1 Introduction sets, a CVT, or a dual-clutch transmis- clutch transmissions, together with the
sion, depending on the vehicle manu- also newly engineered automatic plane-
Today, car buyers can choose from dif- facturer. In sporty applications, dual- tary transmission, ZF is able to offer the
ferent transmission variants. If they clutch transmissions feature benefits suitable transmission to suit the vehicle
want a full automatic transmission, the that have led to corresponding demand characteristics, providing optimal per-
offer will comprise a multi-ratio auto- and an individual product range at ZF. formance and lowest possible fuel con-
matic transmission with planetary gear With the new modular kit for dual- sumption.
Dr.-Ing.
Ulrich Remmlinger
is head of product en-
gineering dual-clutch
transmissions at ZF
Getriebe GmbH in
Kressbronn (Germany).
Dipl.-Ing. (FH)
Figure 1: Schematic illustration of the modular concept for various powertrain concepts and Manfred Fischer
installation positions of the dual-clutch transmission – the dual-clutch transmission of ZF is project manager dual-
can be used for all drive concepts, from middle engine / rear wheel drive to front-longitudinal clutch transmissions at
engine with rear-wheel drive ZF Getriebe GmbH in
Kressbronn (Germany).
Dipl.-Ing.
Jens Patzner
is head of product
engineering manual
shift transmissions and
basic transmissions for
Figure 2: Section view of the gear set dual-clutch transmis-
sions at ZF Getriebe
GmbH in the produc-
tion plant Brandenburg
2 Modular Concept binations (modular concept) are illustrated (Germany).
in Figure 1. First series application was in
Particularly in the sports car sector, in addi- 2008 with the 7DT45 HL in the torque cate-
tion to the transmission for the standard gory of up to 450 Nm.
drive described under [1], there is a demand
for transaxle transmissions (designation for
a transmission design where the vehicle 3 Gear Set Concept
transmission, differential transmission, and
axle drive are located in a housing) in longi- The center distances and installation
tudional installation for both, pure rear lengths of the gear set, Figure 2, were select-
wheel drive as well as all-wheel drive. The ed for a maximum engine torque of mission, a ratio can be implemented
engine can either be located in front of or 700 Nm and a maximum input speed of which nearly corresponds to that of 1st
behind the transmission. In addition to 8000 rpm. Differentiation between both gear. This leads to the same starting qual-
these installation variants, they are also de- torque classes is done via material selec- ity in reverse gear as in the forwards gear
signed for various torque classes. ZF meets tion and gear finishing. The ratings for and the driver is not surprised by differ-
these complex requirements by offering a both transmission ranges 7DT45 and ent tractive power even though the accel-
modular principle. A gear set which has 7DT70 can be found in the data sheet in erator pedal may be in the same position.
been optimized for the torque limit and an the Table, the gear set pattern is illustrated A disadvantage, however, is that when
axle drive are combined with a housing in Figure 3. As it is required with dual-clutch reversing D-R or R-D, one process is re-
which is adapted to the installation and a transmissions, the even and uneven gears quired each for deselecting, synchroniz-
standard control unit. Depending on the are distributed among one sub-transmis- ing, and selecting, which leads to slightly
torque category, two variants of the dual- sion each [2]. increased shift times with a pure com-
clutch transmission are available with the The reverse gear is in the same sub- fort calibration.
same structure but different diameters. If transmission as the 1st gear and the ex- Figure 3 also shows that a center sup-
necessary, a manual transmission can be tension of the first gear is used as a fixed port became necessary for the shafts due
derived from the kit, using identical parts gear [3]. This has the advantage that re- to the high torques and large installation
from the dual-clutch transmission for gear versing can also be initiated with the big length. An additional bearing plate in
set and axle drive. Some of the possible com- clutch and, without extending the trans- the level surface next to the output con-
stant reduces forcing back of the shaft, small. If the needles ran directly on the tions from case-hardened steels, for
thus preventing gearing noise which shaft, this would lead to axial clearance which the over years at ZF established
would result from mal-positioning due which is the sum of the tolerances across SIN curves are available. The counter
to shaft deformation. The constructive the entire shaft length. The reduction of shaft for the rear-longitudinal (RL) trans-
design of the tubular shafts can be seen axial clearance and thus backlash is an mission is cold-extruded from a tube and
in Figure 4. It also becomes obvious in the important contribution to the sportiness the material is thereby stretched both in
section view, Figure 2, that all free spin- behaviour of the transmission. As shown radial and axial direction. In the all-
ning gears of the gear set run on needle later on, small angular clearance is a de- wheel drive version with an additional
bearings with a separate inner race. This cisive factor for the subjective impression output, the shaft is too long to use this
design was chosen because the axial play that the vehicle is very responsive. new technology. Therefore, the all-wheel
of the free spinning gears then only de- To attain a high level of power density, drive version is manufactured conven-
pends on the longitudinal tolerance of the gears and shafts are produced ac- tionally with deep-hole drilling.
the inner race and can thus be kept cording to special ZF supply specifica- When selecting the synchronizers, the
requirement for sportiness with short
shifting times was met by using linings
with a high admissible synchronizer per-
Table: Data sheet of the new seven-speed dual-clutch transmission – formance. For gears 1, 2, 3, and reverse (R)
models 7DT45 with 450 Nm and 7DT70 with 700 Nm input torque (all data is based gear, these are triple synchronizers with
on ZF design cycle) powder sinter linings. For gears 4, 5, 6,
and 7, simple synchronizers with carbon
Feature Value or item linings are used. Moreover, to protect the
Übertragungsfähigkeit 7DT 45 7DT 70 linings, the energy input due to drag tor-
Torque capacity Tmax, engine at 4200 rpm 450 Nm 700 Nm ques during the synchronizing process is
kept at a small level. This is ensured by a
nmax 8000 rpm 7500 rpm
continuous, requirement-based control of
Starting element Dual clutch ND 2014 to 450 Nm and ND2216 to 700 Nm the coolant flow, which flows through
Gears 7 the open clutch. During the synchroniz-
Center distance 85 mm ing procedure, the cooling oil flow is in-
Spreading 6.335 terrupted for a short time.
Figure 9: Standardized torsion angle of the driveline after 0.04 s with a rev-up in second gear 7 Summary