ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid Dri

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Thread: ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid Dri

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    ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid Dri

    ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid Drives


    • New modular construction system allows for both 48-volt mild hybrids and plug-in hybrids with electric power of up to 160 kilowatts
    • Integrated power electronics simplify flexible production
    • All components and control software have been intelligently developed for hybrid operation



    Friedrichshafen. Traditionally, hybrid transmissions are built by taking an efficient automatic transmission and replacing the torque converter with an electric motor with a higher power density. The technology company ZF has now turned the tables by intelligently designing its new generation 8-speed automatic transmission for hybridization from the start. The modular construction system enables mild, full, and plug-in hybrid drives to achieve top performances between 24 and 160 kilowatts. The power electronics are no longer designed as a separate unit, but instead are fully integrated into the transmission housing without increasing the outer dimensions of the transmission. With a new, significantly smaller hydraulic control unit, ZF has created the required installation space for the electric and electronic components.



    Plug-in Hybrid: New Electric Motor Equals Higher Power Density

    ZF estimates that at least 70 percent of all new vehicles in 2030 will still have an internal combustion engine. Nevertheless, a plug-in hybrid drive could considerably lower the engine‘s CO2 emissions. This is contingent on electric range and electric power, both of which must allow for driving in everyday traffic with battery power only. ZF has laid the foundation for this with the plug-in model of the new generation 8-speed automatic transmission. The electric motor has a maximum power of 160 kilowatts and a continuous output of 80 kilowatts. The maximum torque, which can be attained without actuating the internal combustion engine, is 450 newton meters, thus allowing for swift passing, even in e-mode. This does not require a significant increase of the packaging size since ZF relies on a new generation of internally developed electric motors and uses welded copper rods instead of coiled copper wire. This technology, known as the “hairpin technique,“ allows the copper fill level to be significantly increased, which has a decisive impact on the power density.

    Mild Hybrids: Variety Is Key

    In addition to plug-in hybrids with high voltages of around 300 volts, mild hybrids will also play a big role in the coming decade. They have a voltage level of 48 volts and allow for considerable CO2 savings by generating power through regenerative braking recovery that can later be used as drive power. Furthermore, mild hybrids lower pollutant emissions by providing additional power during launch and acceleration processes – driving conditions in which conventional internal combustion engines emit a relatively high amount of pollutants in a short amount of time. Forty-eight-volt drives can be installed on several locations in the driveline. Installation on the crankshaft at the engine output (“Position 1“) and on the input shaft (“Position 2“) are particularly efficient. The new generation from ZF is suitable for both installation types. The electric motor can reach a maximum power of up to 25 kilowatts and thus optimally support the internal combustion engine in virtually all operating parameters.

    Power Electronics: Active Involvement

    Electric motors must be controlled via power electronics, which both convert the direct current from the battery into the required alternating current and control the power and speed of the electric motor. Until now, these power electronics were housed in a separate, shoebox-sized box for all series hybrid transmissions. However, with the fourth generation, ZF has integrated the complete power electronics into the transmission housing for the first time ever. This is a great advantage to automotive manufacturers since hybrid drive assembly is no longer considerably more complex than that of a conventional transmission. In addition, fewer high-voltage cables are needed in the vehicle, which enhances safety. The engineers at ZF were faced with the challenge of fully integrating the power electronics into the transmission without increasing the outer dimensions. They achieved this through an ingenious cooling concept, as well as through several other developments. The power semiconductors, especially the IGBTs for the high-volt model, produce a relatively high amount of waste heat. This is dissipated by connecting the power electronics to the refrigerant circuit of the vehicle‘s air conditioning system. However, the most important development was the considerable decrease in the size of the hydraulic control unit, which triggers mechanical shifts in the transmission. The hydraulic control unit in the current generation of the 8-speed automatic transmission requires a volume of 3.1 liters, but in the next generation, it will shrink to 1.8 liters. This is made possible primarily by using direct shifting valves. In contrast to the electric pressure actuators that were previously used, these electromagnetic actuators no longer require additional pistons and bushings.

    Intelligent Adaptation to Hybrid Versions

    Each additional component of the new 8-speed construction kit was also intelligently designed for hybrid operation. This is clearly evident when it comes to the oil circuit. Previously, two oil pumps were used: a very efficient vane cell pump driven directly by the internal combustion engine and a second electric pump and/or pulse memory for electric operation. In the future, a single power-split pump will be used. When the internal combustion engine is shut down, it is driven by a small, directly attached electric motor. The mechanics of the new transmission system also contribute to efficient hybrid operation. Although the body remains the same with four planetary gear sets and five shift elements, efficiency was further increased by fine-tuning the friction power. Thanks to this, CO2 emissions were lowered by one gram per kilometer during operation with the internal combustion engine. During electric operation, the range has increased accordingly.

    Comfort Is Crucial

    The new generation 8-speed automatic transmission is designed for lengthwise installation of the engine and transmission – a drive configuration that will be successful especially in the premium segment because it satisfies the high demand for comfortable operation and noise reduction. Achieving this during hybrid operation is partly due to the solid mechanical foundation. Eight gears allow for transmission stepping of up to 8.6 with low gear steps, and thus low speed steps, over a wide speed range. In addition, the ZF-developed, centrifugal pendulum vibration absorber was optimized such that the driver barely feels the switch from electrical operation to operation with the internal combustion engine. In the future, the transmission control module will no longer be based on characteristic maps, but rather on mathematical models of all system components. This is an important prerequisite for satisfying the growing complexity of future drivelines.

    Ready for the Drives of the Next Decade

    ZF will begin manufacturing the new generation 8-speed automatic transmission in Saarbrücken, Germany, in 2022. The market launch in China and the United States will follow shortly thereafter. ZF can thus make significant strides toward ensuring that hybrid drives gain quick acceptance while reducing vehicle CO2 emissions in market segments where electrification cannot be fully implemented immediately.


    https://press.zf.com/press/en/releas...ease_9857.html
    Last edited by Bare; 07-11-2019 at 02:24 PM.

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    Re: ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid

    For Whatever its worth.

    Fiat Chrysler Automobiles Nominates ZF as Supplier for New 8-Speed Automatic Transmission

    ZF to deliver 8-speed-transmission for rear-wheel drive and all-wheel drive vehicles with front-longitudinal drive configuration
    Significant share of hybrid transmissions included
    Second largest single order for latest generation of ZF’s 8-speed automatic transmission

    Friedrichshafen / Amsterdam. Fiat Chrysler Automobiles N.V. (FCA) has nominated ZF Friedrichshafen AG as global transmission supplier for rear-wheel drive and all-wheel drive vehicles with front-longitudinal drive configuration. ZF will then supply the new 8-speed automatic transmission. This is the second largest single order in ZF’s history. The latest version of ZF’s 8-speed transmission has been further optimized and features an integrated electric drive for hybrid variants.

    "We are pleased being nominated as global transmission supplier by FCA. This is our second major order for the new 8HP and it confirms our strategy to focus on plug-in hybrids as an every-day solution and to develop attractive products in these areas”, says ZF's CEO Wolf-Henning Scheider.

    The lead production facility for the new (and fourth) transmission generation, which will start series production in 2022, will be ZF’s plant in Saarbruecken. The company also plans to start production of the technology at further locations including the USA and China in the future.

    Optimized for electrification

    The new 8-speed automatic transmission could be installed in almost all vehicle segments with a front-longitudinal drive configuration. A technical innovation of the upgraded transmission is the integration of the electric drive. With this, ZF supports its customers in achieving their CO2 reduction goals. With this modular transmission concept, manufacturers will be able to easily change from one transmission variant to another which gives them the flexibility to react to market requirements.

    The nomination also highlights the importance of ZF’s global production network. Only three months ago, ZF signed a first contract for the delivery of the latest generation 8HP to BMW which then marked the largest single order in ZF’s history.

    https://www.caranddriver.com/news/a2...transmissions/

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    Re: ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid

    Is it up to par with the GM Ford 10 Speed?

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    Re: ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid

    Quote Originally Posted by mbukukanyau View Post
    Is it up to par with the GM Ford 10 Speed?
    The ZF 8HP is already recognised as one of the world's best autoboxes, perhaps THE best - this latest version fully integrates the various forms of hybrid electrified transmission which are increasingly being used by car makers to reduce emissions.

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    Re: ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid

    I find it interesting that ZF is changing the term for mild hybrid to refer a NON plugin hybrid from the OLD term referring to hybrids like GM BAS and FCA E-TORQUE where the ICE engine MUST BE RUNNING all the time and the electric drives the ICE engine

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    Re: ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid

    Were they "stupidly" designing transmissions before?

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    Re: ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid

    The ZF 8HP was always advertised as a kit, and had this functionality in many ways since day one. What they have done is improved the integration, and implementation. I see no need for FCA to use their e torque systems with the recent announcement of their procurement of ZF 8 HP E-kits.
    I want a car so violent that the mere thought of full throttle would cause a heart attack. That actually going wide open throttle in would result in nothing less than instant death!
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    Re: ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid

    Quote Originally Posted by Bare View Post
    ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid Drives


    • New modular construction system allows for both 48-volt mild hybrids and plug-in hybrids with electric power of up to 160 kilowatts
    • Integrated power electronics simplify flexible production
    • All components and control software have been intelligently developed for hybrid operation



    Friedrichshafen. Traditionally, hybrid transmissions are built by taking an efficient automatic transmission and replacing the torque converter with an electric motor with a higher power density. The technology company ZF has now turned the tables by intelligently designing its new generation 8-speed automatic transmission for hybridization from the start. The modular construction system enables mild, full, and plug-in hybrid drives to achieve top performances between 24 and 160 kilowatts. The power electronics are no longer designed as a separate unit, but instead are fully integrated into the transmission housing without increasing the outer dimensions of the transmission. With a new, significantly smaller hydraulic control unit, ZF has created the required installation space for the electric and electronic components.



    Plug-in Hybrid: New Electric Motor Equals Higher Power Density

    ZF estimates that at least 70 percent of all new vehicles in 2030 will still have an internal combustion engine. Nevertheless, a plug-in hybrid drive could considerably lower the engine‘s CO2 emissions. This is contingent on electric range and electric power, both of which must allow for driving in everyday traffic with battery power only. ZF has laid the foundation for this with the plug-in model of the new generation 8-speed automatic transmission. The electric motor has a maximum power of 160 kilowatts and a continuous output of 80 kilowatts. The maximum torque, which can be attained without actuating the internal combustion engine, is 450 newton meters, thus allowing for swift passing, even in e-mode. This does not require a significant increase of the packaging size since ZF relies on a new generation of internally developed electric motors and uses welded copper rods instead of coiled copper wire. This technology, known as the “hairpin technique,“ allows the copper fill level to be significantly increased, which has a decisive impact on the power density.

    Mild Hybrids: Variety Is Key

    In addition to plug-in hybrids with high voltages of around 300 volts, mild hybrids will also play a big role in the coming decade. They have a voltage level of 48 volts and allow for considerable CO2 savings by generating power through regenerative braking recovery that can later be used as drive power. Furthermore, mild hybrids lower pollutant emissions by providing additional power during launch and acceleration processes – driving conditions in which conventional internal combustion engines emit a relatively high amount of pollutants in a short amount of time. Forty-eight-volt drives can be installed on several locations in the driveline. Installation on the crankshaft at the engine output (“Position 1“) and on the input shaft (“Position 2“) are particularly efficient. The new generation from ZF is suitable for both installation types. The electric motor can reach a maximum power of up to 25 kilowatts and thus optimally support the internal combustion engine in virtually all operating parameters.

    Power Electronics: Active Involvement

    Electric motors must be controlled via power electronics, which both convert the direct current from the battery into the required alternating current and control the power and speed of the electric motor. Until now, these power electronics were housed in a separate, shoebox-sized box for all series hybrid transmissions. However, with the fourth generation, ZF has integrated the complete power electronics into the transmission housing for the first time ever. This is a great advantage to automotive manufacturers since hybrid drive assembly is no longer considerably more complex than that of a conventional transmission. In addition, fewer high-voltage cables are needed in the vehicle, which enhances safety. The engineers at ZF were faced with the challenge of fully integrating the power electronics into the transmission without increasing the outer dimensions. They achieved this through an ingenious cooling concept, as well as through several other developments. The power semiconductors, especially the IGBTs for the high-volt model, produce a relatively high amount of waste heat. This is dissipated by connecting the power electronics to the refrigerant circuit of the vehicle‘s air conditioning system. However, the most important development was the considerable decrease in the size of the hydraulic control unit, which triggers mechanical shifts in the transmission. The hydraulic control unit in the current generation of the 8-speed automatic transmission requires a volume of 3.1 liters, but in the next generation, it will shrink to 1.8 liters. This is made possible primarily by using direct shifting valves. In contrast to the electric pressure actuators that were previously used, these electromagnetic actuators no longer require additional pistons and bushings.

    Intelligent Adaptation to Hybrid Versions

    Each additional component of the new 8-speed construction kit was also intelligently designed for hybrid operation. This is clearly evident when it comes to the oil circuit. Previously, two oil pumps were used: a very efficient vane cell pump driven directly by the internal combustion engine and a second electric pump and/or pulse memory for electric operation. In the future, a single power-split pump will be used. When the internal combustion engine is shut down, it is driven by a small, directly attached electric motor. The mechanics of the new transmission system also contribute to efficient hybrid operation. Although the body remains the same with four planetary gear sets and five shift elements, efficiency was further increased by fine-tuning the friction power. Thanks to this, CO2 emissions were lowered by one gram per kilometer during operation with the internal combustion engine. During electric operation, the range has increased accordingly.

    Comfort Is Crucial

    The new generation 8-speed automatic transmission is designed for lengthwise installation of the engine and transmission – a drive configuration that will be successful especially in the premium segment because it satisfies the high demand for comfortable operation and noise reduction. Achieving this during hybrid operation is partly due to the solid mechanical foundation. Eight gears allow for transmission stepping of up to 8.6 with low gear steps, and thus low speed steps, over a wide speed range. In addition, the ZF-developed, centrifugal pendulum vibration absorber was optimized such that the driver barely feels the switch from electrical operation to operation with the internal combustion engine. In the future, the transmission control module will no longer be based on characteristic maps, but rather on mathematical models of all system components. This is an important prerequisite for satisfying the growing complexity of future drivelines.

    Ready for the Drives of the Next Decade

    ZF will begin manufacturing the new generation 8-speed automatic transmission in Saarbrücken, Germany, in 2022. The market launch in China and the United States will follow shortly thereafter. ZF can thus make significant strides toward ensuring that hybrid drives gain quick acceptance while reducing vehicle CO2 emissions in market segments where electrification cannot be fully implemented immediately.


    https://press.zf.com/press/en/releas...ease_9857.html
    So now all of GM's competitors that use the ZF 8-speed (most of the industry) will now create Mild and Strong Hybrids that GM could have already been producing had they continued development on their Two-Mode and Voltec powertrains and introduce a Strong Hybrid Full Size Pickup in 2019.

    Typical GM.

    NOW GM will get off of it's butt and try to "Catch Up" once again in something they pretty much created, then abandoned (seems like an ongoing problem with GM).

    Agree with the assumption that 70% of vehicles will still have ICE power in 2030 and far beyond due to the fact there is still a lot of room for improvement (emissions/efficiency) with innovation products like this and there is a standing infrastructure to support them.

    A transmission like this attached to GM's 4.3L/5.3L/6.2L and 6.6L engines would make a perfect low cost/reliable/marketable powertrain for GM's Mid-Size/Full Size Truck, Van and SUV's.

    This transmission would enable the 3.0L TD to be effective in HD Trucks as well for use in lighter load duties that most HD buyers experience in their Daily needs.

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    Re: ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid

    Quote Originally Posted by mbukukanyau View Post
    Is it up to par with the GM Ford 10 Speed?
    I'd ask that the other way around.

    Quote Originally Posted by Mr.Buttons View Post
    Were they "stupidly" designing transmissions before?
    No. Before, they evolved. This is better. Smarter, you could say.
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    Quote Originally Posted by Neanderthal View Post
    Quote Originally Posted by mbukukanyau View Post
    Is it up to par with the GM Ford 10 Speed?
    I'd ask that the other way around.

    Quote Originally Posted by Mr.Buttons View Post
    Were they "stupidly" designing transmissions before?
    No. Before, they evolved. This is better. Smarter, you could say.
    Man, in The Camaro, ZL1 The 10 speed is epic. I am sure this 8 speed is quite impressive, however, I would not count out The 10 speed as sub-par.

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    Re: ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid

    Quote Originally Posted by mbukukanyau View Post
    Man, in The Camaro, ZL1 The 10 speed is epic. I am sure this 8 speed is quite impressive, however, I would not count out The 10 speed as sub-par.
    I never said the GM/Fo 10A is sub par. What I'm saying is the ZF 8A is proven, it's been around since 2007. I had two Mopars with it, but I've never had a GM or Ford with the 10A. I can say the ZF or Chrysler-licensed version was as good as anything I've ever experienced.
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    Quote Originally Posted by Neanderthal View Post
    Quote Originally Posted by mbukukanyau View Post
    Man, in The Camaro, ZL1 The 10 speed is epic. I am sure this 8 speed is quite impressive, however, I would not count out The 10 speed as sub-par.
    I never said the GM/Fo 10A is sub par. What I'm saying is the ZF 8A is proven, it's been around since 2007. I had two Mopars with it, but I've never had a GM or Ford with the 10A. I can say the ZF or Chrysler-licensed version was as good as anything I've ever experienced.
    true, after they fixed that parked locking issue, its not showed any New defects I can think of.
    Meanwhile, I do not think anyone other than Toyota has made any money off Hybrids.
    Two mode Was excellent, but GM made no money. Honda used a version of GM in The accord Hybrid, but also abandoned it, now they are giving if a second try.
    The Malibu Hybrid is excellent, so hopefully, ZF gets automakers economies of scale.

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    Re: ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid

    ZF 8HP is the best automatic transmission for longitudinal application. It hunts the least and it has the widest ratio.

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    Re: ZF Intelligently Designs New Generation 8-speed Automatic Transmission for Hybrid

    The 8HP electrification kit is still a compromise in comparison to dedicated systems like GM's Voltec or SUV/ Truck 2 mode hybrid. GM knowing this could have adapted their existing systems, and easily shaded Ford, and Ram's hybrid introductions.
    I want a car so violent that the mere thought of full throttle would cause a heart attack. That actually going wide open throttle in would result in nothing less than instant death!
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    Quote Originally Posted by germeezy1 View Post
    The 8HP electrification kit is still a compromise in comparison to dedicated systems like GM's Voltec or SUV/ Truck 2 mode hybrid. GM knowing this could have adapted their existing systems, and easily shaded Ford, and Ram's hybrid introductions.
    Is there money to be made?

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