MSYS is a next generation transmission for electric vehicles. The heart of the system is an alternative approach to powershifting (no torque interruption) achieved by separating the existing functions of a synchronizer.
The system requires no power to hold the transmission in gear, increasing efficiency, enabling the vehicle manufacturer to improve vehicle range or reduce battery size and cost. MSYS has shown up to a 15% reduction in energy consumption on the New European Driving Cycle (NEDC) compared to a single speed EV powertrain and offers a 40% weight saving to the powertrain.
It is a low-cost solution to meeting European fleet CO2 targets and extracts the maximum return on the investment made in existing and future EV technologies.
DSD engineered, tested and developed an all new transmission for an internationally renowned manufacturer of off-highway vehicles.
Placing the contract for this new generation transmission with DSD represented a major vote of confidence in the company’s capabilities, as it will be used in a range of future vehicles for many years to come.
In a cycle of continuous product improvement, our customer identified the need for a smaller, lighter, more efficient and more cost-effective transmission that would suit a range of vehicles over the next 15 years.
DSD initially undertook specific problem-solving activities on the project, but as the client faced an internal resource bottleneck the complete program was outsourced. We produced the concept design from scratch to meet the client’s specification, then developed the detail design to the level of production-intent. DSD engineered the hydraulic clutch actuation system, using proprietary electro-hydraulic control valves, defining hydraulic pump, clutch feed porting, distribution and lubrication system and galleries. We procured the hardware and assembled the prototypes.
Because the transmission applies to a number of vehicles, the total annual volume will run to tens of thousands of units.
DSD were engaged to lead the engineering of an all-new transmission for a Chinese passenger car, with the target to produce an efficient transmission that would be a fully competitive product against any other in Europe.
A key feature of the design was to ‘future-proof’ the transmission to ensure it would remain in strong demand for up to 15 years. The engineering team achieved this by providing flexibility in the choice of ratios and final drives as well as the efficient selection of bearings.
A measure of the project’s success is that some of the major European car producers are now interested in buying the transmission for use in their own vehicles.
The SCM transmission is a 6-speed manual for East-West installation with a torque capacity of 360Nm and highly competitive levels of refinement, efficiency, manufacturing cost and packaging.
DSD led the engineering and prototype assembly phases, providing support all the way to production. It led and managed a team of client engineers throughout the project, which included a process of knowledge transfer, and made extensive use of CAE techniques to ensure the refinement targets were met.
The new transmission will be produced at the rate of a hundred thousand units per annum.
DSD was responsible for integrating a single motor hybrid strategy across a volume manufacturer’s vehicle range.
During this project, three different demonstrators were built that covered MHEV to PHEV and included East/West and North/South powertrain variants. The company used its skills and experience as hybrid integrators, particularly its knowledge of torque infill, to obtain the optimum results from a variety of system architectures.
DSD’s responsibility was to develop the hybrid module for a multi-platform vehicle using an East-West powertrain. The initial demonstrator module included an axial flux motor, a disconnect clutch and actuation and a torsional damper.
This was followed by a second vehicle with a downsized engine and radial flux machine.
The program was extended to a North-South platform and the electric motor significantly uprated. Additional proposals were made for a 48v derivative and the substitution of a wet clutch assembly to replace the conventional torque converter in the automatic transmission.
As systems integrator, DSD steered the project through each iteration to achieve the optimum hybrid strategy for each different car line architecture. The company’s expertise in PHEV strategy – including the benefits and limitations of torque infill – helped the client identify the optimum arrangement for transmission and hybrid configuration.