Presentation 7DCT300

GETRAG DCT New Modular Platform
From 100Nm to 500 Nm
Ernest DeVincent, VP Engineering and Global Platform Director DCT300

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

Current GETRAG FWD

DCT Portfolio

FWD DCT Current Product Portfolio
Marketplace Inputs
High
6DCT470
6DCT450
Mid
6DCT250
Small
Torque segments
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
2012
2013
2014
2015
2016
2017
2018
2019

2020
2021
2022
Creating the Next

Generation FWD
DCT Based on Customer and
Market Requirements

Customer and Market Requirements

CO2 IMPROVEMENTS
FUN 2 DRIVE
COSTS
CUSTOMER/OEM NEEDS
FUNCTIONALITY

Translating Customer and Market Requirements

CO2 IMPROVEMENTS
FUN 2 DRIVE
Highly efficient gearset
Increased launch performance
Ratio flexibility
Increased input speed
Intelligent gear ratio span
Improved low speed refinement
Power on demand actuation
Lower inertia
Weight reduction
Extended sailing functionality
Active thermal management
COSTS
Volume of Scale
Global footprint
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

Market Requirements Next Gen 7DCT300

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:

-
HybridAWD.Park By WireIntegrated cooling.Reduced vehicle level

cost
Result = NEXT Generation Benchmark Transmission
7DCT300 Technical Overview

7DCT300 Overview
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
10
7DCT300 Overview
TCU
Motor for clutch

cooling pump
CONFIDENTIAL / All rights reserved / Patent pending

11
7DCT300 Overview
Motor for shift
actuator 2
Motor for shift

actuator 1
Motor for pump

actuator 2
CONFIDENTIAL / All rights reserved / Patent pending

12
7DCT300 Transmission length
10,8
215,1
165
380,1

13
7DCT300 Gear Layout

3
5 4
Key Features
Centerdistance:
- 183 mm
- 188 mm available for AWD
- 197 mm dedicated for AWD
7 6
1
Gear ratio span of > 8.5

possible
- Shortest 1st gear: ~18
- Longest 7th gear: 1.87
Max. output torque:
- 4,500 Nm

14
7DCT300 Gear Layout
4 5
6 7

15
7DCT300 Shift Actuation
E-motors
with
intermediate
gears
Shift drum
odd gears
Shift drum
even 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
Shift forks
and linkages
with push
rods and shift
rods
16
7DCT300 Clutch Hardware

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
PICTURE
LIMITED TO
ON-SCREEN
VERSION
17
7DCT300 Electro Hydraulic Actuation

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
18
7DCT300 Hydraulic Schematic

Clutch cooling system
Actuation system for clutch 1
E-Cooling pump
Actuation system for clutch 2
PICTURE
LIMITED TO
ON-SCREEN
VERSION
Pressure sensor
Electric pump
Orifice
Temperature sensor
Suction filter

19
7DCT300 Design of Clutch Actuator Pump

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
PICTURE
LIMITED TO
ON-SCREEN
VERSION

20
7DCT300 Clutch Software Controls
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
21
7DCT300 Electronics incl. TCU

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
22
7DCT300 Optional Integrated Park by Wire

General
Usage of shift-drum 2 to engage/disengage park lock
Normally-stay park lock
Gear wheel
actuation of parking
lock via shift drum
PICTURE
LIMITED TO
ON-SCREEN
VERSION
E-motor
for shift drum 2
Shift drum 2
R/2/4/6 gear

Parking lock system

based on 6DCT250
design w/o external park
lock lever and rooster
comb
23
7DCT300 Optional Integrated Cooling

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 Inlet
PICTURE
LIMITED TO
ON-SCREEN
VERSION
water
oil
Water Outlet
24
Next Gen 7DCT300 Results

CO2 IMPROVEMENTS
Highly efficient gearset
FUN 2 DRIVE
Increased launch performance
Increased input speed
Ratio flexibility
Intelligent gear ratio span
Power on demand actuation
Improved low speed refinement

Lower inertia
Weight reduction
Extended sailing functionality
Active thermal management
COSTS
Volume of Scale
Global footprint
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

25
GETRAG Future FWD DCT

Technology Roadmap

26
FWD DCT Product Roadmap

Marketplace Inputs
6DCT470
6DCT450
Mid
6DCT250
Small
Torque segments
High
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
2012
2013
2014
2015
2016
2017
2018
2019

2020
2021
2022
27
High
6DCT470
NEW7DCT500
6DCT450
Mid
NEW7DCT300
6DCT250
Small
Torque segments
FWD DCT Product Roadmap
NEW6DCT150
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
Not Intended to Indicate

Introduction Timing
28
GETRAG Next Gen FWD DCT

Family Modularity Approach

29
FWD DCT Family - Modularity

Subsystem
Gear set
Shift System
Clutch
Clutch Actuator
Park Lock
Actuator
Cooling/Lube
Oil
Hybridization, Full
Hybridization,
Mild
TCU
DCT300
7 speed
Dual EM shift drum
DC300
Pump actuator
Mechanical
E-motor driven pump
Fuel economy and cost
optimized lubricant
E-motor in transm. housing or
axle-split hynrid
E-motor in transm. Housing
Standalone TCU
Park By Wire
Gear driven shift drum
Software
SW features common

30

Subsystem
DCT300
DCT150
7 speed
6 speed
Dual EM shift drum
Single EM Dual shift drum
DC300
DC300
Pump actuator
Pump actuator
Mechanical
Mechanical
E-motor driven pump
E-motor driven pump

optimized lubricant
Common with DCT300
E-motor in transm. housing or

axle-split hynrid
N/A
E-motor in transm. Housing
N/A
Standalone TCU
Standalone TCU
Park By Wire
Shift Drum Actuated
Software
SW features common
SW features common
Gear set
Shift System
Clutch
Clutch Actuator
Park Lock
Actuator
Cooling/Lube
Oil
Hybridization, Full
Hybridization,
Mild
TCU

31

Subsystem
DCT300
DCT150
DCT500
7 speed
6 speed
7 speed
Dual EM shift drum
Single EM Dual shift drum
Dual shift drum (note:

common motors, different
drums and linkage)
DC300
DC300
DC500
Pump actuator
Pump actuator
Pump actuator (higher

current vs DCT300)
Mechanical
Mechanical
Mechanical
E-motor driven pump
E-motor driven pump
E-motor driven pump

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
Standalone TCU
Standalone TCU
Standalone TCU (common

motherboard)
Park By Wire
Shift Drum Actuated
Shift Drum Actuated
Software
SW features common
SW features common
SW features common
Gear set
Shift System
Clutch
Clutch Actuator
Park Lock
Actuator
Cooling/Lube
Oil
TCU

32
6DCT150 Technical Data

Transmission
Maximum speed:
Maximum torque:
Weight (dry):
Installation length:
Input shaft differential:
Overall ratio 1st gear:
Gear ratio spread:
Actuators:
Transmission oil:
Dual clutch
Other details:
6DCT150
7,000 rpm
170 Nm
approx. 56 kg
350 - 355 mm
170 mm or higher
13 18.5
4.5 8.0
Electro-mechanical gear actuation and
electro-hydraulic clutch actuation
4 liters
Nested wet dual clutch
3-shaft gear set layout
all-wheel application possible
mechanically actuated parking lock
start/stop- and sailing capable without
hardware change

33
7DCT500 Technical Data

Transmission
Maximum speed:
Maximum torque:
Weight (dry):
Installation length:
Input shaft differential:
Overall ratio 1st gear:
Gear ratio spread:
Actuators:
Transmission oil:
Dual clutch
Other details:
7DCT500
7,500 rpm
560 Nm
approx. 87 kg
approx. 380 mm
197 mm or higher
13.8 - 17.5
6.7 - 8.5
Electro-mechanical gear actuation and
electro-hydraulic clutch actuation
approx. 6 liters
Nested wet dual clutch
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

34
Summary
35
Summary
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
36
Q&A
37

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GETRAG DCT New Modular Platform

From 100Nm to 500 Nm

Ernest DeVincent, VP Engineering and Global Platform Director DCT300

Current GETRAG Front Wheel Drive DCT Portfolio

7th International CTI Symposium, May 2013, Detroit

Current GETRAG FWD

7th International CTI Symposium, May 2013, Detroit

FWD DCT Current Product Portfolio

Increase gear counts to be

7th International CTI Symposium, May 2013, Detroit

Creating the Next

7th International CTI Symposium, May 2013, Detroit

Customer and Market Requirements

7th International CTI Symposium, May 2013, Detroit

Translating Customer and Market Requirements

Highly efficient gearset

Increased launch performance

Increased input speed

Intelligent gear ratio span

Improved low speed refinement

Power on demand actuation

7-speed needs for mid-segment

7th International CTI Symposium, May 2013, Detroit

Market Requirements Next Gen 7DCT300

Clutch primary inertia reduction of up to 70%

Higher Fuel Economy Overall improvement of 4% over 6DCT250

Gear ratio count 6 7

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:

HybridAWD.Park By WireIntegrated cooling.Reduced vehicle level

7DCT300 Technical Overview

7th International CTI Symposium, May 2013, Detroit

Motor for clutch

7th International CTI Symposium, May 2013, Detroit

Motor for shift

Motor for pump

CONFIDENTIAL / All rights reserved / Patent pending

7th International CTI Symposium, May 2013, Detroit

7DCT300 Transmission length

7th International CTI Symposium, May 2013, Detroit

7DCT300 Gear Layout

Gear ratio span of > 8.5

7th International CTI Symposium, May 2013, Detroit

7DCT300 Gear Layout

7th International CTI Symposium, May 2013, Detroit

7DCT300 Shift Actuation

7DCT300 Clutch Hardware

7DCT300 Electro Hydraulic Actuation

7DCT300 Hydraulic Schematic

Actuation system for clutch 2

7th International CTI Symposium, May 2013, Detroit

7DCT300 Design of Clutch Actuator Pump

7th International CTI Symposium, May 2013, Detroit

7DCT300 Clutch Software Controls

Base functionality is running in several series programs

7DCT300 Electronics incl. TCU

7DCT300 Optional Integrated Park by Wire

7th International CTI Symposium, May 2013, Detroit

Parking lock system

7DCT300 Optional Integrated Cooling

Next Gen 7DCT300 Results

Improved low speed refinement