GETRAG DCT New Modular Platform From 100Nm to 500 · PDF file7th International CTI Symposium, May 2013, Detroit Ernest DeVincent, GETRAG Corporate Group 1 Ernest DeVincent, VP Engineering

7th International CTI Symposium, May 2013, Detroit Ernest DeVincent, GETRAG Corporate Group

1

Ernest DeVincent, VP Engineering and Global Platform Director DCT3007th International CTI Symposium May 2013, Detroit

GETRAG DCT New Modular PlatformFrom 100Nm to 500 Nm


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Current GETRAG Front Wheel Drive DCT Portfolio Creating the Next Generation FWD DCT Based on

Customer and Market Requirements 7DCT300 – The Anchor of the Next Gen DCT Plan GETRAG Future FWD DCT Technology Roadmap GETRAG Next Gen DCT Family – Family Modularity

Approach Summary Q & A

Agenda


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Current GETRAG FWD DCT Portfolio


4

Torq

ue s

egm

ents

2012 2013 2015 2016 2017 2018 20192014

Sm

all

Mid

Hig

h

2020 2021 2022

6DCT470

6DCT450

6DCT250

Marketplace Inputs

• Increase gear counts to beavailable in mid and high torquesegments

• Improve launch performanceand refinement mid torque

• Need for low torque low costDCT

• Need for modular applicationcapability among products

FWD DCT Current Product Portfolio


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Creating the NextGeneration FWDDCT Based on Customer and Market Requirements


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Customer and Market RequirementsCO2 IMPROVEMENTS

FUNCTIONALITY

COSTS

FUN 2 DRIVE

CUSTOMER/OEM NEEDS


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CO2 IMPROVEMENTS

Highly efficient gearset

Ratio flexibility

Intelligent gear ratio span

Power on demand actuation

Weight reduction

Extended sailing functionality

Active thermal management

7-speed needs for mid-segment

Upscale brand also need hybrid

Some require wet clutch

Drive for Best-in-Class quality

Modularity across platforms

CUSTOMER/OEM NEEDS

Shift-by-Wire

Park-by-Wire

Hybridization

Start/Stop capability

FEATURES / FUNCTIONS

Increased launch performance

Increased input speed

Improved low speed refinement

Lower inertia

FUN 2 DRIVE

COSTS

Volume of Scale

Global footprint

Translating Customer and Market Requirements


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Improved Launch Performance and Fun to Drive: - Clutch primary inertia reduction of up to 70%- Thermal capacity increase by 300%- Higher input speed 7,000 rpm 7,500 rpm

Higher Fuel Economy Overall improvement of 4% over 6DCT250 - Gear ratio count 6 7- Intelligent gear ratio span 7.2 > 8.5- Low viscosity oil

Weight improvement:

- 71 kg 65 kg (dry, with TCU)

Improved Driveability & NVH Refinement:

- Higher torque control accuracy of wet double clutch

Features that Customers want and demand of next gen product:

- Hybrid…AWD….Park By Wire…Integrated cooling….Reduced vehicle levelcost

Result = NEXT Generation Benchmark Transmission

Market Requirements Next Gen 7DCT300


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7DCT300 Technical Overview


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Key Features Next generation of 6DCT250 with global footprint (B to D-segment) Input torque 300 Nm target dry weight 65kg (w/o DMF) Wet nested dual clutch 7-speed + R with a possible gear ratio span of ~ 8.5 Mechanical park lock Electro mechanical gear actuation Electro hydraulic clutch actuation Electrical on-demand cooling Start/Stop functionality (no hardware modification)

Optional Features HEV (Mild- to Plug-In) AWD Integrated Park-by-Wire Integrated transmission cooling

7DCT300 – Overview


11CONFIDENTIAL / All rights reserved / Patent pending

Motor for clutch cooling pump

TCU



12CONFIDENTIAL / All rights reserved / Patent pending

Motor for pump actuator 2

Motor for shift actuator 2

Motor for shift actuator 1



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215,1 165

380,1

10,8

7DCT300 – Transmission length


141

7 62

3 5 4 RKey Features Centerdistance:

- 183 mm- 188 mm available for AWD - 197 mm dedicated for AWD

Gear ratio span of > 8.5 possible- Shortest 1st gear: ~18- Longest 7th gear: 1.87

Max. output torque:- 4,500 Nm

7DCT300 – Gear Layout


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12

54 3R

6 7

7DCT300 – Gear Layout


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Shift forks and linkages

with push rods and shift

rods

Shift drumeven gears

E-motors with

intermediate gears

Shift drumodd gears

General Electro mechanical shifting

- 2 E-motors- 2 independent shift drums- 4 shift forks- 2 linkages- 4 push rods / 2 shift rods

Many c/o parts of 6DCT250

7DCT300 – Shift Actuation


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General Wet nested clutch designed for DMF Oil-cooling Fill-for-life (~4.0 liter) Low-viscosity oil Low interia Dedicated for downsized Engines

Technical Data Maximum engine speed 7,500 rpm Friction surfaces C1=6 / C2=8 Torque capacity 300 Nm @ ~10bar Similar clutch gain of 34 Nm/bar

for both clutches Stroke point of 1,5 bar Weight 7 kg incl. support

7DCT300 – Clutch Hardware

PICTURE LIMITED TO ON-SCREEN

VERSION


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General Robust design concept with development history Robust manufacturing concept not requiring clean rooms Independent control of each clutch

- One electric motor drives one gerotor pump - Fast filling with low pressure and high volume - Excellent controllability enables comfortable and sporty shifting- Significantly improved off idle and creep control

Clutch Cooling Electrical on-demand oil-pump (low pressure) Dedicated for extended sailing functionality Optional integrated transmission cooler for severe applications

7DCT300 – Electro Hydraulic Actuation


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Clutch cooling system

Actuation system for clutch 1

Actuation system for clutch 2

Pressure sensor

E-Cooling pump

Orifice

Electric pump

Suction filterTemperature sensor

7DCT300 – Hydraulic Schematic


VERSION


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Gerotor pump placed on motor shaft

Stand alone pump housing to ensure high quality of pressure control

Separated pressure and suction line from the sump to the clutch to avoid interactions in-between pumps during operation

7DCT300 – Design of Clutch Actuator Pump


VERSION


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Base functionality is running in several series programs - 7DCI700 (BMW)- 7DCL750 (Ferrari)- 6DCT450/470 (Ford, Volvo, Mitsubishi, …)

Pump low level control has SOP 12/2012

7DCT300 – Clutch Software Controls


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General Stand-alone TCU mounted to transmission housing External wiring harness mounted on transmission Interfaces comparable to existing 6DCT250

Transmission control unit Power electronics

- 5 power stages for BLDC motors (shift/clutch/cooling) Processor

- ~160 MHz- ~ 2.5 MB flash

Sensors 2 pressure 1 oil temperature 2 input speed (1 with direction) + 1 optional output speed Transmission range sensor

7DCT300 – Electronics incl. TCU


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General Usage of shift-drum 2 to engage/disengage park lock Normally-stay park lock Gear wheel

actuation of parking lock via shift drum

Parking lock system based on 6DCT250

design w/o external park lock lever and rooster

comb

Shift drum 2R/2/4/6 gearE-motor

for shift drum 2

7DCT300 Optional Integrated Park by Wire


VERSION


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General The integrated cooler is a water to housing cooler Engine cooling fluid is used within clutch housing Transmission cooling behaviour can be controlled by clutch cooling

Options Active thermal management of the transmission

Water Outlet

Water Inlet

water

oil

7DCT300 Optional Integrated Cooling


VERSION


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CO2 IMPROVEMENTS

Highly efficient gearset

Ratio flexibility

Intelligent gear ratio span

Power on demand actuation

Weight reduction

Extended sailing functionality

Active thermal management

CUSTOMER/OEM NEEDS 7-speed needs for mid-segment

Upscale brand also need hybrid

Some require wet clutch

Drive for Best-in-Class quality

Modularity across platforms

FEATURES / FUNCTIONS Shift-by-Wire

Park-by-Wire

Hybridization

Start/Stop capability

FUN 2 DRIVE

Increased launch performance

Increased input speed

Improved low speed refinement

Lower inertia

COSTS

Volume of Scale

Global footprint

Next Gen 7DCT300 Results


26

GETRAG Future FWD DCT Technology Roadmap


27

Torq

ue s

egm

ents

2012 2013 2015 2016 2017 2018 20192014

Sm

all

Mid

Hig

h

2020 2021 2022

6DCT470

6DCT450

6DCT250

Marketplace Inputs

• Increase gear counts to beavailable in mid and high torquesegments

• Improve launch performanceand refinement mid torque

• Need for low torque low costDCT

• Need for modular applicationcapability among products

FWD DCT Product Roadmap


28

Torq

ue s

egm

ents

2012 2013 2015 2016 2017 2018 20192014

Sm

all

Mid

Hig

h

2020 2021 2022

6DCT470

6DCT450

6DCT250

NEW 7DCT300

NEW 7DCT500 §

NEW 6DCT150 §

§ Not Intended to IndicateIntroduction Timing

FWD DCT Product Roadmap


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GETRAG Next Gen FWD DCT Family Modularity Approach


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Subsystem DCT300

Gear set 7 speed

Shift System Dual EM shift drum

Clutch DC300

Clutch Actuator Pump actuator

Park Lock Actuator Mechanical

Cooling/Lube E-motor driven pump

Oil Fuel economy and costoptimized lubricant

Hybridization, Full E-motor in transm. housing oraxle-split hynrid

Hybridization, Mild E-motor in transm. Housing

TCU Standalone TCU

Park By Wire Gear driven shift drum

Software SW features common

FWD DCT Family - Modularity


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Subsystem DCT300 DCT150

Gear set 7 speed 6 speed

Shift System Dual EM shift drum Single EM Dual shift drum

Clutch DC300 DC300

Clutch Actuator Pump actuator Pump actuator

Park Lock Actuator Mechanical Mechanical

Cooling/Lube E-motor driven pump E-motor driven pump

Oil Fuel economy and costoptimized lubricant Common with DCT300

Hybridization, Full E-motor in transm. housing oraxle-split hynrid N/A

Hybridization, Mild E-motor in transm. Housing N/A

TCU Standalone TCU Standalone TCU

Park By Wire Gear driven shift drum Shift Drum Actuated

Software SW features common SW features common



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Subsystem DCT300 DCT150 DCT500Gear set 7 speed 6 speed 7 speed

Shift SystemDual EM shift drum Single EM Dual shift drum

Dual shift drum (note: common motors, different

drums and linkage)

Clutch DC300 DC300 DC500

Clutch Actuator Pump actuator Pump actuator Pump actuator (higher current vs DCT300)

Park Lock Actuator Mechanical Mechanical Mechanical

Cooling/Lube E-motor driven pump E-motor driven pump E-motor driven pump

Oil Fuel economy and costoptimized lubricant Common with DCT300 Common with DCT300

Hybridization, Full

E-motor in transm. housingor axle-split hynrid N/A E-motor in transm. housing

or axle-split hybrid

Hybridization, Mild E-motor in Trans Housing N/A E-motor in Trans Housing

TCU Standalone TCU Standalone TCU Standalone TCU (commonmotherboard)

Park By Wire Gear driven shift drum Shift Drum Actuated Shift Drum Actuated

Software SW features common SW features common SW features common



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Transmission 6DCT150Maximum speed: 7,000 rpmMaximum torque: 170 NmWeight (dry): approx. 56 kgInstallation length: 350 - 355 mmInput shaft -differential: 170 mm or higher

Overall ratio 1st gear: 13 – 18.5Gear ratio spread: 4.5 – 8.0

Actuators: Electro-mechanical gear actuation and electro-hydraulic clutch actuation

Transmission oil: 4 litersDual clutch Nested wet dual clutchOther details: 3-shaft gear set layout

all-wheel application possiblemechanically actuated parking lockstart/stop- and sailing capable without hardware change

6DCT150 Technical Data


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Transmission 7DCT500Maximum speed: 7,500 rpmMaximum torque: 560 NmWeight (dry): approx. 87 kgInstallation length: approx. 380 mmInput shaft -differential: 197 mm or higher

Overall ratio 1st gear: 13.8 - 17.5Gear ratio spread: 6.7 - 8.5

Actuators: Electro-mechanical gear actuation and electro-hydraulic clutch actuation

Transmission oil: approx. 6 litersDual clutch Nested wet dual clutchOther details: 4-shaft gear set layout

all-wheel application possiblemechanically actuated parking lockshift and park by wire optionalstart/stop- and sailing capable without hardware change

7DCT500 Technical Data


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Summary


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GETRAG expands its FWD DCT portfolio with new mainstreamproducts in all three torque ranges, produced on three continents.

7DCT300 to be launched as the first of the next generation ofGETRAG FWD DCT products. It has been designed to be a newindustry benchmark, achieving the most important OEM and final customer requirements

6DCT150 and 7DCT500 achieve high degrees of commonality andmodularity of key subsystems from 7DCT300 Common customer interfaces for clutch actuation, shift

actuation and park by wire. TCU interface commonality underdevelopment

Full line of derivative hybrid offerings in mid and high torquesegments

GETRAG WILL HAVE THE MOST COMPLETE LINE OF DCT PRODUCTS AVAILABLE IN THE GLOBAL AUTO INDUSTRY

Summary


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Q & A

Documents

GETRAG DCT New Modular Platform From 100Nm to 500 · PDF file7th International CTI Symposium, May 2013, Detroit Ernest DeVincent, GETRAG Corporate Group 1 Ernest DeVincent, VP Engineering