In the coming decade,_{CO2 limits} will be tightened further in key automotive markets. For example, the European Union is planning to reduce the fleet limit of 95 grams of_CO2 per kilometer applicable for 2021 by a further 30 percent by 2030. At the same time, fixed quotas for vehicles with alternative drive systems must be met in some markets such as China and California. Since not only the legal requirements but also customer preferences differ from country to country, the new Schaeffler E-Mobility division is focusing on a variety of different drive solutions. In order to nevertheless realize cost-effective electric and hybrid vehicles, the electric and electronic drive components are based on a common development platform. It includes hardware components such as electric motors and power electronics as well as all the essential software components required to control the drive.

The company is already achieving great market success with dual clutches and hybrid modules for hybrid vehicles in which the electric drive is positioned between the combustion engine and the transmission - engineers refer to this as a "P2 arrangement". In the current second generation of the hybrid module, the separating clutch, which decouples the hybrid module from the combustion engine during electric driving, has already been successfully accommodated inside the electric motor. With the third generation of the module presented for the first time at the Schaeffler Colloquium, the complete double clutch is now also moving into the interior of the electric motor, more precisely into the cavity of the rotor. In order to ensure the necessary frictional connection, multi-plate clutches are used, which are also used in principle in high-performance sports cars. In combination with the likewise highly integrated actuators for actuating the three clutches, this creates an extremely compact hybrid module that only slightly lengthens the drivetrain compared to a purely combustion engine variant.

With the increasing market share of plug-in hybrid vehicles, car manufacturers are rethinking their transmission concepts. Instead of arranging the electric motor in front of and behind the transmission, it is becoming conceivable to marry the electric drive and transmission in such a way that a construction and functional unit is created. Schaeffler is presenting a revolutionary concept for such a "dedicated hybrid transmission" to the public for the first time at the colloquium. The "DH-ST 6+2" (Dedicated Hybrid Transmission) is based on an automated manual transmission and offers two electric and six mechanical gears. The electric motor, which works in parallel with the combustion engine, is integrated into the transmission structure in such a way that two gear ratios are available for it. The advantage: the electric motor can also be operated very efficiently at high driving speeds. Two transmission ratios are also available exclusively for the combustion engine. A type of multiplier gearbox between the two partial gearboxes ensures that the combustion engine also uses the partial gearbox of the electric path, so that it has four additional gears at its disposal. The dual use of one gear set level means that only five gear levels are required for the six gears. Simulations show that the "DH-ST 6+2" with a system output of 220 kilowatts not only achieves sporty driving performance, but also very low WLTC fuel consumption of around 4.5 l/100 km.

In 2011, a concept vehicle with two electric axle drives on the front and rear axles was presented, which also had active torque distribution between the wheels of one axle. Schaeffler is now not only supplying key components for such a drive in series production, but has also developed a complete modular system for electric axles. It includes both parallel-axle and coaxial drive variants, including the optional components for the differential, shiftable two-speed transmission and active torque distribution. Using a configurator, which the company is presenting for the first time at the colloquium, electric axle drives for electric and hybrid vehicles can be defined in future according to the requirements for installation space, driving performance and function.

A comparison of the axle drive from 2011 with a current version shows just how much progress has been made in the field of electric drives. While the axle drive at the beginning of the decade still provided a maximum output of 60 kilowatts with a weight of 90 kilograms, the latest generation achieves 145 kilowatts, although the weight has been reduced by ten kilograms. "Such results can only be achieved because we develop the electrical, mechanical and electronic components of our drives using a systems approach," explains Schaeffler Automotive CEO Matthias Zink. "We see ourselves as a development partner for all forms of electrification. Today, Schaeffler offers a well-assorted and comprehensive technology portfolio that can be used to electrify the powertrain. For example, we offer hybrid modules for the P2 position alone, both in combination with torque converters, CVT transmissions and dual clutches. This is where the in-depth mechanical expertise of our technology company proves to be another strength from which our customers benefit," adds Matthias Zink. "We therefore supply the ideal products for the various customer requirements and mobility needs." kp