August 21, 2025 • 18 mins
Dave Embury from Eaton joins us to discuss everything fleets need to know about Endurant transmissions and Eaton’s innovative e-mobility division. We explore the industry’s shift from manual to automated transmissions, highlighting benefits like improved safety, reduced drivetrain wear, and increased fuel efficiency. Looking ahead, we dive into Eaton’s e-mobility solutions for electric vehicles, where transmissions play a vital role in extending battery range.
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Episode Transcript
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Jason Cuddy (00:10):
Hello and welcome to another episode of the
Transportation Exchange podcastpresented by Rush Trucks of
Canada.
I'm your host, Jason Cuddy, andjoining us again this time is
Dave Embury from Eaton.
Dave, welcome back.
Dave Embury (00:27):
Thank you.
Thanks for giving me anotherinvite.
It's always a pleasure toparticipate in your cast here.
Jason Cuddy (00:35):
Yeah, it's been a while since we had you on so we
wanted to bring you back.
You know a lot of thingshappened in the last couple of
years since you were on, so wefigured we have you back on and
walk us through everythingthat's happening over at Eaton.
Maybe we'll start with the highlevel of what's happening
transmission-wise and what areyou seeing in the marketplace as
far as the overallacceptability of manuals to
(00:56):
automate and what is Eaton doingin that space?
Dave Embury (00:59):
All right.
Well, the transition frommanual to automated it's been
going on for quite a while now.
I mean likely 20 years since wereally got into automated
transmissions and of course atthe time it was all for trying
to attract new drivers to theindustry.
The driver recruitment was hardback then as well as it is
(01:25):
today, I guess.
But moving to an automatedtransmission enabled, opened it
up to a greater workforce, Ibelieve.
So that's how the transitionstarted.
Now, as it has transitioned toautomation, it's likely really
grown in the last five, sixyears, of course, really grown
in the last five, six years, ofcourse.
(01:51):
And other features thatcompanies benefit from going to
an automated transmission, ofcourse the driverless, driver
fatigue and easier to recruitdrivers.
And of course the driver nowcan focus on the road ahead.
So safety was a factor thatcame into that as well.
And in addition, the fleetstarted to realize that you know
(02:11):
what we have less wear and tearon the complete driveline.
And then what also evolved outof that was the efficiency.
So an automated transmissionallowed a fleet to bring up
their overall fuel average andmade the worst drivers better,
and so overall it was betterthat way.
So that was a benefit that,once you got into maybe some
(02:35):
fuel savings, that was a really,really key benefit in helping
fleets make that transition over.
So if we look at maybe thehighway market, it's like the
85% automated transmissions atthis point.
The other they could be alittle bit higher in different
areas but there's still someowner operators that may want a
manual transmission for variousreasons.
(02:57):
But overall that market ishighway market is pretty well,
mostly automated and even thevocational is going that way.
So that is definitely the moveforward is automated and some of
the key benefits of course isthe efficiency.
Jason Cuddy (03:15):
Yeah, no, fair and it's.
I mean, we've seen it.
Obviously the market haschanged.
You know where we're used to.
You know a lot of companies,especially more so, like you
said, in the vocational side,have been, you know, manual, I
think, and you know a lot ofcompanies, especially more so,
like you said, on the vocationalside, have been, you know,
manual, I think, and you know alot of the old school guys like
having that control.
But as you get into the fleet,specifically recognizing the
efficiency of an automatedversus a manual, you know still,
(03:36):
performance wise does the sameas far as you know, pulling
everything you need to do from aweight point of view, but it
does it.
You know the computers are justquicker and they're optimized
or tuned to the engine or tunedto the whole overall vehicle
performance.
And so, yeah, to your point.
You know efficiency is a keything.
With regards to, you know youguys have made some changes on
the product line.
What?
Dave Embury (03:59):
are the automated transmissions that are out there
now for everyone to takeadvantage of.
The family of automatedtransmissions has been moved
over to the Endurant family.
The traditional automatedtransmission was a manual that
we had added components toautomate.
So now with that I mean itserved the purpose.
It's.
You know, you had all the samegear ratios and it helped the
(04:19):
transition from a driver thatyou know wanted a 13-speed or an
18-speed and basicallyautomated the transmission that
he was driving.
So that helped with thattransition over there and to
help prove to drivers that youknow we do have the same ability
, they do have some control,they've got the same start
ability and, of course, roadspeeds and that.
(04:42):
So that was beneficial in thatarea.
Now.
But as we advance, I mean, thetransmission controller capacity
was becoming very limited onthat.
So it was time to, you know,add more capacity.
But at the same time it waslike what we've done is we
(05:02):
wanted to even improveefficiency further and reduce
weights.
So the new family is allaluminum cases.
So what we've done there isit's a complete purpose-built
automated transmission.
It was not a manual convergent.
So in doing so we were able tochange gear ratios, the whole
architecture of the transmissionitself, with the gearing, so it
(05:27):
is actually more efficient thanour older transmissions, and
with the aluminum casing, inthat we help dissipate the heat
better and oil coolers are onlyrequired once you get into the
heavier weights of over 110.
So now it also allowed us tobring gear ratios and have all
nice even steps, because thegoal is to keep the engine
(05:52):
operating where it's in the mostefficient RPM and horsepower
and torque rating to give thebest performance.
So all the steps on their 12speed, it's like basically 12
and 18 speed.
They're 20% steps, so it'llallow us to manage the engine
(06:13):
and keep it in peak performance.
So with that, of course, iswhere we achieve the better fuel
economy and if in realitythat's helped, keeps the
emissions managed in those areas.
So those are the two.
That we have now is twofamilies, 12 speeds and 18
(06:33):
speeds for Heavy Haul and avocational model of that.
So that is the family movingforward.
Now, in saying that, when wetalk about what's new, we have a
vocational version of the12-speed and also we have
software configurations fornatural gas.
So if you're using X12 naturalgas or an X15 natural gas coming
(07:00):
out, we have shift parametersto accommodate and and uh match
up with those, those modelsexcellent.
Jason Cuddy (07:07):
Yeah, significant changes, especially tied into
natural gas and vocationalobviously is a huge one, you
know, to play that mark becausethat is traditionally a lot of
the manual world right.
So to be able to give them that, that, that manual power, uh,
you know, as far as from theshifting point of view, but
automated is is huge in both,both categories, so that.
So it's good to know that'shere and coming.
The one part you mentionedwhich I thought was interesting
(07:29):
I think a lot of people don'tmaybe consider transmissions.
Part of this equation is theimpact that transmissions have
on emissions, greenhouse gasreductions and with everything
coming out in 27,.
And obviously you guys are tiedto an engine manufacturer, uh,
within the industry.
So maybe talk to us a littlebit of like where does the
transmission play a part in that?
(07:50):
Because I think traditionallypeople wouldn't think it really
has any impact.
Dave Embury (07:53):
To be honest with you, that's true there uh, you
know there is no fuel line goingwith the transmission, but uh,
what?
Uh, what is taken intoconsideration here is the
complete drivetrain behind theengine.
We're talking about the tiresize and rolling resistance and
(08:13):
power loss through thetransmission.
You talk about gear axle ratiosand all that combined.
Basically, they haveestablished that there can be a
fuel savings there.
I call it fuel savings, but theend result is, of course, the
greenhouse gas reduction.
(08:34):
With the transmission planningpart of that, as I mentioned
about the even steps, that's thefirst thing.
That's key to keeping theengine operating there.
But if we take the next stepfurther with an automated
transmission, now you can addfeatures like neutral coast, and
neutral coast has been aroundfor a while, but it was just an
(08:58):
option for fuel economy.
Now in today's world, it ismandatory that you have neutral
coast on highway equipment.
So with that I mean we'regetting a small savings, but it
is still a savings and itcontributes to the overall
greenhouse gas reduction.
(09:18):
Now, moving forward, you knowyou may get into other features
like start and stop or featureslike that.
Moving forward, that might beanother option, but uh, so right
now the uh, the push toautomation by oems is even
further, because they get bettergreenhouse gas benefits.
(09:39):
So that's where you've alsoseen.
You know, like people, uh, thatstill want a manual, they may
be penalized by a price increaseto buy a manual transmission In
certain applications.
They can justify that addedcost In some applications.
The customer will decide it'stime now to move over to
(10:01):
automation and reap all thebenefits that they can have from
that.
Jason Cuddy (10:05):
Yeah, it's such a complete 180, right, I mean,
probably 20 years ago it was anupcharge for an automated or an
automatic transmission, andmanual was the cost effective
from a capital cost point ofview initially, and now with
everything the way it's gone,yeah, I have seen that, or at
least heard it in themarketplace, where the manual
now there is a premium to it.
If you do not go with anautomated, you know you're
almost to your point, you'repenalized, and a lot of it has
(10:27):
to do with what you just said,obviously, but it's.
It's interesting how much thathas changed right in 15, 20
years.
Dave Embury (10:32):
Uh, within the marketplace yeah, well, and also
in the uh, the uh resale marketas well.
Right, um, there's a lot offleets that uh would only buy an
automated transmission.
Well, they can only buy anautomated transmission.
Well, they can only buy anautomated transmission today
because their driver pool hasbeen so programmed for just
(10:52):
automated transmissions and theynever did drive a manual
transmission.
And now, of course, with therestricted driver's license, I
mean drivers could be drivingtheir whole career and never
drive a manual transmission.
Jason Cuddy (11:07):
Yeah, it's wild.
It's wild to see that change somuch.
That's a good point.
So when you speak transmissions, we talk.
You know emissions andeverything coming down the pipe
in the future.
I guess one interesting partagain people don't think about
when you get into the EV world.
You're used to a lot of.
You know direct drive.
You know you're not used toobviously going through a whole
bunch of gears.
It's a totally different.
Dave Embury (11:27):
You know powertrain on it, EVs need need
transmissions and they need itfor the same reasons that we
need transmissions in vehiclestoday, and because the
transmission, the function, isstill the same it's got to have
enough reduction to start theload and then get you up to road
speed and maintain that.
So when you have electrictrucks and electric buses, they
(11:52):
still got to go up hills andstart the load.
So what a transmission does?
It's always been a torquemultiplier and so by adding a
transmission to an electricvehicle, which most people don't
know because it's going to bean automated the uh, the driver
of course doesn't know he has a,they have a transmission, but
(12:16):
uh, with that.
So with the added reduction toget the load going and doing it
by multiplying the torquethrough the transmission, what
you're doing is helping takesome of the load off the the
batteries, of course, andbecause that'd be quite a draw
on the batteries to get thevehicle going and of course then
maintaining road speed.
So if we use the transmission,it helps expand the range of the
(12:39):
batteries and also I mean itcould possibly allow you to go
with a smaller electric motor.
So a transmission is used toget the load going in most cases
and it could be used going downthe road as far as when you get
into a hill make a shift down.
(13:00):
So currently it's two-speedtransmissions is what we see the
most use, but we do offer afour-speed because for the
heavier loads you get into theheavier applications and you get
into the heavier, heavierapplications and you need more
torque multiplication.
But it's all to help extend therange of the batteries and take
(13:24):
the load off the electric motor.
Jason Cuddy (13:27):
That's why yeah, it's not something I would have
thought of it to your point wasobviously just to get to kind of
help it get moving.
You know just the nature of it,but not thinking of the
implication of the batterysavings.
And obviously if you're lettingthe transmission do literally
the heavy lifting to geteverything moving, then yes, the
electric powertrain doesn'tneed to work as hard and
therefore can exchange.
You know your range ideally, soit's a huge, huge input into
(13:50):
the operation of that vehicle,ideally, so it's a huge, huge
input into the operation of thatvehicle.
I guess one other thing we talkEVs and electric.
Obviously you guys are, we knowyou deal with you pretty much
every day on a transmission side.
But you have other things youare working on within that world
with regards to the 48 voltinfrastructure and different
solutions tied to assisting EVsand mainly helping OEMs, kind of
(14:12):
you know, get to where theyneed to go with emission
regulations.
Dave Embury (14:14):
Maybe, if you can share some of the things that
you guys are working on or thatyou know will or at some point
will be available to differentOEMs to add on to their vehicles
, and, as you just stated, yeah,you know us from transmissions,
but Eaton has other divisionsand we have our e-mobility
division, which is very focusedon electrical and electrical
(14:35):
components, and Eaton as a wholehas had a long history in power
management of electricity, andwe do all kinds of other
components for the electricvehicles, other components for
the electric vehicles.
We don't have our own system,but what we do is we build and
(14:55):
design systems and componentsthat we sell to OEMs, make
available to OEMs for their ownsystems.
And as we move forward, I thinkwhen we talk about emissions
you mentioned about 2027 isgoing to be another big
reduction, and so what is thenext step?
(15:15):
How do we even help reduce ouremissions more?
And we've talked about some ofthe features we can do with a
transmission.
Well, what's next steps?
Maybe what we could do is helpreduce some of the draw from the
engine, like all theaccessories that are on the
front of the engine.
Uh, you know the fan, waterpump, power steering and all
(15:38):
that.
How could we help there?
Uh, I think what?
What we're looking at?
You know a lot of a lot of odms.
More so europe, europe's beenquicker to adapt 48 volt, but
the North American market isdoing it as well.
So maybe what we do is we put amotor generator on the
transmission, on the PTO opening, and use that to provide a
(16:01):
source of power and then withsome of our other components to
manage it.
We manage that power andbasically what we're doing is
reducing the load off the engine, move it somewhere else and
there again we might be able tohelp reduce greenhouse gas from
doing that.
The other big area is withelectric heaters for the
(16:24):
emissions.
Today, with the catalyst, theheaters, you need to have a high
temperature fairly quick andthe 48 volts can do that.
So these are just optionsmoving forward that we could use
for our transmissions.
I mean they could have thepower source from the engine or
anything else, but we offercomponents for that, whether it
(16:48):
be converters, inverters, powerdistribution.
So those are just some of thecomponents that we offer OEMs
for their electrical vehicles.
Jason Cuddy (16:59):
Good to know, I think to your point, we probably
know you 99% of the time istransmission.
So, knowing the other areasthat you guys are involved with,
I mean I'm sure we'll see a lotof it come to light as we are
able to build vehicles.
You'll see different options indifferent spots.
And, yeah, that 48 volttechnology I think you're
starting to see trickle into thenorth american market a bit
more for sure, and especiallywhen that after treatment piece,
(17:20):
that preheating piece, is, Ithink, where it starts to pop up
kind of more regularly to startwith, and then it'll, once the
architecture is there,definitely you can see people
tapping into it.
So I agree with with you, as itas it, you know, becomes more
popular, all these differentitems will will definitely pay
play a key piece in helpingreduce emissions and just making
the truck a little bit morecustomizable and getting things
to different spots.
(17:41):
Even on the vehicle.
You know just as far as whereyou need it to to be optimal in
your operation.
So it's interesting to hearabout, for sure.
But yeah, I did want, like Isaid we, there's a lot to catch
up on, so we did want to haveyou on I do thank you for coming
on and getting us up to speedon.
You know everything from youknow the new product line with
the endurance, but also your,your, your, your role in the EV
(18:02):
world and the components thatthat make it, make it work.
So I do thank you for forjoining us again.
You're more than welcome.
Excellent, thank you, perfect.
Well, hey, that concludestoday's episode.
To catch past episodes, pleasecheck
transportationexchangepodcastca.
And until next time, thanks forwatching, thank you.
Hello and welcome to another episode of the
Transportation Exchange podcastpresented by Rush Trucks of
Canada.
I'm your host, Jason Cuddy, andjoining us again this time is
Dave Embury from Eaton.
Dave, welcome back.
Dave Embury (00:27):
Thank you.
Thanks for giving me anotherinvite.
It's always a pleasure toparticipate in your cast here.
Jason Cuddy (00:35):
Yeah, it's been a while since we had you on so we
wanted to bring you back.
You know a lot of thingshappened in the last couple of
years since you were on, so wefigured we have you back on and
walk us through everythingthat's happening over at Eaton.
Maybe we'll start with the highlevel of what's happening
transmission-wise and what areyou seeing in the marketplace as
far as the overallacceptability of manuals to
(00:56):
automate and what is Eaton doingin that space?
Dave Embury (00:59):
All right.
Well, the transition frommanual to automated it's been
going on for quite a while now.
I mean likely 20 years since wereally got into automated
transmissions and of course atthe time it was all for trying
to attract new drivers to theindustry.
The driver recruitment was hardback then as well as it is
(01:25):
today, I guess.
But moving to an automatedtransmission enabled, opened it
up to a greater workforce, Ibelieve.
So that's how the transitionstarted.
Now, as it has transitioned toautomation, it's likely really
grown in the last five, sixyears, of course, really grown
in the last five, six years, ofcourse.
(01:51):
And other features thatcompanies benefit from going to
an automated transmission, ofcourse the driverless, driver
fatigue and easier to recruitdrivers.
And of course the driver nowcan focus on the road ahead.
So safety was a factor thatcame into that as well.
And in addition, the fleetstarted to realize that you know
(02:11):
what we have less wear and tearon the complete driveline.
And then what also evolved outof that was the efficiency.
So an automated transmissionallowed a fleet to bring up
their overall fuel average andmade the worst drivers better,
and so overall it was betterthat way.
So that was a benefit that,once you got into maybe some
(02:35):
fuel savings, that was a really,really key benefit in helping
fleets make that transition over.
So if we look at maybe thehighway market, it's like the
85% automated transmissions atthis point.
The other they could be alittle bit higher in different
areas but there's still someowner operators that may want a
manual transmission for variousreasons.
(02:57):
But overall that market ishighway market is pretty well,
mostly automated and even thevocational is going that way.
So that is definitely the moveforward is automated and some of
the key benefits of course isthe efficiency.
Jason Cuddy (03:15):
Yeah, no, fair and it's.
I mean, we've seen it.
Obviously the market haschanged.
You know where we're used to.
You know a lot of companies,especially more so, like you
said, in the vocational side,have been, you know, manual, I
think, and you know a lot ofcompanies, especially more so,
like you said, on the vocationalside, have been, you know,
manual, I think, and you know alot of the old school guys like
having that control.
But as you get into the fleet,specifically recognizing the
efficiency of an automatedversus a manual, you know still,
(03:36):
performance wise does the sameas far as you know, pulling
everything you need to do from aweight point of view, but it
does it.
You know the computers are justquicker and they're optimized
or tuned to the engine or tunedto the whole overall vehicle
performance.
And so, yeah, to your point.
You know efficiency is a keything.
With regards to, you know youguys have made some changes on
the product line.
What?
Dave Embury (03:59):
are the automated transmissions that are out there
now for everyone to takeadvantage of.
The family of automatedtransmissions has been moved
over to the Endurant family.
The traditional automatedtransmission was a manual that
we had added components toautomate.
So now with that I mean itserved the purpose.
It's.
You know, you had all the samegear ratios and it helped the
(04:19):
transition from a driver thatyou know wanted a 13-speed or an
18-speed and basicallyautomated the transmission that
he was driving.
So that helped with thattransition over there and to
help prove to drivers that youknow we do have the same ability
, they do have some control,they've got the same start
ability and, of course, roadspeeds and that.
(04:42):
So that was beneficial in thatarea.
Now.
But as we advance, I mean, thetransmission controller capacity
was becoming very limited onthat.
So it was time to, you know,add more capacity.
But at the same time it waslike what we've done is we
(05:02):
wanted to even improveefficiency further and reduce
weights.
So the new family is allaluminum cases.
So what we've done there isit's a complete purpose-built
automated transmission.
It was not a manual convergent.
So in doing so we were able tochange gear ratios, the whole
architecture of the transmissionitself, with the gearing, so it
(05:27):
is actually more efficient thanour older transmissions, and
with the aluminum casing, inthat we help dissipate the heat
better and oil coolers are onlyrequired once you get into the
heavier weights of over 110.
So now it also allowed us tobring gear ratios and have all
nice even steps, because thegoal is to keep the engine
(05:52):
operating where it's in the mostefficient RPM and horsepower
and torque rating to give thebest performance.
So all the steps on their 12speed, it's like basically 12
and 18 speed.
They're 20% steps, so it'llallow us to manage the engine
(06:13):
and keep it in peak performance.
So with that, of course, iswhere we achieve the better fuel
economy and if in realitythat's helped, keeps the
emissions managed in those areas.
So those are the two.
That we have now is twofamilies, 12 speeds and 18
(06:33):
speeds for Heavy Haul and avocational model of that.
So that is the family movingforward.
Now, in saying that, when wetalk about what's new, we have a
vocational version of the12-speed and also we have
software configurations fornatural gas.
So if you're using X12 naturalgas or an X15 natural gas coming
(07:00):
out, we have shift parametersto accommodate and and uh match
up with those, those modelsexcellent.
Jason Cuddy (07:07):
Yeah, significant changes, especially tied into
natural gas and vocationalobviously is a huge one, you
know, to play that mark becausethat is traditionally a lot of
the manual world right.
So to be able to give them that, that, that manual power, uh,
you know, as far as from theshifting point of view, but
automated is is huge in both,both categories, so that.
So it's good to know that'shere and coming.
The one part you mentionedwhich I thought was interesting
(07:29):
I think a lot of people don'tmaybe consider transmissions.
Part of this equation is theimpact that transmissions have
on emissions, greenhouse gasreductions and with everything
coming out in 27,.
And obviously you guys are tiedto an engine manufacturer, uh,
within the industry.
So maybe talk to us a littlebit of like where does the
transmission play a part in that?
(07:50):
Because I think traditionallypeople wouldn't think it really
has any impact.
Dave Embury (07:53):
To be honest with you, that's true there uh, you
know there is no fuel line goingwith the transmission, but uh,
what?
Uh, what is taken intoconsideration here is the
complete drivetrain behind theengine.
We're talking about the tiresize and rolling resistance and
(08:13):
power loss through thetransmission.
You talk about gear axle ratiosand all that combined.
Basically, they haveestablished that there can be a
fuel savings there.
I call it fuel savings, but theend result is, of course, the
greenhouse gas reduction.
(08:34):
With the transmission planningpart of that, as I mentioned
about the even steps, that's thefirst thing.
That's key to keeping theengine operating there.
But if we take the next stepfurther with an automated
transmission, now you can addfeatures like neutral coast, and
neutral coast has been aroundfor a while, but it was just an
(08:58):
option for fuel economy.
Now in today's world, it ismandatory that you have neutral
coast on highway equipment.
So with that I mean we'regetting a small savings, but it
is still a savings and itcontributes to the overall
greenhouse gas reduction.
(09:18):
Now, moving forward, you knowyou may get into other features
like start and stop or featureslike that.
Moving forward, that might beanother option, but uh, so right
now the uh, the push toautomation by oems is even
further, because they get bettergreenhouse gas benefits.
(09:39):
So that's where you've alsoseen.
You know, like people, uh, thatstill want a manual, they may
be penalized by a price increaseto buy a manual transmission In
certain applications.
They can justify that addedcost In some applications.
The customer will decide it'stime now to move over to
(10:01):
automation and reap all thebenefits that they can have from
that.
Jason Cuddy (10:05):
Yeah, it's such a complete 180, right, I mean,
probably 20 years ago it was anupcharge for an automated or an
automatic transmission, andmanual was the cost effective
from a capital cost point ofview initially, and now with
everything the way it's gone,yeah, I have seen that, or at
least heard it in themarketplace, where the manual
now there is a premium to it.
If you do not go with anautomated, you know you're
almost to your point, you'repenalized, and a lot of it has
(10:27):
to do with what you just said,obviously, but it's.
It's interesting how much thathas changed right in 15, 20
years.
Dave Embury (10:32):
Uh, within the marketplace yeah, well, and also
in the uh, the uh resale marketas well.
Right, um, there's a lot offleets that uh would only buy an
automated transmission.
Well, they can only buy anautomated transmission.
Well, they can only buy anautomated transmission today
because their driver pool hasbeen so programmed for just
(10:52):
automated transmissions and theynever did drive a manual
transmission.
And now, of course, with therestricted driver's license, I
mean drivers could be drivingtheir whole career and never
drive a manual transmission.
Jason Cuddy (11:07):
Yeah, it's wild.
It's wild to see that change somuch.
That's a good point.
So when you speak transmissions, we talk.
You know emissions andeverything coming down the pipe
in the future.
I guess one interesting partagain people don't think about
when you get into the EV world.
You're used to a lot of.
You know direct drive.
You know you're not used toobviously going through a whole
bunch of gears.
It's a totally different.
Dave Embury (11:27):
You know powertrain on it, EVs need need
transmissions and they need itfor the same reasons that we
need transmissions in vehiclestoday, and because the
transmission, the function, isstill the same it's got to have
enough reduction to start theload and then get you up to road
speed and maintain that.
So when you have electrictrucks and electric buses, they
(11:52):
still got to go up hills andstart the load.
So what a transmission does?
It's always been a torquemultiplier and so by adding a
transmission to an electricvehicle, which most people don't
know because it's going to bean automated the uh, the driver
of course doesn't know he has a,they have a transmission, but
(12:16):
uh, with that.
So with the added reduction toget the load going and doing it
by multiplying the torquethrough the transmission, what
you're doing is helping takesome of the load off the the
batteries, of course, andbecause that'd be quite a draw
on the batteries to get thevehicle going and of course then
maintaining road speed.
So if we use the transmission,it helps expand the range of the
(12:39):
batteries and also I mean itcould possibly allow you to go
with a smaller electric motor.
So a transmission is used toget the load going in most cases
and it could be used going downthe road as far as when you get
into a hill make a shift down.
(13:00):
So currently it's two-speedtransmissions is what we see the
most use, but we do offer afour-speed because for the
heavier loads you get into theheavier applications and you get
into the heavier, heavierapplications and you need more
torque multiplication.
But it's all to help extend therange of the batteries and take
(13:24):
the load off the electric motor.
Jason Cuddy (13:27):
That's why yeah, it's not something I would have
thought of it to your point wasobviously just to get to kind of
help it get moving.
You know just the nature of it,but not thinking of the
implication of the batterysavings.
And obviously if you're lettingthe transmission do literally
the heavy lifting to geteverything moving, then yes, the
electric powertrain doesn'tneed to work as hard and
therefore can exchange.
You know your range ideally, soit's a huge, huge input into
(13:50):
the operation of that vehicle,ideally, so it's a huge, huge
input into the operation of thatvehicle.
I guess one other thing we talkEVs and electric.
Obviously you guys are, we knowyou deal with you pretty much
every day on a transmission side.
But you have other things youare working on within that world
with regards to the 48 voltinfrastructure and different
solutions tied to assisting EVsand mainly helping OEMs, kind of
(14:12):
you know, get to where theyneed to go with emission
regulations.
Dave Embury (14:14):
Maybe, if you can share some of the things that
you guys are working on or thatyou know will or at some point
will be available to differentOEMs to add on to their vehicles
, and, as you just stated, yeah,you know us from transmissions,
but Eaton has other divisionsand we have our e-mobility
division, which is very focusedon electrical and electrical
(14:35):
components, and Eaton as a wholehas had a long history in power
management of electricity, andwe do all kinds of other
components for the electricvehicles, other components for
the electric vehicles.
We don't have our own system,but what we do is we build and
(14:55):
design systems and componentsthat we sell to OEMs, make
available to OEMs for their ownsystems.
And as we move forward, I thinkwhen we talk about emissions
you mentioned about 2027 isgoing to be another big
reduction, and so what is thenext step?
(15:15):
How do we even help reduce ouremissions more?
And we've talked about some ofthe features we can do with a
transmission.
Well, what's next steps?
Maybe what we could do is helpreduce some of the draw from the
engine, like all theaccessories that are on the
front of the engine.
Uh, you know the fan, waterpump, power steering and all
(15:38):
that.
How could we help there?
Uh, I think what?
What we're looking at?
You know a lot of a lot of odms.
More so europe, europe's beenquicker to adapt 48 volt, but
the North American market isdoing it as well.
So maybe what we do is we put amotor generator on the
transmission, on the PTO opening, and use that to provide a
(16:01):
source of power and then withsome of our other components to
manage it.
We manage that power andbasically what we're doing is
reducing the load off the engine, move it somewhere else and
there again we might be able tohelp reduce greenhouse gas from
doing that.
The other big area is withelectric heaters for the
(16:24):
emissions.
Today, with the catalyst, theheaters, you need to have a high
temperature fairly quick andthe 48 volts can do that.
So these are just optionsmoving forward that we could use
for our transmissions.
I mean they could have thepower source from the engine or
anything else, but we offercomponents for that, whether it
(16:48):
be converters, inverters, powerdistribution.
So those are just some of thecomponents that we offer OEMs
for their electrical vehicles.
Jason Cuddy (16:59):
Good to know, I think to your point, we probably
know you 99% of the time istransmission.
So, knowing the other areasthat you guys are involved with,
I mean I'm sure we'll see a lotof it come to light as we are
able to build vehicles.
You'll see different options indifferent spots.
And, yeah, that 48 volttechnology I think you're
starting to see trickle into thenorth american market a bit
more for sure, and especiallywhen that after treatment piece,
(17:20):
that preheating piece, is, Ithink, where it starts to pop up
kind of more regularly to startwith, and then it'll, once the
architecture is there,definitely you can see people
tapping into it.
So I agree with with you, as itas it, you know, becomes more
popular, all these differentitems will will definitely pay
play a key piece in helpingreduce emissions and just making
the truck a little bit morecustomizable and getting things
to different spots.
(17:41):
Even on the vehicle.
You know just as far as whereyou need it to to be optimal in
your operation.
So it's interesting to hearabout, for sure.
But yeah, I did want, like Isaid we, there's a lot to catch
up on, so we did want to haveyou on I do thank you for coming
on and getting us up to speedon.
You know everything from youknow the new product line with
the endurance, but also your,your, your, your role in the EV
(18:02):
world and the components thatthat make it, make it work.
So I do thank you for forjoining us again.
You're more than welcome.
Excellent, thank you, perfect.
Well, hey, that concludestoday's episode.
To catch past episodes, pleasecheck
transportationexchangepodcastca.
And until next time, thanks forwatching, thank you.
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