International

OPEN ACCESS Journal

Of Modern Engineering Research (IJMER)

8HP70 Automatic Transmission- Basic Design Analysis and

Modular Hybrid Design Recommendations
Abhinav Sureshbabu
*(Department of Automotive Engineering, University of Michigan- Dearborn, USA)

ABSTRACT:Hybrid vehicles offer a huge potential for fuel consumption improvement when
compared with conventional vehicle power trains. However, the sales volumes of the hybrid vehicles
form a very small percentage of the total volume. In the light of uncertain future volume developments,
series-parallel hybrid offers the advantage of modular design aspects, which is one of the key criteria
for cost reduction and the re-use of parts. This paper analyses the modular hybrid design compatibility
of 8HP70, one the most common automatic gearbox in the automotive industry. The paper first
analyzes the basic design of the transmission and then provides different parallel hybrid configuration
options that the transmission can be used with.
Keywords:8HP70, Series-parallel hybrid,modular hybrid, automatic transmission

I. INTRODUCTION
To overcome the current environmental issues and increasing fuel prices, hybrid electric vehicles
(HEV) and electric vehicles (EV‟s)
Keywords:Automatic are gaining
transmission, 8HP70, Hybrid configurations
more prominence. Vehicles like Toyota Prius and GM Volt have
shown impressive sales numbers in the past decade. These vehicles use power split hybrid configuration that
requires special power split device and complicated control algorithms. However, it is essential that many other
vehicle manufacturers, that use only conventional powertrains, should also consider providing hybrid options in
their lineup. One such approach is the conceptof modular hybrid transmission designs.Using such designs,
hybrid functions can be augmented in the existing powertrain with relative ease.The level of hybridization can
be determined depending on the fuel economy requirements of the vehicle. For example, up to eight percent of
fuelconsumption in passenger cars can be saved alone by using amicro hybrid, particularly for driving
conditions in inner citytraffic. This paper explores various hybrid configuration that can be achieved using
readily available components in the market. The paper first discusses the basic design of the 8HP70
transmission. Then, the various series-parallel hybrid configurations suitable for modular approach are
discussed.

II. TRANSMISSION DESIGNANALYSIS

The stick diagram of 8HP708-speed transmission is shown in Fig 1. The transmission has four
planetary gear sets named PGT 1, PGT 2, PGT 3 and PGT 4. To make multiple gear ratios possible, the
transmission has two brakes (A and B) and three clutches (C, D, and E). The clutch diagram and the gear ratios
of this transmission is given in TABLE 1.

Fig 1.(Source: [2])

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 8HP70automatic Transmission- Basic Design Analysis And Modular Hybrid Design…..
Table1(Source: [2])

The characteristic equations of the four planetary gear sets are given below:
𝝎𝑺𝟏 + 𝜷𝟏 𝝎𝑹𝟏 + 𝟏 + 𝜷𝟏 𝝎𝑪𝟏 = 𝟎
𝝎𝑺𝟐 + 𝜷𝟐 𝝎𝑹𝟐 + 𝟏 + 𝜷𝟐 𝝎𝑪𝟐 = 0
𝝎𝑺𝟑 + 𝜷𝟑 𝝎𝑹𝟑 + 𝟏 + 𝜷𝟑 𝝎𝑪𝟑 = 𝟎
𝝎𝑺𝟒 + 𝜷𝟒 𝝎𝑹𝟒 + 𝟏 + 𝜷𝟒 𝝎𝑪𝟒 = 𝟎
In these equations ω refers to the angular speed of the various components indicated by its subscript (S
- sun, R- ring and C- career). The planetary gear parameter β is defined as the ratio between the number teeth of
the ring to the number of teeth of the sun gear for the respective gear sets. Using these equations, the
information from the stick diagram and the gear ratios, the 𝜷𝟏 , 𝜷𝟐 , 𝜷𝟑 and𝜷𝟒 values were determined:
𝜷𝟏 = 2.0
𝜷𝟐 = 2.0
𝜷𝟑 = 1.61
𝜷𝟒 = 3.696

Additionally, the torque values of all the clutches and brakes in static condition was computed as
mentioned in TABLE 2. Each torque value is expressed as a magnitude of the input torque.For example, in the
first gear, torque on A is 1.232 times input torque and so on.
All the values derived in TABLE 2 can be used to model the 8P70H transmission for static conditions.
For, the dynamic conditions, the calculations get complicated and is beyond the scope of this paper. However,
the torque values in the table give us a fair idea of the magnitude of torque that the clutches and brakes will
experience. In fact, in one of the hybrid configuration, integrated starter element (ISE) is used in place of torque
converter. In such cases, the torque capacity of the clutches or brakes used as a part ISE becomes critical.

Table2

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 8HP70automatic Transmission- Basic Design Analysis And Modular Hybrid Design…..

III. MOTOR/ GENERATOR AND HYBRID MODULE UNITS

This section describes the two most important components required for realizing various hybrid configuration
usingthis transmission: motor/generator unit and hybrid coupling module.
3.1 Motor/generator unit:
To convert the 8-speed transmission into hybrid system, compact motor/generators are required. The motors
used here will be different from conventional motors. These have permanently excited neodymium iron boron
magnets so no electric current is needed to excite the field. This means that the power electronics can be smaller.
Many companies have designed robust motors specifically for 8HP70. One such motor has been shown in Fig 2.
3.2 Hybrid modules:
The hybrid modules usually consist of electric motor, torsional damping, and wet clutch integrated into a single
unit. This unit aims at integrating the module into existing driveline architectures without taking up additional
installation space.These hybrid modules are available in the market and are already in mass production. One
such hybrid module unit has been shown in Fig 3.

Fig: 2(Source: Into the future with e- mobility- ZF Product catalogue)

Fig: 3 (Source: Into the future with e- mobility- ZF Product catalogue)

IV. MILD AND MICRO HYBRID CONFIGURATIONS

Thefollowing two sections will describe the different hybrid configurations that can be used for the
8HP70 automatic transmission. The primary design objective is maximum compatibility with the core elements
of the basic transmission without having to resort to additional measure. The secondary objective is to keep the
need for extra installation space to a minimum.

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 8HP70automatic Transmission- Basic Design Analysis And Modular Hybrid Design…..
In this paper, we will use SAE‟s numbering conventionto denote the location of the motor as follows (also
shown in Fig 4):
P0/P1 - use of a BSG/ISG for start-stop functionality
P2 - an electric motor sandwiched between the ICE and transmission
P3 - an electric motor coupled to the lay-shaft of the transmission
P4 - rear axle powered by electric motor in FWD vehicle

Fig: 4 (Source: [5])

4.1 P0/P1 Hybrid Configurations:
The general architecture to implement P1 hybrid options for thegearbox is shown in Fig 5.

Fig: 5 (Source: [5])

4.1.1 Micro Hybrid

Micro Hybrid includes an integrated starter generator and energy recuperation system. In this variant of
the transmission, there is an additional installation of an electric motor between the transmission and the
combustion engine. Amotor or the starter/generator motor, mentioned in the previous section, can be used for
this purpose. The electric machine is usually in a power range between 10 and 20 KW.

4.1.2 Mild hybrid

“Mild” stands for a hybrid system which does not allow electric driving. The motor only supports the
engine during high power demands. For example, in the case of full throttle operation, acceleration can be
reinforced by boosting (the combination of full combustion engine and electric motor torque). In this case, too,
the electric machine is in a power range between 10 and 20 kW. Fig 6 shows the placement of motor for mild
hybrid configuration.

Fig: 6 (Source: [1])

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 8HP70automatic Transmission- Basic Design Analysis And Modular Hybrid Design…..
4.1.3 Mild+ hybrid
“Mild+” basically includes some functions of a full hybrid system - i.e. electric driving or crawling without
combustion engine. Therefore, the topology for this transmission concept requires an engine-separating clutch as
shown in Fig: 7.

Fig:7

V. FULL HYBRID CONFIGURATIONS

The 8HP70 transmission can effectively be used in multiple series-parallelhybrid configurations with
and without torque converter.Although it is possible to think of many other configurations, only some of them
can be realized using minimum number of components. Most of the configurations used in this paper require
only those components that were described in the previous section as the goal of the paper is to reduce system
complexity.In the following block diagrams, P1, P2 and P3 are motor/generators whose specifications are
selected based on the power requirements and fuel efficiency targets.
5.1 P 1 - P 3 c o n f i g u r a t i o n w i t h T o r q u e c o n v e r t e r
In this configuration, the engine can charge the battery via the P1 motor/generator. Additionally,
regenerative braking is also possible through P3 motor generator. In motor-only drive mode, P3 drives the
wheels and the clutch C1 is fully disengaged as the engine is used only to charge the battery. In such a
configuration, the IC engine can be made to operate in an optimum region of high fuel economy. In pure electric
mode, the engine is switched off and the motor P3 drives the vehicle using the battery power.To drive the
vehicle in full IC engine mode, the engine separating clutch C1 can be engaged.

Fig: 8

5.2 P1-P2 configuration with Torque converter

This configuration is same as the previous except that the location of the motor has been changed.
Placing the motor P2 before the gear box makes it possible to use less powerful motor since the torque
multiplication can be done by the gearbox. However, implementing regenerative braking becomes difficult.

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C1

Fig: 9
5.3 P2P3 Switching configuration with Torque converter
In this configuration, the hybrid controller can switch between P1-P2 and P2-P3 configurations.
Engaging clutch C1 will connect the engine to battery for charging. Engaging clutch C2 enable regenerative
braking to take place through motor/generator P3.

Fig: 10

5.4 Hybrid configurations using Integrated starting element

All the above configurations can be achieved with 8P70H transmission without using the torque
converter. Here, in the purely electric driving mode, the electric motor is used as starting device. In a combined
or purely combustion-engine powered operation, setting-off is enabled by means of an „Integrated starting
element‟ (IAE).In IAE, brake B, which is a wet multidisc shift element in the basic transmission, can used as a
starting element. The location of this element in the gearbox is shown in Fig 12.In order to implement the IAE,
some modifications to the gearbox is required. This includes extending the diameter of the multidisc package,
increasing the number of multidisc, and improving the cooling. Thus, the power transfer capacity and the
thermal load capacity of the starting element can be increased. Some studies have rated this IAE starting
element to be suitable for starting torques of up to 550 Nm.

`
Fig: 11 (Source: [1])

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 8HP70automatic Transmission- Basic Design Analysis And Modular Hybrid Design…..

Fig: 12 (Source: [1])

VI. CONCLUSION
The design analysis of the 8P70H transmission gave us the torque values and the planetary gear
parameters. These values are crucial in modelling the transmission for any application. It is evident that
converting the existing transmission into a hybrid drive line can help in contributing to the reduction of CO2
emissions in vehicles. However, because of questions related to likely market penetration and high BOM costs,
hybrid drive development represents a huge economic challenge. In such a scenario, the modular kit can help
reduce some of the burden. This paper has taken a conventional transmission as an example and has given
recommendations for hybridization. As mentioned before, the paper has used minimum additional components,
most of which have been designed to be compatible with 8P70H. Based on cost/benefit analysis, a suitable
configuration can be selected and applied in a real vehicle. The same analysis can also be performed for other
automatic transmissions and possible hybrid configurations can be found.

REFERENCES
[1]. Ralf Kubalczyk, “The modular Hybrid Transmission Kit from ZF”, SAE international, 2013,
013-01-1446.
[2]. Heribert Scherer, Manfred Bek and Stefan Kilian, “ ZF New 8-speed Automatic transmission 8HP70 -Basic Design
and Hybridization”, SAE international, 2013, 2009-01-0510
[3]. Jakob Howard and Mike Savage, “The Future of Mild Hybrid Systems in the Transmission”, SAE International,
2017, 2017-26-0101.
[4]. Ajay Kumar Gupta, V Kartik and C P Ramanarayanan ,“ Experimental Study on Performance of a Parallel Diesel
Hybrid Vehicle Retrofitted with a Single Planetary Gear Train as an Add-On Transmission”, SAE International,
2016, 2016-28-0154
[5]. SAE International, “(R) Hybrid Electric Vehicle (HEV) and Electric Vehicle (EV) Terminology “, Surface Vehicle
Information Report, 2014, J1715
[6]. Gutmann, P, Gehring, A, “8HP70H - Mild-Hybrid Transmission from ZF”Lecture: VDI Congress Transmissionsin
Vehicles, Friedrichshafen, 2010-06-22
[7]. Kubalczyk, R, Mohr. M and Casals, P,“Fuel Saving Potential of the ZF hybrid Transmission System”. Lecture:
VDICongress Transmissions in Vehicles, Friedrichshafen, 2009-06-30
[8]. Schneider H.-J,“Hybrid Drive Module for Automatic Transmissions”. Lecture: 10th international CTI
Symposium,Berlin, 2011-12-5

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