Transmission Technology contribution to CO 2 roadmap a benchmark

Transcription

1 Transmission Technology contribution to CO 2 roadmap a benchmark Martin Bahne Director Attribute System Engineering Ulrich Frey Technical specialist

2 Agenda Introduction Transmission Technology Benchmark CO 2 improvement of next DCT / HDT 48V Generation Potentials of DCT HV Powertrains Summary 2

3 Introduction

4 What drives Powertrain Technology? Challenging CO 2 emission targets drive new powertrain technologies. ZEV, NEV Legislation and Zero Emission Zones request specific technology 4

5 Powertrain Electrification is Growing % 18% 11% 9% 6% 34% Internal Combustion Engine (ICE) Micro Hybrid: ICE with 12V start/stop functionality & regeneration capability 33% % Mild Hybrid: ICE with 48V start/stop functionality, regeneration & boosting capability PHEV/HEV: ICE with high voltage emachine, full electric driving, external charging 18% EV: No ICE; battery or fuel cell electric vehicle 41% 94% of all vehicles are forecasted to have an ICE engine on board in 2025 Source: Magna OEM Fleet Analysis

6 Market Share by Transmission (TM) Technology EVT MT DCT CVT AT AMT Target conflict for OEM drives TM technology market share DCT / CVT have strong growth in CN, EVT in Japan 6

7 Published CO 2 Data in NEDC TM Benchmark Data of automatic TM powertrains in Germany, which are also available w/ MT CO 2 Emissions per Transmission Technology CO 2 Emissions per Engine-Power and Vehicle Weight CO 2 Emission [gco 2 /km] CO 2 Emission [gco 2 /km] Slope 0,05 g/km / kg CO 2 target Global markets 2021 Source: VDA DAT report Q1/2018 Source: VDA DAT report Q1/2018 Only small vehicles with low power achieve 95 gco 2 /km 7

8 Transmission Technology Benchmark

9 Benchmark Approach for Automatic Transmission Benchmark B - and C - Car Vehicle Transmission CVT & AT TM measurement Torque loss & speeds NEDC / WLTC Loss-map / Pedal-map Shift & ratio strategy Converter characteristics Simulation model for vehicle & transmission CVT / DCT / AT Simulation of CVT / AT vs. DCT in same vehicle CO 2 Benchmark performed with up-to-date B- and C-Car vehicles for CVT and AT Torque range Nm 9

10 Mechanical Losses of TM Technologies MTs Gears & Bearings Splashing ATs Gears & Bearings Splashing Servo Energy Clutch & Shift (multiple friction elements) Launch Device DCTs Gears & Bearings Splashing Servo Energy Clutch & Shift CVTs Gears & Bearings Splashing Servo Energy Clutch & Ratio Launch Device Clamping to transmit Torque DCT is automatic TM with lowest losses and on similar level to MT 10

11 Comparison of Mechanical Efficiency 6-Speed MT (FWD) CVT (FWD) 7-Speed DCT (FWD) 8-Speed AT (FWD) 100 6MT (small) 100 CVT 100 7DCT300 Efficiency [%] Nm 50 Nm 75 Nm 100 Nm Efficiency [%] 80 25Nm 50Nm 75Nm 100Nm Efficiency [%] Nm 50 Nm 75 Nm 100 Nm 60 1st 2nd 3rd 4th 5th 6th Gear 60 2,15 1,66 1,25 1 0,78 0,63 0,5 Ratio 60 1st 2nd 3rd 4th 5th 6th 7th Gear 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 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. Principle mechanical loss analysis can be confirmed by chassis roller measurements 11

12 TM Efficiency Comparison and Contribution in WLTC TM Benchmark Efficiency in WLTC Efficiency Impact on CO 2 in WLTC Average TM Efficiency [%] Note: 7-DCT gear ratio is selected with equal acceleration performance compared to 8-AT, Engine: 2l, Gas, rated at max. 340Nm 7-DCT gives up 8 g/km CO 2 of due to mech. losses, 8-AT even 14 g/km 12

13 Detailed CO 2 Emission Comparison per Road Profile Delta analysis current 7-DCT vs. 8-AT for different parts of WLTC CO 2 -Savings [ g / km ] Better CO 2 -Savings [ g / km ] Getrag CUP: realistic mix of different profiles Better Average CO 2 reduction of 7-DCT vs. 8-AT is ~2,5% 13

14 CO 2 Improvement of next DCT and HDT 48V Generation

15 CO 2 optimization of Next 7-DCT Generation Improvements Next Generation 7-DCT Next generation 7DCT300 improves CO 2 by 2,4% and has best in class torque to weight ratio 15

16 Evolution of 7DCT300 7HDT 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 16

17 Evolution of 7DCT300 7HDT300 CO 2 Potentials 7HDT300 CO 2 -Savings in WLTC [%] Base with 15 KW E-Mot 25 KW E-Mot Mild hybrid 7HDT300 48V improves CO 2 by 16% in WLTC 17

18 Potentials of DCT HV Powertrains

19 Evolution of Powertrain Electrification Conventional 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 19

20 Combustion Engine Downgrading by Electrification Performance comparison conventional powertrain vs. hybrid HV + HV P4 Baseline Acceleration 0-100kph [%] [%] -30% -37% el cont. Power el. 40 kw el. 93 kw el kw el kw el peak Power I3 I3 SI SI 1.5L 1.5L 100kW 100kW Downsized engine I3 I3 SI SI 1.5L 1.5L I3 SI I3 SI 1.5L 1.5L I4 SI I4 2.0L SI 2.0L I4 DI I4 2.0L DI 2.0L 100kW+HDT 100kW+HDT+eDrive 180kW 140kW 100kW+HDT 100kW+HDT+eDrive 180kW 140kW Downsized el engine cont. Power + HV hybrids el peak Power High performance modern engines Performance of high power Diesel and Petrol vehicles can be enhanced w/ 7HDT HV + HV P4 20

21 Summary

22 Summary Powertrain electrification is short term required to meet CO 2 emission targets, but conventional transmission remain as base for this turnover in the next 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 CO 2 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 CO 2 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 25

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