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# December 2018 # December KATE Masterpiece 9-Speed AT Born for Brand New Luxury Vehicles INTERVIEWS Professor Uwe Dieter Grebe, AVL Bosch “Combustion Engines are CVT for Optimised Electrification Modular from the Outside” Dr Johannes-Jörg Rüger, Bosch “Having No Driver Boosts Utilisation Massively” A zero-emission future is only impossible until it isn’t. The future of mobility is electric. Most agree, but few know how to get there. Until now. With our etelligentDRIVE™ solutions, Magna is making it possible. From 48 volt and pure electric drives, to eAWD and plug-in hybrids, we’re electrifying powertrains, improving fuel effi ciency, reducing the environmental impact of vehicles - and moving the industry into the future. Science fi ction thinking. Automotive reality. Visit us at the CTI Symposium and meet our experts! www.magna.com/electrifi cation 2 MPT_Anz-eDrive_210x297_CTI_120318.indd 1 12.03.18 09:14 Dear reader, Solutions for the mobility of today Welcome to the December 2018 issue of the CTI Mag. In the automo- tive industry, drive diversity and drive complexity continue to shape and tomorrow. research and development activities. So once again, big-name man- ufacturers and suppliers report in our latest issue on numerous cur- rent developments in the field of transmissions and drives. On top of modular drives and transmissions, we also cover compo- nent-related topics such as shift elements, transmission sensors, and production and software methods. In all these fields, developers are focussing on increasing efficiency and performance while simultane- GEAR CUTTING ously reducing costs and weight. Two interviews with leading experts are complementing the above articles: Prof. Uwe Grebe, AVL, on the future and potential of com- bustion engines, and Dr Johannes-Jörg Rüger, Bosch, on the electri- fication of commercial vehicles. In the Expert Forum, the big question is what new drive function- alities we can expect from connectivity and AI between today and GEAR HONING 2035. And to round things off, our follow-up report gets you up to speed on the news from the recent CTI Symposium China. Our special thanks to everyone who helped make this new issue of CTI Mag happen. We hope you enjoy it. Best wishes, GRINDING A zero-emission future is Your CTI Mag Team only impossible until it isn’t. TURNING TOOLS The future of mobility is electric. Most agree, but few know how to get there. Until now. With our etelligentDRIVE™ solutions, Magna is making it possible. From 48 volt and pure electric drives, to eAWD and plug-in hybrids, we’re electrifying powertrains, improving fuel effi ciency, reducing the environmental impact of vehicles - and moving the industry into the future. Science fi ction thinking. Automotive reality. Michael Follmann, Exhibition & Sponsoring Director CTI Symposia, CTI Prof. Dr Ferit Küçükay, Managing Director, Institute of Automotive Engineering, Visit us at the CTI Symposium and meet our experts! www.magna.com/electrifi cation TU Braunschweig, Chairman CTI Symposium Sylvia Zenzinger, Conference Director CTI Symposia, CTI www.dvs-technology.com3 MPT_Anz-eDrive_210x297_CTI_120318.indd 1 12.03.18 09:14 contents 6 Flexible Hybridisation with Added Customer Benefit Magna Powertrain 10 Efficient Electrification with the Pushbelt CVT Bosch 16 Masterpiece 9-Speed KATE R932 Automatic Transmission Born for Brand New Luxury Vehicles KATE 20 “Combustion Engines are Modular from the Outside.” Interview with Professor Uwe Dieter Grebe, Executive Vice President, AVL List 2 Electric Drive Development for a Parcel Delivery Van Punch Powertrain 26 eKontrol’s Highly Integrated Oil Cooled e-Drive System for Commercial Vehicle eKontrol 30 “Having No Driver Boosts Utilisation Massively” Interview Dr Johannes-Jörg Rüger, President Commercial Vehicles and Off-Road, Bosch 32 AVL xEV Components for Electrified Powertrains AVL 34 How will Connectivity and AI Change Future Powertrains? Expert Forum 38 Efficient Synchronizer Solutions for (Dedicated) Hybrid Transmissions Oerlikon 42 Marzocchi’s Elika Leads a “Silent” Revolution in the Automotive Sector Marzocchi 46 Maximum Particle Retention In All Dimensions Haver & Boecker 48 Torque Sensors for High Volume Production Applications Methode 52 Future-oriented Optimisation of Ring Gear Production PRAEWEMA 56 Thermal Hydrodynamic Optimisation of Grooves in a Wet Clutch BorgWarner 60 The New Building Blocks of Propulsion Systems Design Means 64 China’s Growing Expertise Impressions from the 7th CTI Symposium China ‘Automotive Drivetrains, Intelligent and Electrified’, 19 – 20 September 2018 – Shanghai, China 5 Magna cti magazine · December 2018 Flexible Hybridisation with Added Customer Benefit Electrification of conventional powertrains increases the number of possible variants and thus potential costs. However, end customers are not willing to accept these costs to fulfill legislation requirements. A modular and scalable electrification approach helps to create more flexibility and new customer value. Dr. Carsten Bünder · Director Product Management · Magna Powertrain How increasing diversity can be controlled Front and rear building blocks In a conventional drive, front or rear engine combined with front-, rear- There has been a trend towards front-transversal transmissions up to the and all-wheel drive principally enables six different drivetrain architec- D segment and even above. However, electric power in a hybrid configu- tures – by adding e-motors for hybridisation, diversity increases many ration is limited in usual P2 architectures due to limited available space times over. What is more, electrification will increase the bandwidth of for the EM. Magna Powertrain relies on front-transverse dual clutch applications: for example, autonomous driving will trigger less powerful, transmissions in P2.5 arrangement like the 7HDT300, Fig. 1. P2.5 enables more comfortable drives; at the same time, electrification enables “high- the EM to be connected side by side to one of the two sub-transmissions end” all-wheel drives – and so forth. Fortunately, scalable drivetrain tech- via a simple reduction gear set. The advantages of this “torque split” ar- nology based on standardised building blocks enables tailor-made solu- rangement: tions for different global requirements, e.g. with regard to CO2 emissions, locally emission-free driving, or regionally specific customer preferences. › The reduction gear set allows for a smaller high-speed EM › EM operation is independent from the engine crankshaft speed E-machine – the key scaling element › EM power is variable from around 15 to 85 kW without package chang- The e-machine (EM) plays a key role in this approach. Firstly, it is the core es component for lowering CO2 emissions. Secondly, the EM turns is an en- › Same installation length for HV and 48V hybrid drives abler for drive standardisation and scaling: the more the electric motor takes on dynamic tasks, the fewer ICE variants are required for differen- The 7HDT300 (including the base transmission 7DCT300) allows for tiation. Regarding the whole powertrain system over front and rear axle, scaling electrical power up to around 85 kW without modifying the the EM can make further contribution to reduce hardware complexity and transmission case. It can be used for P2.5 and P2.5/P4 applications, the add further benefit: “conventional” 7DCT300 can be used for P4 drive architectures. › Scalable, application-specific CO2 reduction › Scalable longitudinal dynamics (traction, acceleration) › Scalable lateral dynamics (torque vectoring) › Scalable all-wheel functionality › Scalable operation strategies through software The prerequisite is a standardised kit of hard- ware like transmissions, axle components and e-drives as well as deep system expertise in terms of managing the drive components by software. Figure 1 The high-speed e-machine in hybrid dual-clutch transmissions like the 7HDT300 can be scaled within the housing. 6 cti magazine · December 2018 Magna Figure 2 The e-machine plays a key role in scaling future hybrid drives. The Magna Powertrain portfolio of rear axles is based on the same scal- kW EM. Fuel consumption and longitudinal dynamics benefit to some able common parts approach. Here as well, a gear reduction enables extent. The HV architecture enables fully electric driving with higher than smaller EMs and scaling the power within the given package. Depending city speeds. on the application requirements, ASMs (no drag losses, no rare earths) or PSMs are available. P2.5/P4 HV: The highest configuration level exploits the full potential in terms of fuel consumption / CO2 as well as longitudinal and lateral Scaling CO2, performance and character dynamics. Power can be fully transformed to traction, gradeability and With increasing electric power, we expect a shift of dynamic tasks to- traction on snow are optimal. With regard to advanced traffic scenarios, wards the EM. The following examples show the potential to scale the functions like “predictive charging” and load shift charging can be used system power and powertrain characteristics, based on standardised to full effect. Permanent AWD under all SOC conditions is possible. transmission, drivetrain and EM “building blocks”, Fig. 2. The examples above show how performance and CO2 efficiency are Conventional drive: The initial configuration is a conventional front-trans- scalable using an identical ICE and a set of fixed and scalable electri- verse powertrain with 100 kW ICE, a 7DCT300 dual-clutch transmission fied transmission and drivetrain