transmission technology contribution to co roadmap – a

Transmission Technology contribution to CO2 roadmap –a benchmark

Martin BahneDirector Attribute System Engineering

Ulrich FreyTechnical specialist

2October 29, 2018 Disclosure or duplication without consent is prohibited

Agenda

• Introduction

• Transmission Technology Benchmark

• CO2 improvement of next DCT / HDT 48V Generation

• Potentials of DCT HV Powertrains

• Summary

Introduction


What drives Powertrain Technology?

Challenging CO2 emission targets drive new powertrain technologies. ZEV, NEV Legislation and Zero Emission Zones request specific technology


Powertrain Electrification is Growing…

34%

18%

33%

9%6%

18%

16%

41%

11%

13%

2025

2030

Source: Magna OEM Fleet Analysis 2017

Internal Combustion Engine (ICE)

Micro Hybrid: ICE with 12V start/stop functionality & regeneration capability

Mild Hybrid: ICE with 48V start/stop functionality, regeneration & boosting capability

PHEV/HEV: ICE with high voltage eMachine, full electric driving, external charging

EV: No ICE; battery or fuel cell electric vehicle

… 94% of all vehicles are forecasted to have an ICE engine on board in 2025


Market Share by Transmission (TM) Technology

Target conflict for OEM drives TM technology market share –DCT / CVT have strong growth in CN, EVT in Japan

EVT

MT

DCT

CVT

AT

AMT


Published CO2 Data in NEDC – TM BenchmarkData of automatic TM powertrains in Germany, which are also available w/ MT

Only small vehicles with low power achieve 95 gCO2/km

Source:VDA DAT report Q1/2018 Source: VDA DAT report Q1/2018

CO

2E

mis

sio

n [gC

O2/k

m]

CO

2E

mis

sio

n [gC

O2/k

m]

CO2 Emissions per Transmission Technology CO2 Emissions per Engine-Power and Vehicle Weight

CO2 target Global markets 2021

Slope0,05 g/km / kg

Transmission Technology Benchmark


Benchmark Approach for Automatic Transmission

TM measurement

Torque loss & speeds

NEDC / WLTC

Loss-map / Pedal-map

Shift & ratio strategy

Converter characteristics

Simulation model for

vehicle & transmission

CVT / DCT / AT

Benchmark

B - and C - Car Vehicle

Transmission CVT & AT

Simulation of

CVT / AT vs. DCT

in same vehicle

CO2 Benchmark performed with up-to-date B- and C-Car vehicles for CVT and ATTorque range 150 – 350 Nm


Mechanical Losses of TM Technologies

MTs

– Gears & Bearings

– Splashing

ATs


– Splashing

– Servo Energy Clutch & Shift (multiple friction elements)

– Launch Device

DCTs


– Splashing

– Servo Energy Clutch & Shift

CVTs


– Splashing

– Servo Energy Clutch & Ratio

– Launch Device

– Clamping to transmit Torque

DCT is automatic TM with lowest losses and on similar level to MT


Comparison of Mechanical Efficiency

7-Speed DCT (FWD) 8-Speed AT (FWD)6-Speed MT (FWD) CVT (FWD)

Note: Mechanical efficiency maps have been measured over all speeds and torque levels. Multiple repetitions of test runs. CVT is most sensitive for

speeds, MT and DCT have low variability over speed.

60

80

100

1st 2nd 3rd 4th 5th 6th

Eff

icie

ncy

[%

]

Gear

6MT (small)

20 Nm

50 Nm

75 Nm

100 Nm

60

80

100

2,15 1,66 1,25 1 0,78 0,63 0,5

Eff

icie

ncy

[%

]

Ratio

CVT

25Nm

50Nm

75Nm

100Nm

60

80

100

1st 2nd 3rd 4th 5th 6th 7th

Eff

icie

ncy

[%

]

Gear

7DCT300

20 Nm

50 Nm

75 Nm

100 Nm

Principle mechanical loss analysis can be confirmed by chassis roller measurements

Ratio spread: 5,39

Torque: 215 Nm

Ratio spread: 5,54

Torque: 200 Nm

Ratio spread: 7,59

Torque: 350 Nm

Ratio spread: 7,80

Torque: 320 Nm


TM Efficiency Comparison and Contribution in WLTC

7-DCT gives up 8 g/km CO2 of due to mech. losses, 8-AT even 14 g/km

Note: 7-DCT gear ratio is selected with equal acceleration performance compared to 8-AT, Engine: 2l, Gas, rated at max. 340Nm

Avera

ge T

M E

ffic

iency [%

]

TM Benchmark – Efficiency in WLTC Efficiency Impact on CO2 in WLTC


Detailed CO2 Emission Comparison per Road ProfileDelta analysis current 7-DCT vs. 8-AT for different parts of WLTC

Be

tte

r

Be

tte

r

Getrag CUP: realistic mix of different profiles

Average CO2 reduction of 7-DCT vs. 8-AT is ~2,5%

CO

2-S

avin

gs [ g

/ k

m ]

CO

2-S

avin

gs [ g

/ k

m ]

CO2 Improvement of next

DCT and HDT 48V Generation


CO2 optimization of Next 7-DCT Generation

Next generation 7DCT300 improves CO2 by 2,4% and has best in class torque to weight ratio

Improvements Next Generation 7-DCT


Evolution of 7DCT300 �� 7HDT300

48 V Hybrid Hardware Concept

– Torque-Split Architecture

– Scalable Power-Level from MHD to PHEV

– Integrated E-Machine and Inverter

Scalable customizable Hybrid Modes

– Pure Electric-Driving

– Extended Sailing

– Recuperation and Boosting

– Generator Mode, Load-Shift

– Charge at Standstill

– Restart of Combustion Engine

7HDT300 hybrid concept is based on 7DCT300 technology

17

CO

2-S

avin

gs in

WLT

C [%

]

CO2 Potentials 7HDT300

October 29, 2018 Disclosure or duplication without consent is prohibited

Evolution of 7DCT300 �� 7HDT300

Mild hybrid 7HDT300 48V improves CO2 by 16% in WLTC

Base with 15 KW E-Mot 25 KW E-Mot

Potentials of DCT HV Powertrains


Evolution of Powertrain ElectrificationConventional 7-DCT to high voltage 7-HDT HV + P4 HV

7-DCT can be flexible scaled to integrated high voltage 7-HDT HV and combined with P4 HV


Combustion Engine Downgrading by ElectrificationPerformance comparison conventional powertrain vs. hybrid HV + HV P4

Performance of high power Diesel and Petrol vehicles can be enhanced w/ 7HDT HV + HV P4

I3 SI 1.5L100kW

I3 SI 1.5L100kW+HDT

I3 SI 1.5L100kW+HDT+eDrive

I4 SI 2.0L180kW

I4 DI 2.0L140kW

Acceleration 0-100kph [%]

el cont. Power el peak Power

-37

%

el. 9

3 k

W

el. 9

3 +

75 k

W

el cont. Power

el peak Power

-30

%

I3 SI 1.5L100kW

I3 SI 1.5L100kW+HDT

I3 SI 1.5L100kW+HDT+eDrive

I4 SI 2.0L180kW

I4 DI 2.0L140kW

High performance modern enginesDownsized engine + HV hybridsDownsized engine

Acceleration 0-100kph [%]Baseline

el. 4

0 +

35 kW

el. 4

0 k

W

Summary


Summary

• Powertrain electrification is short term required to meet CO2 emission targets, but conventional transmission remain as base for this turnover in the next 10-15 years.

• To balance legislation, consumer expectations and cost, OEMs need flexible and scalable powertrain tool kits

• The TM benchmark shows the importance of mechanical losses and gear ratios as gear spread on CO2

emissions and explains why DCT technology keeps his concept advantage also for 48V and HV hybrids in WLTC and Real World Driving

• Electrification offers further optimization of the powertrain sub-systems: By engine and turbo charger downgrading the cost of HV powertrain for CO2 reduction can be better managed and performance benefit can be on top realized.

• A final step would be the dedicated hybrid powertrain including an optimized engine and transmission

October 29, 2018 Disclosure or duplication without consent is prohibited 26

transmission technology contribution to co roadmap – a

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