Oerlikon Graziano unveils new EV transmission, modular FWD hybrid transmission concept
10 December 2016
Oerlikon Drive Systems Segment’s transmission specialist brand, Oerlikon Graziano, introduced a new EV transmission and the concept of a new modular front-wheel drive hybrid transmission at the 2016 CTI Symposium and Transmission Expo in Berlin this past week.
The new entry in the electric vehicle range of products of Oerlikon Graziano is a single-speed transmission for a battery electric vehicle designed for a maximum input torque of 270 N·m (199 lb-ft) and max input speed of 14000 rpm. A new lubrication concept guarantees maximum flexibility in term of installation angle to allow the highest level of compatibility with different vehicle layouts. The transmission features a compact design (150 mm (5.91 inches) center distance input shaft) focused on weight optimization.
The transmission features a parking lock system design with or without auxiliary actuation (upon customer request). This ensures a high level of functional integration with the electric motor to optimize powertrain weight and performance.
AT CTI Berlin, Oerlikon also presented a paper entitled “Modular P2-P3 Dedicated Hybrid Transmission for 48V and HV applications.” The new FWD hybrid technology concept is based on existing OGeco transmission architecture (earlier post) and can reduce component costs, offer a 40% improvement in acceleration and reduce CO2 emissions by 25% when compared to traditional technologies. It also enables full hybrid functionalities, such as load point shifting, eBoost, KERS, regeneration, hybrid drive and full electric drive.
Oerlikon Graziano applied value engineering and continuous improvement to the OGeco transmission presented at 2012’s CTI Symposium and Transmission Expo resulting in a patented dedicated hybrid transmission (DHT) design concept.
The P2-P3 dedicated hybrid transmission is modular, based on a two-shaft single-clutch concept. Due to a link between two main gears of the gearbox and the direct gearing between the electric machine and linked gear system, free-mounted on the primary shaft, the transmission has a very efficient electric path.
This also offers two different gear ratios between the electric machine and the secondary shaft. The architecture is simple, using standard components. Across a wider range of vehicle speeds it offers a full performance curve of wheel torque. The innovative system offers the advantages of both gasoline and electrical systems, for example: powershifting-P3, recuperation-P3, cranking-P2, KERS, and standstill charging-P2.
The 'earlier post' linking back to Dec 5th shows dual motor versions that should be the benchmark for e-transmissions.
Posted by: Arnold | 10 December 2016 at 03:23 PM