly pressure
amount of flow runs through the filter was not required. be offset during assembly of the (7G-tronic), which adopted a
fine filter media layers as well, The SmartMedia construction is module to the transmission. Both metal oil pan with separated filter,
so a high level of cleanliness only considered in the bigger, fully filters are manufactured using the new plastic oil pan module,
can be achieved over time. integrated, main suction filter in front clean laser-welding technology. designed strictly in accordance
Filtran calls this extremely of the mechanical pump, while the Today, oil pan modules act with the injection molding process
compact design of fine filtration smaller secondary filter is mounted as function-carriers – here and plastic component design,
inside a suction filter ‘SmartMedia’. in front of the electrical pump, so the pan includes a reusable is 1.3kg lighter in weight and has
This clever solution increases filter that the position tolerances can twist-lock plug; devices for oil-level additional integrated functions.
management; lightweight plastic In the future, a higher level of
bonded magnets for capturing of functional integration is achievable.
iron particles; integrated gasket; Heat exchangers, sensors, valves
and outer fixing elements. and pumps could be adapted to
This plastic oil pan module transmission pans or side covers.
demonstrates the industry trend Since 2001, when Filtran brought
toward modularization and system the plastic oil pan module to market,
supply, where interfaces and it has produced almost 20 million
single components are eliminated. units. In preparation for future
This means that the amount of demand, Filtran has added to its
suppliers needed is reduced as production capabilities in Germany,
well as the logistical effort and the USA, China, Japan, and Korea,
assembly processes, which assists and it has established a new plant
In-depth flow analysis with budgetary requirements. in San Luis Potosí in Mexico.
of the oil pan module with Filtran continues to optimize
an integrated sump filter
this technology, through refinement FREE READER INQUIRY SERVICE
of the design, materials and To learn about IBS Filtran GmbH, visit:
functionality of the final product. www.ukipme.com/info/tr
In comparison with the predecessor
INQUIRY NO. 507

What is Dana
developing now?
DRIVELINE Dana engineers never stop

TECHNOLOGIES
developing new technologies
SEALING
SOLUTIONS to more efficiently convey power
and manage energy. We focus on
THERMAL
MANAGEMENT helping our customers achieve their
sustainability objectives through
innovations spanning multiple markets.
Wherever you are, we have the global
manufacturing footprint and local
engineering expertise to help your
business succeed and grow.
Discover what’s next at dana.com.
© 2016 Dana Limited
DPTG56905 TTI_Sept2016_WIDDN_HPV_Ad_V1.indd 1 7/25/16 1:25 PM

Manual, Dual Clutch and Specialty Transmissions
TREMEC Torque Transfer Solutions are well
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Our reach is expanding with significant operations
in North America and Europe. Our developments
are targeted to tomorrow’s applications.
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to be an effective partner in focus areas of manual and Control Software Manual RWD
and wet dual clutch RWD transmissions for Transmissions
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cars and light commercial vehicles. These
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volume, position us well as a specialty
transmission provider to EV and HEV applications.
Core technologies and vertical integration in

mechatronic systems and gearing are foundational Low Leak
to our product and service offering - which Solenoids Electro-Hydraulic
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actuation systems, and transmission control units.
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P2300430anz_183x115_Transmission_Technology_Image_DD.indd 1 18.07.2016 08:16:44
PRODUCTS & SERVICES
Precision gear grinding

Quality hard finishing of gears provides quiet running transmissions and increased
root and flank load-carrying capacity coupled with reduced gearbox dimensions
Cars, industrial machinery in the hard-finishing of gears.

and aircraft all require Just three key examples of its
high-accuracy gears for their work should be mentioned here:
transmissions. Globally, Reishauer low-noise shifting (LNS), polish
gear grinding machines play a grinding and topological grinding.
major role in the manufacturing Reishauer LNS technology
process of grinding gears used in eliminates grinding marks in the
transmissions. Demands placed lead direction and creates random
on these transmissions include surface structures through specific
the reliable transfer of high torque shifting motions of the grinding
and power density, low weight worm during the grinding process,
and minimal noise emissions. as shown overleaf (middle). With
In recent years, greater this particular method, the grinding
efficiency, lower fuel consumption process no longer excites noise
and reduced CO2 output have (NVH) and all mating gears can be
been added to this growing list of ground by LNS grinding, with gear
demands. Reishauer’s precision- meshing equal to or quieter than
ground gears ensure that these honed gears.
demands placed on transmissions Without interrupting the gear
can be fully met. Additionally, grinding cycle, polish grinding
in terms of manufacturing gears, is performed as a final machining
the cost per gear part has to sequence on the manufacturer’s
be reduced while maintaining existing continuous generating
uncompromising high quality gear grinding machines, with the
and process stability. Continuous workpiece remaining clamped on
generating gear grinding has the part holder during both grinding
led the way since it was invented and polish grinding. Polish grinding,
by Reishauer in 1945, and has as a rule, consists of one polish
established itself as the most grinding pass with the resin-bonded
productive process for the hard section integrated into the end
finishing of gears. section of the vitrified bonded
In principle, the kinematics threaded grinding wheel that
of the continuous generating performs the grinding operation.
process can be understood as During polish grinding, only the
a worm drive, with the workpiece roughness peaks are removed,
representing the gear part and reducing the roughness profile
the grinding wheel representing height. This method therefore
the worm part as illustrated right. increases the contact bearing
Additional abrasive machining is area of the gear flanks while the
needed to generate the precise One of the most efficient processes for the hard finishing of gears in large-scale geometrical accuracy of the gear
involute gear form. production of external gears and gear shafts is continuous generating gear grinding flanks is not affected. The polish
In terms of qualitative grinding process delivers surface
and quantitative performance Today the company produces its has increased, Reishauer qualities with mean roughness
values, Reishauer’s gear grinding own tooling, including grinding now builds its own material values of Ra 0.15µm compared with
machine is central to the continuous wheels, workholding and diamond handling solutions, tailor-made the standard values of Ra 0.4µm
generating grinding technology dressing rolls. In this way, Reishauer to its machines and to specific used in industry on continuous
used in large volume production can guarantee that all elements of customer needs. generating grinding machines.
of high-accuracy gears. This the grinding process – the machine A continued focus on the Polish grinding improves the
concept encompasses more and the tooling – are fully under development of the grinding bearing capacity of gear flanks
than just the manufacture control. Furthermore, as the level process has, for decades, given and thus helps to increase the
of sophisticated machines. of automation across the industry Reishauer the technological lead power density and longevity of

PRODUCTS & SERVICES
A gear ground by conventional generating gear grinding (left) compared with a polish-ground gear (right). The surface of the polish-ground gear is much smoother. This
reduction in roughness causes little friction in the transmission and therefore provides increased load-carrying capacity in combination with a reduction in power loss
transmissions. Improved surface method can either completely pitch can serve to compensate for
finishes also increase the overall eliminate flank twist or, more any resulting twist or even create a
efficiency of transmissions, resulting importantly, generate a specifically deliberately produced target twist.
in a reduction in torque loss, lower defined target twist. This method This is made possible by changing
fuel consumption and lower vehicle selectively varies the normal base the module or the pressure angle
CO2 output. pitch of the grinding worm across across the width of the grinding
Topological grinding offers new its width. If the base pitch of the worm. Furthermore, both variables
degrees of freedom for transmission grinding worm does not correspond can be altered simultaneously.
design. The gear flank geometry to the base pitch of the part, a Although it is an international
can be deliberately changed to profile angle deviation occurs at the supplier, Reishauer manufactures
optimize the load distribution part. Because profile-related twist its products in Switzerland,
between meshing gear sets, entails a change in the profile angle a country well known for its
and to increase their fatigue Comparison between gears that have deviation of the part from minus tradition of high precision. All
been machined with and without the
strength. This process enlarges new low-noise shifting technology to plus, or vice versa over the tooth core components are made
the contact area of a meshed width, a modification of the base in-house at a factory near Zurich.
gear set and therefore achieves Reishauer’s customers benefit
a maximum bearing ratio and from the fact that the complete
Root of tooth Tip of tooth
ensures a low-noise emission of the generating grinding process
transmission. The so-called flank Top comes from a single source. For
twist occurs as a matter of course new projects, customers can rely
when machining lead-modified Contact path of on a single partner that understands
helical gears. This phenomenon is
grinding worm all the elements that make up the
Width of gear (lead)
brought about by the geometries grinding process; a partner that

and kinematics inherent in can supply the grinding machine,
continuous generating grinding. process parameters, grinding
In general the change in the Transverse wheels, diamond dressing rolls,
profile angle, which occurs between section fixturing and material handling.
the upper and lower transverse Reishauer claims it is the only
section of the gear, is so minimal single-source supplier that can
that the gear teeth can be produced guarantee the proper functioning
within the specified tolerances Bottom of all these elements.
in spite of some flank twist.
Reishauer has developed and Profile FREE READER INQUIRY SERVICE
launched a technology called To learn about Reishauer, visit:
twist-control grinding (TCG) for Gear flank showing grinding twist, which occurs during the machining of helical www.ukipme.com/info/tr
gears. Reishauer’s unique technology enables this phenomenon to be controlled
generating grinding. The TCG
INQUIRY NO. 508

PLASTIC
ART
PA C E SPE
AWA R D AWA R D
WINNER 2015 WINNER 2015
FTE automotive – Innovation drives
We were the very first manufacturer to develop a gear shift actuator module made with transmission-fluid-
resistant high-performance plastic: featuring integrated position and rpm sensors and delivering outstanding
dynamics, accuracy and reliability while giving customers a significant weight advantage.
We could be taking the next step with you.
www.fte.de
PRODUCTS & SERVICES
Breakthrough CVT
Fuel consumption in lightweight vehicles can be reduced by as
much as 10% with this revolutionary new beltless CVT design
Although major technology

Dana’s new VariGlide technology is
advances in belt CVTs scalable for applications in vehicles
have taken place over the past from sub-A class to full-size pickups,
decade, the inherent limitations in primary to hybrid transmissions
associated with a metal belt
design remain. Traditional belt
CVT designs are difficult to control,
sensitive to slip-induced damage,
limited in torque capacity, and
generally incompatible with
RWD configurations.
With the Dana VariGlide beltless
variator, the promise of a versatile
CVT can be realized. This new
system features a high-efficiency,
modular, coaxial design compatible
with RWD, 4WD and AWD
configurations. The high-pressure
pump and complex control system
associated with traditional belt
CVTs are eliminated and replaced
with a durable, passive, mechanical
system that instantaneously reacts
to torque demand. “VariGlide more than 300 transmission
With the potential for fuel technology configuration possibilities, including
savings as high as 10% greater delivers a CVT without the towing applications. The ability to
than competitive belt technologies traditional CVT limitations,” says shift to full ratio extremes in 200ms
and robustness against slip-induced Bob Pyle, president of Dana Light provides engineers with the tools
damage, Dana’s VariGlide beltless Vehicle Driveline Technologies. they need to maximize driveability.
variator represents the logical “Dana has made CVT technology Originally licensed from
CVT solution for OEMs looking to A Cadillac ATS test vehicle on the practical, offering far more efficiency Fallbrook Technologies, Dana
meet 2025 fuel economy targets. rolling road at Dana’s Cedar Park than competing solutions. We has made substantial investments
global technology center, where
To date, the VariGlide variator the 36-strong VariGlide team are developing custom prototypes in developing the technology for
has in excess of 75,000 hours oversees in-house design, prototype for OEMs that are exceeding light-duty primary transmission
of accumulated durability testing. manufacturing, and simulation expectations in efficiency, durability, applications. With a team of
and power capacity – these are engineers based at the dedicated
some of Dana’s core strengths.” 45,000ft2 global technology
The variator operates via a set of center in Cedar Park, Texas,
spinning planets fitted between an designs are rapidly created,
input ring driven by the engine, and manufactured, and tested.
an output ring that transfers power Targeting a 2020 commercial
to the drivetrain elements. The release with current customers,
speed ratio of the unit is controlled Dana’s VariGlide CVT technology
by modulating the contact diameter is rapidly gaining traction among
by tilting the planets. Traction vehicle OEMs worldwide.
fluid transfers torque between
the ball and the ring through FREE READER INQUIRY SERVICE
elastohydrodynamic lubrication. To learn about Dana, visit:
The VariGlide variator’s unique www.ukipme.com/info/tr
INQUIRY NO. 509
coaxial design is a key enabler for

www.mazaro.eu
THE POWER OF SIMPLICITY

Why use clutches, torque converters, synchronizers, piston rings or shifting gears to transmit
power? The Reversible Variable Transmission eliminated all these energy burners to save
23% fuel compared to a 6-speed AT. Offering 40-70% wider speed ratios than today’s systems and
the first high-efficiency variable transmission, the RVT opens new ways to energy, emission and cost
savings in buses, trucks, off-highway vehicles and cars.
ADVTT-AW.indd 3 29/06/16 13:52
CTIMAG
The Automotive TM, HEV & EV Drives magazine by CTI
Your specialist transmission and drive magazine.

Published twice yearly in English, and annually in Chinese.
www.transmission-symposium.com/mag
Free download!
P2300430anz_183x115_Transmission_Technology_CTI_MAG_DD.indd 1 18.07.2016 08:15:54

PRODUCTS & SERVICES
Precise valve control

There are two key strategies that can be adopted for proportional control
in a solenoid valve, each with their associated advantages and challenges
The first approach is to use normally random electron spins

a simple on/off valve with a aligning within the material when
variable PWM input signal to meter in the presence of a magnetic field.
fluid flow. The primary advantage The stronger the magnetic field,
of this strategy is a simpler valve the more closely aligned the spin
design. The emphasis of the axes become. The phenomenon
valve design is on controlling the of residual magnetism or retentivity
fluid flow response time and the occurs due to the fact that those
solenoid response time to fast electron spins never completely
and repeatable values. This allows return to the original random
the duty-cycle and frequency of orientation, but maintain a bias
the signal to be prescribed correctly (unless driven to return by a reverse
to control fluid metering on the polarity pulse, which is not practical
controls side. for positional control situations).
The second approach is to use The traditional methods of
a simple DC or PWM input signal reducing magnetic hysteresis
with current control and also design are shaping parts to avoid magnetic
the valve actuator for positional flux saturation ‘hot spots’, increasing
control. This can be achieved material cross-sectional area in the
with a needle style valve or a magnetic core to avoid saturation,
spool valve, both of which vary or reducing power input while
the outlet orifice size as a function sacrificing force output. In the
of solenoid actuator position. The modern automotive climate,
advantage of the spool valve is these traditional strategies are
Finite element analysis modeling of a typical proportional magnetic circuit in
the ability to control more than a solenoid valve. Both current and magnetic flux can be simulated virtually not sufficient. New core materials
one fluid flow path as long as flow that can limit the retentivity
requirements between the paths without sacrificing on size, mass
are directly related. While a needle force – in its simplest form, a spring. magnetic circuit required to provide or performance must be used.
valve can more easily control With better precision, the need positional control characteristics Iron alloy with 2.5% silicone
bypass leakage, a spool valve’s for error compensation decreases. is heavily dependent on radial content is a traditional material
effectiveness will depend on the fit As a result, valves and actuators force vectors exposing the risk that provides solenoid designers
of the spool and valve body. Getting are designed with shorter working of solenoid side-loading and with reduced coercivity and
to a low value for bypass leakage stroke and lower output force increasing the normal forces at retentivity without sacrificing on
can often require grinding, honing requirements, resulting in lower the sliding interface. To mitigate this mass and performance. However,
and match fitting components. power consumption and better effect, TLX Technologies integrates there have been further advances
The emphasis on this type of valve system function and efficiency design with manufacturing and in more specialized alloys that
design is matching the dynamic when integrated. Hysteresis is processing strategies early in accomplish this task with even
flow geometry to the required fluid the most indicative characteristic design phases to reduce variation better results. By combining the
control characteristics and gaining of precise solenoid function. in magnetic system alignment strategies of friction and magnetic
excellent positional control from Measuring and characterizing to effectively reduce the normal hysteresis loss reduction, TLX
the integrated solenoid actuator. actuator hysteresis exposes force present. In conjunction, Technologies is achieving a
The precision of positional both frictional losses in the system using advanced materials pairs 25% improvement in output force,
control is a current challenge. and magnetic materials losses. such as DLC coatings and PTFE proportional control precision
Accuracy of positional actuators Minimizing friction-based losses fabric inserts can mitigate the of ±0.5%, in a compact package
is controlled by traditional means, is a scientific discipline in itself. effect that the normal force has that is 30% smaller than previous-
shaping magnetic components Strategies to reduce friction include on loss contributions. generation actuators.
of the actuator to provide a linear material pairings, surface finishes, Additional gains in actuator
and predictable force versus coatings, tolerances and system precision can be made by mitigating FREE READER INQUIRY SERVICE
position characteristic, then alignment. A particularly challenging magnetic property-based losses. To learn about TLX Technologies, visit:
balancing that force with an aspect of managing friction in a Traditional solenoid core materials www.ukipme.com/info/tr
are ferrous alloys that react by the
INQUIRY NO. 510
opposing linearly increasing proportional solenoid is that the

FREE SERVICE!
AN ENGINE TECHNOLOGY INTERNATIONAL PUBLICATION SEPTEMBER 2016
The inside track on

the new GM and
Ford co-developed
10-speed automatic
transmission, which
is set to debut in a
raft of 2017 vehicles
TWO-STEP SHUFFLE A SPREAD TOO FAR? PARTNER FOR LIFE

How OEMs are continuing their With new-gen mass-production gearboxes In a rare media interview, Porsche AG’s
search for increased efficiency reaching new levels for ratios used, what transmission chief, Gerd Bofinger, shares
through e-transmission variants is the limit for passenger car applications? his views on the latest gearbox trends
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ABOUT OUR The beauty
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NOW! skin deep.
Visit: A beautiful shape may first attract the eye. But in
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rapid information about worldwide to take performance and reliability to a
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the latest technologies wheelend, steering and suspension, SKF bearings
and services featured reduce friction, improve efficiency and extend the
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in this issue
® SKF is a registered trademark of the SKF Group. | © SKF Group 2016
In addition, SKF is helping automakers reduce

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PRODUCTS & SERVICES
Lubrication optimization
CFD can be used to optimize the oil flow around rotating components in
a gearbox to improve the system’s efficiency and ultimately prolong its life
Driven by government
regulation and legislation
governing fuel economy and
emissions, OEMs are increasingly
required to develop more fuel-
efficient vehicles. Improving the
design of a transmission to reduce
churning losses is one method
manufacturers are investigating
to help improve fuel mileage.
The purpose of the lubrication Splash caused by interaction of two
system is to prevent damage, gears in STAR-CCM+ environment
wear, and overheating of moving
components. Many transmission
designs use a splash technique
to help lubricate and cool the interior
components. However, the portion
of the gear that is submerged
in the oil causes churning
losses that ultimately reduce fuel Overset grids can be used to simplify the modeling of motion within a transmission
consumption of the vehicle, so
reducing lubricant churning is an
important design consideration. to observe the full internal path Computational simulations of oil baffles to transport oil to critical
This is a non-trivial task, however, of the oil and its interaction with splashing provide a prediction of locations, while minimizing the
as experimental observation of all the components is usually the bulk motion of the oil, identify amount of oil in the system. Using
the chaotic churning and splashing unknown until that component where there are excess or starved hybrid optimization algorithms,
requires transparent plastic fails during operation. regions, and predict thermal trade-off studies can be made
housings to be inserted into the Using simulation-based temperatures in the housing. between different design
engine, through which expensive design, full visualization of the This enables modifications to be parameters, therefore minimizing
high-speed cameras can capture interaction between the oil and made to the transmission housing computational needs for design
the motion. Even then, it is difficult all the components is possible. to bring oil to critical components space exploration. This enables
while decreasing friction losses, engineers to rate the trade-off
long before the first hardware build. between additional churning
Oil flow within a differential gearbox
By using STAR-CCM+ from losses and ensuring enough
CAD specialist CD-adapco, oil is brought to critical regions.
transmission manufacturers are The benefit of the virtual design
able to easily account for the motion process is that housing designs
of complex interlocking components come out right the first time.
such as rotating gears. With its Simulation-based design also
co-simulation capability, STAR- enables optimization during the
CCM+ can resolve vastly different design phase to find better designs,
time domains, using small time faster. The virtual prototype reduces
steps to capture the complex the overall design time for a new
motion of the oil while transmission, and guarantees lower
simultaneously using much bigger costs by decreasing the need for
time steps for long thermal analysis, initial hardware builds for testing.
for prediction of case temperature
during transient drive cycle analysis. FREE READER INQUIRY SERVICE
Mean of volume fraction of oil
0.0000 0.20000 0.40000 0.60000 0.80000 1.0000 Having a virtual prototype To learn about CD-adapco, visit:
enables engineers to optimize the www.ukipme.com/info/tr
INQUIRY NO. 511
design of the housing, or to use

PRODUCTS & SERVICES
New variator system

Specifically designed for electric vehicles, Mazaro’s single-stage variator
is highly efficient and significantly increases the autonomy of an e-truck
There are several vehicle

systems, in addition to
combustion engine drivelines, Colored per 0.25%
that greatly benefit from a high-

efficiency transmission which Variator for electric
improves vehicle performance, vehicle: calculated
100
saves energy and reduces efficiency map at
99
costs. These include, as an 1,000rpm: 97.5%
98
example, generators or air and to 98.3%
97
brake compressors, engine roots 96
Efficiency (%)
compressors and electric motors. 95

Mazaro’s state-of-the-art 94
single-stage variator (SV) is a 93
transmission system that enables 92
installations driven by an engine 91
or electric motor to run at their 0
-0.
required speeds at all times, 3
-0.
4
independently from the varying -0. 0
5 1,00
-0.
engine or electric motor speeds. 6 80 0
-0.
7 60 0
The design of this variator -0.
8 40 0
is based on the company’s new Speed ratio
-0.
9 200
-1 Output torque (Nm)
reversible variable transmission, 0
which is claimed to be the first *All efficiencies exclude hydraulics, pump losses being application dependent
and only CVT without internal
drilling motion or slipping
components, which cause Efficiency of the new variator, now in the prototype stage, for varying torque and speed response at 1,000rpm input speed
significant losses in all current
CVT systems.
The SV is a purely mechanical range, high-speed cruising and is transmitted smoothly and
transmission system that can high levels of performance overall, continuously with no need
vary the output speed/input remain major challenges in the for shifting and therefore no
speed ratio (different from zero) development of these vehicles. traction losses or jerks. Also,
with an ultra-high, nearly constant Experts agree that a suitable the SV enables a higher output
efficiency of 97% and a spread multi-speed transmission could torque at low vehicle speed
of more than four. The SV comes fulfill these requirements, however and it makes the motor run at
with fully automated controls. Both standard gearbox technology the speed at which its efficiency
input and output shafts can have does not work well in combination level is considerably improved.
variable or constant speeds; output with electric motors. These This unique transmission
torque for startup and driving is create additional drag losses while technology is said to be
delivered, even without hydraulic gear-shifting disturbs the smooth exceptionally quiet in operation,
pressure. The system can also operation of the electric motor, which is a rare characteristic
be scaled up for very high torque causing energy losses and in transmissions. The first SV
levels of several kilonewton meters. uncomfortable jerks. They prototype is currently being
The SV improves an e-truck’s are also too noisy over the silent assembled to be integrated
driving range by 26% and increases electric motor and the hydraulics in an electric vehicle for
maximum speed from 80km/h waste a lot of energy controlling demonstration on the road.
to 125km/h. the clutch.
Today’s EVs typically come Mazaro develops a range of reversible Mazaro’s SV avoids these FREE READER INQUIRY SERVICE
equipped with only a single-speed variable transmission solutions based issues as it contains no gears, To learn about Mazaro, visit:
transmission. Achieving instant on its innovative variator technology no slipping clutch and no energy- www.ukipme.com/info/tr
- its latest system is pictured above INQUIRY NO. 512
acceleration, long-distance driving burning control hydraulics: torque

PRODUCTS & SERVICES
High-quality fluids
Advanced fluids protect components and maintain friction properties for the efficient
operation of CVTs, which are being adopted by an increasing number of OEMs
As CO2 emissions regulations

More than any other transmission,
tighten across the world, a CVT relies on the performance of
manufacturers continue to look the fluid for its successful operation
for every opportunity to improve
the efficiency of their vehicles.
The transmission system is a key
focus, and in conventional stepped
automatics there has been a
trend for lightweighting and an
increase in the number of gear
steps. OEMs have also introduced
new hardware including DCTs
and CVTs. So far, the uptake of
these different transmission types
has varied from region to region,
in part a reflection of the driving
preferences in each.
CVTs offer a number of benefits.
They continuously and seamlessly
select the optimum ratio for
the engine as driving conditions
change, without the fixed
ratio constraint of step-gear
transmissions. This variable ratio
flexibility, within the minimum and
maximum limits of a CVT design,
enables the engine to operate at
peak efficiency with uninterrupted
torque transfer to the drive wheels.
It is the ability to optimize engine
operation that provides CVTs with
an advantage in overall vehicle fuel
efficiency over other transmissions.
CVTs will continue to be popular
in Japan and Korea, and strong
growth is also likely in China and
in North America, where technical
advancements enable their use
in larger vehicles.
Automatic transmissions are While OEMs including VW, fertile ground for CVT technology. company has introduced the CVT8
being deployed at an increasing Audi and Hyundai are leading More than a 10% CAGR is forecast for medium and large vehicles up
rate worldwide, even in regions the deployment of DCT systems, as these regions shift away from to 3.5 liters, which it says combines
that have been bastions of manual CVTs are currently seeing wider manual transmissions toward this better environmental performance
transmissions. However, even use across a broad range of OEMs advanced technology. and a stronger, sportier drive.
though there have been advances including Nissan, Honda, Subaru, Dedicated transmission The transmission is reported to
in conventional planetary gear and Toyota. These OEMs are likely manufacturer Jatco is expected improve fuel economy by up to
transmissions, their use is expected to deploy CVTs across all regions. to remain the largest global CVT 10% compared with a conventional
to plateau. In our view, much of However, China and South Asia manufacturer and has announced Jatco CVT. The company has
the future growth will come from are forecast to lead the growth that its global production volume also launched the ‘one-motor
the deployment of unconventional since the lower torque engines of CVTs reached 30 million units two-clutch’ CVT8 Hybrid, for
CVT and DCT designs. used in these regions present at the end of March 2016. The medium and large FWD vehicles.

PRODUCTS & SERVICES
Jatco says it offers a considerable

friction reduction and wider ratio
coverage, using a built-in motor
and a clutch for engaging or
disconnecting the engine within
the torque converter housing.
Honda has recently expanded
CVT applications in North America,
and future growth is expected to be
primarily in China and South Asia.
The OEM offers CVT options on Jatco Toyota GM Honda Subaru/ Hyundai
its compact and mid-size vehicles Fuji Heavy
Other automatic
and says CVTs can increase fuel CVT
economy by 5%. Source: IHS
Toyota has recently introduced

CVTs in North America. Its 7-speed Looking ahead six years, conventional ATF because of the
CVTi-S is designed to feel more there could be quite a difference high-pressure pumps that are used
like a conventional automatic in in the adoption of CVTs by OEMs. in CVT applications. In addition to
operation, with discrete stepped More than any other transmission, these specific requirements, CVTF
shift points programmed into the a CVT relies on the performance of must also offer advanced wear
car’s acceleration and deceleration the fluid for its successful operation. protection – particularly to control
curves. The CVTi-S mimics the As new CVT designs come onto fatigue and sliding wear.
familiar characteristics of geared the drawing board, with unique However, the requirements don’t
automatics by creating a sense of lubrication requirements, the stop there; CVTF must also provide
positive shift engagement. Toyota transmission fluid has become extended anti-shudder durability to
expects most future growth to an integral part of the design. enable aggressively slipping clutch
come from the North American To understand why a operation, used by some designs
and Chinese markets. conventional automatic transmission for fuel efficiency, without reducing
Reports suggest that the focus fluid (ATF) is not suitable for use in steel-on-steel friction. They must
of Subaru/Fuji Heavy will remain in a CVT, it is important to understand deliver good oxidation stability,
North America. Their Lineartronic how the CVT functions. The heart air-release capability and paper
chain CVT has replaced ATs in of a CVT consists of a variator with -on-steel friction, too.
more than 90% of their vehicles – two pulleys, each built up of two Getting the right balance
including those in hybrid electric conical, adjustable sheaves, around between all of these critical
vehicles (HEV). The company which a steel push belt or chain is characteristics is a rewarding
says the system, which enables looped. The torque is transmitted challenge for fluid formulators.
the engine to operate at lower by the steel-on-steel frictional In Infineum’s view, advances in
speeds for longer than conventional force generated between the pulley CVT hardware technology provide
automatic transmission systems, and the belt or chain. With high fertile ground to develop ultra-
delivers better fuel economy plus a steel-on-steel friction, it is also advanced fluids. This means
Above right: Estimated amount
of automatic transmissions to smoother ride and a quieter engine. essential to minimize wear between formulation expertise will be
be installed by OEMs in 2022 Lastly, Hyundai is expanding these elements. CVT fluids (CVTF) increasingly important so that
its use of CVTs beyond its home deliver high steel-on-steel friction to technology can be customized
market into China. The Kappa allow CVTs to be used in the highest for the best possible hardware
CVT was developed by Hyundai torque applications. A conventional performance in both belt and
and has been optimized to provide ATF delivers low steel-on-steel chain CVT applications.
efficiency via an ultra-flat torque friction, which can lead to belt
converter specifically for its Kappa slippage, wear and severe damage FREE READER INQUIRY SERVICE
engine. The company has also to the pulley and the belt or chain. To learn about Infineum, visit:
developed an eco-friendly hybrid Shear stability is even more www.ukipme.com/info/tr
INQUIRY NO. 513
electric vehicle CVT. important for CVTF than for

PRODUCTS & SERVICES
Revolutionary hybrid unit

A new transmission, suitable for use in a range of hybrid applications, reduces the
number of system components and can increase both functionality and efficiency
Driven by legislation,
The future hybrid 7 Mode system,
electrification will greatly as installed in an Audi demonstrator,
influence future powertrain consists of only four shift elements
technology. The majority of current (three clutches and one brake), one
electric motor and planetary gearsets
hybrid powertrains use conventional
transmissions with add-on hybrid
solutions. This means that an
existing transmission is used and
adjusted to implement the e-motor.
One add-on solution is a standard
DCT that is enhanced by a module
positioned between the engine
and the DCT. Another technology
uses the transmission with its
bell-housing and is extended to
carry the e-motor, which replaces
the torque converter. Strengthening
one clutch on the gearset enables
it to be used to launch the vehicle.
Add-on solutions could bring
several benefits, including reuse
of components and reuse of
the same production line, and a
reduction in development efforts.
In order to achieve the lowest
possible CO2 emissions, the
production quantity of hybrid
powertrains will increase. One
challenge is achieving a balance
in functionality, weight, package modes and one eCVT mode. This and improved functionality. This With this modular approach,
and cost. This will also increase transmission was first presented reduction in components decreases increase in production volume at
the demand for optimized, in 2012 and is available in a costs. The system consists of a reasonable cost can be ensured.
dedicated hybrid powertrain demonstrator vehicle – therefore one Ravigneaux with four friction Another focus of the development
solutions. One solution that the technology can be brought elements (two clutches and two was the high degree of flexibility
supports OEMs in achieving into serial production quickly. AVL brakes), packaged with a length, required – i.e. the base architecture
emissions targets is dedicated used this hybrid transmission as width and height of 352 x 580 x is prepared for transversal,
hybrid transmissions (DHT). a basis to investigate a new DHT 421mm. The design is applicable longitudinal and high-performance
The main benefits of a development methodology. The to a 1.6-liter TGDI Miller ICE with applications while functional
DHT are cost, weight and/or development process of new DHTs 100kW at 3,500rpm and 250Nm safety, durability and robustness
packaging advantages compared starts with synthesis techniques, at 2,000rpm. The e-motor has a are maintained at a high level.
with add-on solutions. In a DHT, then evaluation of variants and peak torque of 140Nm and 70Nm The AVL future hybrid solution
the e-motor is used to replace system functionalities of a DHT, constant torque, with a maximum was developed using extensive
transmission components such and moves on to analysis of speed of 15,000rpm. system modeling, a functional
as the launch function. Additionally various use cases. The architecture is flexible in control system and testbed
hybrid powertrains do not require To improve the 7 Mode terms of e-motor and ICE power/ verification for fast integration
the same number of gears as tech further, AVL developed torque. With these dimensions, a in a customer application.
a conventional powertrain. This a new member for its future hybrid top speed of 220km/h and a pure
provides cost reductions. family, the 8 Mode DHT – five electric speed of >130km/h can FREE READER INQUIRY SERVICE
AVL has developed a future parallel hybrid modes, two electric be achieved. For high performance To learn about AVl List, visit:
hybrid 7 Mode system with three modes and one eCVT mode. configurations, one clutch can www.ukipme.com/info/tr
parallel hybrid modes, two electric
INQUIRY NO. 514
This DHT has fewer components be replaced by a launch clutch.

PRODUCTS & SERVICES
Wave spring advantages

Well-designed wave springs can produce the same or even greater forces as coil
springs, but are smaller in height and can be used in tight radial and axial spaces
Where spring elements

Pre-tempered flat wire made from
are routinely used in designs, rolled round wire as raw material is
the chances are that wave springs coiled. The on-edge-coiling process
have not been tried and tested used creates a circle with one or more
turns to specifications in any diameter
yet. Most engineers have plenty and any number of specific waves
of experience with traditional coil
and disc springs, while single-
and multi-turn wave springs remain
something of a mystery. Yet wave
springs, particularly those made
from flat wire, should be better
known given their significant
engineering advantages as an
alternative spring technology,
which installs easily in a variety of
preloading and power transmission
applications. Wave springs offer
a number of other benefits. compact, with attendant weight wave springs are easily located in
Single-turn wave springs and material cost savings. bores and are easier to install than
can replace stamped washers Meanwhile, the force-deflection multiple disc springs. The compact
in applications such as bearing curve for a multi-turn wave design of wave springs can also
preloads, seals and vibration spring is linear, between 30% enable designers to save money by
damping. Multi-turn wave springs and 70% deflection, in contrast loosening manufacturing tolerances.
take the place of coil springs to the progressive behavior of Designers are also able to
and disc-spring stacks in seals, coil and disc springs. This linear easily customize wave springs.
power transmission and fluid behavior enables designers to They can dial in the wave spring
power applications. more accurately dial in spring stiffness required for their design
Wave springs are more force, for instance to preload by specifying wire thickness
Traditional coil Wave spring
compact than coil springs. In a seal without excessive wear. and cross-sectional dimensions, spring
static applications, uncompressed Wave springs do not create material selection, and the number
multi-turn wave springs can be torsion – they act in a single axis, of waves and turns per spring. Around 50% of the operating height
half as tall as coil springs capable while all coil springs have a torsional This customization does not require can be reduced with wave springs
of delivering the same spring force. reaction to compression. Coil-spring custom tooling. When a custom
For dynamic applications, the height torsion can rotate preloaded parts wave spring is the only way to such as high temperatures,
difference is closer to 30%. This and cause premature wear as well meet design requirements, vertically moisture and corrosive chemicals.
makes wave springs’ designs more as potentially decrease the spring’s integrated manufacturers can Durable, rugged wave springs
working load. quickly alter the parameters of have been developed using
They are also less prone to coiling equipment to produce high-performance alloys such
wear and fatigue. Sources of the customized springs without as Inconel, Elgiloy and Hastelloy.
wear in springs include edge wear expensive tooling costs. Flat wire wave springs offer
in disc springs and weld failure Some automotive sensors and many engineering advantages that
F[N]
under dynamic loading in welded medical imaging technologies must provide the design engineer with
Load,F(N)
washers. Wave springs, on the be able to transmit safety-critical more flexibility and opportunities
Load
other hand, have wide radial signals without interference. Wave for performance improvements in
surfaces and shimmed ends for springs in non-magnetic alloys their applications, weight and overall
wide bearing surfaces, both of such as A286 stainless steel, cost savings.
Disc spring
Deflection s(mm)
Deflection, s[mm] which minimize fatigue and wear. beryllium copper, or Inconel X-750
Disc spring
Coil
Coilspring
spring Ease of final assembly is an are available for these applications. FREE READER INQUIRY SERVICE
Multiple
Multiple turnturn
wavewave important parameter that should In other applications, To learn about Rotor Clip, visit:
always be kept in mind when components must be able to www.ukipme.com/info/tr
Comparison load-deflection-curves
designing a system. Multi-turn
INQUIRY NO. 515
withstand extreme environments

PRODUCTS & SERVICES
Metal-to-metal seals
Seals prevent leakage but also have a major effect on safety, performance,
lifespan and cost of components, which means selection is a difficult decision
In any solid block of metal,

where multiple ports have
been drilled to enable cross-channel
fluid or gas conveyance, proper
sealing of the drilled port is critical to
performance. When evaluating seal
options, engineers must consider
much more than the potential
for leakage, but also installation,
cleanliness requirements and
materials. Proper seal selection
ensures reliable performance,
long life and lower total costs.
Many common metal-to-metal
seals – such as screw plugs, ball
bearings and cup plugs – are not
well suited to today’s precision
transmission systems. As new Pull-style expander plug installation
The company develops a range of both push-style and pull-style expander plugs for SFC Koenig Series LK models
materials, hydraulic fluids with
unique viscosities, very thin port
wall thicknesses, and materials port wall thicknesses, and within the channel, which can that demonstrate the robustness of
with low elasticity moduli are used most transmission components eliminate dead space within the our parts in corrosive environments.
more frequently, seal selection has have little tolerance for deformation. port where air pockets can occur. It is important to consider long-term
become a more complex decision. These factors can be especially Different seal types have different corrosion factors when selecting
Expander seals are an challenging for seals that require contamination sources, for example: the seal.”
increasingly popular option. high installation forces – such as ball bearings – interference press-fit When comparing the per-piece
Their unique design features a the stresses caused by ball-bearing can result in metal debris; screw cost of sealing options, screw
serrated sleeve and an internal insertion, or the axial forces created plugs – tapping threads can result plugs, cup plugs and ball bearings
element, such as a ball or mandrel. by screw-plug insertion – which can in metal debris; cup plugs and appear to be less expensive, but
When force is applied, the internal result in cracks and other damage. screw plugs – often require sealant, Ryan notes that cost evaluation
element expands the serrated “Expander seals evenly distribute which can be applied incorrectly is more complex.
sleeve to engage with the base, installation stresses,” explains Tom or in excess, and can contaminate “Common seal types often turn
forming a reliable and secure seal. Ryan, head of product management the lubricating fluid or potentially out to be more expensive when total
Designers can be more confident at SFC Koenig. “The plug is block the port. costs are calculated,” he maintains.
when choosing a sealing solution. inserted into the channel and Expander seals require no “For example, our Koenig Expander
Modern transmission system then expanded, forming a tight additional machining processes requires no additional machining
design often results in very small seal with the base metal. Pull-style or sealant, greatly reducing the processes and, with its one-piece
plugs eliminate axial forces and risk of contamination. design, requires no assembly,
radial forces can be engineered Many conventional transmission reducing error, scrap and labor
based on the installation, making materials, such as cast iron, are costs. There is also much less risk
them ideal for thin-wall applications not compatible with aluminum or of damage and seal failure. When
and softer base metals.” other common seal metals, so there total costs are calculated, expander
Transmission ports can also is potential for corrosion between plugs are often not only one of the
be difficult to access and housings the seal and the base, as well as most reliable metal-to-metal seal
can be large, which results in between the seal and the fluid being options available for drilled holes,
complex handling and positioning sealed, especially after long use. but also extremely economical.”
of the seal. Many expander seals “Corrosion is an important factor
An SFC Koenig pull-style expander uniquely support installation at in contamination and seal failure,” FREE READER INQUIRY SERVICE
plug in the process of being installed. difficult angles without the need for notes Ryan. “It is why SFC Koenig To learn about SFC Koenig, visit:
The expansion process will cause the www.ukipme.com/info/tr
serrated teeth to engage with the base elaborate fixtures. Their design also offers a variety of material types,
INQUIRY NO. 516
allows plugs to be easily set deep and why we have performed tests

PRODUCTS & SERVICES
High-torque DCTs
Performance mechatronic systems provide multimode, tunable launch
and gear shift profiles for high-end luxury and sports car applications
While the industry continues

to develop new concepts
and refinements for automated
drivetrains, the global demand
for ATs continues to grow. Tremec,
benefiting already from a strong
leadership position in the market
of high-torque MTs, is well prepared
to satisfy the need for ultimate shift
performance and control with its
recent family of high-torque DCTs.
All subsystems and components
within this family were designed
precisely to make sure of maximum
performance from the complete
transmission system. The system
has also been optimized by unique
friction materials, more efficient
hydraulics, low-leak solenoids, Tremec’s TR-9007 is a 7-speed DCT with a torque capacity of 900Nm, a suitable fit for high-performance vehicle applications
plus a transmission control unit
equipped with sophisticated,
application-specific software. or comfort mode). The virtual on the clutch system. Multiple
The Tremec TR-9007 DCT is a torque chain converts these high-performance launches, hill
7-speed DCT with a torque capacity torque targets using model-based starts and other intensive driving
of 900Nm. Mated with the TR-C75 torque maps and pressure control situations are all likely to place
TCU, torque control from the DCT algorithms into an electrical target high thermal loads on the clutch.
is guaranteed to be fast, precise for the clutch control valves. In these particular situations, the
and repeatable. The control unit is Tremec’s new generation of Tremec DCT software includes
built around a new high-performance Above: The new solenoid valves offer solenoid valves offers a number within it a thermal management
multicore microcontroller, easily improvements in range and energy use of improvements compared module that maintains vehicle
able to deal with the computationally with the already excellent current performance while ensuring clutch
intensive software and supporting Below: Tremec’s latest model TR-C75 generation, which is used in some thermal limits are not exceeded.
TCU integrates electronic controls to
an advanced safety architecture achieve better fuel economy, reduced
of Europe’s finest supercars. These The combination of the high-
developed for the system. emissions and an improved shift feel improvements also ensure further performance TRC-75 controller,
One of the great opportunities advances in terms of energy use, the sophisticated software and
that exists with a DCT is the maneuver depends on the way application range and robustness. calibration capabilities, plus the
ability to create brand-specific torque is transferred to the wheels. The TR-9007 DCT uses a single mechatronic subsystems in the
shift profiles, ranging from The Tremec DCT technology opens fluid for the complete transmission, TR-9007 DCT transmission, all
imperceptible limo-like shifts to up an array of custom options. with high-performance DCT make Tremec the best choice for
ferocious F1-style shifts. Basically, To create the desired feeling fluid for hydraulic clutch and shift a high-performance automated
the feeling a driver gets from any during launch and shifting, Tremec actuation, gear lubrication and transmission project. The Tremec
software generates, in real time, system cooling. In addition to the toolkit enables each car maker to
the desired torque from the engine advantages of cheaper cost and fine-tune every driving maneuver
and clutches, depending on construction, this enables forced to communicate brand-unique
various input and driving lubrication within the gear train feel and performance.
conditions and the without the need for a separate,
maneuver being energy-consuming pump. FREE READER INQUIRY SERVICE
executed (launch In DCT applications, there are To learn about Tremec, visit:
or creeping, up or certain maneuvers that can place www.ukipme.com/info/tr
INQUIRY NO. 517
down shifting, sport extremely demanding requirements

PRODUCTS & SERVICES
Sealing technology
High-performance sealing solutions, as used in transmission components and
systems contribute toward the efficient, reliable and safe operation of vehicles
Kaco is one of the world’s Kaco’s plastic crankshaft flanges are

leading developers and self-contained and ready to install.
manufacturers of high-precision, They’re used in applications wherever
car and truck crankshafts have to
practical sealing solutions for be sealed dynamically at both ends
the automotive and mechanical
engineering sectors. For 100
years, the company has used its
extensive experience and know-
how in process design to develop
high-quality products. Almost all
vehicle OEMs, and many Tier 1
suppliers, trust the quality and
functional reliability of Kaco’s
products. With its expertise
in materials, production and
development, Kaco is a trusted
partner in the global automotive,
supplier and mechanical industries.
With high levels of performance,
efficiency and environmental
sustainability, the company’s
sealing systems can be used in
a diverse range of sealing tasks
in the automotive industry. Its
high-tech sealing elements are
used in drivetrain and auxiliary
components. With their dependable as well as bonded piston seals tools such as FEM are also used in activated PTFE seals are a new
functionality, high durability, wear for dual-clutch and automatic the development of parts. Important manufacturing technology for
resistance and minimal friction, transmissions. In these applications, parameters of the manufacturing use in sustainable solutions. For
they are a major component in Kaco’s products ensure that parts process are simulated as well. water pumps, the company has
safer, more comfortable, more move more efficiently and with The assessment of elastomer developed what is claimed to be
efficient and low-emissions vehicles. more environmental sustainability. materials is conducted using an the world’s first and only noiseless
Kaco’s sealing systems are Extremely high quality and in-house-developed material model. mechanical seal.
primarily supplied as customized maximum confidentiality are Meanwhile, endurance tests are Kaco has facilities in all
solutions, developed precisely for important for customers and the also conducted to ensure that the regions of the automotive
the exact demands of a spe cific company itself. Kaco’s research sealings are extremely durable. industry. Its headquarters in
application within the vehicle. As and development department can In addition, the company uses Heilbronn, Germany, is home to
a driver of innovation, the company meet the most stringent demands. motor and hydraulic test benches the international administration,
continually develops solutions Products are tested extensively to ensure maximum safety and sales and distribution, product
that break new ground and to ensure quality that delivers the reliability. In the development of and process development, human
deliver measurable added value for highest value in terms of operation, new products, customers will resources and finance departments.
customers – all the while reducing functionality and the environment. benefit from Kaco’s continuous The company’s production sites
the impact on the environment. All the products begin life in the focus on improving cost efficiency are located in Germany, Austria,
Car makers and Tier 1 suppliers in-house laboratory, where they are and functionality. Hungary, China (two plants) and
all over the world depend on sealing inspected via specially developed The bonded piston seals the USA.
systems from Kaco, from radial test methods. Here, technicians for dual-clutch and automatic
shaft seals and systems for engines, and engineers also develop transmissions are ideal for use FREE READER INQUIRY SERVICE
transmissions, steering systems, high-performance materials to in the development of more To learn about Kaco, visit:
axles and pumps; to piston and rod meet the needs and specifications comfortable vehicles that offer www.ukipme.com/info/tr
INQUIRY NO. 518
seals for hydraulics and pneumatics; of customers. Modern simulation lower fuel consumption. Plasma-

PRODUCTS & SERVICES
Thermoset overmolding technology All-in-one simulation solution

There are many things to bear in – the only limit is the price of the
mind when designing a new piece material. Furthermore, thermoset
of engine hardware, regardless of has around four times the heat
whether it is a pump, a motor or an radiation of aluminum. As it is not
ECU. The most important points a metal, the isolation foil can also
to consider are size, weight and be removed, which saves costs.
thermal performance. To achieve the best possible
The assembly process for packaging, a good interface
conventional products with between the motor, pump and
two pieces of housing, which ECU is required.
are assembled together using If all these components are able
sealings and screws, is simple to work together, very small and
and well proven. However, the ‘smart’ actuators can be created,
big disadvantage of using seals which allows for the use of a full
and screws is that they use space BLDC controller with the possibility
around the PCBA, which adds for Autosar 4.0 to also be used
costs to the system and calls for (with or without rotary sensor),
Romax offers an all-in-one interactions between the electric
electrical isolation from the PCB to a motor and the necessary
simulation solution for electrified machine and the gearbox need
the metal housing. pump in a really small form
and conventional driveline and to be considered. The simulation
By using thermoset overmolding factor, like the MPP100.
powertrain systems. It enables software can design an integrated
in the creation of the PCBA, there
a comprehensive design process electrified powertrain holistically
is only a small shell around the
for electric drivetrains, optimized providing the ability to assess all
electronics, which saves both space
for performance and cost, running aspects of performance that can
and weight.
from concept selection through be affected by these interactions:
Thermoset overmolded ECUs
to prototyping. static deflections, NVH,
also offer a high level of thermal
The demand for energy efficiency, durability, thermal,
performance. A 3D thermal
efficiency means that electric manufacturability, and so on.
spreading effect enables efficient
drives are being applied across Applying the appropriate level
heat transportation from the
all industries, and these systems of modeling detail at the concept
inside to the outside. Another
need to be tightly controlled, stage of design and throughout the
advantage of thermosetting is that
power dense and efficient. different design stages can free
the vendor can choose how much
Too often companies mistakenly up the design process, allowing
thermal conductance is necessary
believe that a motor and a gearbox for fast yet accurate analysis with
simply need to be connected the data available at each stage.
together, but they will pay the The benefits of this are significant
cost in terms of poor performance. reductions in issues commonly
Romax Technology has occurring around noise, vibration
developed an innovative and harshness, efficiency and
engineering approach for electric durability while at the same time
drive systems, where the high enabling great savings in design
levels of integration mean that time and cost.
FREE READER INQUIRY SERVICE FREE READER INQUIRY SERVICE

To learn more about Melecs EWS, To learn more about Romax Technology, visit:
visit: www.ukipme.com/info/etm www.ukipme.com/info/etm
INQUIRY NO. 519 INQUIRY NO. 520
Index to advertisers
AB SKF..............................................................................73 Dana Corporation.............................................................65 MAZARO NV......................................................................71
Afton Chemical.................................................................57 Engine Expo USA 2016.................................................. 16 MELECS EWS GmbH...................................................... 41
AVL List GmbH.................................................................. 13 ERNST GROB AG............................................................ 50 Reishauer AG........................................ Inside Front Cover
Barnes Group Inc............................................................. 53 FTE automotive GmbH...................................................69 Romax Technology Ltd................................................... 50
Borgwarner Gmbh........................................................... 23 GETRAG International GmbH.......................................... 9 Rotor Clip Company Inc..................................................65
Bosch Transmission Höganäs AB..................................................................... 20 SFC Koenig....................................................................... 62
Technology BV.................................................................. IBS Filtran GmbH................................. Inside Back Cover Smart Manufacturing Technology Ltd.......................... 20
Outside Back Cover Infineum International Ltd ................................................5 TLX Technologies............................................................ 62
Car Training Institute................................................. 66, 71 Kaco.................................................................................... 15 Transmissions Technology International
Computational Dynamics Ltd.........................................47 Linamar Corporation......................................................... 11 Online Reader Inquiry Service....................................73
Continental....................................................................... 35 Lubrizol............................................................................. 29 TREMEC............................................................................66

LAST WORD
There are people out there, believe it or not, who don’t

Taylor
believe the manual gearbox is dead.
There are the good engineering folks at Schaeffler, who
want to use an automatic clutch to side-step the need for The 911 R ha
s
an automatic unit, and there is Magneti Marelli, who wants over excite got Porsche enthusia
d. Why? The sts the worl
to hybridize the whole thing. use of a ve
ry goo d manu
d
al
But then there’s the other end of the car world, and that
leads us to the Porsche 911 R.
Depending on exactly where you were when you walked
into a Porsche dealership, you could have picked up one
of the 991 versions of the 911 R for US$184,900 in the USA, 0.88 to one and Porsche Motorsport insists 6-speed
£136,901 in the UK or A$455,000 in Australia. creations are fine for fun and, besides, dumping the
The cars weren’t even all delivered and they were already overdriven seventh gear saved a kilogram.
trading for £1m in English specialist Now, the thing is that the 911 R has
dealerships and US$1.25 million in some 500ps of power at 8,250rpm
the USA. I mean, seriously! and screams out all the way to
Now, why is that? It’s not the fastest
911 – and that’s by a long shot. The
It’s almost the best 8,800rpm and somehow that’s all
overshadowed by this wonderfully slick,
911 GT3 RS is quicker and the 911 R is
actually based around the RS’s engine
single piece snicking, buttery thing that only one
of your hands can ever enjoy.
and the (slightly) lesser GT3’s body and of engineering It’s almost the best single piece of
other such bits. engineering Porsche has ever put into
The biggest difference between Porsche has ever a car. And given the brilliance of some
those two Porsches and the 911 R of Porsche’s gearboxes (the current
is that it’s designed to be the 911 that put into a car Cayman/Boxster 6-speed manual leaps
feels and absorbs and immerses and to mind) that’s really saying something.
absolutely saturates drivers in its sheer You use it time and time again, just
emotional 911-ness. for giggles when shifts aren’t strictly
And to do that, it got a manual gearbox. Except it didn’t necessary. Or even remotely necessary or recommended.
get the somewhat curious Porsche 7-speed manual, Its throws are short and precise and it’s as though every
it got a 6-speed. And it took a lot of convincing to scrap of metallic movement and sound in it are there on
get Getrag to do it for them. And then Porsche only purpose. It’s absolutely sublime.
convinced them to do a little bit to an existing ‘box, The market, so far, seems to agree with me. At some level,
then a bit more, then a bit more again and, finally, there are people out there who love Porsches and who are
there was this thing of beauty. telling Porsche that it can chase the pure track speed of the
It’s a very short-throw gearbox design GT3 RS all it likes, but not to ignore those who just want to
that does everything it can to be fast soak up their 911’s emotion.
and isn’t remotely concerned with And so far, they’re telling Porsche that a simple, relatively
the likes of fuel economy levels, CO2 low-tech 6-speed gearbox is worth US$800,000 to them.
numbers or cruising. Even fifth gear is No matter which way you look at it, that says so much for
under-driven and sixth is only down to the trusty manual.

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AN ENGINE TECHNOLOGY INTERNATIONAL PUBLICATION SEPTEMBER 2016

The inside track on

TWO-STEP SHUFFLE A SPREAD TOO FAR? PARTNER FOR LIFE

Reishauer AG, Switzerland

12. Twice as nice 10 Thanks to a broad and

e-transmissions to help 12 the pursuit of efficiency

With 10-speed 24 PRODUCTS & Media & Events Ltd

gearboxes now SERVICES

virtual development 81. Tremec US Postmaster: send address changes to

Transmission Technology International // September 2016 // 01

02 // September 2016 // Transmission Technology International

1. A tech cutaway model from Ford of the

Transmission Technology International // September 2016 // 03

04 // September 2016 // Transmission Technology International

News. Views. Trends. Updates.

ILSAC GF-6 and

PHEV Li-ion high-

Onboard charger and

06 // September 2016 // Transmission Technology International

1. The new Pacifica PHEV 4

2. The 2017 Chrysler

3. The inner system

4. Following launch of the

Transmission Technology International // September 2016 // 07

08 // September 2016 // Transmission Technology International

GETRAG – Home of Transmissions

Lexus is using the performance benefits of hybrid drivetrains to change

10 // September 2016 // Transmission Technology International

Left: Schaeffler’s LuK variator with

Below: Continuously variable gearshift

car makers to further the e-powertrain movement

12 // September 2016 // Transmission Technology International

AVL. Your Engineering Partner for Innovative Powertrain Solutions.

Motorsport has often been cited as an advanced

14 // September 2016 // Transmission Technology International

Innovations October 18–20,

Headquartered in Heilbronn, Germany, KACO GmbH is one of the world’s

Find out more: www.kaco.de/en

SEE 50+ automotive powertrain design, production, components

October 25-27, 2016

The number of gears in some powertrain applications

18 // September 2016 // Transmission Technology International

Transmission Technology International // September 2016 // 19

In a joint effort with PM industry leading partners and customers, we

Our development project confirms the key benefits of PM technology:

Net shape manufacturing Reduced weight and inertia

OEMs can also reap the benefits of a recognised green technology,

Getrag Magna Powertrain. “The AMT is

Transmission Technology International // September 2016 // 21

transmissions still have four planetary

1. The eight-speed torque converter-based ZF 8HP is

22 // September 2016 // Transmission Technology International

borgwarner.com feel good about driving

24 // September 2016 // Transmission Technology International

“The electrification and hybridization

Transmission Technology International // September 2016 // 25

26 // September 2016 // Transmission Technology International

the suppliers, we go and discuss what

4. System layout of the T5 Twin Engine drivetrain

5. System layout of the four-cylinder engine drivetrain

6. System layout of the pure battery electric drivetrain

7. System layout of the XC90 electric AWD drivetrain

7 8 8. System layout of the XC90 Twin Engine drivetrain