CTI SYMPOSIUM USA IS THE KEY MEETING POINT FOR GLOBAL FORWARD THINKERS IN AUTOMOTIVE POWERTRAIN DEVELOPMENT – FROM PASSENGER CARS TO HEAVY-DUTY VEHICLES.
For the CTI SYMPOSIUM USA 2026, we invite OEMs, suppliers, engineering services, start-ups, and research institutions who are working on the redefinition of automotive powertrains and mobility to submit your topic proposal. We will continue to explore advancements in Internal Combustion Engine (ICE), Battery Electric Vehicle (BEV), and Hybrid Vehicle technologies, with a focus on drivetrain systems, e-motors, power electronics, and battery systems.
New in 2026: Smart Chassis Meets Smart Powertrains
Moreover, for the first time, CTI USA will spotlight innovations in chassis-powertrain integration, from motion control strategies, steer-by-wire and brake-by-wire to active suspension systems and integrated development methods. Why now? Because chassis and electric powertrains share common challenges: precise motor control, real-time responsiveness, and the highest levels of functional safety.
The Expert Summit for a Sustainable Future Mobility
Only together we can create a sustainable future mobility. CO2 reduction is critical for automotive drivetrain. Here the battery electric drive using renewable energy is the focus. What can we do to increase efficiency and reliability, reduce cost and at the same time reduce the upstream CO2?
At CTI SYMPOSIUM the automotive industry discusses the challenges it faces and promising strategies. Latest solutions in the fields of electric drives, power electronics, battery systems, e-machines as well as the manufacturing of these components and supply chain improvements are presented. For the bigger picture market and consumer research results as well as infrastructure related topics supplement the exchange of expertise.
CTI SYMPOSIA drive the progress in individual and commercial automotive transportation. Manufacturer, suppliers and institutions are showing how to master the demanding challenges.
Specials
Deep Dive Sessions on Passenger Cars and Commercial Vehicles
OEM & Supplier Panels
Explore the latest products and innovations in the accompanying exhibition
Ride & Drive: Enjoy a full-feature tech experience in series and demo vehicles
Women@CTI Special Program
Start-up Area
Extensive networking opportunities
Outstanding evening event
Topics
Transformation of the Automotive and Supplier Industry
Markets. Policies and Sustainability
Latest Electric, Hybrid and ICE Propulsion Technology
Passenger Cars and Commercial Vehicles
E-Motors & E-Motor Development
Traction Batteries
Power Electronics
Chassis and Electrified Powertrain Integration (NEW)
Raja Rajendran MSME, President, EcoNovaTech LLC Prashanth Rajendran MSME, PhD Candidate, CEO, EcoNovaTech LLC Breakthrough innovation using Geneva mechanism for transmissions Multi-speed uninterrupted shifting for EV IVT with uniform input-to-output ratio, NOT dependent on friction for HEV For the last several years, EcoNovaTech has been developing multiple innovative technologies to solve problems that are in […]
Breakthrough innovation using Geneva mechanism for transmissions
Multi-speed uninterrupted shifting for EV
IVT with uniform input-to-output ratio, NOT dependent on friction for HEV
For the last several years, EcoNovaTech has been developing multiple innovative technologies to solve problems that are in the forefront of the automotive industry. With its latest developments, EcoNovaTech provides a paradigm shift in transmission technology with uninterrupted shifting and ALL gear-based transmission.
Multi-Speed Transmission with Uninterrupted Shifting (MSTUS) for EV:
OEMs are continually striving to increase the range per charge for EVs. Some OEMs now recommend not depleting the battery below 25 % capacity, to extend its life. Battery charges relatively fast for the first 80 % but the last 20 % takes about as much time. Therefore, charging the battery up to 100 % could take overnight. However, there are concerns that the battery can catch fire making it difficult for consumers to use the full capacity. Moreover, battery degrades depending on the frequency and number of times it is charged and discharged. A transmission that can improve the range will reduce this frequency thereby extending battery life. So, OEMs are actively looking for a multi-speed transmission in place of a single speed Transmission to increase the range.
OEMs currently use two stage reduction for EVs. They are also actively looking into two speed transmissions with two stage reduction. Ideally, shifting occurs at around 40 − 45 miles per hour at which the wheel spins at about 650 − 750 RPM and the motor spins at about 6,500 − 7,500 RPM, since two stage reduction results in about one tenth the RPM of the electric motor. Current technology takes about 150 milliseconds of interruption for synchronizing and shifting, which causes a delay in achieving 0 − 60. So, a Multi-Speed Transmission with Uninterrupted Shifting (MSTUS) is desirable since it further increases the range, without affecting the time needed for 0 − 60. For electric motors spinning at 7,000 RPM the first reduction results in about 2,200 − 2300 RPM. This allows about 25 − 30 milliseconds for the transmission to shift over a full revolution, during the second reduction.
Smooth shifting occurs when the vehicle speed remains constant during shifting. Since vehicle speed is a product of motor RPM and angular velocity ratio, the change in this ratio should be inversely proportional to the change in motor RPM. Since the rotor of an electric motor has very low inertia when compared to IC engines, the RPM can be rapidly changed without changing the vehicle speed during shifting. As a result, occupants will not experience a jolt during shifting.
Experimental study using chain and sprocket mechanism for uninterrupted shifting shows that when shifting in about 19 milliseconds, most occupants may not experience the abrupt change in vehicle speed. However, use of chain and sprocket mechanism in transmissions is still in developmental stage. Noise and durability issues must be overcome. Chain and sprocket mechanism is not commonly used in transmissions in the industry.
Founded in 2014, EcoNovaTech has been dedicated to its mission of designing custom eco-friendly products through simple, effective engineering solutions and being a leader in Automotive Engineering.
In 2021, EcoNovaTech came up with a break through invention for Multi-Speed Transmission with Uninterrupted Shifting where the motor is continuously powering the wheels, even during shifting. It replaces the synchronizer with custom Geneva mechanism where the Geneva pin wheel has multiple pins and the Geneva slot wheel has multiple custom slots, along with dog clutch. The force required to operate a dog clutch is negligible.
With its latest innovation, EcoNovaTech now has two MSTUS solutions (one using non-circular gears and the other using Geneva mechanism) for EVs that are patent pending in multiple countries.
To briefly explain the operating principles of this innovation, both EcoNovaTech solutions use a transition module for uninterrupted shifting. The transition module transmits power parallel to the transmission gears in the transmission. The transition module can be engaged or disengaged using a dog clutch. The transition module has non-circular gears or Geneva pin and slot wheels cycling smoothly through all the constant angular velocity ratios used in the transmission, ramping up and down as needed. In a two-speed transmission, the transition module has 4 zones, a constant low speed zone, ramp up zone, constant high-speed zone, and a ramp down zone. Thus, it alternates between two constant speed zones sandwiched by a ramp up zone and a ramp down zone.
Use of partial gears for the constant zone makes it economical and less complex, and the number of pins can be reduced to 1 pin for up-shift and 1 pin for down-shift.
Use of helical gears reduces the space required when compared to chain and sprocket with tensioner. Also, helical gears provide a smoother and quieter ride at higher efficiency, when compared to chain and sprocket systems. A pair of Geneva wheels without partial gears and a pair of Geneva wheels with partial gears are shown in the figure.
Unlike in DCT the need for a high-pressure hydraulic system is eliminated resulting in significant savings. Also, the DCT only decreases the duration of interruption while EcoNovaTech innovation COMPLETELY eliminates the interruption. The lower ratio driven gear is placed on a one-way bearing on its shaft eliminating the need for linking it through a dog clutch. During reversing or regenerative breaking this must be connected through a dog clutch.
EcoNovaTech’s first solution is best suited for luxury passenger vehicles. For such vehicles, it is recommended that duration of uninterrupted shifting is extended when compared to current emerging technology, for a perfectly smooth ride. This solution uses a Duration Extender Module (DEM) that extends the duration of uninterrupted shifting to an optimal value of 30 − 50 ms (multiple revolutions) with zero interruption. DEM uses additionally a pair of overdrive gears., however is highly suitable for luxury passenger vehicles.
EcoNovaTech’s second and latest solution uses a DEM and eliminates the shortcomings of the chain and sprocket solution that is currently being developed in the industry. In 2019, EcoNovaTech developed a solution for uninterrupted shifting without a DEM using non-circular gears (patent pending). EcoNovaTech now has a less expensive innovative design (patent pending) that uses Geneva pin and slot mechanism with a customized slot, in lieu of non-circular gears, to transition from one angular velocity ratio to another. Geneva wheels can be mass produced at a lower cost when compared to non-circular gears.
Since the original design, EcoNovaTech has come up with a significant improvement where the Geneva wheel has only one pin for upshift and one pin for downshift, with the addition of two pairs of partial gears.
For EV, since the electric motor has a low inertia and can change the RPM instantaneously, shifting can occur within one revolution of the input from the electric motor. Since EV uses two stage reduction, it is advantageous to have the uninterrupted shifting happen in the second stage so that it spans a longer duration.
Non-friction dependent IVT for HEV:
In a hybrid vehicle, since we have a combination of IC engine and electric motor, a smaller IC engine can be used. An IVT can get maximum power out of a small engine for a quick acceleration.
EcoNovaTech has two innovative IVT solutions, one using non-circular gears (patented in US, China and Japan, and patent pending in Canada and India) and its latest using Geneva wheel mechanism (patent pending), along with other COTS components.
The operating principle involves converting
uniform rotation from the engine to non-uniform rotation using non-circular gears or Geneva mechanism
non-uniform rotation from above to linear oscillation (a portion being uniform) of a rack using a Scotch yoke mechanism
linear oscillation of the rack to rocking motion of a pinion
rocking motion of the pinion to a unidirectional uniform rotation of the output using a one-way bearing
The location of the pin in the scotch yoke mechanism dictates the angular velocity ratio. With as low as 3 scotch yoke modules, a continuous and steady output can be achieved.
The ratio changing mechanism in EcoNovaTech’s solution uses a unique and simple feature enabling the relocation of the crank pin in a rotating coordinate system from a fixed coordinate system. This is used to change the input-to-Output ratio for the transmission. The crank pin location can be changed purely mechanically at high RPMs so that it can be operated with a lever or cable. Planetary gears, computer controlled clutch or reversible one-way bearing can be used to achieve reverse gear. Use of reversible one-way bearing eliminates torque recirculation thereby reducing the peak load on the one-way bearing. This results in overall size reduction, since the size of the one-way bearing increases with the torque that is transmitted via the one way bearing.
Use of elliptical gears produce close results as non-circular gears, allowing ease of mass production since the driving and driven non-circular gears can be identical. EcoNovaTech’s latest IVT solution using Geneva wheel mechanism instead of non-circular gears will significantly reduce the manufacturing cost associated with non-circular gears.
EcoNovaTech’s eco-friendly innovative technical solutions can help OEMs progress towards the goal of Net-Zero Emissions by 2050 to help stop climate change.
Johannes Becker, Dive Engineering Software, Inc. Felix Pause, dive solutions GmbH Drivetrain electrification across the automotive and commercial vehicle industry drives increasingly power-dense electric motor designs, which require well-engineered cooling systems. Front-loading e-motor thermal simulations in the early design stage can de-risk prototypes and unlock more innovative designs.
Johannes Becker, Dive Engineering Software, Inc. Felix Pause, dive solutions GmbH
Drivetrain electrification across the automotive and commercial vehicle industry drives increasingly power-dense electric motor designs, which require well-engineered cooling systems. Front-loading e-motor thermal simulations in the early design stage can de-risk prototypes and unlock more innovative designs.
The Role of Smoothed-Particle Hydrodynamics in Drivetrain Development
As the automotive industry is shifting towards electrification, the design of electric motors is key for optimizing vehicle performance. Balancing increased power and longevity with compactness and simplicity necessitates the use of sophisticated cooling strategies to maintain optimal operating temperatures. Various simulation methods have been explored in the past, ranging from traditional Volume of Fluid (VOF) techniques to particle-based approaches.
In response to increasing market pressure for faster, more efficient product development under constrained resources, Smoothed Particle Hydrodynamics (SPH) offers a flexible and powerful simulation approach, particularly suited for early-stage design. Unlike traditional CFD, SPH − as the name suggests − simulates fluids as a collection of small particles and does not require mesh generation (see Figure 1). This provides significant pre-processing and numerical efficiencies in cases where mesh generation and remeshing are a bottleneck in VOF methods, allowing engineers to explore large numbers of design variations quickly and cost-effectively. For that reason, SPH has become a widely used method of analyzing lubrication and cooling performance in drivetrain engineering, due to its ability to accurately model free surface and multiphase flows, as well as its efficacy in handling complex geometries and moving components. Consequently, SPH is increasingly applied in the design of electric motors as well.
Modeling Heat Transfer in Complex Geometries with SPH
Correctly predicting cooling performance in simulation fundamentally requires accurate modeling of surface wetting by the coolant, i.e. a good surface tension model, and consideration of the (often significant) temperature-sensitive viscosity of coolant oils [1]. SPH enables detailed simulation of how coolant oil absorbs and transfers heat across complex geometries like coil windings, accounting for temperature-dependent viscosity layers. By applying adaptive particle refinement [2] and realistic boundary conditions, SPH captures both transient and steady-state heat transfer behaviors. This allows engineers to evaluate heat transfer coefficients, optimize cooling strategies, and support thermal network models − especially in areas where empirical data is lacking.
This article presents findings from simulations of a simplified, actively cooled e-motor employing SPH. The results are validated against experimental data, demonstrating the method’s efficacy in predicting oil dynamics and heat transfer.
Experimental Reference and Simulation Setup
To validate the applicability of SPH in real-world designs, we examined an experimental e-motor cooling case by Davin et al. [3] as our reference scenario. Davin et al. investigated a 40kW radial flux machine equipped with 12 coils and examined different cooling configurations. Here, we focus on investigating a setup utilizing 5 inlets to distribute oil onto the coil windings. Since the experimental setup is symmetrical, our simulation model encompasses only half of the domain, with symmetry boundary conditions applied to the center plane. The setup is illustrated in Figure 2.
To validate the method against the experimental references, the inlet mass flows and inlet temperature of the coolant are varied. Since the properties of the coolant oil were not reported in the original work, some assumptions had to be made. As viscosity was given at 50 and 75°C, the following exponential law was used to interpolate between these two points and account for the influence of reduced viscosity with increasing temperature:
The density, thermal conductivity, specific heat capacity, surface tension coefficient and contact angles of the coolant used in the experimental work were not reported. Thus, typical values for coolant oils were applied (see Figure 2).
Results
For each of the six operating points, the heat flow rates on the coils are obtained and compared with the experimental results. The simulation generally follows the experimental trend in [3] of increasing heat transfer rates with increasing volume flow rates and decreasing inlet temperatures. Moreover, a 77 % to 96 % match with experimental reference is found for the 6 operating points (see Figure 3). Given the accuracy of an experiment and the assumptions made, this indicates that the simulation can capture the complex multiphase flow present in the e-motor.
The method can therefore be used to test different design variations. In Figure 4, a snapshot of oil distribution predicted by the simulation is given. Here, the oil flow could be optimized by changing the nozzle position or design, ensuring that all coils are adequately cooled.
Figure 4: Oil distribution and heat flux at 368 l/h and 75°C.
Conclusions
The Smoothed-Particle Hydrodynamics method is widely applied and extensively validated in different sectors and applications. I can reliably predict complex multiphase flows in drivetrain, automotive, manufacturing, and more. Our results show accurately predicted heat transfer in the e-motor case, with deviations from experimental data ranging from 4 to 23 %.
Initial setup time was around 2 − 3 hours and only minutes for every additional operating point, the computational effort for each operating point was around 3 − 6 hours. By integrating SPH within a scalable, cloud-based platform, conducting extensive parametric studies, such as testing different nozzle types, orientations, placements, and coolant flow rates, can be parallelized. Automated DoE configuration and parallel execution of simulation and data analysis (i.e., simulating all operating points in parallel) allow for rapid design space exploration [4] − enabling engineers to investigate the effect of nozzle types, positions, inlet conditions (temperature/flow rate) or other design changes with same-day turnaround.
As the automotive industry accelerates toward more compact, powerdense electric drivetrains, SPH offers a critical simulation tool to meet thermal management challenges early in the design cycle − supporting faster innovation, reduced prototyping costs, and more robust e-motor designs.
Sources:
[1] G. A. Mensah, P. Sabrowski, and T. B. Wybranietz, “Practical guidelines on modelling electric engine cooling with SPH,” in 2023 International SPHERIC Workshop, 2023.
[2] B. Legrady, “Particle-Based CFD Study of Lubrication in Power Transmission Systems Using Local Refinement Techniques,” Power Transmission Engineering,
vol. February 2024, 2024.
[3] T. Davin, J. Pellé, S. Harmand, and R. Yu, “Experimental study of oil cooling systems for electric motors,” Applied Thermal Engineering, vol. 75, pp. 1–13, 2015.
[4] B. Legrady, “Efficient Numerical Assessment of Thermal Effects in a Gearbox Using Smoothed Particle Hydrodynamics,” in American Gear Manufacturers Association,
in Fall Technical Meeting, vol. 24FTM25, 2024.
JJE’s New Solution for High-Efficiency, High-Capability eAWD Dr. Yang Cao, Transmission Manager, JJE Technologies JJE Technologies proudly presents the DL Combo™, the industry’s first fully integrated disconnect and locker differential system. By combining eDisconnect and eLocker functionalities into a single, compact unit, this innovation provides electrified all-wheel-drive (eAWD) vehicles uncompromised off-road capability and low energy […]
JJE’s New Solution for High-Efficiency, High-Capability eAWD
Dr. Yang Cao, Transmission Manager, JJE Technologies
JJE Technologies proudly presents the DL Combo™, the industry’s first fully integrated disconnect and locker differential system. By combining eDisconnect and eLocker functionalities into a single, compact unit, this innovation provides electrified all-wheel-drive (eAWD) vehicles uncompromised off-road capability and low energy consumption.
Introducing the DL Combo™ Differential
JJE launched its DirectFlux™ eLocker in 2021, now in use by several OEMs including in the newly introduced Beijing Automotive BJ60e and BJ40e extended-range off-road SUVs. This eLocker utilizes JJE’s unique electromagnetic clutch technology to lock up 6000 Nm of half-shaft torque within just 70 milliseconds.
JJE’s Disconnect & Locker Combo Differential, or DL ComboTM Differential
In 2022, JJE introduced the DirectFlux™ eDisconnect, offering both mono-stable and bi-stable configurations. This system enables real-time AWD/2WD switching at any vehicle speed, improving energy efficiency and electric range by 7–10 %.
Now, with an innovative, highly integrated mechanical design, JJE’s new DL Combo™ Differential merges these two systems into a compact differential with the same envelope as a conventional differential − making it fully interchangeable for OEM applications.
Compact. Capable. Integrated.
The DL Combo™ features a deeply integrated, nested mechanical structure that leverages JJE’s DirectFlux™ electromagnetic clutch configuration. As a result, the DL Combo™ differential maintains the same envelope as a conventional unit while offering dual functionality − eDisconnect and eLocker − within a single package.
Compared to standalone solutions, this design allows standard layout, significantly reducing the complexity and weight of the eDrive system with such dual functions. It allows vehicle OEMs to offer different drivetrain functions − conventional, disconnect only, locker only, or combined disconnect and locker − with standard mechanical interfaces.
JJE’s eDifferential Family & Roadmap
For OEMs, balancing efficiency against off-road and dynamic capabilities has long been a challenge. JJE’s DL Combo™, built upon its proven DirectFlux™ clutch technology, eliminates that offering below features:
eDisconnect for 4×2 mode and drag loss reduction
eLocker for 4×4 mode with 100 % torque transfer and maximum traction
Already validated in production vehicles, the DL Combo™ marks a major leap in electrified drivetrain systems.
Ideal for Secondary Axles
The DL Combo™ is especially suited for secondary drive axles − for instance, enabling a 4×4 off-road SUV to seamlessly switch to 4×2 for efficiency, while maintaining full locking capability when additional taction is needed.
Technical Breakthroughs
The DL Combo™ integrates two subsystems:
eDisconnect: Electronically decouples the secondary axle in <70 milliseconds, reducing drag losses by up to 95 % and increasing electric range by 7 − 10 %
eLocker: Delivers rigid locking between left and right half shafts for full torque transfer − even in extreme off-road scenarios
Both functions can be configured as bi-stable or mono-stable, depending on application needs. Two typical configurations meet different functional safety targets:
Front axle: Bi-stable eDisconnect + Mono-stable eLocker. The bi-stable eDisconnect is fail-safe. It keeps the system in the state that the vehicle needs at the moment of failure, e.g., loss of 12V power supply. The mono-stable eLocker lets the front secondary axle default to open in case of a failure − the vehicle will be easier to steer when unlocked, but the vehicle will lose front axle’s power.
Rear axle: Bi-stable eDisconnect + Bi-stable eLocker. eLocker’s bistable function allows the differential to stay locked for torque safety, which is especially important under critical conditions such as climbing rocky steep grade and pulling up heavy trailer on low-traction surface. This configuration is ideal for rear axle, which bears more driving force, and does not affect steering when locked up.
One additional benefit of bi-stable device is energy efficiency − the bi-stable electromagnetic clutch does not require any current to hold its state, enhancing system’s efficiency.
The DL Combo™ can be applied to provide several practical driving modes based on the vehicle’s need:
4×2 Mode (Economy): the eDisconnect disengages the secondary axle, eliminating the drag and maximizing efficiency. A mechanical interlock ensures the eLocker will not engage accidentally.
4×4 Mode (Sport): the eDisconnect in the secondary axle is engaged, but the eLocker stays open. This is the normal 4×4 mode.
4×4 Locked Mode: With the eDisconnect engaged, the eLocker is further engaged to secure the axle’s traction.
Vehicle Test
The DL Combo™ has been successfully demonstrated in the Beijing Automotive BJ40e, China’s iconic off-road SUV. The vehicle demonstrated 7 − 10 % EV range improvement by seamlessly switching between 4×2 and 4×4 at any speed. The offroad capability remains uncompromised as the eLockers function when needed.
BJ40e Test Vehicle with JJE’s DL ComboTM Differential & Drag Loss Chart
Setting a New Benchmark for eAWD
By addressing both efficiency and capability, the DL Combo™ Differential enables automakers to offer the next generation of electrified AWD with best-in-class efficiency and uncompromised traction security.