transmission_technology_international_变速器技术2010-09_(1).pdf

AN ENGINE TECHNOLOGY INTERNATIONAL PUBLICATION September 2010 Whats new? Fords high-tech auto Getrags dry-clutch DCT design for Renault BorgWarners advanced eGearDrive system Sergio Cairola, transmission platforms vice president, Fiat Powertrain Technologies Jeffrey Baran, executive director of transmission program execution, General Motors Rolf Najork, product development vice president, Getrag Geared to the future Which designs will win and lose in a changing world of transmissions? INTERVIEWS Five Smart Ways to Replace Metal Discover more smart solutions at www.SolvayAdvancedP It takes more than one high-performance plastic to make a high-performance automobile. Solvay Advanced Polymers gives you More Plastics with More Performance than any other company in the world. 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TorlonPAI polyamide-imide Metal-like performance in repetitive- use, load-bearing applications to 275C; outstanding wear resistance in dry and lubricated systems. 24: Fiats Future mapped out Fiat may be steeped in the tradition of manual transmissions but that does not mean the Italian car makers sole focus is on conventional gearbox technology. Sergio Cairola, Fiat Powertrain Technologies transmission platforms VP, reveals all 1210 02: News The latest happenings from the transmission world, including a CVT production record from Jatco 04: Ford automatic Benchmarked against the Allison 1000, TTi gets an exclusive look at the inner workings of the all-new 6R140 unit 06: reNault dct Co-developed with Getrag, the new 6DCT250 unit is one of the first dry- clutch DCT systems on the market 08: BorgwarNer Breakthrough North Americas first electric-utility van channels power through an innovative e-gear transmission design 10: allisoN advaNces Its been a busy year for the US Tier 1 supplier as TTi finds out the latest developments for the former GM unit 12: market outlook Not only has the financial downturn had an impact on R the Mgane/Scnic EDC development was a purely Renault program. “Its a Getrag transmission, but made to our requirements, especially in terms of comfort and CO2 emission targets,” explains Renaud Trouv, Renaults project leader, EDC. “The target was to be at the same level as a manual transmission. To do this you need good Both Renault and Ford are the launch customers for Getrags latest hydraulic-free dual-clutch transmission hardware and carefully defined gear ratios, but the shift calibration is also very important. “In smooth driving we shift very quickly to the next gear so that we can always be on low engine rpm and optimize the consumption. If you want to drive with a bit more brio, then push the throttle pedal and the shift map changes. There are several shift maps, depending on the gas-pedal activity.” Trouv says that a number of options were considered before Renault selected the 6DCT250. One option was an in-house development, which was discounted due to the associated high-investment costs. A PSA- style AMT was not a serious contender either. “We didnt consider a robotized manual for this project. For this market segment we have two development targets: the CO2 output 06 whats new? Super dry Getrags 6DCt250 Powershift (above) will be launched in the Renault Mgane (below) and scnic models Transmission Technology International | September 2010 levels of an MT, and the comfort levels of an MT not an AMT compromise.” The torque capacity of the new gearbox is 280Nm, which will rule out its use in a Golf- GTI-DSG-style, Mgane Renault Sport performance application. Renault thinks its perfect for the volume-selling Mgane and Scnic derivatives, however. At 82kg, its weight is very similar to that of the old 79kg torque converter auto, although it remains considerably heavier than the 60kg six-speed manual box. “This transmission has one gear dependency, therefore helping to keep the length very similar to an MT,” Trouv notes. As a result, the new transmissions size doesnt create any packaging issues, either. The gearbox is being built in Getrags Modugno plant in Italy, which has been redesigned and restructured for dual-clutch technology and will be running at full capacity by 2012. The factory also makes 6DCT250 gearsets for the Tier 1s new assembly facility in Irapuato, Mexico, which will supply transmissions to Ford for the Fiesta on the North American market. More than 100,000 of the transmissions will be made in 2010, rising to over 400,000 per annum by the end of 2011. Getrag says its already in talks with “several additional OEMs” regarding fitment of the 6DCT250 to other vehicles. TTi Getrags first dry-clutch DCt weighs 82kg and can handle up to 280Nm of torque. the unit will also be used by Ford IBS Filtran Kunststoff-/Metallerzeugnisse GmbH a medium-sized German-American joint venture based in Morsbach/Germany Due to further research driving growth in environmentally friendly solutions that also deliver effi ciency and performance.” Through its high-effi ciency geartrain and compact, low-weight design, eGearDrive contributes to an extended battery-powered driving range that, in turn, reduces the required amount of battery capacity needed. The transmission also achieves high-torque capacity with greater than 97% effi ciency, and provides smooth, quiet operation. Approximately 99% of the materials used in the eGearDrive transmission are recyclable. Fords project manager for the Transit Connect Electric, Praveen Cherian, a 10- year man at Ford with experience on the Ford Mustang and hybrid programs, says that there are thousands of fl eets and small businesses in the USA for whom the Transit Connect Electric has real appeal. “It offers zero emissions, zero fuel costs and triple-life brakes due to regenerative braking,” says Cherian. “It also uses no oil or transmission fl uid and has no exhaust system. I think there is a big demand for something like that. “Just look at the Ford portfolio: the downsized gas engines are giving the hybrids a run for their money, the hybrids are giving the Quietly beating the rest of the automotive industry to market with a roomy electric- utility van, Fords new Transit Connect features an innovative transmission system plug-ins a run for their money, and the plug- ins are giving the EVs a run for their money. And the diesel option is always available for us if we see a demand in the market.” Cherian credits the One Ford philosophy of global platforms and powertrains for enabling projects like the Transit Connect Electric to happen. “Our global platforms essentially 08 WHATS NEW? Right on time mean plug-and-play,” he says. “Youve seen how quickly weve brought this to market. Its largely because the platform is capable of taking any kind of engine. “In Europe, we sell it with a two-liter gas engine and a heavier diesel engine, and the platform is capable of more. Its the same with the Focus application. These platforms are now capable of taking multiple powertrains. We saw that with the Fusion and the Fusion Hybrid.” Cherian says that Ford was already doing business with the Transit Connect Electrics battery supplier, Johnson Controls/Saft, and with the electric-motor and systems supplier, Azure Dynamics on other vehicle programs, so it was logical and advantageous to bring them together for this project. He says that components like the DC/DC converter, the electric air-conditioning unit, and the electric vacuum pump came intact from the Ford Fusion, Mercury Milan and Escape hybrid programs. The electro-hydraulic steering pump was modifi ed from the Transit Connect gasoline unit. “There have been a lot of synergies in bringing this vehicle to fruition by pulling in hardware from other applications at Ford, as well as other Azure applications,” he adds. TTi Transmission Technology International | September 2010 Ford Transit Connect Electric - Driving range: 80 miles - Battery: 28kWh lithium-ion, liquid-cooled pack - Charge time: eight hours - Maximum speed: 75mph - Wheelbase: 291cm - Turning radius: 11.8m - Payload: 454kg BorgWarner eGearDrive - Mass 28kg (without motor adapter and ePark System) - Single Speed - Reduction ratio 8.28 - Effi ciency: 97% - Rated input torque: 200Nm continuous (300Nm peak) - Max input speed: 14,000rpm - Center distance: 210mm - Lubrication: splash - Park lock system - Electronic shift-by-wire park lock system (ePark) - ECU integral to actuator (CAN capable) - E-machine interface: Adaptable fl ange BorgWarners eGearDrive unit is being used by Ford in the car makers all-electric Transit vehicle Our three software technology teams have designed MASTA 5.2 to have a best-in-class user interface based on our own state-of-the-art mathematical algorithms simulating physical transmission events translated into a fully integrated transmission simulation offering exceptional client service each step of the way. We provide complete solutions to design houses and manufacturers of transmissions and axles: ? MASTA product a hydraulic torque converter with a lock-up clutch (2); and a ZF-sourced (3) eight-speed automatic transmission 14 TrANsMissioNs: Market outlook Transmission Technology international | September 2010 Above: opinion is split as to what impact EVs, such as the Nissan Leaf, will have on the transmissions market. Below: Prodrives AMT system Putting the smarter heat to smarter use www.efd- Many of the worlds finest carmakers have a few things in common. Heres why EFD Induction is one of them. A proven track record. Technical excellence. And the ability to come up with cost-cutting answers. These are just some of the things automakers and their sup- pliers insist upon. Which is why, when it comes to hardening auto components, many of them turn to EFD Induction. We design, make and maintain high-uptime ind uc- tion hardening systems. In fact, were the worlds no. 1 induction hardening company with plants and labs in the US, Europe and Asia. So wherever you are, theres a good chance were in the neighbourhood. Weve been in the induction heating business for more than 50 years, developing systems to harden valves, camshafts, crankshafts, balancing shafts, connection rods, starter rings and gudgeon pins. To learn more about EFD Induction and how we can help improve your business just contact us. Af- ter all, many of the worlds finest carmakers already have. n Its been a challenging few years for Getrag, one of the industrys largest transmission suppliers. Just a quick flick through the companys books shows that it has been hit hard by the financial crisis. In 2007, turnover hit a record high of US$3.3 billion. Last year that margin shrunk to US$2.6 billion, not a disaster by any means Getrag is still outperforming many other rival suppliers but previously, this proud German Tier 1 only ever knew growth. “Getrag has suffered during the financial crisis,” admits Rolf Najork, the companys VP for product development. “So our strategy of late has first been to expand in the DCT area, which was a positive move on the whole, despite some drawbacks, like the failed cooperation with Chrysler in the USA. At the moment, were in recovery mode, which basically means getting back to financial success. Im pleased to report were well on the way to achieving this aim. “We now have the biggest portfolio of DCTs on the market, so our strategic goal moving forward is to take our existing architectures and proliferate them more into the global markets. This will really harvest the earnings from our investment. As a second step, we will go for the worldwide industrialization of DCTs. And looking ahead further still, innovation will be strongly focused in the field of e-drive technologies.” With 24 product development centers and production facilities around the world as well as a rich history that dates back to 1935 its easy to believe that the last two years have simply been a blip for Getrag. And looking forward, DCTs a system that the company has invested heavily in will help facilitate Getrags aim to realize financial success. “When you look toward the mass- produced vehicle segments within Europe particularly when it comes to front-wheel drive applications there seems to be a predominant trend toward DCTs and thats across the board: from Volkswagen, Audi and Ford, through to Fiat, Alfa and Renault,” Najork says. “Big manufacturers are taking this technology forward and they either have production plans to develop their own DCT or theyre planning to buy it from suppliers.” Great expectations Having led the way in DCT development, Getrag, as part of its new plans for growth, is looking further ahead to the electric-vehicle revolution 16 Supplier interview: getrag words: Dean Slavnich Transmission Technology International | September 2010 supplier interview: getrag17 September 2010 | Transmission Technology International Getrag is not solely focused on DCt development. the German tier 1 is looking ahead to e-drive solutions, which includes working with Daimler on the electric smart project Not the eNd game A few years ago everyone but the Japanese were predicating the decline of CVTs, but it would seem this technology favored by companies such as Nissan, Toyota, Honda and Mitsubishi is far from finished. “The Japanese are still enthusiastic about CVTs,” says Najork. “There are three reasons for this. Firstly, they genuinely like the CVT. Secondly, they have invested in this technology, so they have facilities that are operational that theyve invested in essentially, they have facilities standing around that they have to utilize. Thirdly, the technology one chooses is often dominated by personal experience, so Japanese engineers predominately operate their vehicles in an environment of very slow speed and throughout a lot of city traffic. In this environment, the CVT is not a bad solution and I think thats another key reason as to why this transmission remains popular in Japan.” It was predicted that the plight of CVTs would be mirrored by AMTs but at an even faster rate. But like CVTs, it would seem that AMTs are not going down without a fight: “I thought AMTs would eventually die, what with the introduction of DCTs, but the AMT has one big advantage: its less far costly,” Najork explains. “So, I cant really rule out that the AMT will sustain its presence in very cost-conscious markets.” And in a turnaround, the AMTs future might be safeguarded by the plethora of new eco-friendly systems coming to the fore, despite the transmissions basic layout. “If you look to new technologies, like stop/ start, then there is a trend to take portions of AMT back into the vehicle. For example stop/start is very useful if you apply it to every time the vehicle stops, but that is subject to the driver engaging neutral. If he/she does not select neutral then it wont work. If you had clutch automation of whatever kind, then this maneuver could be done automatically. AMTs, to my surprise, are not dying for these reasons. Energetically, theres nothing that beats an AMT thats a fact. If efficiency is the only goal, then an AMT cant be beaten, but theres a deficit in shift.” Its a trend that enables Getrag to be strongly placed within the market. The company has DCTs that cover all types of applications, from the PS150 five-speed through to the 481 seven-speed unit for high-end applications such as the Mercedes-AMG SLS. And despite the financial downturn DCTs are inherently more expensive to develop emissions legislation is helping to offset such economic fears. “One of the easiest ways for automatic- transmission powertrains to save on emissions output is to switch from a classical auto to a DCT,” says Najork. “Normally this would allow for an emissions saving of 10% and more. Its a significant saving, and actually in that way, the technology pays for itself.” “What we see today is that the cost of the DCT and this depends upon what segment were in is slightly above a newly introduced automatic transmission. But theres a real benefit in terms of CO2 and usually this more than compensates for the initial cost advantage that the auto has.” Despite Najorks unwavering confidence in DCTs, transmission players are having to adapt further, with governments urging car makers to ramp-up development of pure electric vehicles. Its a phenomenon that has worried some in transmission circles but Getrag is safeguarding its future. “By 2020, Europe will mainly be manuals and DCTs but we will also be increasingly hybrid and e-drive applications,” predicts Najork. “As a company, we cant rely only on the classical transmission business because it is very hard to predict the migration to electric technologies in the automotive world. If we were to talk about pure electric driving, then yes, we are on the path to this scenario but I dont think its likely that this will replace a large chunk of our business by 2020.” Getrags R&D engineers are busily developing e-drive technologies. Hybrid DCTs and e-drive systems for range-extender vehicles and parallel hybrid electric vehicles are all part of the German suppliers plans. “Its important to remember that the t