Presentation 7DCT300

(1)

1 Ernest DeVincent, VP Engineering and Global Platform Director DCT300

7th International CTI Symposium May 2013, Detroit

GETRAG DCT New Modular Platform

From 100Nm to 500 Nm

(2)

2 

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

(3)

3 Current GETRAG FWD

DCT Portfolio

(4)

4

Torque segments 2012 2013 2014 2015 2016 2017 2018 2019 Small M id High 2020 2021 2022 6DCT470 6DCT450 6DCT250

Marketplace Inputs

• Increase gear counts to be

available in mid and high torque

segments

• Improve launch performance

and refinement mid torque

• Need for low torque low cost

DCT

• Need for modular application

capability among products

(5)

5 Creating the Next

Generation FWD

DCT Based on Customer and

Market Requirements

(6)

6 Customer and Market Requirements

CO

₂

IMPROVEMENTS

FUNCTIONALITY

COSTS

FUN 2 DRIVE

(7)

7 CO

₂

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

(8)

8 

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 level

cost

 Result = NEXT Generation Benchmark Transmission

(9)

9 7DCT300 Technical Overview

(10)

10 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

(11)

11 Motor for clutch

cooling pump

TCU

(12)

12 Motor for pump

actuator 2

Motor for shift

actuator 2

Motor for shift

actuator 1

(13)

13

215,1 165

380,1

10,8

(14)

14

1 7 6

2

3 5 4

R

Key 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

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15

1

2

5

4

3 R

6 7

7DCT300 – Gear Layout

(16)

16 Shift forks

and linkages

with push

rods and shift

rods

Shift drum

even gears

E-motors

with

intermediate

gears

Shift drum

odd 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

(17)

17 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

(18)

18 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

(19)

19 Clutch cooling system

Actuation system for clutch 1

Actuation system for clutch 2

Pressure sensor E-Cooling pump Orifice Electric pump Suction filter Temperature sensor

7DCT300 – Hydraulic Schematic

PICTURE

LIMITED TO

ON-SCREEN

VERSION

(20)

20 

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

PICTURE

LIMITED TO

ON-SCREEN

(21)

21 

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

(22)

22 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

(23)

23 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 2

R/2/4/6 gear

E-motor

for shift drum 2

7DCT300 Optional Integrated Park by Wire

PICTURE

LIMITED TO

ON-SCREEN

(24)

24 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

PICTURE

LIMITED TO

ON-SCREEN

(25)

25 CO

₂

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

(26)

26 GETRAG Future FWD DCT

Technology Roadmap

(27)

27 Marketplace Inputs

• Increase gear counts to be

available in mid and high torque

segments

• Improve launch performance

and refinement mid torque

• Need for low torque low cost

DCT

• Need for modular application

capability among products

(28)

28 NEW 7DCT300

NEW 7DCT500 §

NEW 6DCT150 §

§ Not Intended to Indicate

Introduction Timing

(29)

29 GETRAG Next Gen FWD DCT

Family Modularity Approach

(30)

30 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 cost

optimized lubricant

Hybridization, Full

E-motor in transm. housing or axle-split hynrid

Hybridization,

Mild

E-motor in transm. Housing

TCU

_{Standalone TCU}

Park By Wire

Gear driven shift drum

Software

SW features common

(31)

31 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

optimized lubricant Common with DCT300

Hybridization, Full

E-motor in transm. housing or

axle-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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32 Subsystem

DCT300

DCT150

DCT500

Gear set

7 speed 6 speed 7 speed

Shift System

Dual 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

optimized lubricant Common with DCT300 Common with DCT300

Hybridization,

Full

E-motor in transm. housing

or 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 (common

motherboard)

Park By Wire

Gear driven shift drum Shift Drum Actuated Shift Drum Actuated

Software

SW features common SW features common SW features common

(33)

33 Transmission

6DCT150

Maximum speed:

7,000 rpm

Maximum torque:

170 Nm

Weight (dry):

approx. 56 kg

Installation length:

350 - 355 mm

Input shaft

-differential:

170 mm or higher

Overall ratio 1

st

_{gear: 13 – 18.5}

Gear ratio spread:

4.5 – 8.0

Actuators:

Electro-mechanical gear actuation and

electro-hydraulic clutch actuation

Transmission oil:

4 liters

Dual clutch

Nested wet dual clutch

Other details:

3-shaft gear set layout

all-wheel application possible

mechanically actuated parking lock

start/stop- and sailing capable without

hardware change

(34)

34 Transmission

7DCT500

Maximum speed:

7,500 rpm

Maximum torque:

560 Nm

Weight (dry):

approx. 87 kg

Installation length:

approx. 380 mm

Input shaft

-differential:

197 mm or higher

Overall ratio 1

st

_{gear: 13.8 - 17.5}

Gear ratio spread:

6.7 - 8.5

Actuators:

Electro-mechanical gear actuation and

electro-hydraulic clutch actuation

Transmission oil:

approx. 6 liters

Dual clutch

Nested wet dual clutch

Other details:

4-shaft gear set layout

all-wheel application possible

mechanically actuated parking lock

shift and park by wire optional

start/stop- and sailing capable without

hardware change

(35)

35

(36)

36 

GETRAG expands its FWD DCT portfolio with new mainstream

products in all three torque ranges, produced on three continents.



7DCT300 to be launched as the first of the next generation of

GETRAG FWD DCT products. It has been designed to be a new

industry benchmark, achieving the most important OEM and final

customer requirements



6DCT150 and 7DCT500 achieve high degrees of commonality and

modularity of key subsystems from 7DCT300



Common customer interfaces for clutch actuation, shift

actuation and park by wire. TCU interface commonality under

development



Full line of derivative hybrid offerings in mid and high torque

segments

GETRAG WILL HAVE THE MOST COMPLETE LINE OF DCT

PRODUCTS AVAILABLE IN THE GLOBAL AUTO INDUSTRY

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37