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10th International CTI Symposium, December 2011, Berlin - G. Hellenbroich, FEV GmbH & J. Ruschhaupt, RWTH Aachen -

by FEV all rights reserved. Confidential no passing to third parties

CTI Symposium 2011, BerlinGereon Hellenbroich, FEV GmbH

Johannes Ruschhaupt, RWTH Aachen

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Motivation for Development Downsized engines without hybrid support require transmissions with large 1st gear

ratios to fulfill customer expectation with regard to launch performance Fuel efficiency and noise require small top gear ratios Ratio steps between gears should be kept small for drivability reasons CO2 reduction requires very efficient transmission with focus on cycle relevant range

New transmission targets 1st gear ratio >> 15 Last gear ratio ~2 Ratio spread 7 10 Number of gears > 7 Hybrid version possible without major changes Actuation possible without ICE running

This sparked the development of the FEV X-DCT!

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DCT with Gear Generation

Number of gear ratios:In1: x + z yIn2: y + z xtotal: x + y + z (x + y)

z

In1 Out

y

In2

x

Examples for Gearset Structures

x

Degrees of freedom (not shafts!)Connection with x gear ratios

Legend

Conventional DCTs

In1 Out

y

In2

x

Number of gear ratios:In1: xIn2: ytotal: x + y

In Transmission Input

Out Transmission Output

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1st gear

Torque C1 Torque C2

0

2nd gear

DCT shift (simplified)

Engine torque

2nd gear pre-engaged

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4rd gear

Torque C2

Torque C10

5th gear

Engine torque

Supported shift (simplified)

6th gear

Utilization of kinetic energy stored in engine inertia in order to compensate for smaller torque amplification of 5th gear

6th gear pre-engaged

AMT shift

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Diff2R

V. II.VIII.

IX.

III.

T1

31+R

3

III. VI. IX.

II. V. VIII.

T1, R

C1

C2

Out1/2

A CVI.

1. 4. 7.

10.

Diff1

BD

C1

C2

Gearset Layout

R1 R, II1 T1, II2 II3 III4 T1, V5 V6 VI7 T1, XIII8 VIII9 IX10 T1, IX

Clutch C2Gear Clutch C1

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1 2 3 4 5 6 7 8 9

0

1000

2000

3000

4000

5000

6000-50 0 50 100

150

200

250

300

vehicle speed / km/h

e

n

g

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s

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d

/

1

/

m

i

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Gears ICERatio Progression

Ratio Stepping

R1

10Gear Ratio Total Ratio

1 4,662 20,2012 3,773 16,3483 2,152 9,3234 1,558 6,7515 1,261 5,4646 1,048 4,5407 0,857 3,7148 0,694 3,0059 0,564 2,442

10 0,456 1,977R1 -3,781 -16,382

10,2208,271Spread i2 / i10

Spread i1 / i10

Harmonic gear stepping (progressive between 2nd and 7th, then approximately geometric) Small step 1->2 for torque converter emulation Shift 1->2 takes place directly after launch (clutch-to-clutch), 2nd gear is first driving gear Benefit: Excellent launch feel because of short 1st, followed by smooth acceleration in 2nd

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Supported Upshift @ Max Load

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2000

3000

4000

5000

6000

7000

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e

/

N

m

0500

1000150020002500300035004000

time / s2.4 2.6 2.8 3.0 3.2 3.4 3.6 3.8 4.0

total output torque output torque shaft 1 output torque shaft 2 vehicle acceleration

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0

100

200

300

400

500

engine speed engine torque with torque reduction

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/

s

2

0

2

4

6

8

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Comparison Upshift Clutch-to-Clutch to Supported Shift

o

u

t

p

u

t

t

o

r

q

u

e

/

N

m

0

500100015002000

25003000

35004000

time / s2.4 2.6 2.8 3.0 3.2 3.4 3.6 3.8 4.0

output torque DCT shift output torque supported shift

a

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/

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/

s

2

0

2

4

6

8

acceleration DCT shift acceleration supported shift

Shift quality assessment on vehicle with conventional DCT and modified transmission control strategy: Even at full load, shift quality well within FEVs scatterband of production DCTs At part load, full torque support can be realized by increasing engine torque.

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System Description: OverviewElectric motor (optional)

Input from dual mass flywheel

Leakage-free on-demandactuation system

On-demand cooling / heating & lubrication system with heat exchanger and electric pump

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System Description: Dual Clutch & Shift MechanismNext-generation dual clutch with

leakage-free actuation via release bearings Actuation system including shift forks

Dual release bearingslike in dry DCTs

(no continuous oil flow required)

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System Description: Main Dimensions

Compact package Parallel arrangement of electric motor for short axial length

362 mm(~ 370 mm incl. DMF)

532 mm

382 m

m

443 m

m

197 mm

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Wet DCT, optionally hybridizedTransversal installation, FWD370 mm incl. DMFNext generation dual wet10 powershiftable forward gearswith only 4 synchronizer units / shift forksDry-DCT-like clutch actuation with release bearings (no hydraulic losses)Power-pack-based actuation system with dedicated hydraulic fluid

Input torque > 400 NmInput power > 200 kWNumber of gears 10+RRatio spread 10.220Input torque 108 NmInput power 31 kWNumber of gears 6Ratio spread 8.271

ICE

EM(option)

TypeLayoutInstallation lengthClutch

Main innovations

Key Features of Prototype Layout

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Concept Characteristics 10 usable forward gears, full power shift capability

1st gear ratio > 20 2nd (ratio > 16) and Reverse (ratio > 16) on different clutches

Wet clutch Nested (coaxial) arrangement Power pack based actuation with engagement bearings On-demand lubrication

Actuation Dedicated hydraulic fluid 4 shift forks & pistons / 8 valves / 4 position sensors / 2 pressure sensors

Gearset 17 gear wheels including differential 1 hollow shaft / 2 standard shafts

E-Motor (optional) Axis parallel arrangement Performance level easily scalable (mild HEV / HEV / PHEV) Connected to one lay shaft 6 EM Gears

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Putting things Putting things

together in a smart together in a smart

way creates more way creates more

than only the sum of than only the sum of

just the partsjust the parts

Less is more!Less is more!

fxgchjk

Documents

fev gmbhjohannes ruschhaupt

x z yin2

gear ratios ratio steps

partiescti symposium

berlingereon hellenbroich

ii1 t1

efficient transmission

y z xtotal