Getrag: Future Automotive Drive Technology

The demand for transmission products in the global automotive market is increasingly diversified, and regional influence factors vary. The increasingly important Asian and Chinese markets, increasingly stringent carbon dioxide emission standards, and the growing popularity of small engines and hybrid concepts continue to influence the direction of drive technology.

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Pictured: Mr. Andrew Kearsey, Head of Platform, 7DCT300 Asia Platform, China Platform

Getrag is an 80-year-old gearbox supplier that offers manual (MT), automated manual (AMT), dual clutch (DCT), hybrid (HDT) and other advanced transmission products. About 4 million units. As the world's leading supplier of gearboxes and transmission systems, how does Getrag look at the future development of transmission technology, application trends and what kind of coping strategies will be adopted? Gai Shi Automobile recently interviewed the head of Getrag 7DCT300 Asia Platform, China Platform Mr. Andrew Kearsey, Director, has conducted in-depth exchanges on various issues.

Route dispute: CVT, AT or DCT?

Due to excellent driving comfort and fuel economy, the global production of dual clutch transmissions reached 6 million units in 2015, and production is expected to double in 2020. It is reported that the 7DCT300 of Getrag's third-generation dual-clutch transmission product was put into production in Europe in early 2015, and the new 6DCT150/6DCT200 for small engines will soon be available. Andrew revealed that both products will be put into production in China in 2016.

The Geshi Automobile reporter asked why Getrag did not choose the CVT and automatic transmission (AT) technology. When choosing the dual clutch transmission technology, Andrew Kearsey replied:

“The CVT cannot be matched to a high-torque motor, and its internal transfer belt needs to be further optimized in weight and after-sales. The AT needs to design 8 to 10 gears to compete with the DCR's variable 6 and 7 gears. The increased weight and torque converters affect fuel efficiency, and because of the use of low-cost jaw clutches, comfort is compromised."

"If the OEM chooses to use AT or CVT, it will spend a lot of effort on fuel efficiency and engine technology to meet fuel efficiency benefits, and using DCT gearbox can achieve both goals." Andrew Kearsey said, proved Compared with the most advanced CVT and AT, Getrag's DCT can improve fuel efficiency by 10%, and it also has a key feature that can develop and produce the corresponding ratio of products for different models.

Andrew Kearsey pointed out that one of the advantages of the above-mentioned dual-clutch product line is the use of a high proportion of common parts and standardized construction principles. For example, the same pump actuator can be installed in different positions of the transmission according to the housing design, and many products share the same components such as the clutch.

According to relevant forecasts, due to regional differences in the global automotive market, manual transmission products will still account for 45% of the total market in 2020. In response to this development, Getrag will introduce the new 6MTT215 manual product with high flexibility for small compact passenger cars, and its modular upgrade product 6MTI550 will be used in small batches with high torque models with rear drive configuration. .

When talking about MT, AT, AMT, CVT, DCT technology which technology will be more favored by the Chinese market, Andrew Kearsey laughed and said, “After five years, I will meet myself.” He said: “The success of gearbox technology depends on two aspects. First, market acceptance, which is the end customer's preference; second, whether the gearbox technology can meet customer needs, including NVH performance, fuel economy, etc. In the current Chinese market, unlike the US market for gearboxes Technology has a clear tendency (traditional tends to AT gearboxes). In the future, Chinese end customers will prefer an automated car in addition to low prices. So we are confident that DCT will rely on excellent driving comfort. Sex and fuel economy, opening up a new world in the Chinese market."

Dry and wet two-pronged

Getrag has always been the market leader in dual clutch transmissions, supplying both dry DCT and wet DCT technologies. Regarding the scope of dry and wet technologies, Andrew Kearsey said that dry DCTs are difficult to achieve torque capacity in excess of 250 Nm if they want to have a competitive advantage in layout, weight and price. The wet clutch is easier to cool and software controlled, allowing for expansion between 100 and 550 Nm. In addition, Getrag developed a separate motor for controlling the clutch that is driven by the pump brake, which allows the clutch to be actively hydraulically closed and opened, thereby increasing its efficiency and controllability.

Andrew Kearsey admits that the dry-type DCT has been criticized for overheating, and that this is a key issue and has taken a proactive technical response.

“Our software has a very accurate thermal model that continuously calculates the temperature of the clutch platen. To ensure its accuracy, we validate the model in all new applications: in a clutch test with thermocouple The driving test was carried out. The thermal model constantly monitors the clutch temperature and adjusts the shifting strategy according to the clutch temperature change, so that the clutch can not be overheated. Thanks to this strategy, even the dry DCT is in a city with frequent start and stop. It can also cope with traffic on the road."

“If some driving conditions are unavoidable, such as on an uphill section, when traffic jams occur and the vehicle slowly crawls for a long time, one of the clutches will generate a lot of heat (before the clutch is damaged) and the transmission will enter the heat. In the protection mode, this overheated clutch is opened, and at this time the second clutch is used for constant speed running, which does not reduce the driving comfort. At this time, the transmission control system also prompts the driver. In fact, we I have never heard from any user that their car has experienced a condition of clutch overheating in China."

Hybrid electric, drive the future

In addition to the ever-increasing demands on the driving experience, fuel economy is bound to become an increasingly important concern in the future automotive market. Hybrid and pure electric transmissions play an important role in saving fuel and meeting increasingly stringent emission regulations. In the next five years, the expansion of hybrid and pure-electric full-range transmission products will also be strengthened.

According to Andrew Kearsey, the Getrag Torque Distribution Hybrid Transmission can be extended from a 48 volt mild hybrid to a 400 volt plug-in hybrid, with all the advantages of the third generation Getrag dual clutch drive series, currently The developed products are available in the 7HDT300 and the mild hybrid version of the 6HDT200.

The Getrag Hybrid Transmission Series not only enhances the vehicle manufacturer's hybrid product strategy, but also meets the needs of a wide range of drivers. Andrew Kearsey said: "With a high percentage of universal parts and scalable power output, OEMs can implement a variety of different drive types on standardized vehicle platforms - from traditional drives with dual clutch transmissions to light mixing Power, and plug-in hybrids. Drivers can enjoy the efficiency benefits of a significantly reduced torque distribution hybrid. For example, the 7HDT300 with a mild hybrid can get about 15% compared to conventional drives. 22% energy saving effect; under NEDC conditions, the plug-in hybrid fuel economy can be as high as 80%, and achieve a longer distance of pure electric driving."

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