{"id":11553,"date":"2023-08-02T14:20:32","date_gmt":"2023-08-02T14:20:32","guid":{"rendered":"https:\/\/cti-symposium.world\/de\/?page_id=11553"},"modified":"2023-08-11T09:43:10","modified_gmt":"2023-08-11T09:43:10","slug":"news","status":"publish","type":"page","link":"https:\/\/cti-symposium.world\/de\/news\/","title":{"rendered":"News"},"content":{"rendered":"\n<div class=\"wp-block-group alignwide is-layout-constrained wp-block-group-is-layout-constrained\"><div class=\"cti-block-blog-posts alignwide\" data-atts=\"{&quot;title&quot;:&quot;News from cti-symposium.world&quot;,&quot;rest_api_url&quot;:&quot;https:\\\/\\\/cti-symposium.world\\\/wp-json\\\/wp\\\/v2\\\/posts\\\/&quot;,&quot;category&quot;:&quot;23&quot;,&quot;exclude&quot;:&quot;&quot;,&quot;include&quot;:&quot;&quot;,&quot;number&quot;:&quot;9&quot;,&quot;load_more&quot;:true,&quot;loadmore_text&quot;:&quot;Load more...&quot;,&quot;show_excerpt&quot;:true,&quot;readmore_text&quot;:&quot;Continue reading&quot;,&quot;modal&quot;:true}\" >\n            <h2 class=\"block-heading\">News from cti-symposium.world<\/h2>\n        <div class=\"grid grid-cols-1 md:grid-cols-2 xl:grid-cols-3 gap-8\">\n            <div class=\"post-wrapper shadow rounded-2xl bg-white\">\n        <article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9448\" data-categories=\"[7,23,22,8,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/taurus-a-powerful-mix-of-industry-standard-and-lessons-learned-through-experience\/\" title=\"Taurus: a powerful mix of industry standard and lessons learned through experience\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/05\/cti_mag_cover-768x432.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose prose-sm max-w-none\">\n            <h2 class=\"mt-0 text-base leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/taurus-a-powerful-mix-of-industry-standard-and-lessons-learned-through-experience\/\" title=\"Taurus: a powerful mix of industry standard and lessons learned through experience\">Taurus: a powerful mix of industry standard and lessons learned through experience<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-05-12T10:10:58Z\" itemprop=\"datePublished\">\n                Posted on 12th May 2026\n            <\/time>\n                            <p>Automotive drivetrain engineers aim to perfect and refine electric drive lines to the point where they operate right at the edge of what is physically possible. This requires simulation models, to act as cost function in the design process or to train reduced order models. These latter models should incorporate all physical loss and performance [&hellip;]<\/p>\n\n                                    <a class=\"more-link\" href=\"https:\/\/cti-symposium.world\/taurus-a-powerful-mix-of-industry-standard-and-lessons-learned-through-experience\/\" target=\"_blank\">Continue reading<\/a>\n                                    <\/div>\n    <\/div>\n                <button\n    class=\"\n    bg-transparent \n    px-[1em] py-[0.5em] \n    text-sm \n    text-white \n    font-normal \n    border-none\n    rounded-none\n    absolute top-0 left-0 right-0 bottom-0 w-full opacity-0 hover:opacity-100 transition-opacity duration-300 ease-in-out \n    \"\n    data-te-toggle=\"modal\" data-te-target=\"#modal-post9448\">\n    \n  <\/button>\n    <\/article>\n\n                                 \n<div\n  data-te-modal-init\n  data-te-backdrop=\"true\"\n  \n  class=\"fixed hidden z-[1055] outline-none left-0 top-0 h-full w-full overflow-y-auto overflow-x-hidden\"\n  id=\"modal-post9448\"\n  tabindex=\"-1\"\n  aria-modal=\"true\"\n  aria-hidden=\"true\"\n  role=\"dialog\">\n  <div\n    data-te-modal-dialog-ref\n    class=\"pointer-events-none flex items-center w-auto opacity-0 transition-all duration-300 ease-in-out           relative min-h-[calc(100%-1rem)] translate-y-[-50px] min-[576px]:mx-auto min-[576px]:my-7\n   min-[576px]:max-w-[500px] min-[992px]:max-w-[800px]\">\n    <div\n      class=\"pointer-events-auto relative flex w-full flex-col rounded-lg border-none bg-white text-current shadow-lg bg-clip-padding outline-none\">\n      <div\n        class=\"flex justify-end items-center p-4\">\n        <!--Close button-->\n        <button\n          type=\"button\"\n          class=\"box-content rounded-none border-none hover:no-underline hover:opacity-75 focus:opacity-100 focus:shadow-none focus:outline-none\"\n          data-te-modal-dismiss\n          aria-label=\"Close\">\n          <svg\n            xmlns=\"http:\/\/www.w3.org\/2000\/svg\"\n            fill=\"none\"\n            viewBox=\"0 0 24 24\"\n            stroke-width=\"1.5\"\n            stroke=\"currentColor\"\n            class=\"h-6 w-6\">\n            <path\n              stroke-linecap=\"round\"\n              stroke-linejoin=\"round\"\n              d=\"M6 18L18 6M6 6l12 12\" \/>\n          <\/svg>\n        <\/button>\n      <\/div>\n\n      <!--Modal body-->\n      <div class=\"relative p-6 pt-0 \"><article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9448\" data-categories=\"[7,23,22,8,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/taurus-a-powerful-mix-of-industry-standard-and-lessons-learned-through-experience\/\" title=\"Taurus: a powerful mix of industry standard and lessons learned through experience\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/05\/cti_mag_cover.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose max-w-none\">\n            <h2 class=\"mt-0 text-2xl leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/taurus-a-powerful-mix-of-industry-standard-and-lessons-learned-through-experience\/\" title=\"Taurus: a powerful mix of industry standard and lessons learned through experience\">Taurus: a powerful mix of industry standard and lessons learned through experience<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-05-12T10:10:58Z\" itemprop=\"datePublished\">\n                Posted on 12th May 2026\n            <\/time>\n                            <p>Automotive drivetrain engineers aim to perfect and refine electric drive lines to the point where they operate right at the edge of what is physically possible. This requires simulation models, to act as cost function in the design process or to train reduced order models. These latter models should incorporate all physical loss and performance mechanisms and should be computationally efficient at the same time. Often however, important contributions to efficiency or performance drops are hidden in empirical build factors. These factors can only be quantified too late in the design process, i.e. after testing of the first prototypes.<\/p>\n<p><!--more--><\/p>\n<p>Based on our experience we developed Taurus, a simulation tool chain that uses industry standard tools, but adds the necessary embedded experience to capture detailed impact from component level, all the way up to the drivetrain level.<\/p>\n<p><strong>Use case: Taurus eliminates the use of build-factors for motor loss prediction<\/strong><\/p>\n<p>Detailed modelling in Taurus allows to calculate in a computationally efficient way the loss contributions in the motor induced by manufacturing effects and high-frequency operation. This includes degraded material properties at the cutting edges and mechanical pressure for the manufacturing effects. PWM switching induced losses in the magnets, copper, and iron are also calculated. Figure 1 illustrates the delta in amount of losses and their spatial distribution by including these effects. Prior to the calculations, additional material characterizations have been carried out.<\/p>\n<p>&nbsp;<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9450\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/05\/DRV_OnePagerFig1.jpg\" alt=\"\" width=\"900\" height=\"279\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/05\/DRV_OnePagerFig1.jpg 900w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/05\/DRV_OnePagerFig1-300x93.jpg 300w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/05\/DRV_OnePagerFig1-768x238.jpg 768w\" sizes=\"auto, (max-width: 900px) 100vw, 900px\" \/><br \/>\n<small>Figure 1: ignoring PWM-induced losses and manufacturing effects leads to incorrect loss distribution data.<\/small><\/p>\n<p>&nbsp;<\/p>\n<p>This spatial loss information is calculated for all operating points and thus allows further detailed analysis utilizing the data in time-based simulations to identify hot spots or to calculate cycle consumption for the full driveline.<\/p>\n<p>&nbsp;<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9451\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/05\/DRV_OnePagerFig2.jpg\" alt=\"\" width=\"700\" height=\"421\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/05\/DRV_OnePagerFig2.jpg 700w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/05\/DRV_OnePagerFig2-300x180.jpg 300w\" sizes=\"auto, (max-width: 700px) 100vw, 700px\" \/><br \/>\n<small>Figure 2: Cycle loss breakdown: industry standard tool (build-factors) vs. Taurus (first principles).<\/small><\/p>\n<p>&nbsp;<\/p>\n<p>The net effect of this increased fidelity on a drive cycle consumption is visible in Figure 2. It compares the loss predictions from an industry standard tool (using build factors) with the first-principles approach from Taurus and shows the correlation with measurements.<\/p>\n<p><strong>Conclusion<\/strong><\/p>\n<p>With limited additional characterization, a detailed and computationally efficient calculation allows to optimize cycle consumption and avoid local hot spots. By adhering to two main principles: leveraging industry standard tools and including loss mechanisms on a first principles basis, Taurus enables fast driveline R&amp;D support from concept to troubleshooting.<\/p>\n<hr \/>\n<p><strong>Introducing DRV Solutions<\/strong><\/p>\n<p>DRV Solutions is an engineering partner for advanced electric drive lines, supporting from concept to validation. We combine motor &amp; power electronics design, full driveline analysis, and system integration expertise in our Taurus Toolkit. This enables us to accelerate your design and troubleshoot performance issues.<\/p>\n\n                    <\/div>\n    <\/div>\n    <\/article><\/div>\n    <\/div>\n  <\/div>\n<\/div>\n            <\/div>\n    <div class=\"post-wrapper shadow rounded-2xl bg-white\">\n        <article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9440\" data-categories=\"[7,23,22,8,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/how-deeptech-is-already-revolutionising-ev-powertrain-engineering\/\" title=\"How deeptech is already revolutionising EV powertrain engineering\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/05\/artikel-monumo-768x432.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose prose-sm max-w-none\">\n            <h2 class=\"mt-0 text-base leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/how-deeptech-is-already-revolutionising-ev-powertrain-engineering\/\" title=\"How deeptech is already revolutionising EV powertrain engineering\">How deeptech is already revolutionising EV powertrain engineering<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-05-06T06:11:51Z\" itemprop=\"datePublished\">\n                Posted on 6th May 2026\n            <\/time>\n                            <p>Simon Shepherd, Head of eDrive and Chief Product Officer, Monumo Deeptech is transforming EV powertrain engineering by introducing new levels of computational freedom, speed, and system integration, allowing companies to achieve levels of performance and cost reduction previously out of reach through existing methods.<\/p>\n\n                                    <a class=\"more-link\" href=\"https:\/\/cti-symposium.world\/how-deeptech-is-already-revolutionising-ev-powertrain-engineering\/\" target=\"_blank\">Continue reading<\/a>\n                                    <\/div>\n    <\/div>\n                <button\n    class=\"\n    bg-transparent \n    px-[1em] py-[0.5em] \n    text-sm \n    text-white \n    font-normal \n    border-none\n    rounded-none\n    absolute top-0 left-0 right-0 bottom-0 w-full opacity-0 hover:opacity-100 transition-opacity duration-300 ease-in-out \n    \"\n    data-te-toggle=\"modal\" data-te-target=\"#modal-post9440\">\n    \n  <\/button>\n    <\/article>\n\n                                 \n<div\n  data-te-modal-init\n  data-te-backdrop=\"true\"\n  \n  class=\"fixed hidden z-[1055] outline-none left-0 top-0 h-full w-full overflow-y-auto overflow-x-hidden\"\n  id=\"modal-post9440\"\n  tabindex=\"-1\"\n  aria-modal=\"true\"\n  aria-hidden=\"true\"\n  role=\"dialog\">\n  <div\n    data-te-modal-dialog-ref\n    class=\"pointer-events-none flex items-center w-auto opacity-0 transition-all duration-300 ease-in-out           relative min-h-[calc(100%-1rem)] translate-y-[-50px] min-[576px]:mx-auto min-[576px]:my-7\n   min-[576px]:max-w-[500px] min-[992px]:max-w-[800px]\">\n    <div\n      class=\"pointer-events-auto relative flex w-full flex-col rounded-lg border-none bg-white text-current shadow-lg bg-clip-padding outline-none\">\n      <div\n        class=\"flex justify-end items-center p-4\">\n        <!--Close button-->\n        <button\n          type=\"button\"\n          class=\"box-content rounded-none border-none hover:no-underline hover:opacity-75 focus:opacity-100 focus:shadow-none focus:outline-none\"\n          data-te-modal-dismiss\n          aria-label=\"Close\">\n          <svg\n            xmlns=\"http:\/\/www.w3.org\/2000\/svg\"\n            fill=\"none\"\n            viewBox=\"0 0 24 24\"\n            stroke-width=\"1.5\"\n            stroke=\"currentColor\"\n            class=\"h-6 w-6\">\n            <path\n              stroke-linecap=\"round\"\n              stroke-linejoin=\"round\"\n              d=\"M6 18L18 6M6 6l12 12\" \/>\n          <\/svg>\n        <\/button>\n      <\/div>\n\n      <!--Modal body-->\n      <div class=\"relative p-6 pt-0 \"><article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9440\" data-categories=\"[7,23,22,8,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/how-deeptech-is-already-revolutionising-ev-powertrain-engineering\/\" title=\"How deeptech is already revolutionising EV powertrain engineering\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/05\/artikel-monumo.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose max-w-none\">\n            <h2 class=\"mt-0 text-2xl leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/how-deeptech-is-already-revolutionising-ev-powertrain-engineering\/\" title=\"How deeptech is already revolutionising EV powertrain engineering\">How deeptech is already revolutionising EV powertrain engineering<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-05-06T06:11:51Z\" itemprop=\"datePublished\">\n                Posted on 6th May 2026\n            <\/time>\n                            <p><strong>Simon Shepherd,<\/strong> Head of eDrive and Chief Product Officer, Monumo<\/p>\n<p>Deeptech is transforming EV powertrain engineering by introducing new levels of computational freedom, speed, and system integration, allowing companies to achieve levels of performance and cost reduction previously out of reach through existing methods.<\/p>\n<p><!--more--><\/p>\n<p><strong>Nature-Inspired System Design<\/strong><\/p>\n<p>Modern engineering increasingly draws inspiration from nature, where efficiency is achieved through adaptation and system-level harmony. EV developers are now using advanced computational tools to explore organic, highly optimised component shapes and system architectures; mirroring, for example, how a tree or a bird\u2019s wing achieves a perfect balance of forces. Unlike natural evolution, which takes millennia, digital tools allow engineers to iterate and converge on superior solutions within weeks, critical for keeping pace with rapidly changing industry and regulatory demands.<\/p>\n<p><strong>Overcoming Conventional Barriers<\/strong><\/p>\n<p>Classic engineering methods, which adjust just a handful of design parameters, can no longer solve today\u2019s complex powertrain optimisation challenges. Next-generation computational platforms let engineers evaluate vast combinations of component geometries and system parameters \u2013 tens of millions, in some cases -far beyond what\u2019s possible with manual approaches or simple brute-force computation. Intelligent automated routines and novel search strategies deliver the breakthroughs needed when conventional software and human time simply cannot scale<\/p>\n<p><strong>Real-World Results at Scale<\/strong><\/p>\n<p>Breakthrough deeptech platforms \u2013 like Monumo\u2019s Anser\u00ae Engine \u2013 are now enabling EV makers to rapidly generate and assess hundreds of thousands of valid designs for components such as motors and gearboxes.<\/p>\n<ul>\n<li>In recent projects, 250,000+ viable motor designs were created in just three days, trimming magnet use by more than 8 % and cutting costs by 4 %, saving \u20ac15 per vehicle. [1]<\/li>\n<li>Expanding system optimisation to include additional variables (e.g. stator dimensions, gears, and motor length) produced over 550,000 valid solutions in five days, achieving savings as high as 11 % (\u20ac43 per unit), or reducing losses by 12.5 % at no added cost. [2][1]<\/li>\n<\/ul>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-9443 alignnone\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/05\/img1.jpg\" alt=\"\" width=\"674\" height=\"371\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/05\/img1.jpg 674w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/05\/img1-300x165.jpg 300w\" sizes=\"auto, (max-width: 674px) 100vw, 674px\" \/><\/p>\n<p><strong>The Next Frontier<\/strong><\/p>\n<p>The emergence of \u201cgenerative design\u201d tools \u2013 able to propose promising designs directly \u2013 suggests future engineering cycles will be radically compressed, possibly delivering optimal solutions within minutes instead of days. Monumo\u2019s technology roadmap forecasts continued gains as greater systemlevel freedom, parametric control, and digital intelligence are brought to bear:<\/p>\n<ul>\n<li>Motor-only optimisation: ~5 % cost reduction<\/li>\n<li>Whole-system integration: 10 %+<\/li>\n<li>Projected potential with full-system and freeform optimisation: 20 %+ cost reduction.<\/li>\n<\/ul>\n<p>Deeptech is no longer a future prospect: it is already driving major advances in EV powertrain cost, weight, and performance, for the manufacturers prepared to fully adopt it.<\/p>\n<p><strong>Simon Shepherd<\/strong> is Head of eDrive and Chief Product Officer at Monumo, a deeptech startup based in Cambridge and Coventry, UK, specialising in AI-driven engineering solutions. Ready to explore how deep-tech can transform your powertrain development? Contact Simon.Shepherd@Monumo.com, see more at monumo.com listen to him speak about our latest developments at 11:15 on Wednesday 3rd December in Deep Drive Track L.<\/p>\n\n                    <\/div>\n    <\/div>\n    <\/article><\/div>\n    <\/div>\n  <\/div>\n<\/div>\n            <\/div>\n    <div class=\"post-wrapper shadow rounded-2xl bg-white\">\n        <article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9430\" data-categories=\"[7,23,22,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/ai-powered-engineering-software-for-electric-drives-oped\/\" title=\"AI-Powered Engineering Software for Electric Drives: OPED\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/artikel_ai-768x432.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose prose-sm max-w-none\">\n            <h2 class=\"mt-0 text-base leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/ai-powered-engineering-software-for-electric-drives-oped\/\" title=\"AI-Powered Engineering Software for Electric Drives: OPED\">AI-Powered Engineering Software for Electric Drives: OPED<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-04-22T06:47:29Z\" itemprop=\"datePublished\">\n                Posted on 22nd April 2026\n            <\/time>\n                            <p>Boosting powertrain development with agility, fast time-to-market and optimal product-market fit Dr. Martin Hofstetter, Head of E-Mobility and Alternative Drivetrains Research Group, Graz University of Technology Dr. Dominik Lechleitner, Senior Researcher, Graz University of Technology Designing electric powertrains is challenging: engineers must quickly find competitive designs and optimize the system for multiple key performance indicators [&hellip;]<\/p>\n\n                                    <a class=\"more-link\" href=\"https:\/\/cti-symposium.world\/ai-powered-engineering-software-for-electric-drives-oped\/\" target=\"_blank\">Continue reading<\/a>\n                                    <\/div>\n    <\/div>\n                <button\n    class=\"\n    bg-transparent \n    px-[1em] py-[0.5em] \n    text-sm \n    text-white \n    font-normal \n    border-none\n    rounded-none\n    absolute top-0 left-0 right-0 bottom-0 w-full opacity-0 hover:opacity-100 transition-opacity duration-300 ease-in-out \n    \"\n    data-te-toggle=\"modal\" data-te-target=\"#modal-post9430\">\n    \n  <\/button>\n    <\/article>\n\n                                 \n<div\n  data-te-modal-init\n  data-te-backdrop=\"true\"\n  \n  class=\"fixed hidden z-[1055] outline-none left-0 top-0 h-full w-full overflow-y-auto overflow-x-hidden\"\n  id=\"modal-post9430\"\n  tabindex=\"-1\"\n  aria-modal=\"true\"\n  aria-hidden=\"true\"\n  role=\"dialog\">\n  <div\n    data-te-modal-dialog-ref\n    class=\"pointer-events-none flex items-center w-auto opacity-0 transition-all duration-300 ease-in-out           relative min-h-[calc(100%-1rem)] translate-y-[-50px] min-[576px]:mx-auto min-[576px]:my-7\n   min-[576px]:max-w-[500px] min-[992px]:max-w-[800px]\">\n    <div\n      class=\"pointer-events-auto relative flex w-full flex-col rounded-lg border-none bg-white text-current shadow-lg bg-clip-padding outline-none\">\n      <div\n        class=\"flex justify-end items-center p-4\">\n        <!--Close button-->\n        <button\n          type=\"button\"\n          class=\"box-content rounded-none border-none hover:no-underline hover:opacity-75 focus:opacity-100 focus:shadow-none focus:outline-none\"\n          data-te-modal-dismiss\n          aria-label=\"Close\">\n          <svg\n            xmlns=\"http:\/\/www.w3.org\/2000\/svg\"\n            fill=\"none\"\n            viewBox=\"0 0 24 24\"\n            stroke-width=\"1.5\"\n            stroke=\"currentColor\"\n            class=\"h-6 w-6\">\n            <path\n              stroke-linecap=\"round\"\n              stroke-linejoin=\"round\"\n              d=\"M6 18L18 6M6 6l12 12\" \/>\n          <\/svg>\n        <\/button>\n      <\/div>\n\n      <!--Modal body-->\n      <div class=\"relative p-6 pt-0 \"><article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9430\" data-categories=\"[7,23,22,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/ai-powered-engineering-software-for-electric-drives-oped\/\" title=\"AI-Powered Engineering Software for Electric Drives: OPED\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/artikel_ai.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose max-w-none\">\n            <h2 class=\"mt-0 text-2xl leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/ai-powered-engineering-software-for-electric-drives-oped\/\" title=\"AI-Powered Engineering Software for Electric Drives: OPED\">AI-Powered Engineering Software for Electric Drives: OPED<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-04-22T06:47:29Z\" itemprop=\"datePublished\">\n                Posted on 22nd April 2026\n            <\/time>\n                            <p>Boosting powertrain development with agility, fast time-to-market and optimal product-market fit<br \/>\n<strong><br \/>\nDr. Martin Hofstetter,<\/strong> Head of E-Mobility and Alternative Drivetrains Research Group, Graz University of Technology<br \/>\n<strong>Dr. Dominik Lechleitner,<\/strong> Senior Researcher, Graz University of Technology<\/p>\n<p>Designing electric powertrains is challenging: engineers must quickly find competitive designs and optimize the system for multiple key performance indicators (KPIs) at once, e.g., efficiency, cost, and package. The industry-approved engineering software OPED (Optimization of Electric Drives) can do this automatically by combining parametric system models with an AI-based optimization algorithm and exploring hundreds of thousands of design variants within 24 hours.<\/p>\n<p><!--more--><\/p>\n<p><strong>Development of Electric Drives<\/strong><\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignright size-full wp-image-9433\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/fig1.jpg\" alt=\"\" width=\"408\" height=\"342\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/fig1.jpg 408w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/fig1-300x251.jpg 300w\" sizes=\"auto, (max-width: 408px) 100vw, 408px\" \/>The development of electric drives (e-drives) is a highly complex and interdisciplinary process. Engineers must simultaneously design numerous electrical and mechanical subsystems (see Figure 1) that must optimally work together while meeting ambitious system targets for performance, efficiency, cost, and packaging. These objectives are often conflicting \u2013 improving one typically worsens another. Moreover, this highly challenging task must be solved under strong time pressure as it is critical for ambitious time-to-market goals. Therefore, engineering of electric drives demands digital tools capable of handling multi-criteria optimization and cross-domain interactions in an integrated way to quickly provide solid answers to complex questions.<\/p>\n<p><strong>Revolutionizing the Development Process with OPED<\/strong><\/p>\n<p>The software OPED fundamentally changes how e-drives are developed. Instead of relying on sequential design steps and manual iterations, OPED uses parametric system models combined with an AI-powered evolutionary optimization algorithm to explore the full design space automatically. The outline of OPED is shown in Figure 2: Based on specified e-drive system requirements, the design problem is encoded as a multi-objective optimization problem. The intelligent design algorithms then generate different e-drive designs, which are evaluated by system analysis models. Based on the calculated design properties, the optimization algorithm rates the generated designs and aims at improving them based on the best found designs so far. This closed loop of design analysis and synthesis continues until no more improvements are observable and converging behavior is present. Furthermore, self-learning artificial neural networks boost the optimization performance by guiding the optimization algorithm and directing its search towards promising design regions. Within 24 hours of computation time, around 50 design parameters are varied, hundreds of thousands of possible e-drive designs are evaluated, and the most promising ones are identified based on multiple concurrent objectives such as<\/p>\n<ul>\n<li>performance,<\/li>\n<li>efficiency,<\/li>\n<li>cost,<\/li>\n<li>package integration,<\/li>\n<li>carbon footprint,<\/li>\n<\/ul>\n<p>and any other design objective \u2013 everything that can be calculated, can be optimized. The result is a Pareto front of optimal solutions, providing engineers and decision makers with a clear overview of achievable trade-offs and design potentials. By merging simulation, optimization, and system understanding in one integrated workflow, OPED enables rapid development cycles. Agility is key: every request for quote (RFQ) or sudden project change request (PCR) is replied with fast and solid answer, tailor-fit to the specific requirements. Taking informed decisions early ultimately leads to an optimal product-market fit for the e-drive system and a fast time-to-market.<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-9434 alignnone\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/fig2.jpg\" alt=\"\" width=\"630\" height=\"280\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/fig2.jpg 630w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/fig2-300x133.jpg 300w\" sizes=\"auto, (max-width: 630px) 100vw, 630px\" \/><\/p>\n<p>Figure 2: From e-drive system requirements to optimal e-drive solutions with OPED<\/p>\n<p><strong>Master Challenging Targets of Package, Efficiency and Cost within 24 Hours<\/strong><\/p>\n<p>OPED\u2019s strength lies in its versatility. The software can be applied to a wide range of design questions \u2013 from component sizing and material selection to system-level trade-offs and product family development. Moreover, as system requirements are often vague and uncertain in the early development stages, OPED can be utilized for requirements engineering. Another powerful capability lies in the full 3D package investigation: OPED not only finds designs that comply with a given 3D target installation space, it also provides possible packaging options within the available space. An example is shown in Figure 3, which depicts two possible design solutions for an e-drive: One with the smallest possible length and one with the smallest possible height (e.g., providing additional trunk space for applications at the rear vehicle axle).<\/p>\n<p>Besides package feasibility, both energy efficiency and cost are always critical and conflicting KPIs. To select the most suitable solution, OPED provides a Pareto front of e-drive designs (Figure 4), where each point represents one optimal design solution. Accordingly, engineers and decision makers are provided with a solid foundation for selecting the most suitable system solution respecting the specific goals of each vehicle application. As each design solution from OPED contains detailed technical information \u2013 including a 3D CAD model \u2013 a seamless and smooth transition from OPED results to the A-sample development is ensured. This makes OPED a powerful enabler for fast and digital electric powertrain development.<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-9435 alignnone\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/fig3.jpg\" alt=\"\" width=\"456\" height=\"184\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/fig3.jpg 456w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/fig3-300x121.jpg 300w\" sizes=\"auto, (max-width: 456px) 100vw, 456px\" \/><\/p>\n<p>Figure 3: Example of e-drive packaging options; available installation space is shown in blue<\/p>\n<p>Concluding, OPED enables engineers and decision makers to<\/p>\n<ul>\n<li>respond quickly to requests for quote (RFQs) and project change requests (PCRs),<\/li>\n<li>solve conflicting KPIs &amp; do requirements engineering,<\/li>\n<li>develop competitive solutions with product-market fit,<\/li>\n<li>design optimal product families, utilizing commonality and carry-over-parts.<\/li>\n<\/ul>\n<p>OPED is established in practical use at a leading global automotive tier 1 supplier \u2013 with high potential forscaling across other suppliers and OEMs.<\/p>\n<p>&nbsp;<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-9436 alignnone\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/fig4.jpg\" alt=\"\" width=\"628\" height=\"273\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/fig4.jpg 628w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/fig4-300x130.jpg 300w\" sizes=\"auto, (max-width: 628px) 100vw, 628px\" \/><\/p>\n<p>Figure 4: Select the sweet spot of energy efficiency vs. production cost (vehicle model from [1])<\/p>\n<p>&nbsp;<\/p>\n<p><strong>Sources:<\/strong><br \/>\n[1] Holiday, D. (2021). Jaguar I-pace Concept. https:\/\/sketchfab.com\/3d-models\/jaguar-i-pace-concept-3ea106994ec9442eb4b72906026fa215. CC Attribution: <a href=\"https:\/\/creative- commons.org\/licenses\/by\/4.0\/\" target=\"_blank\" rel=\"noopener\">https:\/\/creative-<\/a><br \/>\ncommons.org\/licenses\/by\/4.0\/, modified. [Online; accessed 13 February 2024<\/p>\n\n                    <\/div>\n    <\/div>\n    <\/article><\/div>\n    <\/div>\n  <\/div>\n<\/div>\n            <\/div>\n    <div class=\"post-wrapper shadow rounded-2xl bg-white\">\n        <article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9426\" data-categories=\"[7,23,22,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/from-lab-to-exhaust-a-startups-breakthrough-in-co2-transformation\/\" title=\"From Lab to Exhaust: A Startup\u2019s Breakthrough in CO2 Transformation\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/artikel_Coat-It-768x432.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose prose-sm max-w-none\">\n            <h2 class=\"mt-0 text-base leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/from-lab-to-exhaust-a-startups-breakthrough-in-co2-transformation\/\" title=\"From Lab to Exhaust: A Startup\u2019s Breakthrough in CO2 Transformation\">From Lab to Exhaust: A Startup\u2019s Breakthrough in CO2 Transformation<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-04-16T15:30:27Z\" itemprop=\"datePublished\">\n                Posted on 16th April 2026\n            <\/time>\n                            <p>Alicja Stankiewicz, CTO, Coat-It Marek Turkiewicz, CEO, Coat-It Pollution kills more people globally each year than war, hunger, or disease. And at the heart of this crisis is carbon dioxide (CO2) \u2013 the primary greenhouse gas driving climate change.But what if CO2 could be split and transformed before it ever leaves a tailpipe?<\/p>\n\n                                    <a class=\"more-link\" href=\"https:\/\/cti-symposium.world\/from-lab-to-exhaust-a-startups-breakthrough-in-co2-transformation\/\" target=\"_blank\">Continue reading<\/a>\n                                    <\/div>\n    <\/div>\n                <button\n    class=\"\n    bg-transparent \n    px-[1em] py-[0.5em] \n    text-sm \n    text-white \n    font-normal \n    border-none\n    rounded-none\n    absolute top-0 left-0 right-0 bottom-0 w-full opacity-0 hover:opacity-100 transition-opacity duration-300 ease-in-out \n    \"\n    data-te-toggle=\"modal\" data-te-target=\"#modal-post9426\">\n    \n  <\/button>\n    <\/article>\n\n                                 \n<div\n  data-te-modal-init\n  data-te-backdrop=\"true\"\n  \n  class=\"fixed hidden z-[1055] outline-none left-0 top-0 h-full w-full overflow-y-auto overflow-x-hidden\"\n  id=\"modal-post9426\"\n  tabindex=\"-1\"\n  aria-modal=\"true\"\n  aria-hidden=\"true\"\n  role=\"dialog\">\n  <div\n    data-te-modal-dialog-ref\n    class=\"pointer-events-none flex items-center w-auto opacity-0 transition-all duration-300 ease-in-out           relative min-h-[calc(100%-1rem)] translate-y-[-50px] min-[576px]:mx-auto min-[576px]:my-7\n   min-[576px]:max-w-[500px] min-[992px]:max-w-[800px]\">\n    <div\n      class=\"pointer-events-auto relative flex w-full flex-col rounded-lg border-none bg-white text-current shadow-lg bg-clip-padding outline-none\">\n      <div\n        class=\"flex justify-end items-center p-4\">\n        <!--Close button-->\n        <button\n          type=\"button\"\n          class=\"box-content rounded-none border-none hover:no-underline hover:opacity-75 focus:opacity-100 focus:shadow-none focus:outline-none\"\n          data-te-modal-dismiss\n          aria-label=\"Close\">\n          <svg\n            xmlns=\"http:\/\/www.w3.org\/2000\/svg\"\n            fill=\"none\"\n            viewBox=\"0 0 24 24\"\n            stroke-width=\"1.5\"\n            stroke=\"currentColor\"\n            class=\"h-6 w-6\">\n            <path\n              stroke-linecap=\"round\"\n              stroke-linejoin=\"round\"\n              d=\"M6 18L18 6M6 6l12 12\" \/>\n          <\/svg>\n        <\/button>\n      <\/div>\n\n      <!--Modal body-->\n      <div class=\"relative p-6 pt-0 \"><article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9426\" data-categories=\"[7,23,22,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/from-lab-to-exhaust-a-startups-breakthrough-in-co2-transformation\/\" title=\"From Lab to Exhaust: A Startup\u2019s Breakthrough in CO2 Transformation\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/artikel_Coat-It.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose max-w-none\">\n            <h2 class=\"mt-0 text-2xl leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/from-lab-to-exhaust-a-startups-breakthrough-in-co2-transformation\/\" title=\"From Lab to Exhaust: A Startup\u2019s Breakthrough in CO2 Transformation\">From Lab to Exhaust: A Startup\u2019s Breakthrough in CO2 Transformation<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-04-16T15:30:27Z\" itemprop=\"datePublished\">\n                Posted on 16th April 2026\n            <\/time>\n                            <p><strong>Alicja Stankiewicz,<\/strong> CTO, Coat-It<br \/>\n<strong>Marek Turkiewicz,<\/strong> CEO, Coat-It<\/p>\n<p>Pollution kills more people globally each year than war, hunger, or disease. And at the heart of this crisis is carbon dioxide (CO2) \u2013 the primary greenhouse gas driving climate change.But what if CO2 could be split and transformed before it ever leaves a tailpipe?<\/p>\n<p><!--more--><\/p>\n<p>That\u2019s the vision behind RainIons, a U.S.-based startup that has developed a revolutionary powder capable of reducing greenhouse gas emissions \u2013 including CO\u2082, NOx, and hydrocarbons \u2013 by transforming them into safe, stable molecules. The application of technology is currently being developed further by COAT-IT, a Polish startup specializing in the engineering of high-temperature-resistant coatings tailored for practical automotive applications.<\/p>\n<p><strong>The Science Behind the Solution<\/strong><\/p>\n<p>The innovation combines pyroelectric and piezoelectric minerals with naturally occurring radioactive materials (NORM) in a conductive matrix. This unique blend emits alpha particles, negative ions, and electrons \u2013 without external power. These particles ionize pollutants and split strong molecular bonds, including those in CO\u2082.<\/p>\n<p>Independent studies and internal evaluations suggest the solution can significantly reduce CO\u2082 emissions across a variety of conditions. At elevated temperatures (around 500 \u00b0C), reductions have been observed above of 50 %. Even in lower temperature environments (70 &#8211; 200 \u00b0C), meaningful decreases in CO\u2082 \u2013 typically within a 25 &#8211; 30 % range \u2013 have been noted, with no harmful byproducts identified. In moisture-rich settings, reductions of up to 50 % indicate that water may play a catalytic role in the<br \/>\ntransformation process.<\/p>\n<p><strong>From Tourmaline to Transformation<\/strong><\/p>\n<p>Inspired by earlier research on tourmaline-infused asphalt, the tourmaline-based \u201cnegative ion powder\u201d was infused into a conductive coating and applied it to a diesel muffler. FTIR spectroscopy revealed that CO\u2082 was being split into graphite and oxygen, with water concentration directly influencing reaction efficiency.<\/p>\n<p><strong>What\u2019s Next?<\/strong><\/p>\n<p>COAT-IT is now developing durable, high-temperature coatings for commercial deployment. The next phase includes real-world trials using diesel engines and custom exhaust systems. The goal: to quantify transformation products and optimize substrate design for maximum pollution reduction.<\/p>\n<p>If successful, this technology could redefine emissions control \u2013 turning exhaust systems into active climate solutions.<\/p>\n\n                    <\/div>\n    <\/div>\n    <\/article><\/div>\n    <\/div>\n  <\/div>\n<\/div>\n            <\/div>\n    <div class=\"post-wrapper shadow rounded-2xl bg-white\">\n        <article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9411\" data-categories=\"[7,23,22,8,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/best-in-class-thermal-assessment-of-electric-powertrain\/\" title=\"Best-in-class Thermal Assessment of Electric Powertrain\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/titel_img2.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose prose-sm max-w-none\">\n            <h2 class=\"mt-0 text-base leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/best-in-class-thermal-assessment-of-electric-powertrain\/\" title=\"Best-in-class Thermal Assessment of Electric Powertrain\">Best-in-class Thermal Assessment of Electric Powertrain<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-04-08T07:35:44Z\" itemprop=\"datePublished\">\n                Posted on 8th April 2026\n            <\/time>\n                            <p>Mario Theissl, CEO, Theissl Systems GmbH THEISSL systems enables precise measurement of temperature and torque in electric drive units with its minimally invasive sensor telemetry technology that is tailored specifically to each customer application. These systems can be seamlessly integrated into existing drive components with minimal need for system modifications, allowing for highly accurate measurements [&hellip;]<\/p>\n\n                                    <a class=\"more-link\" href=\"https:\/\/cti-symposium.world\/best-in-class-thermal-assessment-of-electric-powertrain\/\" target=\"_blank\">Continue reading<\/a>\n                                    <\/div>\n    <\/div>\n                <button\n    class=\"\n    bg-transparent \n    px-[1em] py-[0.5em] \n    text-sm \n    text-white \n    font-normal \n    border-none\n    rounded-none\n    absolute top-0 left-0 right-0 bottom-0 w-full opacity-0 hover:opacity-100 transition-opacity duration-300 ease-in-out \n    \"\n    data-te-toggle=\"modal\" data-te-target=\"#modal-post9411\">\n    \n  <\/button>\n    <\/article>\n\n                                 \n<div\n  data-te-modal-init\n  data-te-backdrop=\"true\"\n  \n  class=\"fixed hidden z-[1055] outline-none left-0 top-0 h-full w-full overflow-y-auto overflow-x-hidden\"\n  id=\"modal-post9411\"\n  tabindex=\"-1\"\n  aria-modal=\"true\"\n  aria-hidden=\"true\"\n  role=\"dialog\">\n  <div\n    data-te-modal-dialog-ref\n    class=\"pointer-events-none flex items-center w-auto opacity-0 transition-all duration-300 ease-in-out           relative min-h-[calc(100%-1rem)] translate-y-[-50px] min-[576px]:mx-auto min-[576px]:my-7\n   min-[576px]:max-w-[500px] min-[992px]:max-w-[800px]\">\n    <div\n      class=\"pointer-events-auto relative flex w-full flex-col rounded-lg border-none bg-white text-current shadow-lg bg-clip-padding outline-none\">\n      <div\n        class=\"flex justify-end items-center p-4\">\n        <!--Close button-->\n        <button\n          type=\"button\"\n          class=\"box-content rounded-none border-none hover:no-underline hover:opacity-75 focus:opacity-100 focus:shadow-none focus:outline-none\"\n          data-te-modal-dismiss\n          aria-label=\"Close\">\n          <svg\n            xmlns=\"http:\/\/www.w3.org\/2000\/svg\"\n            fill=\"none\"\n            viewBox=\"0 0 24 24\"\n            stroke-width=\"1.5\"\n            stroke=\"currentColor\"\n            class=\"h-6 w-6\">\n            <path\n              stroke-linecap=\"round\"\n              stroke-linejoin=\"round\"\n              d=\"M6 18L18 6M6 6l12 12\" \/>\n          <\/svg>\n        <\/button>\n      <\/div>\n\n      <!--Modal body-->\n      <div class=\"relative p-6 pt-0 \"><article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9411\" data-categories=\"[7,23,22,8,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/best-in-class-thermal-assessment-of-electric-powertrain\/\" title=\"Best-in-class Thermal Assessment of Electric Powertrain\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/titel_img2.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose max-w-none\">\n            <h2 class=\"mt-0 text-2xl leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/best-in-class-thermal-assessment-of-electric-powertrain\/\" title=\"Best-in-class Thermal Assessment of Electric Powertrain\">Best-in-class Thermal Assessment of Electric Powertrain<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-04-08T07:35:44Z\" itemprop=\"datePublished\">\n                Posted on 8th April 2026\n            <\/time>\n                            <p><strong>Mario Theissl,<\/strong> CEO, Theissl Systems GmbH<\/p>\n<p>THEISSL systems enables precise measurement of temperature and torque in electric drive units with its minimally invasive sensor telemetry technology that is tailored specifically to each customer application. These systems can be seamlessly integrated into existing drive components with minimal need for system modifications, allowing for highly accurate measurements under real-world test bench and vehicle conditions.<\/p>\n<p><!--more--><\/p>\n<p>With project-specific telemetry units for E-machine rotors gearbox shafts and clutches, the original characteristics of the DUT are inherently preserved while making optimal use of the available installation space. All systems are entirely contactless, transmitting wirelessly to the evaluation unit to ensure reliable performance on high-speed rotating components.<\/p>\n<p>At the core of thermal EDU characterization is the choice of the right sensor elements. Therefore, as a full-service partner, THEISSL systems supports the entire measurement process starting from the definition of test points and the selection of suitable sensors all the way to data analysis after a successful test run.<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/img1.jpg\" alt=\"\" width=\"992\" height=\"480\" class=\"alignnone size-full wp-image-9412\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/img1.jpg 992w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/img1-300x145.jpg 300w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/img1-768x372.jpg 768w\" sizes=\"auto, (max-width: 992px) 100vw, 992px\" \/><\/p>\n<p>Even in demanding applications, such as rotor temperature measurements in electric drives, up to 32 thermocouples can be used to gain vast knowledge of the thermal behavior of the DUT. Another variant of our telemetry boards is just 10.5 mm wide, foldable, and bendable around tight radii, which enables temperature measurements on gear teeth and bearing inner rings on transmission shafts. Furthermore, it could be mounted on the rotor shaft, for gearbox input torque measurement e.g. to determine system efficiency.<\/p>\n<p>This measurement technology was implemented in a VW ID.3 demonstrator vehicle, which is showcased at CTI 2025 in Berlin. The system captures inner and outer bearing ring temperatures, gear tooth temperatures, as well as torques at the gearbox input shaft and side shafts. In the E-drive rotor temperature measurement, a telemetry system capturing 16 individual test points was complemented by four additional sensors on the stator windings, giving unprecedented insights into the thermal behavior of the<br \/>\nvehicle\u2019s drive train.<\/p>\n<p>This data, collected over more than 10,000 km of test drives then formed the basis for the training of a Thermal Neural Network (TTN) modelling the thermal behavior of the E-machine. Due to the large number of temperature measurement points, the temperature estimator for the rotor magnets achieved a highly respectable accuracy of \u00b11.5 K.<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/img2.jpg\" alt=\"\" width=\"724\" height=\"738\" class=\"alignnone size-full wp-image-9413\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/img2.jpg 724w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/04\/img2-294x300.jpg 294w\" sizes=\"auto, (max-width: 724px) 100vw, 724px\" \/><\/p>\n<p>Application example: Thermal testing of the electric drive unit of the VW ID.3<\/p>\n\n                    <\/div>\n    <\/div>\n    <\/article><\/div>\n    <\/div>\n  <\/div>\n<\/div>\n            <\/div>\n    <div class=\"post-wrapper shadow rounded-2xl bg-white\">\n        <article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9375\" data-categories=\"[7,23,22,8,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/a-new-material-solution-for-low-wear-low-friction-and-electrical-insulation-in-automotive-transmissions\/\" title=\"A New Material Solution for Low Wear, Low Friction, and Electrical Insulation in Automotive Transmissions\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco1-768x432.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose prose-sm max-w-none\">\n            <h2 class=\"mt-0 text-base leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/a-new-material-solution-for-low-wear-low-friction-and-electrical-insulation-in-automotive-transmissions\/\" title=\"A New Material Solution for Low Wear, Low Friction, and Electrical Insulation in Automotive Transmissions\">A New Material Solution for Low Wear, Low Friction, and Electrical Insulation in Automotive Transmissions<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-03-31T13:12:21Z\" itemprop=\"datePublished\">\n                Posted on 31st March 2026\n            <\/time>\n                            <p>Geoff Lewis, Technical Director, Duvelco What is a New Material? Being \u2018new\u2019 is claimed with some regularity in the world of polymers; however, step changes in performance are less frequent. Here, I am going to look at an innovation that may pass the test and rightfully be called a new material. The polymer in question [&hellip;]<\/p>\n\n                                    <a class=\"more-link\" href=\"https:\/\/cti-symposium.world\/a-new-material-solution-for-low-wear-low-friction-and-electrical-insulation-in-automotive-transmissions\/\" target=\"_blank\">Continue reading<\/a>\n                                    <\/div>\n    <\/div>\n                <button\n    class=\"\n    bg-transparent \n    px-[1em] py-[0.5em] \n    text-sm \n    text-white \n    font-normal \n    border-none\n    rounded-none\n    absolute top-0 left-0 right-0 bottom-0 w-full opacity-0 hover:opacity-100 transition-opacity duration-300 ease-in-out \n    \"\n    data-te-toggle=\"modal\" data-te-target=\"#modal-post9375\">\n    \n  <\/button>\n    <\/article>\n\n                                 \n<div\n  data-te-modal-init\n  data-te-backdrop=\"true\"\n  \n  class=\"fixed hidden z-[1055] outline-none left-0 top-0 h-full w-full overflow-y-auto overflow-x-hidden\"\n  id=\"modal-post9375\"\n  tabindex=\"-1\"\n  aria-modal=\"true\"\n  aria-hidden=\"true\"\n  role=\"dialog\">\n  <div\n    data-te-modal-dialog-ref\n    class=\"pointer-events-none flex items-center w-auto opacity-0 transition-all duration-300 ease-in-out           relative min-h-[calc(100%-1rem)] translate-y-[-50px] min-[576px]:mx-auto min-[576px]:my-7\n   min-[576px]:max-w-[500px] min-[992px]:max-w-[800px]\">\n    <div\n      class=\"pointer-events-auto relative flex w-full flex-col rounded-lg border-none bg-white text-current shadow-lg bg-clip-padding outline-none\">\n      <div\n        class=\"flex justify-end items-center p-4\">\n        <!--Close button-->\n        <button\n          type=\"button\"\n          class=\"box-content rounded-none border-none hover:no-underline hover:opacity-75 focus:opacity-100 focus:shadow-none focus:outline-none\"\n          data-te-modal-dismiss\n          aria-label=\"Close\">\n          <svg\n            xmlns=\"http:\/\/www.w3.org\/2000\/svg\"\n            fill=\"none\"\n            viewBox=\"0 0 24 24\"\n            stroke-width=\"1.5\"\n            stroke=\"currentColor\"\n            class=\"h-6 w-6\">\n            <path\n              stroke-linecap=\"round\"\n              stroke-linejoin=\"round\"\n              d=\"M6 18L18 6M6 6l12 12\" \/>\n          <\/svg>\n        <\/button>\n      <\/div>\n\n      <!--Modal body-->\n      <div class=\"relative p-6 pt-0 \"><article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9375\" data-categories=\"[7,23,22,8,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/a-new-material-solution-for-low-wear-low-friction-and-electrical-insulation-in-automotive-transmissions\/\" title=\"A New Material Solution for Low Wear, Low Friction, and Electrical Insulation in Automotive Transmissions\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco1.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose max-w-none\">\n            <h2 class=\"mt-0 text-2xl leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/a-new-material-solution-for-low-wear-low-friction-and-electrical-insulation-in-automotive-transmissions\/\" title=\"A New Material Solution for Low Wear, Low Friction, and Electrical Insulation in Automotive Transmissions\">A New Material Solution for Low Wear, Low Friction, and Electrical Insulation in Automotive Transmissions<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-03-31T13:12:21Z\" itemprop=\"datePublished\">\n                Posted on 31st March 2026\n            <\/time>\n                            <p><strong>Geoff Lewis,<\/strong> Technical Director, Duvelco<\/p>\n<p><strong>What is a New Material?<\/strong><\/p>\n<p>Being \u2018new\u2019 is claimed with some regularity in the world of polymers; however, step changes in performance are less frequent. Here, I am going to look at an innovation that may pass the test and rightfully be called a new material. The polymer in question has the trade name Ducoya.<\/p>\n<p><!--more--><\/p>\n<p>In terms of chemical type, it is a semicrystalline thermoplastic block copolymer bearing the unfamiliar name PMDA-ODA or, in long form, PyroMellitic DiAnhydride \u2013 4,4\u2018-OxyDiAniline. The repeat unit is shown below:<\/p>\n<p>This is a polyimide with an \u2018I\u2019; not a polyamide. Polyimides are a vast and rapidly growing class of polymers. The number of polyimide papers written annually has exploded in recent years. Polyimides include thermosets, thermoplastics, amorphous, semicrystalline, and photo-imageable materials.<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9384\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco2.jpg\" alt=\"\" width=\"806\" height=\"453\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco2.jpg 806w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco2-300x169.jpg 300w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco2-768x432.jpg 768w\" sizes=\"auto, (max-width: 806px) 100vw, 806px\" \/><\/p>\n<p>The above graph shows the number of papers regarding polyimide. Source: Researchgate \u2013 Number of citations per year from 1975 to 2019, Web of Science.<\/p>\n<p>Some may recognise this molecule as being from the 1960s; however, that is not the new part. This molecule, initially developed for NASA\u2019s space programme, has long seemed too difficult to source and too expensive for many automotive applications.<\/p>\n<p>This is especially the case as the industry moves into an era of cost-competitive BEVs, and, from a European and North American perspective, an era of low-cost, possibly subsidised Chinese BEV imports to compete with.<\/p>\n<p><strong>So, if it isn\u2019t the molecule, what is new?<\/strong><\/p>\n<p>The innovation here is a new, patented manufacturing process that also covers the resulting material. Many high-performance plastics, including those produced by the traditional PMDA-ODA Manufacturing method, utilise monomers dissolved in harmful, high-VOC solvents. The environmental and high-cost considerations of these solvents mean they must be separated, distilled, and reused, consuming a large amount of energy in the process.<\/p>\n<p>Ducoya avoids most volatile solvents used in the process and instead employs supercritical carbon dioxide and a catalyst.<\/p>\n<p>Therefore, it is straightforward to separate the polymer from supercritical carbon dioxide by lowering the pressure. The carbon dioxide is repressurised and stored for reuse. This single step greatly streamlines manufacturing at scale, making the polymer considerably more accessible for automotive applications. However, this is not the end of the story. While the original aim of the invention was to simplify manufacturing at scale, when the properties of the resulting polymer were compared with those of its traditional predecessors, something remarkable emerged \u2013 dramatically improved mechanical and tribological properties.<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9383\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco3.jpg\" alt=\"\" width=\"643\" height=\"368\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco3.jpg 643w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco3-300x172.jpg 300w\" sizes=\"auto, (max-width: 643px) 100vw, 643px\" \/><\/p>\n<p>The above graph consists of Ducoya preliminary data \u2013 arithmetic mean of five specimens, and best traditional values taken from published datasheets, none of which reported data over 260 \u00b0C.<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9382\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco4.jpg\" alt=\"\" width=\"639\" height=\"349\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco4.jpg 639w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco4-300x164.jpg 300w\" sizes=\"auto, (max-width: 639px) 100vw, 639px\" \/><\/p>\n<p>The above graph consists of Ducoya preliminary data \u2013 arithmetic mean of thirty specimens, and best traditional values taken from published datasheets, none of which reported data over 260 \u00b0C.<\/p>\n<p><strong>Datasheet1<\/strong><\/p>\n<p>Ducoya G021 ISO is a filled version of Ducoya, containing 15 % wear- and friction-optimised graphite. Initial investigations of tribological properties in dry conditions indicate a significant improvement in wear factor compared to the best traditionally produced polyimides of this type. While much work remains to be done with this<br \/>\nspecific molecule, this result seems to confirm earlier work by Irisawa et al. on several polymers, showing that the wear rate is inversely proportional to the product of tensile strength and elongation.<\/p>\n<p>Of particular importance is the continued performance of this molecule at significantly elevated temperatures. This is because, when dry friction occurs \u2013 whether by design or due to off-design operation under adverse conditions \u2013 temperatures on the wear surface can rise substantially compared to the bulk material. For instance, regular operation at 120 \u00b0C can quickly lead to temperatures exceeding 240 \u00b0C on the wear surface under harsh sliding conditions (High PV value).<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9381\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco5.jpg\" alt=\"\" width=\"664\" height=\"226\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco5.jpg 664w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_Duvelco5-300x102.jpg 300w\" sizes=\"auto, (max-width: 664px) 100vw, 664px\" \/><\/p>\n<p>It should be noted that this general hypothesis applies only to materials of the same type (in this case, PMDA-ODA polyimides) and only when tested under identical conditions. Further work will determine whether this prediction holds for Ducoya G021 in comparison with other PMDA-ODA polyimide polymers.<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9372\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-6.jpg\" alt=\"\" width=\"900\" height=\"357\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-6.jpg 900w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-6-300x119.jpg 300w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-6-768x305.jpg 768w\" sizes=\"auto, (max-width: 900px) 100vw, 900px\" \/><\/p>\n<p><strong>Why would this be important to Battery Electric Vehicles?<\/strong><\/p>\n<p>As BEVs increase in torque, while package space and cost must decrease, this can lead to higher PV values as the available load area diminishes. This also reduces the weight of single-speed and multi-ratio transmissions. Epicyclic transmission layouts may particularly benefit from this improvement. Furthermore, Ducoya, being wear-resistant, although still relatively soft compared to metal, allows metallic debris, such as burrs and wear particles from gears, to embed in its material and be removed as contaminants from the lubricating oil. While this embedding must be limited, removing metallics before they can interfere with the proper functioning of the electric motor \u2013 often sharing the same lubricating oil as the transmission \u2013 can only be beneficial.<\/p>\n<p><strong>Conclusion<\/strong><\/p>\n<p>An interesting new material that adds a new dimension to accessibility and performance in automotive applications. Here, we have focused on mechanical and tribological properties.<\/p>\n<p><strong>Future Work<\/strong><\/p>\n<p>Future publications will describe why this unusual and newly applied process using supercritical carbon dioxide should lead to such improved mechanical and tribological performance.<\/p>\n<p>Opportunities arising from the resulting electrical performance in conjunction with the latest high-precision<br \/>\nmoulding techniques will be highlighted.<\/p>\n<p>In addition, test results will be published in which the relationship between t\u00b7\u03b52 and wear rates in various<br \/>\nsituations, as described above, will have been investigated.<\/p>\n<p>1 DuPont Vespel\u00ae SP-21 ISO Reference No. VPE-A10863-00-B0614 published 2010 and 2021.<\/p>\n\n                    <\/div>\n    <\/div>\n    <\/article><\/div>\n    <\/div>\n  <\/div>\n<\/div>\n            <\/div>\n    <div class=\"post-wrapper shadow rounded-2xl bg-white\">\n        <article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9365\" data-categories=\"[7,23,22,8,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/proposal-of-next-generation-hev-system\/\" title=\"Proposal of Next-generation HEV System\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_cti_1-768x432.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose prose-sm max-w-none\">\n            <h2 class=\"mt-0 text-base leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/proposal-of-next-generation-hev-system\/\" title=\"Proposal of Next-generation HEV System\">Proposal of Next-generation HEV System<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-03-24T11:45:50Z\" itemprop=\"datePublished\">\n                Posted on 24th March 2026\n            <\/time>\n                            <p>Kazuyoshi Hiraiwa, President, FINEMECH Shinji Morihiro, Representative, M Powerlabo Background of the proposal In recent years, the problem of BEV has become apparent, and the value of HEVs has been reevaluated. Under these circumstances, we would like to propose a next-generation HEV system. Purpose of the proposal This proposal is based on the THS (Toyota [&hellip;]<\/p>\n\n                                    <a class=\"more-link\" href=\"https:\/\/cti-symposium.world\/proposal-of-next-generation-hev-system\/\" target=\"_blank\">Continue reading<\/a>\n                                    <\/div>\n    <\/div>\n                <button\n    class=\"\n    bg-transparent \n    px-[1em] py-[0.5em] \n    text-sm \n    text-white \n    font-normal \n    border-none\n    rounded-none\n    absolute top-0 left-0 right-0 bottom-0 w-full opacity-0 hover:opacity-100 transition-opacity duration-300 ease-in-out \n    \"\n    data-te-toggle=\"modal\" data-te-target=\"#modal-post9365\">\n    \n  <\/button>\n    <\/article>\n\n                                 \n<div\n  data-te-modal-init\n  data-te-backdrop=\"true\"\n  \n  class=\"fixed hidden z-[1055] outline-none left-0 top-0 h-full w-full overflow-y-auto overflow-x-hidden\"\n  id=\"modal-post9365\"\n  tabindex=\"-1\"\n  aria-modal=\"true\"\n  aria-hidden=\"true\"\n  role=\"dialog\">\n  <div\n    data-te-modal-dialog-ref\n    class=\"pointer-events-none flex items-center w-auto opacity-0 transition-all duration-300 ease-in-out           relative min-h-[calc(100%-1rem)] translate-y-[-50px] min-[576px]:mx-auto min-[576px]:my-7\n   min-[576px]:max-w-[500px] min-[992px]:max-w-[800px]\">\n    <div\n      class=\"pointer-events-auto relative flex w-full flex-col rounded-lg border-none bg-white text-current shadow-lg bg-clip-padding outline-none\">\n      <div\n        class=\"flex justify-end items-center p-4\">\n        <!--Close button-->\n        <button\n          type=\"button\"\n          class=\"box-content rounded-none border-none hover:no-underline hover:opacity-75 focus:opacity-100 focus:shadow-none focus:outline-none\"\n          data-te-modal-dismiss\n          aria-label=\"Close\">\n          <svg\n            xmlns=\"http:\/\/www.w3.org\/2000\/svg\"\n            fill=\"none\"\n            viewBox=\"0 0 24 24\"\n            stroke-width=\"1.5\"\n            stroke=\"currentColor\"\n            class=\"h-6 w-6\">\n            <path\n              stroke-linecap=\"round\"\n              stroke-linejoin=\"round\"\n              d=\"M6 18L18 6M6 6l12 12\" \/>\n          <\/svg>\n        <\/button>\n      <\/div>\n\n      <!--Modal body-->\n      <div class=\"relative p-6 pt-0 \"><article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9365\" data-categories=\"[7,23,22,8,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/proposal-of-next-generation-hev-system\/\" title=\"Proposal of Next-generation HEV System\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/artikel_cti_1.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose max-w-none\">\n            <h2 class=\"mt-0 text-2xl leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/proposal-of-next-generation-hev-system\/\" title=\"Proposal of Next-generation HEV System\">Proposal of Next-generation HEV System<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-03-24T11:45:50Z\" itemprop=\"datePublished\">\n                Posted on 24th March 2026\n            <\/time>\n                            <p><strong>Kazuyoshi Hiraiwa,<\/strong> President, FINEMECH<br \/>\n<strong>Shinji Morihiro,<\/strong> Representative, M Powerlabo<\/p>\n<p><strong>Background of the proposal<\/strong><\/p>\n<p>In recent years, the problem of BEV has become apparent, and the value of HEVs has been reevaluated. Under these circumstances, we would like to propose a next-generation HEV system.<\/p>\n<p><strong>Purpose of the proposal<\/strong><\/p>\n<p>This proposal is based on the THS (Toyota Hybrid System). This is because the THS is superior to the series model in terms of power transmission efficiency as an E-CVT. The THS used in the Prius is simple system but it is generally said to have problems with starting acceleration performance and high-speed fuel economy. Looking at the specifications of the Prius, in order to ensure starting acceleration performance, the capacity of the MG2 (Motor Generator 2) for driving in recent models is larger than that of the initial model. However, the increased capacity of the MG2 makes to a deterioration in high-speed fuel economy. On the other hand, Toyota has added a four-speed automatic transmission planetary gear mechanism to the THS for LEXUS to improve both fuel efficiency and acceleration performance. However, this can only be applied to FR cars due to the axle length.<\/p>\n<p><!--more--><\/p>\n<p>This proposal aims to improve fuel efficiency and acceleration performance by applying a dog-clutch parallel-shaft transmission mechanism to the THS, while also realizing a configuration that can be installed in FF vehicles. (see Figure 1)<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9367\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-2.jpg\" alt=\"\" width=\"900\" height=\"194\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-2.jpg 900w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-2-300x65.jpg 300w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-2-768x166.jpg 768w\" sizes=\"auto, (max-width: 900px) 100vw, 900px\" \/><\/p>\n<p><strong>Proposal Overview<\/strong><\/p>\n<p>The power transmission route between the ring gear and the output shaft of the planetary gear for torque division is the \u201emechanical route\u201c (M route), and the route that transmits power from the sun gear to the output shaft via MG1 and MG2 is the \u201eelectric route (E route)\u201d. If the route between the input shaft and the output shaft is a \u201edirect connection route (D route)\u201d, a dog clutch type transmission mechanism is provided for each route (see Fig. 2). That is, there are only three sleeves. Normally, both the M route and the E route are transmitted as an E-CVT, but when switching from H-1 to H-4, which will be described later, the gear is shifted through the D route to avoid loss of output shaft torque when driving on one route while driving on the other route, and when shifting under high load.<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9368\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/cti_3.jpg\" alt=\"\" width=\"989\" height=\"170\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/cti_3.jpg 989w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/cti_3-300x52.jpg 300w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/cti_3-768x132.jpg 768w\" sizes=\"auto, (max-width: 989px) 100vw, 989px\" \/><\/p>\n<p>MG capacity (at ICE power 1) is assumed as follows: This takes into account that if the input shaft is fixed and used as a PHEV, the driving force equivalent to that of an ICE can be obtained. Also, the specs of the early PRIUS were almost this ratio.<br \/>\nMG1 0.4<br \/>\nMG2 0.6<\/p>\n<p><strong>Basic rule of Sleeve switching (Dog clutch)<\/strong><\/p>\n<p>Torque is set to 0 and the engagement is related, and the engagement is carried out with a speed difference of 50rpm or less.<\/p>\n<p><strong>Operation<\/strong><\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9370\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-3.jpg\" alt=\"\" width=\"500\" height=\"616\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-3.jpg 500w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-3-244x300.jpg 244w\" sizes=\"auto, (max-width: 500px) 100vw, 500px\" \/><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9369\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-4.jpg\" alt=\"\" width=\"500\" height=\"311\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-4.jpg 500w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-4-300x187.jpg 300w\" sizes=\"auto, (max-width: 500px) 100vw, 500px\" \/><\/p>\n<p>First, we will explain the shifting operation of the E-CVT in HV mode. If the sleeves are S1, S2, and S3, then the H-1 is a combination of the M route (S1) and the E route (S2) with Lm and Le. Switching from H-1 to H-2 is done as follows: When driving on Lm on the M route, the MG2 torque is reduced to zero at the mechanical point (when MG1 stops), making it easier to switch the E route from Le to Me, and the output torque can be shifted without change. That is, the switching from H-1 to H-2 is carried out with gear ratios near the mechanical point of H-1.<\/p>\n<p>Also, switching between H-2 and H-3 is done through the D-route Ld (D-1). In other words, if the gear ratio is equal to the value of Ld while driving in H-2, the speed of the S3 and the opponent\u2019s gear matches, so it is easy to shift S3 and switch to D-1 at this point. S1 and S2 can be freely operated while driving in D-1, so if you revive the power generation of MG1 and the drive of MG2 by connecting H-3 in the operation chart, it will switch to H-3. This can also be done without any change in output torque.<\/p>\n<p>Similarly, it is easy to switch from H-2 to H-4 via D-3. You can switch in the same way in these reverse orders.<\/p>\n<p>In addition, the above switching is done with a fixed gear ratio, but especially in low to medium load driving, it is possible to switch without the drive of the D-route in any gear ratio. This means that you can drive on one route, M route and E route, while switching between the other. In this way, in low- to mediumload driving, it is possible to switch between any gear ratio without little change in output torque.<\/p>\n<p><strong>Kickdown<\/strong><\/p>\n<p><strong>If you press the throttle pedal sharply while cruising on the H-3, follow these steps: <\/strong><br \/>\nWhen the ICE power is increased and the gear ratio is equal to the value of D-1, switch S3 to Ld (D-1) and operate S1 and S2 to switch to the desired drive mode while driving with D-1.<\/p>\n<p><strong>If you press the throttle pedal sharply while cruising on the H-4, follow these steps:<\/strong><br \/>\nWhen the ICE power is increased and the gear ratio is equal to the value of D-2, switch the S3 to Hd (D-2), and operate the S1 and S2 to switch to the desired drive mode while driving with D-2.<\/p>\n<p>Of course, if the amount of throttle pedal depression is not very large, you can switch at any gear ratio by switching while driving on either the M route or the E route mentioned above.<\/p>\n<p><strong>MG1 &amp; MG2 Stops<\/strong><\/p>\n<p>It is widely known that power loss due to dragging torque of MG1 and MG2 occurs when the ICE stops at medium or high speeds, or when MG2 is driven at low load at high speeds. The system allows MG1 and MG2 to be stopped as needed. (See Figure 5)<\/p>\n<p>This means that if the ICE stops while driving at medium to high speeds, you can stop MG1 by putting S1 in neutral. If you want to revive the connection of MG1, rotate MG1 to synchronize and shift S1 again. In addition, the gear ratio near the mechanical point of the H-4 and the low-load high-speed driving on the D-1 and D-2 can keep the MG2 at a standstill if the S2 is neutral. This avoids loss of drag torque and improves fuel economy.<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9371\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-5.jpg\" alt=\"\" width=\"900\" height=\"338\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-5.jpg 900w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-5-300x113.jpg 300w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-5-768x288.jpg 768w\" sizes=\"auto, (max-width: 900px) 100vw, 900px\" \/><\/p>\n<p><strong>Application to PHEV<\/strong><\/p>\n<p>As is well known, PHEV is established by increasing the battery capacity and providing a means to fix the input axis, allowing MG1 to participate in driving in addition to MG2 in EV mode. In this case, by driving one of the M routes and the E route while switching between the other using the same method as above, you can switch between EV mode while preventing loss of output torque. This means that it is possible to smoothly switch between the MG2\u2019s three-stage drive and the MG1\u2019s two-stage drive without losing drive torque. Of course, this is when switching, not to mention that after the switch is complete, you can drive both MG2 and MG1, or even one of them. It can also be driven by stopping one side, allowing for a variety of drives.<\/p>\n<p><strong>Advantages of this system<\/strong><\/p>\n<ul>\n<li>The multi-stage THS reduces the capacity of the MG2 while ensuring acceleration performance in the low speed range and driving torque during reverse driving.<\/li>\n<li>In HV mode, the drive mode can be switched without changing the output torque. Moreover, in medium and low load driving, it can be switched with any gear ratio.<\/li>\n<li>No oil pump or friction clutch required.<\/li>\n<li>MG2 and MG1 can be stopped when it is not needed.<\/li>\n<li>By reducing the size and stopping of the MG2, fuel efficiency can be improved by about 6 ~ 8 % during high-speed cruising.<\/li>\n<li>When applied to a PHEV, it makes EV mode driving in multiple modes to achieve smooth shifting.<\/li>\n<li>While having the above functions, it fits into a size that can be installed on an FF car.<\/li>\n<\/ul>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9372\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-6.jpg\" alt=\"\" width=\"900\" height=\"357\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-6.jpg 900w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-6-300x119.jpg 300w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/MarelPower_FIG-6-768x305.jpg 768w\" sizes=\"auto, (max-width: 900px) 100vw, 900px\" \/><\/p>\n<p>When compared to the THS+4AT and Renault systems, we can see that this system has many advantages. (See Figure 6).<\/p>\n<hr \/>\n<p><strong>References<\/strong><\/p>\n<ul>\n<li>TOYOTA Hybrid System, Development of Multi Stage Hybrid Transmission , K. Okuda, Y. Yasuda, M. Adachi, A. Tabata, H., Suzuki, K. Takagi(Toyota), T. Atarashi, R. Horie (Aisin AW), 2017 SAE World Congress, No.2017-01-1156 (2017\/4\/4-6)<\/li>\n<li>Renault HEV System, The new DHT from Alliance Renault\/Nissan, Antoine Vignon (Renault FRANCE), CTI Symposium 2017 Berlin<\/li>\n<\/ul>\n\n                    <\/div>\n    <\/div>\n    <\/article><\/div>\n    <\/div>\n  <\/div>\n<\/div>\n            <\/div>\n    <div class=\"post-wrapper shadow rounded-2xl bg-white\">\n        <article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9355\" data-categories=\"[7,23,22,8,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/boosted-sustainable-electrically-excited-synchronous-motors\/\" title=\"Boosted Sustainable Electrically Excited Synchronous Motors\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Header-768x432.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose prose-sm max-w-none\">\n            <h2 class=\"mt-0 text-base leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/boosted-sustainable-electrically-excited-synchronous-motors\/\" title=\"Boosted Sustainable Electrically Excited Synchronous Motors\">Boosted Sustainable Electrically Excited Synchronous Motors<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-03-19T10:06:52Z\" itemprop=\"datePublished\">\n                Posted on 19th March 2026\n            <\/time>\n                            <p>Dr-Ing. Philippe Farah, CEO \u2013 Founder YEESMA SARL Dr-Ing. Shafigh Nategh, CTO \u2013 Founder, YEESMA SARL Yu-Chi Tsai, Business Development &amp; Marketing, YEESMA SARL Electrically Excited Synchronous Machines (EESM) is one of the strong candidates to solve the supply chain risks, costs and sustainability issues due to the Rare-Earth magnets presently used in almost 90 [&hellip;]<\/p>\n\n                                    <a class=\"more-link\" href=\"https:\/\/cti-symposium.world\/boosted-sustainable-electrically-excited-synchronous-motors\/\" target=\"_blank\">Continue reading<\/a>\n                                    <\/div>\n    <\/div>\n                <button\n    class=\"\n    bg-transparent \n    px-[1em] py-[0.5em] \n    text-sm \n    text-white \n    font-normal \n    border-none\n    rounded-none\n    absolute top-0 left-0 right-0 bottom-0 w-full opacity-0 hover:opacity-100 transition-opacity duration-300 ease-in-out \n    \"\n    data-te-toggle=\"modal\" data-te-target=\"#modal-post9355\">\n    \n  <\/button>\n    <\/article>\n\n                                 \n<div\n  data-te-modal-init\n  data-te-backdrop=\"true\"\n  \n  class=\"fixed hidden z-[1055] outline-none left-0 top-0 h-full w-full overflow-y-auto overflow-x-hidden\"\n  id=\"modal-post9355\"\n  tabindex=\"-1\"\n  aria-modal=\"true\"\n  aria-hidden=\"true\"\n  role=\"dialog\">\n  <div\n    data-te-modal-dialog-ref\n    class=\"pointer-events-none flex items-center w-auto opacity-0 transition-all duration-300 ease-in-out           relative min-h-[calc(100%-1rem)] translate-y-[-50px] min-[576px]:mx-auto min-[576px]:my-7\n   min-[576px]:max-w-[500px] min-[992px]:max-w-[800px]\">\n    <div\n      class=\"pointer-events-auto relative flex w-full flex-col rounded-lg border-none bg-white text-current shadow-lg bg-clip-padding outline-none\">\n      <div\n        class=\"flex justify-end items-center p-4\">\n        <!--Close button-->\n        <button\n          type=\"button\"\n          class=\"box-content rounded-none border-none hover:no-underline hover:opacity-75 focus:opacity-100 focus:shadow-none focus:outline-none\"\n          data-te-modal-dismiss\n          aria-label=\"Close\">\n          <svg\n            xmlns=\"http:\/\/www.w3.org\/2000\/svg\"\n            fill=\"none\"\n            viewBox=\"0 0 24 24\"\n            stroke-width=\"1.5\"\n            stroke=\"currentColor\"\n            class=\"h-6 w-6\">\n            <path\n              stroke-linecap=\"round\"\n              stroke-linejoin=\"round\"\n              d=\"M6 18L18 6M6 6l12 12\" \/>\n          <\/svg>\n        <\/button>\n      <\/div>\n\n      <!--Modal body-->\n      <div class=\"relative p-6 pt-0 \"><article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9355\" data-categories=\"[7,23,22,8,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/boosted-sustainable-electrically-excited-synchronous-motors\/\" title=\"Boosted Sustainable Electrically Excited Synchronous Motors\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Header.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose max-w-none\">\n            <h2 class=\"mt-0 text-2xl leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/boosted-sustainable-electrically-excited-synchronous-motors\/\" title=\"Boosted Sustainable Electrically Excited Synchronous Motors\">Boosted Sustainable Electrically Excited Synchronous Motors<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-03-19T10:06:52Z\" itemprop=\"datePublished\">\n                Posted on 19th March 2026\n            <\/time>\n                            <p><strong>Dr-Ing. Philippe Farah,<\/strong> CEO \u2013 Founder YEESMA SARL<br \/>\n<strong>Dr-Ing. Shafigh Nategh,<\/strong> CTO \u2013 Founder, YEESMA SARL<br \/>\n<strong>Yu-Chi Tsai,<\/strong> Business Development &amp; Marketing, YEESMA SARL<\/p>\n<p>Electrically Excited Synchronous Machines (EESM) is one of the strong candidates to solve the supply chain risks, costs and sustainability issues due to the Rare-Earth magnets presently used in almost 90 % of the Traction Motors. However, for long, EESM presented lower Performances, especially in terms of Torque density: approximately 10 to 20 % bigger volume required combined with Lower Efficiency (down to 3 %) compared to Radial Flux Interior Permanent Magnets Solutions considered as today\u2019s Benchmark.<\/p>\n<p><!--more--><\/p>\n<p><strong>Introduction and Objectives:<\/strong><\/p>\n<p>YEESMA combined 2 major concepts into what\u2019s called YEESMA that stands for Yokeless (Yoked) Electrically Excited Synchronous Machines. This Proprietary solution consists of an Axial Flux AND Electrically Excited Topology. Preferred topology is a Dual Rotor, Single Stator that helps solving the Packaging and Performances challenges: up to 20 % Torque volumetric density, with more than 60 % Bill Of Material (BOM) cost reduction AND 60 % Higher Sustainability Index.<\/p>\n<p>&nbsp;<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9356\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_1.jpg\" alt=\"\" width=\"900\" height=\"426\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_1.jpg 900w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_1-300x142.jpg 300w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_1-768x364.jpg 768w\" sizes=\"auto, (max-width: 900px) 100vw, 900px\" \/><br \/>\n<small>Figure 1: Topologies Comparison<\/small><\/p>\n<p>&nbsp;<\/p>\n<p>Inverter Phase current is also significantly reduced thank to a Unity Power Factor and participates to the 60 % Cost reduction mentioned above.<\/p>\n<p><strong>YEESMA Technology<\/strong><\/p>\n<p>YEESMA solution is an Axial Flux based topology. Preferred solution is typical Single Wound-Stator sandwiched between 2 Wound-Field Rotors. Note that intrinsic to Axial Flux, inner diameter areas being \u201cempty\u201d, YEESMA can incorporate there both Position Sensor and Rotor Power Supply (being Brush type, or Brushless Inductive Transformer).<\/p>\n<p>&nbsp;<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9357\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_2.jpg\" alt=\"\" width=\"600\" height=\"400\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_2.jpg 600w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_2-300x200.jpg 300w\" sizes=\"auto, (max-width: 600px) 100vw, 600px\" \/><br \/>\n<small>Figure 2: YEESMA Technology<\/small><\/p>\n<p>&nbsp;<\/p>\n<p><strong>Development Methodology<\/strong><\/p>\n<p>YEESMA developed their own FEA &amp; Optimization models to reduce development time while still keeping \u201cDigital-Twin\u201d approach: Define at best all requirements\u2019 details, from Performances outputs through Environment Specifications, like e.g. Air Cooling requirements for a 2-Wheelers or Oil-cooling specifications for a Truck Application. Our Approach heavily relies on conducting thorough Simulation Analysis before building Hardware parts. Such optimization process through a 3D-FEA Electromagnetic analysis is shown hereafter:<\/p>\n<p>&nbsp;<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9358\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_3.jpg\" alt=\"\" width=\"600\" height=\"300\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_3.jpg 600w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_3-300x150.jpg 300w\" sizes=\"auto, (max-width: 600px) 100vw, 600px\" \/><br \/>\n<small>Figure 3: Optimization Process<\/small><\/p>\n<p>&nbsp;<\/p>\n<p>The genetic algorithm progressively concentrates the population of candidate designs in the performance-optimal region of the search space.<\/p>\n<p><strong>Case Studies Results<\/strong><\/p>\n<p>Several Case Studies were conducted following same \u201cDigital Twin\u201d process. For simplicity and confidentiality reasons, only 4 cases studies are presented here.<\/p>\n<p>For each case, we used CO2 footprint as a Sustainably Quantifier. This is done through summing up for each design material amount (active parts only), mostly Steel, Copper or Aluminum, and rare-earth permanent magnets for Benchmarks solutions.<\/p>\n<p>&nbsp;<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9359\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_4.jpg\" alt=\"\" width=\"900\" height=\"420\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_4.jpg 900w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_4-300x140.jpg 300w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_4-768x358.jpg 768w\" sizes=\"auto, (max-width: 900px) 100vw, 900px\" \/><br \/>\n<small>Figure 4: YEESMA Case Studies Results<\/small><\/p>\n<p>&nbsp;<\/p>\n<p><strong>Proof Of Concept Experimental Results<\/strong><\/p>\n<p>To further validate all our design tools, YEESMA designed, built and tested its own Proof Of Concept Hardware [1] \u2013 [2]. This has been done through the Department of Engineering \u201cEnzo Ferrari\u201d, University of Modena and Reggio Emilia (Italy).<\/p>\n<p>Picture hereafter shows (manually) wound rotor.<\/p>\n<p>&nbsp;<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9360\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_5.jpg\" alt=\"\" width=\"286\" height=\"350\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_5.jpg 286w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_5-245x300.jpg 245w\" sizes=\"auto, (max-width: 286px) 100vw, 286px\" \/><br \/>\n<small>Figure 5: YEESMA Wound-Rotor<\/small><\/p>\n<p>&nbsp;<\/p>\n<p>Whole tests were conducted on a dynamometer setup, with an external drive capable to provide both Stator Armature AC currents and Rotor field DC current.<\/p>\n<p>Thorough analysis was done at first at no-load comparing theoretical BACK-EMF and measured voltages at various excitations levels. Exceptional confirmation was obtained through the whole excitation current range. Figure below measured data at 2000 rpm and 6.0A (considered as nominal excitation current)<\/p>\n<p>&nbsp;<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9361\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_6.jpg\" alt=\"\" width=\"600\" height=\"397\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_6.jpg 600w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_6-300x199.jpg 300w\" sizes=\"auto, (max-width: 600px) 100vw, 600px\" \/><br \/>\n<small>Figure 6: Comparison between Measured and Simulated Back-EMF<\/small><\/p>\n<p>&nbsp;<\/p>\n<p>Load-tests focused first in the Continuous Torque\/Speed area and shows as well very good fit between FEA Simulation and Experimental Results. Less than 5 % difference can be reported up to 1.6 times Maximum Continuous Torque<\/p>\n<p>&nbsp;<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9362\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_7.jpg\" alt=\"\" width=\"600\" height=\"394\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_7.jpg 600w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/YEESMA_Figure_7-300x197.jpg 300w\" sizes=\"auto, (max-width: 600px) 100vw, 600px\" \/><br \/>\n<small>Figure 7: Comparison between Measured and Simulated Torque<\/small><\/p>\n<p>&nbsp;<\/p>\n<p><strong>Conclusion<\/strong><\/p>\n<p>This study has presented the Yokeless Electrically Excited Synchronous Machine (YEESMA) as a viable, high-performance, and sustainable alternative to conventional rare-earth permanent magnet machines. By eliminating the need for rare-earth materials and transitioning from a radial flux to an axial flux configuration, the YEESMA topology achieves significant reductions in copper usage, weight, and raw material demand, while maintaining competitive torque and power density. In addition, the proposed design achieved close to unity-power factor, it significantly reduces Inverter current demands and participates to the Overall Cost reduction.<\/p>\n<p>Further development work will focus on the Manufacturing axis with Production-intend designs developed with an Industrial Partner.<\/p>\n<hr \/>\n<p><strong>References<\/strong><\/p>\n[1] V. Mangeruga, A. Piergiacomi, S. Nategh, P. Farah and S. Nuzzo, \u201eStructural Investigations on Yokeless Electrically-Excited Segmented Armature Axial Flux Motor,\u201c 2025 IEEE Workshop on Electrical Machines Design, Control and Diagnosis<br \/>\n(WEMDCD), Valletta, Malta, 2025, pp. 1 &#8211; 6<br \/>\n[2] Design Optimization and Experimental Validation of an Innovative and Sustainable Electric Machine Topology,\u201c in IEEE Transactions on Transportation Electrification, Oct. 2025. (Submitted)<\/p>\n\n                    <\/div>\n    <\/div>\n    <\/article><\/div>\n    <\/div>\n  <\/div>\n<\/div>\n            <\/div>\n    <div class=\"post-wrapper shadow rounded-2xl bg-white\">\n        <article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9347\" data-categories=\"[7,23,22,8,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/uk-testbed-for-sustainable-gear-manufacturing-scaling-to-indian-volume-production\/\" title=\"UK testbed for sustainable gear manufacturing: scaling to Indian volume production\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/Hero-Motors_Picture-Header-768x432.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose prose-sm max-w-none\">\n            <h2 class=\"mt-0 text-base leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/uk-testbed-for-sustainable-gear-manufacturing-scaling-to-indian-volume-production\/\" title=\"UK testbed for sustainable gear manufacturing: scaling to Indian volume production\">UK testbed for sustainable gear manufacturing: scaling to Indian volume production<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-03-11T07:59:00Z\" itemprop=\"datePublished\">\n                Posted on 11th March 2026\n            <\/time>\n                            <p>Dr Agnes Ragondet, Group Sustainability Director, Hewland\/Hero Motors. This paper presents a sustainability-driven manufacturing initiative that leverages a UK-based pilot facility to develop, test, and optimise sustainable technologies in gear manufacturing with the objective to enable scalable implementation in Indian high-volume production facilities.<\/p>\n\n                                    <a class=\"more-link\" href=\"https:\/\/cti-symposium.world\/uk-testbed-for-sustainable-gear-manufacturing-scaling-to-indian-volume-production\/\" target=\"_blank\">Continue reading<\/a>\n                                    <\/div>\n    <\/div>\n                <button\n    class=\"\n    bg-transparent \n    px-[1em] py-[0.5em] \n    text-sm \n    text-white \n    font-normal \n    border-none\n    rounded-none\n    absolute top-0 left-0 right-0 bottom-0 w-full opacity-0 hover:opacity-100 transition-opacity duration-300 ease-in-out \n    \"\n    data-te-toggle=\"modal\" data-te-target=\"#modal-post9347\">\n    \n  <\/button>\n    <\/article>\n\n                                 \n<div\n  data-te-modal-init\n  data-te-backdrop=\"true\"\n  \n  class=\"fixed hidden z-[1055] outline-none left-0 top-0 h-full w-full overflow-y-auto overflow-x-hidden\"\n  id=\"modal-post9347\"\n  tabindex=\"-1\"\n  aria-modal=\"true\"\n  aria-hidden=\"true\"\n  role=\"dialog\">\n  <div\n    data-te-modal-dialog-ref\n    class=\"pointer-events-none flex items-center w-auto opacity-0 transition-all duration-300 ease-in-out           relative min-h-[calc(100%-1rem)] translate-y-[-50px] min-[576px]:mx-auto min-[576px]:my-7\n   min-[576px]:max-w-[500px] min-[992px]:max-w-[800px]\">\n    <div\n      class=\"pointer-events-auto relative flex w-full flex-col rounded-lg border-none bg-white text-current shadow-lg bg-clip-padding outline-none\">\n      <div\n        class=\"flex justify-end items-center p-4\">\n        <!--Close button-->\n        <button\n          type=\"button\"\n          class=\"box-content rounded-none border-none hover:no-underline hover:opacity-75 focus:opacity-100 focus:shadow-none focus:outline-none\"\n          data-te-modal-dismiss\n          aria-label=\"Close\">\n          <svg\n            xmlns=\"http:\/\/www.w3.org\/2000\/svg\"\n            fill=\"none\"\n            viewBox=\"0 0 24 24\"\n            stroke-width=\"1.5\"\n            stroke=\"currentColor\"\n            class=\"h-6 w-6\">\n            <path\n              stroke-linecap=\"round\"\n              stroke-linejoin=\"round\"\n              d=\"M6 18L18 6M6 6l12 12\" \/>\n          <\/svg>\n        <\/button>\n      <\/div>\n\n      <!--Modal body-->\n      <div class=\"relative p-6 pt-0 \"><article class=\"post relative\" itemscope=\"itemscope\" itemtype=\"http:\/\/schema.org\/BlogPosting\" data-id=\"9347\" data-categories=\"[7,23,22,8,16]\">\n    <div class=\"post-body\" itemprop=\"articleBody\">\n                        <div class=\"article-image\">\n            <a href=\"https:\/\/cti-symposium.world\/uk-testbed-for-sustainable-gear-manufacturing-scaling-to-indian-volume-production\/\" title=\"UK testbed for sustainable gear manufacturing: scaling to Indian volume production\" target=\"_blank\">\n                            <img decoding=\"async\" class=\"mx-auto rounded-t-2xl\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/Hero-Motors_Picture-Header.jpg\" loading=\"lazy\">\n                        <\/a>\n        <\/div>\n        <div class=\"article-content p-6 prose max-w-none\">\n            <h2 class=\"mt-0 text-2xl leading-snug\"><a class=\"font-semibold\" href=\"https:\/\/cti-symposium.world\/uk-testbed-for-sustainable-gear-manufacturing-scaling-to-indian-volume-production\/\" title=\"UK testbed for sustainable gear manufacturing: scaling to Indian volume production\">UK testbed for sustainable gear manufacturing: scaling to Indian volume production<\/a><\/h2>\n            <time class=\"post-date\" style=\"font-size: 12px; display: block;\" datetime=\"2026-03-11T07:59:00Z\" itemprop=\"datePublished\">\n                Posted on 11th March 2026\n            <\/time>\n                            <p><strong>Dr Agnes Ragondet,<\/strong> Group Sustainability Director, Hewland\/Hero Motors.<\/p>\n<p>This paper presents a sustainability-driven manufacturing initiative that leverages a UK-based pilot facility to develop, test, and optimise sustainable technologies in gear manufacturing with the objective to enable scalable implementation in Indian high-volume production facilities.<\/p>\n<p><!--more--><\/p>\n<p>UK gear manufacturing market benefits from a strong industrial heritage and highly skilled workforce [1]. A focus on high quality products and high end applications are key drivers of the UK sector [2].<\/p>\n<p>The UK gear manufacturing market is part of a broader \u00a31.3bn bearing and gear manufacturing industry. The precision gearbox market itself generated $30.3 million in 2023 and is projected to grow at 3.4 % CAGR through 2030 [3].<\/p>\n<p>However, high operational costs, wastes, labour expenses and pressure from raw material price inflation limits the overall advantages of UK manufacturing [4, 5, 6].<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9348\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/Hero-Motors_Figure-1.jpg\" alt=\"\" width=\"900\" height=\"426\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/Hero-Motors_Figure-1.jpg 900w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/Hero-Motors_Figure-1-300x142.jpg 300w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/Hero-Motors_Figure-1-768x364.jpg 768w\" sizes=\"auto, (max-width: 900px) 100vw, 900px\" \/><br \/>\n<small>Figure 1. The drivers of sustainable manufacturing<\/small><\/p>\n<p>In addition, the nature of low volume and custom-designed market leads to higher operational costs, highlighting the demand for greater efficiency and optimisation in both design &amp; manufacturing processes.<\/p>\n<p>The global gear manufacturing market is projected to increase by USD 137.8 billion at 8.1 % CAGR over the 2024 \u2013 2029 period [7]. The market growth is fuelled notably by industrial expansion and increasing demand for high-Performance transmission solutions across various sectors [8].<\/p>\n<p>In India, price competitiveness is a major challenge for gear manufacturing, due to strong competition from low-cost producers abroad. Balancing competitive pricing with quality and profitability in highvolume production remains an ongoing challenge [9].<\/p>\n<p>This paper demonstrates how a sustainability-driven approach to gear manufacturing can address these challenges and enhance efficiency using IoT and smart manufacturing technologies.<\/p>\n<p>The initiative illustrates how implementing these practices within a controlled, low-volume manufacturing environment in the UK can facilitate the technology transfer to high-volume gear manufacturing industry in India.<\/p>\n<p><strong>Process monitoring and operational optimisation<\/strong><\/p>\n<p>Gear manufacturing is an energy-intensive process that generates significant amount of bi-product material waste.<\/p>\n<p>On average at Hewland, a low volume manufacturing organisation, energy costs associated with gear and transmission production can account for up to 65 % of total factory energy costs, which includes heat treatment capability, while 40 % of the raw materials used in machining operations are lost as waste. In general, manufacturing sector is energy intensive and can consume up to 20 \u2013 25 % of world\u2019s total energy [10].<\/p>\n<p>Additionally, frequent tooling changes, small batch sizes, and customized new designs greatly affect operational efficiency, with up to 35 % of cycle time attributed to indirect production activities such as tooling setup, programming adjustments, and part inspections.<\/p>\n<p>Finally, historical operational standards can lead to a significant increase in downtime, accounting for up to 50 % of an asset\u2019s total energy usage.<\/p>\n<p>All these factors together contribute to a significant increase in the product\u2019s carbon footprint. Figure 1 shows the drivers of sustainable manufacturing study.<\/p>\n<p>Firstly, the case study involved integrating IoT and smart factory tools into each individual manufacturing asset to monitor and analyse productivity and efficiency through energy data combined with manufacturing operation management data.<\/p>\n<p>It involved a physical energy monitoring and data collection device paired with a custom-developed intelligent tool for data processing and analysis.<\/p>\n<p>The combined analysis of energy consumption data and manufacturing operations management software offered valuable insights into operational efficiency, revealing opportunities for both energy savings and performance improvement.<\/p>\n<p>First key outcomes included:<\/p>\n<ul>\n<li>20 % average asset downtime reduction<\/li>\n<li>260,000 kWh reduction (16 % of annual consumption)<\/li>\n<li>52tCO2e reduction<\/li>\n<li>Greater process standardisation<\/li>\n<li>Optimised operational cost prediction<\/li>\n<\/ul>\n<p>The in-house developed smart factory tool delivered precise data on the status of each manufacturing operation, enabling its use as a powerful digital twin to correlate asset and operational costs, and facilitating easy transfer to high-volume manufacturing cost predictions.<\/p>\n<p><strong>Circular manufacturing strategies<\/strong><\/p>\n<p>The next phase of the study focused on exploring circularity opportunities in manufacturing. Given the large volume of swarf waste generated during operations, it was crucial to identify ways to minimize waste while creating opportunities for material reuse.<\/p>\n<p>The case study focused on components requiring a central hole to be machined in the steel bar. Two turning operation methods were assessed:<\/p>\n<ul>\n<li>A conventional process where the entire hole was produced by cutting through the material, converting all removed material into swarf.<\/li>\n<li>A more sustainable process using an optimised tool path that cut around the hole\u2019s perimeter, enabling the recovery of a solid steel piece that could be reused to manufacture another component.<\/li>\n<\/ul>\n<p>The study revealed that cycle times could be reduced by 60 % to 90 %, depending on the hole size, cutting energy cost per operation by similar proportions, while waste generated per part decreased by up to 60 %.<\/p>\n<p>Such simple but yet effective approach enables substantial material savings, particularly in high volume production. For instance, machining a 400cm3 piece of steel using the perimeter tool path would save 15tons of steel and 29tCO2e in a 5,000-part batch, allowing the recovered material to be reused for producing other components.<\/p>\n<p><strong>Sustainable design optimisation<\/strong><\/p>\n<p>The final phase of the study focussed on sustainable design opportunities, examining how design choices impact overall manufacturing costs, cycle times, material usage and product carbon footprint.<\/p>\n<p>The component selected was a shaft with a primary wheel, originally manufactured as two separate parts welded together. This two-part design was compared with a redesigned single-part solution.<\/p>\n<p>As shown in Table 1 the single-part design solution achieved a 51 % reduction in energy consumption, in-house cycle time and CO2e emissions, while material wastage during production decreased by 11 %.<\/p>\n<p>Note: the overall cycle time and cost of the two-part solution was greatly increased due to an additional welding operation that also sub-contracted.<\/p>\n<p>The single-part design solution needed revision to account for a greater gap between the gears to allow for grinding operation. Although this process would not be necessary for motorsport application, it is essential for EV application in order to reach NVH requirements. High volume machining operations such as power skiving and gear honing are also considered to reduce the gap to a minimum while the choice of gear type, spur vs helical, can also impact the required distance between the gears.<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9350\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/Hero-Motors_Table-1.jpg\" alt=\"\" width=\"900\" height=\"206\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/Hero-Motors_Table-1.jpg 900w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/Hero-Motors_Table-1-300x69.jpg 300w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/Hero-Motors_Table-1-768x176.jpg 768w\" sizes=\"auto, (max-width: 900px) 100vw, 900px\" \/><br \/>\n<small>Table 1. Comparison of energy cost, material wastage and carbon footprint between 1 part and 2 part design solutions<\/small><\/p>\n<p>Overall, this case study demonstrates various opportunities for a more efficient and sustainable gear manufacturing approach that can be easily transferred from low volume to high volume manufacturing context as summarised in Figure 2. While low volume context allows for quick and flexible development, the high volume implementation allows for greater savings and optimisation benefits.<\/p>\n<p>Manufacturing and design decisions can be influenced by a sustainability approach to be more energy efficient, more cost effective and generating a lower carbon footprint of the product.<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-9351\" src=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/Hero-Motors_Figure-2.jpg\" alt=\"\" width=\"600\" height=\"456\" srcset=\"https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/Hero-Motors_Figure-2.jpg 600w, https:\/\/cti-symposium.world\/wp-content\/uploads\/2026\/03\/Hero-Motors_Figure-2-300x228.jpg 300w\" sizes=\"auto, (max-width: 600px) 100vw, 600px\" \/><br \/>\n<small>Figure 2. Process and benefits of low volume case study to high volume technology transfer<\/small><\/p>\n<hr \/>\n<p><strong>References<\/strong><br \/>\n[1] The cost-benefit of manufacturing in the UK<br \/>\n[2] UK automotive manufacturing: facing up to the challenges of the future<br \/>\n[3] UK Precision Gearbox Market Size &amp; Outlook, 2030<br \/>\n[4] https:\/\/www.manufacturingmanagement.co.uk\/content\/news\/uk-manufacturing-challenges-make-uk-survey-findings<br \/>\n[5] https:\/\/www.cbi.org.uk\/media-centre\/articles\/uk-manufacturing-struggles-to-regain-momentum-as-cost-pressures-mountand-orders-remain-weak-cbi-industrial-trends-survey-july-2025<br \/>\n[6] https:\/\/www.expressandstar.com\/news\/business\/business-picks\/2023\/09\/19\/supply-raw-materials-and-import-costs-top-ukmanufacturing-concerns<br \/>\n[7] https:\/\/www.technavio.com\/report\/gear-manufacturing-market-industry-analysis#:~:text=Gear%20Manufacturing%20Market%20Size%202025,in%20this%20evolving%20market%20landscape.<br \/>\n[8] https:\/\/www.prnewswire.co.uk\/news-releases\/industrial-gearbox-market-to-reach-usd-37-1-billion-by-2029&#8211;key-trends-growth-drivers&#8212;valuates-reports-302394728.html#:~:text=Major%20Factors%20Driving%20the%20Growth,strong%20emphasis%20on%20energy%20efficiency.<br \/>\n[9] https:\/\/www.imarcgroup.com\/india-gear-market<br \/>\n[10] https:\/\/zipdo.co\/sustainability-in-the-manufacturing-industry-statistics\/<\/p>\n\n                    <\/div>\n    <\/div>\n    <\/article><\/div>\n    <\/div>\n  <\/div>\n<\/div>\n            <\/div>\n\n    <\/div>\n        <div class=\"text-center mt-12\">\n        <div class=\"load-more\">\n                <button\n    class=\"\n    bg-primary hover:bg-primary-600 focus:bg-primary-600 active:bg-primary-700 \n    px-[1em] py-[0.5em] \n    text-base \n    text-white \n    font-normal \n    border-none\n    rounded-full\n    inline-flex items-center transition duration-150 ease-in-out focus:outline-none focus:ring-0 \n    \"\n    >\n    Load more&#8230;\n  <\/button>\n            <div class=\"spinner hidden\">\n                <div\n  class=\"inline-block text-primary h-8 w-8 animate-spin rounded-full border-4 border-solid border-current border-r-transparent align-[-0.125em] motion-reduce:animate-[spin_1.5s_linear_infinite]\"\n  role=\"status\">\n  <span\n    class=\"!absolute !-m-px !h-px !w-px !overflow-hidden !whitespace-nowrap !border-0 !p-0 ![clip:rect(0,0,0,0)]\"\n    >Loading&#8230;<\/span\n  >\n<\/div>\n            <\/div>\n        <\/div>\n    <\/div>\n<\/div><\/div>\n","protected":false},"excerpt":{"rendered":"","protected":false},"author":2,"featured_media":11563,"parent":0,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"_acf_changed":false,"footnotes":""},"class_list":["post-11553","page","type-page","status-publish","has-post-thumbnail","hentry"],"acf":[],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v26.6 - 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