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

AN ENGINE TECHNOLOGY INTERNATIONAL PUBLICATION September 2010 What s new Ford s high tech auto Getrag s dry clutch DCT design for Renault BorgWarner s 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 EGR ValveClutch Cylinder ABS Motor End Cap Thrust Washers and Seal Rings Thermostat Housing SEMI AROMATIC POLYAMIDES SPIRE ULTRA POLYMERS Air Induction Cooling replaces metal where heat humidity and chemical resistance are major considerations Ixef PARA polyarylamide High strength polyamide with smooth surface for aesthetic structural applications excellent fuel barrier properties and compatible with fl ex and bio diesel fuels KetaSpire PEEK polyetheretherketone Outstanding chemical resistance and mechanical properties to 250 C easy to process very good wear resistance and excellent fatigue resistance AvaSpire PAEK polyaryletherketone AV 700 Series products deliver comparable performance to PEEK with up to 30 lower cost Torlon PAI polyamide imide Metal like performance in repetitive use load bearing applications to 275 C outstanding wear resistance in dry and lubricated systems 24 Fiat s Future mapped out Fiat may be steeped in the tradition of manual transmissions but that does not mean the Italian car maker s 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 America s first electric utility van channels power through an innovative e gear transmission design 10 allisoN advaNces It s 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 M gane Sc nic EDC development was a purely Renault program It s a Getrag transmission but made to our requirements especially in terms of comfort and CO2 emission targets explains Renaud Trouv Renault s 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 Getrag s 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 didn t consider a robotized manual for this project For this market segment we have two development targets the CO2 output 06 what s new Super dry Getrag s 6DCt250 Powershift above will be launched in the Renault M gane below and sc nic 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 M gane Renault Sport performance application Renault thinks it s perfect for the volume selling M gane and Sc nic 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 transmission s size doesn t create any packaging issues either The gearbox is being built in Getrag s 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 1 s 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 it s already in talks with several additional OEMs regarding fitment of the 6DCT250 to other vehicles TTi Getrag s 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 Ford s 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 Ford s 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 WHAT S NEW Right on time mean plug and play he says You ve seen how quickly we ve brought this to market It s 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 It s 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 Electric s 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 BorgWarner s eGearDrive unit is being used by Ford in the car maker s 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 Prodrive s AMT system Putting the smarter heat to smarter use www efd Many of the world s finest carmakers have a few things in common Here s 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 we re the world s no 1 induction hardening company with plants and labs in the US Europe and Asia So wherever you are there s a good chance we re in the neighbourhood We ve 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 world s finest carmakers already have n It s been a challenging few years for Getrag one of the industry s largest transmission suppliers Just a quick flick through the company s 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 company s 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 we re in recovery mode which basically means getting back to financial success I m pleased to report we re 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 it s 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 Getrag s 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 that s 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 they re 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 they ve 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 that s 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 it s less far costly Najork explains So I can t really rule out that the AMT will sustain its presence in very cost conscious markets And in a turnaround the AMT s future might be safeguarded by the plethora of new eco friendly systems coming to the fore despite the transmission s 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 won t 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 there s nothing that beats an AMT that s a fact If efficiency is the only goal then an AMT can t be beaten but there s a deficit in shift It s 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 It s 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 we re in is slightly above a newly introduced automatic transmission But there s a real benefit in terms of CO2 and usually this more than compensates for the initial cost advantage that the auto has Despite Najork s unwavering confidence in DCTs transmission players are having to adapt further with governments urging car makers to ramp up development of pure electric vehicles It s 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 can t 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 don t think it s likely that this will replace a large chunk of our business by 2020 Getrag s 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 supplier s plans It s important to remember that the technology associated with electric driving will only replace transmissions to a certain degree On the other hand what we will also see is that the thesis that an electric drive vehicle does not need any transmission whatsoever is just not sustainable They will need smaller easier transmissions but there s also a tendency for e drive aggregates to go for two or three gears There will be a need for transmission technologies in the future even in conjunction with electric driving So instead of being like the rabbit in front of a snake and simply waitin