第十届国际汽车变速器及驱动技术研讨会演讲报告摘要 Presentation Abstracts TMC2018

Schedule： April 26th AM，Keynote Speech, Plenary Session ------------------------------------------------------------------------------ P1-3 April 26th PM，Parallel Session A ------------------------------------------------------------------------------ P3-6 April 26th PM，Parallel Session B ------------------------------------------------------------------------------ P6-9 April 27th AM，Parallel Session A ------------------------------------------------------------------------------ P9-12 April 27th PM，Parallel Session A ------------------------------------------------------------------------------ P12-15 April 27th AM，Parallel Session B ------------------------------------------------------------------------------ P16-18 April 27th PM，Parallel Session B ------------------------------------------------------------------------------ P18-21 April 26th Keynote Speech，Plenary Session 08:40-12:30 Keynote Speech Keynote Speech 1 GAC Powertrain Electrification Route & Practice -GAC Keynote Speech 2 CVT Pushes Electrified Powertrains to New Heights -Bosch Transmission Technology B.V. Abstract for key note speech TMC 2018: CVT pushes electrified powertrains to new heights The introduction of electrification and the trend for autonomous driving challenges the traditional transmission market. This contribution shows how CVT meets the challenge by being ideal match, not only to traditional ICE powertrains, but also to hybrid powertrains. The intrinsic advantage of the CVT in choosing the optimal working point of a powertrain applies for both ICE and hybrid powertrains. Further improvements in variator efficiency, ratio coverage and size can be achieved by applying the newly proposed Single Loopset Belt. Moreover, this new Pushbelt allows for reduced variator actuation power. Various levels of electrification can be chosen to meet the future emission targets. For these levels, from Start-Stop-Coasting, 48V to Plug-in and Dedicated Hybrid, suitable configurations and examples with CVT will be compared on KPI like efficiency, electric driving range and performance. Especially in electric driving and regeneration modes, lowest noise and vibration properties are essential for driving comfort, depending on the hybrid configuration. The small and variable pitch of the CVT Pushbelt proves to be key to meet these requirements.

The conclusion will give an outlook to further developments towards full EV and autonomous driving with CVT. Keynote Speech 3 High Speed, Highly Integrated & 2 Speed? AVL Solution for Next Generation BEV Transmissions -AVL Keynote Speech 4 Comparison of control of AT vs DCT vs CVT with focus on failure modes, shift aborts, and shift interrupts. -GRC Automotive Technology Speaker’s name: Russell Lemon Speaker’s Title: VP of GRC Automotive Technology (Zhejiang) Co., Ltd. CEO of GRC Powertrain Australia PTY Ltd. Stepped Automatic Transmissions (ATs), Dual-Clutch Transmissions (DCTs) and Continuously Variable Transmissions (CVTs) are now common forms of “automatic” transmission found on our roads today. They each exhibit distinct differences in terms of control systems and control strategy which in turn have consequences for what failure modes they need to cater for and how they handle other abnormal conditions. In this presentation we will compare each of these transmission types in relation to: The major control components The basic control strategy Handling “Change-Of-Mind” conditions Shift aborts Shift interrupts Handling failures Limp home mode(s) Mobility for Tomorrow – Innovative Drive Solutions for China’s Market -Schaeffler Author: Mr. Yang Hanbing, President, Automotive, Schaeffler Greater China Key words: Electrification, hybridization, EV, eAxle, Drive system The Chinese car industry is facing strategic challenges regarding the development of new vehicles and drive concepts. Rapid urbanization and structural changes are leading to new regulations on reducing fuel consumption and emissions. Legal requirements stipulate. Chinese OEMs will only be able to meet these requirements if an increased focus is placed on electrified vehicles. Schaeffler provides a wide range of products and solutions: From hybrid modules to the electric axle, the company offers solutions for hybrid vehicles and all-electric automobiles for both 48 volt and high voltage systems. The high-voltage hybrid module in P2 arrangement is an exciting approach to the electrification of the drive train, which can be adapted to a large number of drive concepts on a modular basis. In applications for plug-in hybrids (PHEV), Schaeffler’s P2 hybrid module contributes to a reduction in fuel consumption and has at least 70 percent with an all-electric range of 50 kilometers. A maximum speed of 135 km/h can be reached in purely electric driving mode (EV mode); the vehicle can accelerate from 0 to 100 km/h in less than eight seconds. With the electric axle in the so-called P4 arrangement, Schaeffler provides a future-oriented drive train solution for hybrid and all-electric vehicles. The cost-optimized electric axle achieves a starting torque of up to 3000 Nm and a maximum speed of 210 km/h. Due to the two-speed electric axle, the electric motor runs permanently in a highly efficient operating range. This ensures a high level of performance and increases the electric range in all-electric mode (EV mode). Focusing on characteristics such as the Chinese government's emission reduction

Keynote Speech 5

targets, the low single-platform output of Chinese automakers, the diversification of automatic transmissions and the increasing curb weight of cars, Schaeffler has proposed cross-platform, customized powertrain solutions that are compatible with traditional powertrains, suitable for both full hybrid and plug-in hybrid applications, and which deliver powerful driving force. Acoustic Challenges in the Development of Electric Drives -ZF April 26th PM，Parallel Session A：Technical Reports & Panel Discussion 13:30-17：25

Transmission Technologies and Their Applications in 48V Technical Report 1 Module Designed, High Efficiency Continuously Variouble Transmission (CVT) Family, VT5, and Potntials of 48V Hybrid Systems -Punch Powertrain Author: Yu YANG Key words: CVT, efficiency improvement, new hydraulic concept, module design, 48V P0 hybrid Key points:

• A new hydraulic hardware and controls concept including a 2mode pump, direct and independent pulley pressure controls.

• State-of-the art (in 250Nm torque range) ratio coverage of 7.2 • Modular design concept enabling multiple variants with same

architect and shared key components • 48V mild hybrid CVT application

Abstract: Powertrain innovation is gaining speed in response to the ever tightening regulations. On the one hand, powertrain efficiency improvement is pushing to every one percent of fuel efficiency with constant upgrading engine and transmission technologies. On the other hand, electrification is a must in future powertrain development for all types of vehicles. Punch Powertrain is currently elaborating it’s next generation CVT family with multiple efficiency improvement technologies, and readiness for various levels of electrification. The basic lay-out is developed with a modular approach that fits the need to offer a flexible solution for the whole customer base. Using the same fundamental mechanical architecture, shared key components, and control strategies, multiple variants of transmissions would be built to cover various types of applications, in the mean while maintaining lower cost and shorter lead time. Punch is going to launch the first variant of this family. This 250Nm CVT with torque converter has a class leading ratio coverage of 7.2, which is also the highest for single mode CVTs on market. This alone improves fuel efficiency by 3~4% compared to the previous CVT family from Punch Powertrain. This hydraulically actuated CVT uses a state-of-the-art, off-axis, chain driven vane pump. Large improvements in hydraulic efficiency are being made by actively controlling the pump boost function. An independent pressure control on both pulleys further optimizes the variator efficiency of the transmission. A complete overview of the typical measures to increase the efficiency and to improve fuel economy will be presented. Apart from the pump boost and independent pressure controls in the pulleys, this also includes the pulley design, final drive-set design and reducing churning losses. The potential of this new CVT in the WLTP cycle will be discussed as well. Along with the efficiency improvement measures, VT5 is also intrinsically designed for electrification. With a progressive approach, the first hybridization of VT5 is a 48V BSG

Keynote Speech 6

system. Advanced idle-stop functionality of the engine is facilitated by the VT5 that realizes an ultra-fast hydraulic pressure built up during engine crank. With moderate increase in cost and minor hardware change on the production vehicle, the system offers multiple functions, such as engine-off cruising, without any change in hardware. In 2018, both the regular VT5 and VT5 48V P0 mild hybrid applications will be launched in mid-size SUVs in China. We conclude that the latest designed VT5 family with modular approach, high efficiency, and compatibility to various levels of hybridization, would be the appropriate answer to the market progress both in the Chinese and global markets. Transmission Technology Contribution to CO2 Roadmap – a Benchmark -Magna Powertrain Andrew Kearsey System & Design Engineering Executive Director, GJT Magna Powertrain GETRAG(Jiangxi) Transmission Co., Ltd. 169 Meilin Street, Nanchang, Jiangxi, 330013, China OFFICE +86 791 8855 5352 MOBILE +86 159 7918 0414 MOBILE +49 152 2269 5837 andrew.kearsey1@Magna.com

Current vehicle emission and CO2 discussion will increase pressure on transition from conventional powertrain to e-drive. However, market share of e-mobility is a main function of battery and fuel cost, legal requirements and grants, mileage range and charging infrastructure. Today’s market data indicate that full transition phase will take another 10-20 years, which demands further improvements from conventional transmission technology and pushes for quick change to hybrids. This lecture compares transmission losses and fuel consumption of DCT, AT and CVT transmissions for typical B- and C-Class vehicles, based on simulation and real data in NEDC and WLTC. Furthermore the potential of DCTs will be demonstrated on example of the new 7- speed DCT generation. Here actuation and operation strategy in combination w/ mechanical losses have been additionally optimized. The combination of a 48V hybrid with the latest 7-DCT generation is the “best bang for the buck” to reduce CO2 down to legal fleet limits. This speech will show the latest DCT hybrid developments and CO2 potentials. Lubrication Technologies for Transmissions and Electrified Powertrains

Infineum’s Technology Excellence in E-Mobility Drivetrain Lubricant -Infineum As E-mobility is playing an increasingly important role in the trend of new vehicle technology development, Lubricant for the E-mobility driveline is gathering more and more attentions and facing more challenges in addition to the conventional transmission fluid. Infineum, as a world leader of OEM factory fill E-mobility driveline lubricant additives since 2003, has implemented plenty of research on developing E-mobility driveline lubricant to define key performances like electrical properties and then study how they are affected by various additives, and base stocks at different temperatures. This presentation summarizes the outcome of the research to present Infineum’s technology excellence, together with its potential contribution to the development of E-mobility driveline lubricant.

Technical Report 1

Technical Report 2

Technical Report 2 Challenges on New Fluid for Electrified Drivetrains -Shell Conventional and Hybrid Transmission and Component Technologies

Technical Report 1 CVT 混合动力技术的应用 - 潘国扬 先生，万里扬混合动力项目总监 Technical Report 2 The SlimLINE Synchronizer for Hybrid Transmissions -Haoneng Hoerbiger The newly developed SlimLINE Synchronizer sets a new standard in terms of installation width and torque capacity. A design that is as much 20% slimmer creates considerable freedom for advanced transmission layouts. Alternatively, the torque capacity can be increased if the installation width is maintained, and expensive steel hubs can be replaced with more cost-effective PM hubs. Synchronizers have reached an outstanding degree of maturity and offer solutions for all requirements in traditional MTs, AMTs and DCTs. Still, the trend toward hybridization gives rise to new demands, especially when it comes to the installation space. With the ClassicLINE DCT-Type for DCTs, HOERBIGER has undertaken a first step toward reducing the installation width by as much as 3 mm, made possible as a result of the integration of the clutch control in the shifting process. The reduced installation space, which also benefits MTs, necessitated a re-development of the sleeve/hub system, in conjunction with the coupling in the friction system. The new development is distinguished by the following features: relocation of the coupling geometry into the hub ridge reduction in the wall thickness of the hub ridge elimination of the detents and detent recesses in the hub harmonization of interfaces to gear wheel, shaft and selector fork Relocating the coupling geometry and reducing the wall thickness at the hub ridge allows the installation space to be reduced by up to 7 mm. At the same time, the strength of the hub has been improved by eliminating the detent recesses, so that a higher-strength material was not needed despite a thinner ridge. Alternatively, it would be possible to transmit higher torque in a design featuring an unchanged wall thickness. The core of the new development is a new pre-synchronization device, which replaces the formerly used detents. Designed as a spring washer, the component ensures that the function and shift sequence of the synchronizer remain unchanged. At the same time, it enables active relief of the synchronizer rings after blocking release, as well as active lifting and positioning in neutral. The design of the pre-synchronization spring also makes broader scalability of the pre-synchronization forces possible, tailored to the particular application. The combination of the newly developed SlimLINE Synchronizer with the previously introduced DCT-Type Synchronizer opens up additional potential: installation space of 38 mm can be reduced to 28 mm, rendering it usable for hybrid components, torque increases, or lightweight construction aspects. Author: Ottmar Back, HOERBIGER Antriebstechnik Holding GmbH KEY WORDS: Installation space gain of as much as 20% Greater strength for synchronizer hubs Scalable pre-synchronization forces Technical Report 3

HCD as Direct Packaging Technology for PCB TCUs -UAES April 26th PM，Parallel Session B：Technical Reports & Panel Discussion 13:30-17:25

Electrified Powertrain Technology Strategies and Solutions

Technical Report 1 Efficiency Optimization for 48V P2.5 Hybrid Architecture -Azureve Technology Abstract: With the increasingly stringent on fuel economy and emission control for automotive industry, especially in 2020, the national regulation will limit the fuel consumption to 5L/100 km. The adaption from conventional vehicle to 48V hybrid system is relatively simply with good inheritance, so the costs is low but can achieve considerable fuel consumption improvement. The prospects for mass production is optimistic in very near future. However, due to the low voltage of the 48V system, it will lead to a large current to satisfy the power demand of driving cycle. The high demand in charging and discharging current challenges the Li-ion battery. In this paper, an energy management algorithm of 48V hybrid system is established by establishing vehicle model, motor model and battery model. Based on the various state regulations and a typical actual driving cycle, the battery charging and discharging current and power requirements are analyzed to optimize the battery size and type. Based on the conclusions, a good result is obtained on a P2.5 type hybrid electric vehicle. Technical Report 2 FEV’s Newest Generation of E-Axle -FEV

Abstract

FEV started early with the series development of transmissions for electric vehicles. The complexity of electric vehicles has significantly increased in recent times. New vehicle requirements have led to new transmissions for electric vehicles, which, for reasons of synergy, are also usable for P4-hybrids where possible. In addition to the axially parallel layout, factors such as challenging assembly spaces require a coaxial design for the transmission and the electric machine (EDU–Electric Drive Unit). The report brings together future requirements based on the experience gained by FEV. This experience shows that 2-speed transmissions must be powershift capable, because the driver of an electric vehicle will not accept any interruption in tractive power. The level of integration will continue to rise the way to complete axles, which will be fitted as highly integrated systems directly on the vehicle assembly line. The presentation shows a concept proposal developed by FEV for an EDU with a coaxial construction. The transmission contains planetary gear sets and a self-developed electric machine that is integrated into the transmission. The transmission represents a 1-speed variant, but it does provide the ability to disconnect the electric machine from the drive wheels. In addition to recuperation, sailing is also possible during coasting. It is a compact transmission, this particular variant being capable of a continuous output of 100 kW and a peak output of 230 kW for a maximum of 30 seconds. With regard to the development trends for 2-speed variants, FEV presents the design concept of a transmission that is shiftable under load using the dual clutch principle. This transmission also allows sailing operation when both clutches are disengaged. An important development objective for this variant is to enable a rapid market launch. A high proportion of incorporated large-series components, such as dual clutches and dual clutch actuators, is helpful in achieving this. Because of their lower thermal requirements, the clutches are pure shifting clutches without a vehicle launch function

and, in order to achieve lower unit costs, a dry dual clutch was selected. The electric machine and inverter are already in series development as pre-production prototypes. This design concept, dimensioned for a continuous output of 100 kW / brief on-demand peak output of 160 kW, is also scalable for other outputs, which is valid to the coaxial proposal as well. Key Points

Integrated and compact EDU Electric motor and transmission coaxial layout Dual clutch – 2 speeds EDU with powershift capability Target for rapid market launch Technical Report 3 From Fleet Requirements to Optimized Dedicated Hybrid Powertrains -IAV Abstract Future requirements with regard to CO2-reduction and emission – with respect to new driving cycles and wider bandwidth of vehicle applications from small passenger cars up to huge SUVs – are result to new challenges. These challenges has to be achieve with a number of components, which is as small as possible. On the other hand, the complexity of powertrains is increasing by the result of the variability of combustion engine, transmission and electrification as well as the increasing number of vehicle derivate, customer requirements and varying legislation all over the world. This effect end to an enormous amount of possible powertrain solutions. The presentation will summarize the results of a 2025 fleet examination and its predicted boundary conditions. Therefor numerous combinations coming from different dimensioning of combustion engines, transmissions, electric machines, power electronics and batteries where taken into account. Results like fuel and electric energy consumption, costs and driving performances where evaluated. Using a benefit analysis and limitation factors that are specific for each vehicle an overall ranking can be generated. This ranking can be used to get an optimal compromise between fleet emission, diversity and costs. With these results, a new strategy for powertrain concepts of a future vehicle fleet based of a conventional basic concept for standardized powertrain configurations is deviated. In addition, the requirements of the associated components and their implementation for such cost and consumption optimal powertrains will be discussed by means of practical solutions. Furthermore, the sensitivities will be demonstrated to show the dependencies between the deployed technologies and the fleet consumption as well as the production costs. Summing up concrete powertrain concepts with hybrid- optimized components are shown using the results of the powertrain synthesis. Focus Concepts for vehicle architectures and their powertrain components Key words Requirements to hybrid-optimal powertrains Vehicle fleets which are optimizations in terms of costs and emissions Assessment of powertrain and component topologies Implementation of the results for concrete powertrain concepts Innovation grade High For now no publication of this topic by IAV Results Powertrain strategies for new vehicle fleets Sensitivities of consumptions, driving performances and production costs with respect to an optimized vehicle fleet building set Hybrid-optimized powertrain concepts and their components

Technical Report 4 Think Electric — Electrification Concepts Based on Total System Approaches -Magna Powertrain The rapid growth in energy transition legislation is driving technical development with a very high level of innovation and enormous investment. The first wave of electrical drives is in mid-development. The number of electrified vehicles will significantly increase in coming years. However, it is not clear yet which technologies and design solutions will establish themselves in the end, and there is little experience in daily operation and customer behavior. The major challenge development departments must solve is to come up with new drive topologies that can combine hybrid and e-drive concepts. While, on the one hand, more highly electrified hybrid

Development of Electrified Powertrains

Technical Report 1 Distributed Computing – Mechanisms to Meet High Shifting Performance Demands with Dedicated Hybrid Transmissions -Continental AG Author：Oscar Sarmiento, Global Head Advanced Development BU Transmissions, Continental AG Key Words：Multiple Torque Source Drivelines Dedicated Hybrid Transmission EE / HW and SW Architectures Distributed Computing Torque Management Strategy Abstract：A Dedicated Hybrid Transmission (DHT) takes advantage of intrinsic functional properties of electrical traction machines to simplify the realization of the transmission, allowing the exclusion of some conventional devices such as launch elements, reverse gears and synchronization gears. At the first glance, this situation permits to meet stringent cost targets for transmission systems, but also facilitates the electrification of the driveline. However, the simplification of the transmission system and the elimination of some of its components have a large impact on shifting quality and torque transfer capabilities. Here, both transmission topology and shifting mechanisms impose constrains to torque transfer rates and shifting times. Moreover, large differences in terms of the time dominance between combustion engines and electrical machines rises questions like what power source is to be set as a prime mover, or what torque management strategy is better suitable to meet range and drivability targets. At the time when the internal combustion engine ICE was the only and/or main power source, questioning what role it should take from the functional perspective was not even deliberated. Now that DHTs concepts elevate the electrical traction machine at the level of the ICE or even beyond, there is a need to revaluate the shifting and torque management control strategies to maximize the potential of fast torque response and power delivery of traction machines while meeting, range, drivability, NVH and emissions targets at vehicle level This paper aims to address how DHT structural dynamics drives behaviour, and how the dominant feedback loop and shifts in loops dominance can interfere on controllability of shifting and torque management control. The results of the feedback loop analysis are correlated to the communication and data exchange rates that conventional communication protocols such as CAN or Flexray offer, to highlight the need of a distributed computing approach to meet drivability and shifting quality targets. A multi-layer distributed computing approach for DHT control is presented, illustrating its impact on HW/EE and SW architectures. The benefits of this approach are demonstrated by evaluating shifting, torque transfer and NVH at transmission level. For this purpose, a P0/P3 DHT transmission with dog-clutch

shifting mechanism without synchronization rings is applied. Despite avoidance of launching devices and synchronization mechanisms, test bench results evidence the NVH reduction during shifting phases for both responsive as well as smooth shifting styles while meeting the torque continuity demand. Technical Report 2 Using advanced CAE tool to reduce noise and vibration for EV and HEV drivetrains -SMT Technical Report 3 Use of intell igent actuators in the field of mobility as a platform solution -Hofer Powertrain

April 27th AM，Parallel Session A：Technical Reports & Panel Discussion 8：30-12：25 Development and Testing of Transmissions and Electrified Powertrains

Technical Report 1 Flexible and Efficient Electrification at Minimal Bom Cost, the Ricardo Approach to Dedicated Hybrid Transmissions Architecture Creation and Selection -Ricardo Author: Rob Parkinson, Xiaofeng Zhang Presenter: Zhang Xiaofeng Key Words: dedicated hybrid transmission (DHT), synthesis tool, optimal powertrain solution, Select-R, control software Bullets:

• DHTs, a compelling and enduring proposition • DHT BOM cost benefits vs modular architecture • Ricardo DHT tools, processes and experience, illustrated with a case study • Hybrid system control software, a Ricardo perspective

Abstract: With electrified powertrains here to stay, selecting the optimal powertrain solution investment is a timely, but critical decision. Ricardo have developed a toolchain and process (SELECT-R) which allows the generation and subsequent selection of single or multi-motor hybrid arrangements combined with planetary, parallel axis or mixed architectures into a dedicated hybrid transmission solution, optimised to achieve your chosen attributes and requirements. The generation and subsequent selection of an example DHT is presented, demonstrating its benefits over a traditional alternative transmission. Hybrid control and calibration considerations with particular regard to these transmission types are also discussed. Technical Report 2 Development of a New Hybrid Transaxle for 2.5L Class Vehicles -TOYOTA Author : Kazuya Shiozaki Co-author : Mitsutaka Matsumura, Nobuhito Mori Abstract: Since the first prius equipped with a world's first mass production type hybrid system was performed release (1997), The consciousness to the global environment and the demands to the environmental performance of the car continue increasing. On the other hand, the demands except running performance and the silent of vehicle increase, too.

Therefore Toyota Motor Corporation developed new model hybrid transaxle (P710) based on TNGA ( Toyota New Global Architecture) which was a new development strategy, Because it realizes environmental performance ,superior running performance and the silent of vehicle. The aim of the development of P710 is following three. ・Transaxle downsizing to adapt to a new platform ・Reduce a machine loss ・ Contribute to the silent of vehicle by improvement of the NV performance For the realization mentioned above, P710 changed the motor Reduction mechanism from a conventional planetary method to the parallel gear method in gear train structure. Because of increasing the motor reduction ratio by the structure change, P710 reduced the torque of the motor and downsized a motor. Besides,by the structure change, P710 realized the low loss because of reducing the fighting each other point of the gear. Theremore, P710 adopt new structure damper between an engine and a transaxle.A characteristic of this structure is to be able to keep different damping performance In the case of torque by the engine side, in the case of toruque by the transaxle side. Thereby P710 realized the silent of vehicle at a high level in an engine start area and the engine common use area. Moreover by placing the power train low and mounting T/A above the PCU, P710 realized to improve in steering stability. This time, we present about these technologies. Technical Report 3 AVL SPA-Enabler for virtual calibration of conventional & hybrid powertrain strategy -AVL The increasing number of vehicle variants and high cost pressure require calibration methods that reduce the number of prototypes. The calibration of driving and shift strategies in modern hybrid vehicles and conventional powertrains is characterized by conflicting requirements. Particularly those concerning drivability, typically employ subjective evaluation methods. Currently there is no method or tool existing to evaluate drive- or shift strategy in terms of drivability – focusing on the proper gear and powertrain state. Engineers still face highly subjective impressions in this area. Customer expectations and requirements have not been transferred to precise powertrain requirements and calibration targets. Experienced calibration engineers know the critical interactions and run optimization manually and iteratively. But it is neither measureable whether drivability has been considered sufficiently, nor are there automation methods to pre-develop drive- or shift strategy with a focus on drivability and emission behavior. Additional targets like drive mode, brand DNA or target market specific requirements within drive- or shift strategy aren’t considered. The basis for objective evaluation and the calibration of drive strategy in a virtual environment is an objective tool to make drive strategy measurable. Therefore AVL condensed the immense know-how of the most experienced drivers into a tool, called AVL SPA. It is the enabler to bring drive strategy calibration to the virtual world. In this Publication AVL will show how an objective evaluation method can form the basis for a virtual drive strategy calibration and its optimization. It will introduce methodologies that allow Calibration target setting for objective analysis

Detailed - rating based - comparability of drive strategy calibrations Virtual calibration of drive strategy calibrations and potential of prototype reduction Virtual evaluation, analysis and optimization of drive strategy calibrations Method that enables the frontloading approach in calibration of drive strategy Technical Report 4 How to Create a Test Platform to Reduce Project Cost and Time- Hydraulic Control Module and 48V eMachine Test Solution as Example - DAM Group Key words:

HCM of DCT, 48V eMachine/BSG test solution, conceptional test platform, flexibil ity production, time saving, cost reducing

Abstract:

The next engineering challenge is to reduce the lead time project and the process cost. We have to think out of the box in order to answer the production needs. We have developed a new way of working in order to provide successful solutions to our customers. It is the consequence of our expertise and knowledge. At Dam Group we have found and realized a solution to achieve that challenge: a platform approach for test bench. Part I:

The concept to build a platform is based on three main activities that we should apply on all design area (mechanical, hydraulic, soft, automatism). Define the common and specific Define the boundary of platform and fonctional modules Realize the compatibil ity of platform and modules It will be il lustrated and detailed in the following presentation Part II :

We will then focus on two technologic applications: The first one: Our hydraulic platform to test HCM (hydraulic control module) for transmission (DCT/CVT). We developed on one side a standard chassis, electrical connection, clamping system and hydraulic tank. On the other side we developed specific tooling to test from solenoid to gearbox module for DCT and CVT. We have currently produced more than 15 compatible tooling with our main structure. The second one is based on the same idea; we have developed our 48V rotating machine test platform. This application will especially find use with the booming of the hybrid engine.

Conclusion: Innovation and benefits

The platform approach allows our customer to get a lot of benefits: Time to market reduction:

The standard is already developed We remove the correlation issue (time saving) by using the same test bench in engineering (with engineering tooling) and in production (with serial production tooling)

6 months saving for HCM development Cost Saving:

Our customers are able to use the same test bench to produce different type of product as only the tooling needs to be changed No need to invest on new machines, only specific tooling Engineering studies saving and risk decreasing

Innovation :

Based on knowledge we continuously improve our standards to reduce cycle time A Platform approach is a the best innovation workspace. Customer can design new test, new analysis library, new sensor and benchmark components easily Technical Report 5 New NVH Challenges and New NVH Test Benches -ATESTEO Technical Report 6 NVH Characteristics and Control of Electric Vehicle Drive System -Changan Technical Report 7 Efficient Validation and Benchmarking of Transmission Calibration Using INCA-FLOW- Transmission Driveability Toolbox -IAV Efficient validation and benchmarking of transmission calibration using INCA-FLOW - Transmission Driveability Toolbox Yonghui Shen, Dr. Felix Matthies, Dr. Klaus von Rüden

Abstract The increasing number of powertrain variants and complexity of control software for hybrid and conventional applications leads to rising calibration efforts. To reply this complexity with an efficient calibration support, IAV developed tool-based processes, especially to handle automatic transmission like AT, DCT and ECVT. Important elements of these processes are efficient testing and continuous benchmarking based on subjective evaluation and objective validation on basis of physical criteria. For the objective evaluation of the vehicle behavior, IAV has developed the brand new tool for transmission driveability. This is integrated into the latest release of INCA-FLOW as TDT – Transmission Driveability Toolbox. IAV combines the advantages of the objective evaluation with strategies for efficient testing by subjective evaluation and stores the results in a growing database for benchmark data. This makes it easy to compare vehicles and datasets, draw conclusions, derive requirements and document development stages. The Authors: Yonghui Shen, IAV Ltd., Shanghai Dr.-Ing. Felix Matthies, IAV GmbH, Berlin Dr.-Ing. Klaus von Rüden, IAV GmbH, Berlin April 27th PM，Parallel Session A：Technical Reports & Panel Discussion 13：30-17：25 Technical Report 8 Development of Hardware Feature for Multi Stage Hybrid Transmission -TOYOTA Author: Kuniaki Ishii Abstract:

1. Introduction In recent years, increasing awareness of environmental issues have created growing demand for various types of low-emission vehicles ． In addition, even more stringent emission regulations are being announced in global .On the other hand, in the luxury vehicle market, high acceleration performance is necessary to attract customers. 2. The development objectives Toyota has developed the Multi Stage Hybrid Transmission to achieve excellent fuel economy and acceleration performance for LC500h .The power performance enhancement enabled the emotional driving. This paper describes the feature and the detailed technology of hardware. 3. The feature of the hardware 3.1. Fuel economy improvement The Multi Stage Hybrid Transmission achieves excellent fuel economy by arranging shift device immediately after output axis of the power split device. This shift device can improve the electrical efficiency by setting the optimum value for the gear ratio. In addition, the mechanical efficiency improvement technologies of hybrid Transmission, which are shown below, contribute to the good fuel economy. First, the optimization of oil pump size is adopted .Motor is cooled by the transmission oil which is pumped by oil pump .Optimization of oil pump size is enabled by adopting the efficient structure of motor cooling performance. Second, the drag loss caused by the lubricant in the friction material of shift device is reduced. It is necessary to design the shape of the segment of the friction material to satisfy the required specifications, such as the durability, the lubrication state, and required characteristics for shift control .The shape of segment is designed to reduce the drag loss as less as possible with satisfying the required specifications . 3.2. Acceleration performance improvement The Multi Stage Hybrid Transmission set the 1st and 2nd gears ratio of the shift device to the optimum values for amplifying engine and motor torque .This achieves class-leading acceleration performance among competitors. When the driver steps on the accelerator pedal in deep, the transmission oil moves to the rear end of the transmission .As a result, the suction port of the oil pump exposes from the oil surface and air may mix into the oil pump depending on the acceleration, grade of road, and so on. To solve this issue, the metal plate that moves according to the acceleration of the vehicle is adopted to control the oil passage inside the transmission. Component, Lubrication and Manufacturing Technologies for Electrified

Powertrains Technical Report 1 Using Digital Technology to Create a New Energy Reducer Assembly Line -Taichengxin Measurement and Control Technology Technical Report 2

Efficient Synchronizer Solutions for (Dedicated) Hybrid

Transmissions

-Oerlikon Key words: Synchronizer for hybrid transmissions Compact design Innovative concept Space Saving Abstract The targets of future regulations for automotive CO2 emissions can hardly be achieved by efficiency improvements of the conventional powertrain only. The preferred technology to fulfil the requirements are electric vehicles especially hybrid electric vehicles in parallel, serial or toque split configuration. Hybrid powertrains in parallel configuration require special transmissions to combine the power of the combustion engine and the electrical motor. This could be conventional dual clutch or even automated manual transmission upgraded with an electrical motor or dedicated transmissions for hybrid powertrains. The majority of these transmissions still need synchronizer systems for gear changes for an economical operation of the combustion engine. The main requirements to synchronizer systems for hybrid transmissions are a compact design as well as high performance and efficiency. A compact design especially in axial direction is required because additional components like the electrical engine have to be integrated into the existing space of a conventional powertrain. The complex control strategies of such gearboxes demand quick reactions to the driving situation, which will require high torque and high energy absorption capacity from the synchronizer components. Finally the mass and the drag losses of the mechanical components should be minimized for a high efficiency of such a transmission. The performance and efficiency requirements will be optimally achieved by the Segmented Synchronizer System S3 with high performance Carbon friction lining. The S3 concept provides the same performance like multi cone synchronizers with less components and has successfully been introduced in the market. The answer to the demand of a compact design are either incremental improvements of the conventional system design with marginal space savings or an innovative design approach. This presentation will introduce a revolutionary design concept which allow significant space savings of 30% per synchronizer system. The basic idea is an improved packaging of the single synchronizer components. This concept can be used with conventional single and multi cone synchronizer modules as well as with the segmented synchronizer system. The S³ concept is a perfect solution form modern conventional and hybrid manual and dual clutch transmissions for significant weight reduction and to gain space for additional gears. Technical Report 3 Lubricant Technology for Hybrid & Electric Vehicles -LUBRICANT Author: Michael P. Gahagan – Lubrizol Keyword: Hybrid, Electrification, Transmission, Lubricant 1.Research objective The global automotive transmission market has seen an increase in the number of hybrid electric vehicles (HEV), and forecasts predict additional growth especially in the China market. This paper presents a study on the driveline hardware changes, lubricant compatibility with electrified componentry, and dedicated lubrication performance criteria under such changes. 2.Methodology In HEVs, the hybrid drivetrain hardware can combine electric motor, clutches,

gearbox, electro-hydraulics and the control unit. In some HEV hardware the transmission fluid can by design be in contact with an integrated electric motor. The paper will focus on the additional electric compatibility and corrosion protection of the dedicated lubricants in different applications, while retaining the necessary performance (such as appropriate friction property for clutches and synchronizers where used) of the fluids. 3.Main technical and practical points Major focus of the dedicated lubricants are the electric compatibility and corrosion protection, so the paper demonstrates the fundamental study on the electric conductivity, breakdown strength, and copper corrosion tests. Careful formulating of each chemical component is vital to a dedicated performance lubricant. The research on the electric property and other key performance requirements is relevant to the future commercialization of dedicated lubricants for the rapid growth HEV/EV market. 4.Aspects of novel, innovative and unique The HEV/EV fluid performance requirements are still evolving at automotive OEMs, oil marketers and additive companies, however this paper describes the current industry understanding and OEM experience on the lubricants for the latest design HEV/EV transmissions and e-axles, to generate innovative and unique technologies around the suitability and compatibility of lubricants for each application. Technical Report 4 Schaeffler Innovative Actuators for E-Mobility Tomorrow -Schaeffler Abstract： With the significant hybrid transmission and EV growing worldwide, the demand of electromechanical actuators and system for transmissions and powertrains are increasing considerably. Schaeffler has developed diverse electromechanical actuators which are all characterized by very low power consumption, high performance and excellent controllability. For tomorrow, Schaeffler is continuously developing the new and innovative products such as modular clutch actuator (MCA) and e-Parking actuator, not only to follow the trend of market but also as the most effective solution considering the cost, power consumption, performance, system integration, modularity and mobility. The new generation actuator (MCA) for clutches (single, double and triple-clutch) is introduced. The MCA is the considerably integrated and compact actuator to be capable for mobility application like e-Clutch, DCT, hybrid system which works with hydraulic or mechanical release systems. With the trend of transmission automation and new powertrain for New Energy Vehicle and even Autopilot Driving, the request for the ‘e-Parking actuator’ is increasing. The e-parking actuator from Schaeffler is also highly integrated solution which is able to provide automatic parking activities with lower space consumption for different application scenarios. Technical Report 5 Overcoming Challenges in the Development of Additives and Lubricants for Electrified Powertrains -Afton Chemical Largely driven by the higher fuel prices and governmental regulations in the reduction of greenhouse gas emissions, the development of electric vehicles has seen steady growth in recent years and this trend will likely continue. As compared to conventional gasoline or diesel powered vehicles that are usually coupled with separate transmissions for power transfer, the configuration, operation and lubrication of electric vehicle powertrains can be drastically different. The unique lubrication requirements usually bring challenges to the vehicle manufacturers in the selection of fluid, and also to the additive and lubricant manufacturers in the development of proper fluids. In order to formulate a suitable lubricant, it is critical to understand how the additive chemistries and fluid properties impact

performances in the electrified drivetrains. This presentation demonstrates our approach in undertaking technical challenges towards the development of high performance additives and lubricants for electric vehicles. Technical Report 6 New Bearing Technologies for New Energy Vehicles -NSK April 27th AM，Parallel Session B：Technical Reports & Panel Discussion 8：30-12：25

Electrified Powertrain Technology Roadmap and Solutions

Technical Report 1 HOW GEELY POWERTRAIN PREPARE ELECTRIFICATION OF FUTURE DRIVELINE -GEELY AUTO Geely group has set down an aggressive growth strategy and definitively stands out as a Chinese OEM by its way of approaching the market. The strategy which set the volumes target for the Geely Auto Group is triggering an extensive product plan initiated in 2013, with an aim to quickly reach the future customer expectations and market regulations, especially on electrifications. Powertrain developments and more specifically Geely transmission platform play a key role in this achievements, starting in 2018. Powertrain system simulation tools and modular platform design are used to define the proper hybrid and conventional solutions to vehicle needs. The presentation will be organized around the following chapters: Geely group: a new player on the market The market shift Methodology and system approach Electrification parameters and transmission A corner stone: Modular transmission platform Technical Report 2 High-efficiency Electrification Technology Meeting the China New Energy Vehicle Challenge -PATAC Technical Report 3 BMW’s Way and Vision for Future E-Mobility in China -BMW Technical Report 4 48V Mild Hybrid Transmision -The Next Step From Stop & Start to Full Hybrid Solutions -PUNCH Powerglide by Jean-Jacques Felder, Sales Manager, and Pascal Tissot, Calibration Manager, PUNCH Powerglide Key words: fuel consumption, automatic transmission (AT), hybrid, recuperation, cost. Environmental concerns have led to a more and more ambitious policy in China with a target of 5 l/100 km at the horizon of 2020. All OEMs in China will have to evolve their vehicles and accelerate the electrification. On the basis of its planetary 6L50 longitudinal automatic transmission, PUNCH Powerglide is implementing a step-by-step approach allowing its proven 6-speed automatic variants to be available as a conventional AT, but also in different degrees of hybridization: Stop

& Start, Mild Hybrid (BSG) and Full Hybrid (P2). This presentation provides a particular insight on features (boosting and especially recuperation of a mild hybrid based on 48V) and the benefits of a medium hybridization solution. The implications for the software & calibration are explained for the use cases of both Brake Regeneration and Coast Regeneration. These functions induce a powerflow inversion that requires shift control strategy adaption to high negative input torques. By the means of transmission torque requests during shifts, the vehicle deceleration steadiness is ensured. In a next step the impact of fuel consumption savings for the different hybridisation systems are presented based on simulations done for this presentation. The conclusion shows a comparison of system cost vs. fuel consumption savings of the different hybridisation systems. It illustrates that Mild Hybrid offers an attractive ratio of savings compared to system cost. However additional measures on a vehicle level will be required to meet the China VI targets. Technical Report 5 Development of a CVT-based 48V P2 Mild Hybrid System -JATCO ● Background: Increasingly tighter CO2 emission regulations in countries worldwide ● Issue: Necessity of electrification because ICE and T/M combinations cannot clear tighter CO2 emission regulations ● Solution: Mild HEV system combining an affordable 48V system and a CVT Downsized turbocharged engines and engine start/stop systems have been widely adopted in recent years to comply with tighter CO2 emission regulations. However, it is predicted that powertrain electrification will be necessary from around 2020 owing to the global trend toward the further tightening of CO2 emission regulations. Battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs) are seen as being effective means for meeting these tighter regulations. However, it is expected that their penetration will take time because various issues need to be resolved first, including the high system cost, implementation of the necessary infrastructure and material supply shortages. Accordingly, it is projected that the need for affordable 48V mild HEV systems capable of clearing China’s Phase 5 emission regulations will expand from 2020 onward. At JATCO, we propose a mild HEV system that combines a CVT featuring a high fuel economy benefit and an affordable 48V system. Similar to a strong HEV system, a mild HEV system also facilitates EV drive, but its engine drive ratio is larger than that of the former system because its motor output is smaller. Therefore, a mild HEV system based on a CVT that allows the engine to operate at its points of high efficiency is advantageous for improving fuel economy. Our mild hybrid system adopts the P2 configuration in which a newly developed flat motor is positioned in the space normally occupied by the torque converter. The motor is the same size as the torque converter of a conventional CVT. This results in the same package size as that of a conventional CVT, making it possible to mount the HEV system with minimal vehicle modifications. In addition, a motor oil cooling structure has been adopted that makes use of the CVT’s lubrication oil, which contributes to reducing the cost of the HEV system. Technical Report 6 The Modularized Development of Schaeffler P2 Hybrid System and Related Key Technologies -Schaeffler Key words: 48V hybrid system, P2 configuration, modularized design, parameter matching, Start- Stop control The research & development of automobile industry is now challenged by restrictions on oil consumption & vehicle emission of global market, as well as the CAFC & NEV policies of the Chinese government. Under such influence, traditional power systems don’t have enough optimization room to satisfy IV phase of oil consumption restriction set by the Chinese government. Thus, it is getting

imperative to develop automobile industry in the direction of new energy and more power conservation. In this context, Schaeffler has been engaged in the development of HV P2 & 48V P2 hybrid module system based on the concept of integrated design. HV P2 system: Parameter matching of E-motor has been conducted considering the average & maximum power requirement in certain drive cycle. On this basis, the P2 module integrated by K0, K0 actuator and PSM E-motor has been designed to match gear boxes such as DCT, AT and AMT. The Schaeffler P2 hybrid module realizes full hybrid functions. PHEV function and different EV ranges are also available by switching modularized battery pack of various capacity. Under environment temperature above -30ºC, engine restart can be conducted by slip control of K0, realizing the engine restart without power cut-off. 48V P2 system: Parameter matching of E-motor has been conducted considering vehicle braking power in drive cycles, vehicle drive power at low speed, torque requirement during engine restart as well as power capacity of 48V system. The integrated 48V P2 hybrid module has a further reduced axial dimension in comparison to HV P2, which is applicable for most mainstream 4- cylinder & 3-cylinder engines as well as gear boxes such as DCT, AT and AMT. The integrated 48V P2 hybrid module can realize full hybrid functions such as EV、Boost、Smart Charge、Regenerative braking、Start-Stop. Two modes of engine restart - “normal start” and “comfort start”- are available, of which the comfort start avoids power cut-off during engine restart, thus improving the ride comfort of vehicles. In order to enhance the integration level of P2 system and gear box, Schaeffler is currently developing the next generation of wet triple clutch hybrid system on the basis of HV P2. By integrating K1/K2 of DCT with K0 and E-motor, the axial dimension has been further reduced, which enables the system to be applied to vehicle platform with axial dimension less than 490mm. The Schaeffler P2 module integrated with K0 and E-motor realizes full hybrid functions. By slip control of K0, the engine restart without power cut-off improves the ride comfort of vehicles to a great extent. Moreover, the next generation of triple clutch hybrid system reduces the system axial dimension further, thus enhancing the integration level and general applicability of the system. Technical Report 7 Control Technology of Engine Start-up Vibration in Hybrid Vehicle with PS System -Corun CHS Technology April 27th PM，Parallel Session B：Technical Reports & Panel Discussion 13：30-17：25 Technical Report 8 HEV P2 Module Concepts for Different Transmission Architectures -BorgWarner For HEV and plug-in hybrid electric vehicles (PHEV) a variety of different system architectures (P0-P4) are discussed or already available in the market. One architecture which is currently receiving a great deal of interest is the so called P2 arrangement. In this architecture, the electric motor is functionally placed between the ICE (internal combustion engine) and the transmission. An ICE disconnect clutch is positioned between the electric motor and the ICE to enable pure electric driving. Within the P2 functional position, there are two primary different physical locations possible. This paper introduces these different architectures and describes the advantages of each variant. In a second step, BorgWarner will provide an insight into latest clutch technologies and features that will enhance P2 clutch configurations in respect of packaging, functionality and efficiency. This will be followed by further insights into electric motor considerations and various design options.

The paper concludes with the awareness that there is a large variety of technical solutions, combined in different ways, thus allowing the customer to define a very specific P2 module for their own particular preferences and needs. Technical Report 9 The Implementation of Clutch Compound Control Technology Based on P2-8AT Hybrid System -Shengrui Transmission

Transmission Technologies

Technical Report 1 Development of New CVT “Direct Shift-CVT ” for 2.0L Class Vehicles -TOYOTA Author : Shuji Moriyama（Drivetrain Development Div. No.1） Co- Authors : Terasu Harashima, Shinya Kuwabara, Makoto Sawada, Hitoshi Matsunaga, Key words : continuously variable transmission, fuel economy, drivability Abstract: Recently, the demand for global environment protection increases around the world. In the automotive industry, the improvement of fuel economy to reduce carbon dioxide emission has become an important issue. To provide "Making Ever-better Car" based on TNGA (Toyota New Global Architecture) concept to customers around the world including China, we developed a new continuously variable transmission (CVT) called "Direct Shift-CVT" for 2L class vehicles. And this CVT achieved the high designability by lowering the center of gravity and the direct acceleration response, in addition to the high fuel economy. The direct shift-CVT achieved to increase total width of gear ratio by adopting a gear drive part in addition to the steel belt & pulleys part which conventional CVT has. At the time of starting and accelerating in the low vehicle speed range, sufficient driving force is generated by gear driving. And in the high vehicle speed range, the power transmission path is switched to the belt & pulleys part to achieve seamless shift and highly efficient power transmission. In order to improve transmission efficiency, we adopted new technology to reduce power loss of the belt & pulleys and the oil pump which account for the majority of the loss of conventional CVT. The loss of the belt & pulleys is reduced by following two items. The first is decreasing width of gear ratio of the belt & pulleys by adopting the gear drive part, and the second is improving the rigidity of pulleys. The loss of oil pump is reduced by following two items. The first is adopting 2-discharge port vane oil pump which is arranged to different axis from input shaft, the second is optimizing the capacity of the oil pump by reducing oil leakage and optimizing control method. This paper describes the details about the structure and the characteristic of "Direct Shift-CVT", and fuel economy improvement technology. Technical Report 2 Hybrid and AWD Drive Systems with Electro-Magnetic Dog Clutch (EMDC) for FWD and RWD Vehicles -Jing-Jin Electric Technical Report 3 Hydraulic Control System for Toyota Direct Shift-8AT -TOYOTA Author : Guodong Tan

(Automatic Transmission Engineering Design Dept. Drivetrain

Development Div. No.1) Co-author : To be sent separately Key words : Direct Shift -8AT, Hydraulic control, Fuel economy, Drivability, Compact Abstract:

Recent global interest in environmental protection has been increasing. In the automotive industry there has been a wide development of technologies to lower CO2 emissions and increase vehicle fuel economy. Today, HVs continue to be adopted throughout the markets and there is active development of EVs globally. In China, NEV credits have been issued, which along with increased environmental regulation, are promoting aggressive technical revolution.

On the other hand, it is clear that EVs do not yet compete with petrol vehicles in terms of mileage and cost. Conventional vehicles will play a main role in automotive market for some time to come. Technology for lower CO2 emission and high fuel economy remains important. Against this backdrop, Toyota Motor Corporation developed the new direct shift-8AT,

which will be applied to the new Cammry for China, based on TNGA (Toyota New Global Architecture). The TNGA reflects a new principle to achieve substantial improvements in both performance and productivity, while reducing cost by commonization and optimization of both design and manufacturing.

The new 8AT is a series consisting of the UA80 for 3.5L engine and the UB80 for 2.5L engine. It has achieved both top level drivability and fuel economy by using a common hydraulic control system and a compact gear train. The 8AT series adopted new thinking for component design: parts related to torque are optimized according to torque capacity, while others are commonized. As a result, a wide torque range is covered while the weight and size is smaller than the previous 6AT.

From the start, the hydraulic control system for the new 8AT was designed to be commonized across the UA80 & UB80 versions. This includes a compact pressure source module, newly developed linear solenoids, and a compact valve body. Along with the new control method, this new design contributed significantly in achieving good shifting performance, reduced unit mass and high fuel economy.

The oil pressure source module is a compact one piece design comprised of a co-axial oil pump, an oil strainer and an electromagnetic oil pump (EMOP) for the stop and start (S&S) system. The EMOP, which is the core part of S&S system, especially contributes to the fuel economy increase. It is attached directly to the oil pump cover, resulting in reduced pressure drop while ensuring the compact size and high efficiency of the S&S system.

A newly developed linear solenoid is used to directly control a multi-disc lock-up clutch, achieving a wide lock-up range up to full torque, along with a direct, high response drivability and high fuel economy performance. A very compact valve body size was achieved by reducing the valve diameters and optimizing the valve layout. This together with the compact oil pressure module, ensured the commonization of hydraulic control system. Additionally, a one-way clutch is eliminated with the new control method. As a result, the number of engagement elements is the same as the previous 6AT, contributing to reduced size and weight, and achieving further cost reduction. This paper mainly describes the hydraulic control system of the new 8AT.

Electrical Vehicle Transmission and Drive Technologies

Technical Report 1 Dual Motor Multiple Gears Transmission System for EV -JEE Power Systems Author：Sun Chunzhe Key Words：dual motor, multiple gears reducer, power interruption, gear shift impact, torque distribution Research Target：By proposing a specific driving system design plan, we explore the use of dual motor and multiple gear drive system to avoid the disadvantage of

single gear reducer's electric drive system on the pure electric vehicle. At the same time, we also clarify the constraints of system matching, and analyze the improvement of power and economy. Especially for the elimination of shifting power interruption, reduce shift impact and optimize the motor work area, puts forward the design scheme using the active motor and the auxiliary motor, and clear the design ideas and technical difficulties in design, gear ratio design, torque distribution, double motor coordination. Methods: Structure analysis of dual motor drive system; Modeling and analysis of the gear position and speed ratio of the dual motor drive system; The control strategy of dual motor drive system is modeled and analyzed. A gear allocation and torque allocation method is put forward to eliminate shifting power interruption, reduce shifting impulse and reduce vehicle energy consumption by 7%-8%. Modeling and analysis of gear-shifting technique for non-synchronizer system Value Points: The report shows how to optimize the design of the dual motor and multi gear unpowered interruption system on the premise of satisfying the dynamic performance of the model. Analysis of the dual motor system can bring the improvement of vehicle power, but also from the perspective of a more professional clear system can bring down a one-time cost and vehicle energy consumption, also analyzed the multiple gear dual motor drive system of the gear distribution and torque distribution control strategy. The performance of EV depends on the matching method of e-traction motor and transmission. At present, the most of EV transmission applications utilize single motor with a fixed ratio speed reducer. Since single gear ratio, the vehicle speed variation on this type of transmission can be achieved only by adjusting the motor speed. In order to meet the large starting output torque, the fixed speed ratio of the transmission has to be relatively large, which leads to maximum motor speed to >12KRPM at full vehicle speed. Such wide range of speed operation encounters an efficiency problem of energy consumption even with permanent magnet motors who is known to have wider range of high efficiency comparing with other types of electric motors. One solution is to mate a electric motor with multiple gears transmission with clutch. This enables the motor to works around its highest efficiency speed range to reduce energy consumption. However, it also brings issues such as power interruption between gear shift and the inrush torque during clutch engagement. For passenger cars, such abrupt power change results in uncomfortable driving experience. When the dual motor multiple gear drive system is applied, it can theoretically optimize the existing problems of the single / double gear transmission motor system. But how to match the parameters of dual motor and multiple gear drive system and how to optimize the design of motor and control strategy to ensure the cost of the whole system is worthy of further research. Based on a listed pure electric vehicle, a vehicle simulation model is built. Based on system efficiency lifting weighted average and 100 kilometers power consumption, the transmission gear speed and speed ratio are modeled and analyzed to ensure that the system gear and speed ratio are in the best range. Aiming at the disadvantages of the existing drive system, such as "shifting power interruption" and "shifting impact", an analytical model is established for gear selection and torque allocation, and a control strategy for dual motor drive system is proposed. Technical Report 2 E-Motor + 2 Speed Transmission – The Mainstream of New Energy F-Vehicle Drive Systems

-SINGULATO AUTO Technical Report 3 ‘ No-shifting Impact ’ Electric-drive Mechanical Transmission for Electric Vehicles -Tsinghua University