8-speed - Sussex Auto Parts

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ReMaTec 2011
Vortragender/Speaker
© ZF Getriebe GmbH
Günter Herth
ZF-Getriebe GmbH
Saarbrücken
Germany
The new 8-speed
transmission model line
© ZF Getriebe GmbH
Drivelinde Technology | Automatic Transmission, Manual Transmission and Dual Clutch Transmission Strategic Business Areas
KT/KT-A, Juni 2011
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ZF-Getriebe GmbH Saarbrücken
Factory 1 Saarbrücken
Technological leap from 5- to 6-speed
automatic transmission
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Generation 2
Generation 1
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Engine torque [Nm]
?
Results of brainstorming and product
conception
 More gears are able to create an added value to the costumer.
 8-speed-systems have an optimized cost-value ratio.
 During the product conception the Lepelletier wheel set has also been taken into
consideration.
Result: this system has not really benefits compared to the second generation of 6speed-transmissions. The degree of efficiency is even smaller compared to the 6speed.
KT/KT-A, Juni 2011
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 Ambitious aim of ZF:
Introduction of a 8-speed transmission generation with a great added value to the
costumer, in particular concerning fuel consumption.
ZF 8 HP design based on Lepelletier
principle (Prototype)
A
B
E
C
D
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F
Objectives 8HP…
cost
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modular
design
- 20 %
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control of
variability
-6%
© ZF Getriebe GmbH
fuel consumption
emissions
Reduction of fuel consumption and
technical solutions
6 HP TÜ
Engine torque
Lock-up clutch
- Better torsion
damping
Pump
- Vane cell pump
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-6%
- Open clutches
- Gearset efficiency
- Optimized lubrication
oil
8 HP..
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Operating point
- Spread
- No. of gears
Fuel consumptions savings
3-speed 4-speed
5-speed
6-speed 6-speed
First gen.
8-speed
Second gen.
-6%
-2%
-5%
-6%
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-3%
8 HP
prduct family
8 HP 90 A
8 HP 90
8 HP 70
8 HP 55 A
8 HP 55
8 HP 30
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8 HP 45
Transmission section 8HP70
Gearset 1
Gearset 2
Gearset 3
Brake B
Brake A
Clutch C
Drive
Clutch E
Vane pump
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Clutch D
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Gearset 4
Tranmission schema 8 gear ZF / AW
B
D
8 HP
E
A
B
1


2


3

4

5

6
C
7

8

8-Gang
F
B
D
A
E
Gang
A
1

2

3

4

5

B
Drag losses from 4 open shift elements and one free
wheel
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












E
C
D
FL


F










8
R1
E


6
7

D

R
C
C


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A
Gang
© ZF Getriebe GmbH
GWK
= open shift element
Transmission schema 8HP
A
B
D
E
C
brake
A
B
C
clutch
D
E
ratio
1
4,70
2
3,13
3
2,10
4
1,67
5
1,29
6
1,00
7
0,84
8
0,67
R
-3,30
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RS4
RS3
gear
step
1,50
1,49
1,26
1,30
1
2
3
4
5
6
7
8
1,29
1,19
1,25
Overall
7,05
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gear
RS2
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RS1
Disk brakes ( A and B )
Return spring
(Cup spring)
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Brake
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Piston chamber B2
Piston chamber B1
Cub spring
Pistons
Clutch pressure
Dynamic pressure balance via the
lubricating oil passage
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Baffle plate
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Multiple disk clutch ( E, C und D )
Automatic transmission 8HP70
Break
Planetary gearset
Clutch
Planetary gearset
Converter design:
Turbine torsion
damper with
Vane pump (DFZ)
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Oil screen
Mechatronics
Output flange
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Two dampers
One damper
Options 8HP.. starting elements
modular design (kits)
starting elements
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Hybrid
compatible
Options starting elements
Options
Basis
3-line converter
Hydrodynamic Cooled
Clutch
Integrated starting
clutch
Hybrid
HCC integrated
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Crankshaft-starter
generator
Options 8HP… 4W-drive
4-wheel
torsen
integrated
4-wheel
hang-on
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4-wheel ToD
integrated
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Pump
Double hub vane cell pump
 Drive via a rolling toothed chain that is easy to rotate into overdrive directly
from the converter neck.
 Supply volume at 14.7 cm3/revolution
 Pressure and suction canals are linked directly to hydraulic control with
tubing travelling an unimpeded route for the best possible flow.
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 Suction flow charging from the main pressure valve improves the efficiency
factor even more.
Installation space
b = 14 mm
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b = 23.5 mm
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comparison IZP / FZP
Engine rotation speed [rpm]
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Overall efficiency [%]
Overall efficiency factor oil pump
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Torque converter
Challenge
current development trends in the drive train
 On the engine side, a reduction in displacement, weight, installation space...
(Downsizing) is causing greater irregularity (e.g. 4 instead of 6 cylinders)
 Downshifting (driving under high load at low rotational speed)
 With the newest converter generation, which is used in the 8HP, ZF is already well
equipped for the future.
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 In the same applications, we have a better decoupling factor than with the
preceding generation by up to a factor of 5
3-line converter
 For ZF it is the first time to use a three-line converter in passenger cars
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 The third control line, together with the separately sealed piston chamber,
makes it possible to better adjust the converter bridging clutch (WK) than with
a 2-line system.
Converter construction kit
Converter
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NW:=neue
NW = new converter generation
Wandlergeneration
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ZDW = two damper converter
TTD = turbine torsion
Transmission
Torque converter
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6 Converter housing
7 Turbine
8 Pump
9 Guide wheel
10 Free wheel from the guide wheel
11 Line 1 and 2 (pumps and turbine chamber)
12 Line 3 (Chamber for pressure charging the WK)
13 Inner disk carrier WK
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1 housing / outer disk carrier WK
(n_mot)
2 Chamber for WK
(converter bridging clutch)
3 WK piston
4 Torsion damper
5 Clutch pack for WK
Lined disk and outer disks
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Typ NW 235 RH - 4GWK / TTD
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Special ZF hybrid solutions
Parallel hybrid – output classes
ZF Transmission
Micro hybrid
Mild hybrid
Full hybrid
EM
8 HP
EM
8P
8 HP
K0
HIS
HIS
IAB
E-pump
Installed electrical output
3-5 kW
4-20 kW
30-120 kW
Voltage
14-42 V
More than 42 V
144-600 V
3-5%
About 15%
15-30%
Fuel consumption reduction
2 Recuperation
3 Boosting
4 Electrical starting
5 Purely electrical drive
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1 start-stop (all)-/generator
function (mild + full hybrid)
Savings potential for the hybrid
performance classes
 Full hybrid systems offer the greatest savings potential.
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 Measured against their lower purchase costs, this savings from micro and
mild hybrids can also pay off for drivers or fleet operators.
Why parallel hybrid?
 ZF is conceptually oriented to the parallel hybrid in the passenger car sector.
 Most affordable solution with the greatest customer benefits
 The parallel hybrid drive is comparably cost effective to produce, since it gets along
with just one electric motor
 Only moderate electrical output in driveline necessary
 High installation space efficiency compared to power-split hybrid transmissions
because only one electrical motor is required
 Higher efficiency
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 Various versions can be built upon available automatic transmissions as an “add-on
module”
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 Modularity advantage
Definition of name for converter hybrid
transmission (mild hybrid)
Converter – hybrid transmission:
x HP xx H
Number of gears
Hydrodynamic starting element
Hybrid
Size
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Planetary design
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Example: mild hybrid
BMW Gen. 1.5: 8HP70H = Standard transmission with e-motor
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ZF mild hybrid
Definition of name for (full) hybrid
transmission
Hybrid transmission (without converter):
x P xx H
Number of gears
Size
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Planetary design
Hybrid
ZF full hybrid
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Audi MLB : 8P55AF H = Front longitudinal
transmission including all-wheel drive and
front axle differential between engine and emotor ; brake B is the starting element
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BMW Gen. 2.0: 8P70H Standard transmission
with e-motor;
brake B is the starting element
ZF full hybrid concept
E-motor
EM
combustion
engine
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E-pump
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K0
IAE
IAB
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K0
8P70H BMW Gen. 2 (full hybrid)
Clutch
C
D
E
Ratio
i
1
4.696
2
3.130
2.104
1.667
3
4
5
6
7
8
R
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Brake
A
B
1.285
1.000
0.839
0.667
-3.275
Gear
ratio
step
1.50
1.49
1.26
1.30
1.29
1.19
1.25
Total
7.05
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Gear
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Transmission schematic
Summary
 ZF focuses on hybrid drive
 ZF focuses on parallel hybrid solutions
 ZF is pursuing economical solutions with rather small e-motors
 ZF is stronger due to a partnership with CAS*
*Continental Automotive Systems
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 ZF already develops generation 3.0 as a plug-in Hybrid. „In 2014 every
vehicle manufacturer must have a hybrid plug-in car in his portfolio who
wants to sell cars in China.
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 ZF is active with all its important customers on the hybrid issue
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Thank you very much
for your attention
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The End
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