Mercedes Trans 7G Tronic Plus
Mercedes Trans 7G Tronic Plus
Mercedes Trans 7G Tronic Plus
com
AUTHORS
DIPL.-ING. (FH) JENS DORFSCHMID DIPL.-ING. WERENFRID DÖPPER DIPL.-ING. DIPL.-WIRT.-ING. DR.-ING. KAI HEUKELBACH
is Project Manager 7G-Tronic is Manager Testing Automatic GERD JÄGGLE is Development Torque
Plus at Daimler AG in Stuttgart Transmission at Daimler AG is Manager Transmission Fluid Converter at Daimler AG
(Germany). in Stuttgart (Germany). Pump /Electromotive Actuator at in Stuttgart (Germany).
Daimler AG in Stuttgart (Germany).
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:: friction-reducing:measures:for:bearings: FEATURE VALUE UNIT
and:disks. Maximum sustainable transfer capacity of transmission input 700 / 1000 Nm
Compared:to:other:measures:for:reducing: c oupling downstream of converter
individual:vehicle:consumption:as: Maximum permissible output torque 2700 Nm
required:by:the:markets:and:international: Diameter of converter 270 mm
legislation,:the:new:transmission:provides: Total length (depending on joint flange and converter) 619 – 640 mm
exceptional:performance:and:value:when:
Weight (including converter and fluid; depending on the engine, 83 – 93 kg
it:comes:to:reducing:CO2:emissions:in:line: the optional shift-by-wire system, and optional start-stop system
with:target:objectives.:This:could:only:be: with auxiliary oil pump)
achieved:by:leveraging:available:technolo- ➊ Technical data of the automatic transmission 7G-Tronic Plus
gies:and:processes:as:far:as:possible.:
Additional:improvements:and:functions:
LOCK-UP CLUTCH VIBRATION DAMPER HYDRAULICS
that:the:customer:will:experience:were:
also:realized,:➋: : Optimized engine launch : Opportunity of “zero slip” : Better launch and driving
behavior under cold conditions lock-up clutch and lower performance
:: improved:dynamic:response:to:move- and low barometric pressures enginespeeds (eco-shifting), : Higher efficiency, reduced fuel
ments:of:the:accelerator:pedal:as:a:result: : Improved clutch cooling reducedfuel consumption consumption, more comfort in
of:a:more:direct:connection:to:the:engine : Improvement NVH lock-up clutch control
:: better:shift:quality:thanks:to:improve- Torsional angle 42° Efficiency 90 %
Surface pressure –15 %
(currently 17°) (currently 85 %)
ments:made:to:the:electro-hydraulic:
control ➋ Basical new design of the torque converter enables improvements in fuel consumption, NVH und cooling
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three challenges came in the form of a cen- TRANSMISSION MECHANICALS TRANSMISSION MECHATRONICS
trifugal pendulum damper, ③, designed in
conjunction with the company LuK. The basic transmission 7G-Tronic [1] was Detailed improvements to the electrohy-
This damper initially comprises a con- systematically refined to further reduce draulic control unit, integrated in the
ventional twin-turbine damper. Its distinc- frictional loss. This was achieved by using transmission, and reduced friction in con-
tive characteristic, however, is the fact the world‘s lowest-viscosity automatic junction with optimized engine and trans-
that a pendulum mass is connected to an transmission fluid (ATF), which was for- mission software, likewise better shifting
intermediate damper mass and functions mulated in close collaboration with Shell, dynamics and shifting quality. The focus
as an additional damper. A standard Afton, and Fuchs. of development work was on more effec-
damper comprises a spring mass oscilla- In particular, the new ATF134FE had to tively leveraging the volumetric oil flow
tor that responds to a specific excitation provide an optimum balance between rate available by lowering engine speed at
frequency, which is determined by spring reduced dynamic viscosity, temperature, idle and using a low-viscosity transmis-
stiffness and mass. With a pendulum, friction level, and volumetric and mechani- sion fluid to minimize the hydraulic loss
however, the natural frequency depends cal efficiency, 5. Internal leakage and seals, associated with the transmission control-
on gravitational acceleration and the foaming, lubrication properties, and bearing ler. To this end, the hydraulic channels in
length of the pendulum. Since gravita- construction were therefore key design chal- the shifting plates were optimally posi-
tional acceleration in the rotating refer- lenges. These problems were solved by har- tioned and arranged to reduce such loss.
ence system of the torsional damper can monizing the base oil, viscosity and friction The new seven-speed automatic transmis-
be replaced with centrifugal force, the nat- characteristics (viscosity index), and lubri- sion is equipped with a start-stop system for
ural frequency fluctuates with the speed cation and pressure-transfer additives in the the first time. This makes possible with the
of the engine. Designed appropriately, the fluid with tribological and anti-leak adapta- addition of an electric auxiliary transmission
natural frequency is always in line with tions made to various transmission compo- oil pump, 6, that safeguards the pressure
the engine order, allowing the main exci- nents (for example planetary gear set mate- supply when the mechanical transmission oil
tation frequency to be almost fully com- rials, seals, transmission oil pan) and tem- pump is not running (engine off). When the
pensated (dampened). This damper perature-related improvements to the driver comes to a stop at a red light, for
design makes it possible to operate the control software. The new transmission oil example, the engine switches itself off. As
torque converter lock-up clutch without is not backwards compatible due to the tar- soon as the foot brake is released or the
slip – while ensuring maximum comfort get-oriented optimization measures imple- accelerator pedal pressed, the engine starts
with respect to the drive line noise caused mented for all tribological systems, which as if it were running the entire time.
by torsional excitation. encompass the oil itself and the bearings, Intelligent technology provides for com-
The only way to realize a similar out- seals, gearing, and friction plates. To visu- fortable, instantaneous engine starts. A
come using conventional technology ally reinforce this, the transmission fluid has crankshaft rotation sensor detects the rest-
would inherently require more space and been dyed blue instead of the previous red ing position of the pistons. The electric aux-
significantly increase the weight of the to prevent confusion during maintenance. iliary transmission oil pump, mounted
drive line, 4. Another advantage of the Optimized vehicle cooling, an improved externally to the converter housing for the
pendulum approach and the regulated fluid formula, and reduced friction through- transmission with start-stop system, main-
zero slip associated with it is a more out the transmission translate into extended tains the minimum level of pressure
direct connection between the engine and service intervals, whereby the fluid no required in the transmission when the
the drive line, which increases driving longer must be replaced the first 50,000 km, engine is switched off. The shift elements
pleasure while reducing CO2 emissions. but every 125,000 km only. remain filled and the transmission can be
5 Comparison of viscosity
of the old transmission fluid
ATF134 versus the new one
ATF134FE
SUMMARY
7 Average percentage fuel economy improvement Finally, the new seven-speed automatic
of 7G-Tronic Plus (NEDC) transmission from Daimler is equipped
with a start-stop system for the first time,
made possible with the addition of an
electric auxiliary transmission oil pump
that safeguards the pressure supply when
the constant-flow pump is not running
(engine off). The vehicle can start off
again without delay following a brief stop.
A next-generation torque converter
optimizes NVH levels thanks to more
advanced dampers, which also noticeably
reduce fuel consumption. This is achieved
by greatly reducing the slip of the lock-up
clutch (actively regulated zero slip) in
8 Comparison of shifting programs for an eight-cylinder gasoline engine conjunction with better mechanical
(blue: improvements by W7C700 transmission) damper insulation from very low engine
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speeds and during gear shifts, despite the
fact that the nominal and reaction torque
of the engines has increased. The gear
shift program has also been modified to
reduce engine speed in Eco mode, 8. In
addition, the new FE converter provides
for optimal acceleration from a stop,
smoother operation of the torque con-
verter lock-up clutch, and better response
to movements of the accelerator pedal.
Consumption-reducing measures were
implemented for the transmission as well
and include new automatic transmission
fluid (ATF134FE) with reduced viscosity
in conjunction with an optimized addi-
tives package, redesigned internal com-
ponentry for the transmission, with new
materials, bearings, disk linings, and
geometric enhancements, and adapted
software, lower service pressure at many
operating points, and better internal
seals. The reworked electronic control
unit for the transmission, together with
improved software, make shifting
smoother.
REFERENCES
[1] Greiner, J.; Indlekofer, G.; Nauerz, H.;
Dorfschmid, J.; Gödeke, T.; Dörr, C.: Siebengang-
Automatikgetriebe von Mercedes-Benz. In: ATZ
105 (2003), Nr. 10, S. 920-930
[2] Wieland, D.; Schröder, R.; Tennert, P.;
Gansloser, P.; Nied, H.: Der Antriebsstrang für die
S-Klasse 4Matic – Effizient und leistungsstark. In:
Die neue 4Matic in der S-Klasse von Mercedes-
Benz. Sonderausgabe von ATZ/MTZ, September
2006
[3] Henning, G.; Dorfschmid, J.; Gödecke, T.:
Das Getriebe als Schlüsselelement im modernen
Antriebsstrang. Vortrag, AVL Konferenz Motor &
Umwelt, Graz, Österreich, September 2010
THANKS
Today, the development of the components of
an automobile is teamwork everywhere. The
authors like to thank Dipl.-Ing. (FH) Henrik
Kalczynski, Team Leader Hydraulic Control
Units Automatic Transmissions, at Daimler AG
in Stuttgart (Germany), for his contribution to
this article.
12I2010 Volume 112 25
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