The New 7G-DCT From Mercedes-Benz

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Front-Transverse Transmissions from Mercedes-Benz
Article in Auto Tech Review · May 2013

DOI: 10.1365/s40112-013-0318-7
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The new 7G-DCT from Mercedes-Benz
The New 7G-DCT from Mercedes-Benz
Dr. A. Damm
Strategic & Development Project Manager for the 7G-DCT
Daimler AG, Stuttgart
1 Dr. Ansgar Damm, PLE DCT MFA
June 20, 2012
Contents
1) Portfolio: Mercedes-Benz New Generation Compact Car

(NGCC)
2) Requirements of the New Front-Wheel-Drive Architecture
3) Reduction of CO₂ Emissions
4) Technical Description of the 7G-DCT
• Gear Set
• Dual Clutch
• Control System
5) Outlook
New Generation Compact Car (NGCC)

• The new generation of compact cars (NGCC) offers major potential for increasing unit
sales.
• This can be achieved by expanding the product portfolio, approaching new customer
groups and entering new markets.
• Much higher installation rates for automatic transmissions are expected. As of 2014,
unit figures will rise to an average annual volume that is higher than the currently
installed production capacity.
3rd derivative
2nd derivative
1st derivative
B-Class
B-Class (2nd gen.)
A-Class
A-Class (2nd gen.)
A-Class (3rd gen.)
1997 - 2004 2004 - 2011 2011 onward

New Generation Compact Car (NGCC)

With the new front-wheel
drives:
 More dynamic
 More comfortable
 More economical
 More emotional appeal

The New Front-Wheel-Drive Architecture Requires New

Transmissions
Old A/B-Class NGCC
Special front-wheel-drive packaging New standard front-wheel-drive packaging

Front-Wheel-Drive Development at Mercedes-Benz
7G-DCT
F-CVT
FAT
SG6-310
FSG300
FSG180
1997 - 2004 2004 - 2011 2011 onward

New Engines Require Transmissions That Transmit

Higher Torque
CDI Blue Efficiency (diesel OM651) Blue Efficiency (gasoline M270)
• Engine capacity 1.8 – 2.2 l • Engine capacity 1.6 – 2.0 l

• Rated output 80 -125 kW • Rated output 90 -155 kW
• Mmax 250 – 350 Nm • Mmax 200 – 350 Nm
Engines for north-south installation (S-/E-/C-Class) are also used for transverse front-wheel drives.

Main Components/Innovations of the 7G-DCT

Fully integrated
hydraulic controller
Vane cell pump for

optimized efficiency
Electrical auxiliary oil pump
Integrated park-by-wire
Compact
gear set Oil-cooled
Dual Clutch

Reduction of CO₂ Emissions

from Four-Cylinder Engines
Diesel engines Gasoline engines
- 30 - 47
- 33 - 35 (-19%) (-27%)
(-23%) (-24%) 174
CO₂ emissions* [g/km]
157
142 144
127 127
109 109
CVT DCT CVT DCT CVT DCT CVT DCT

CVT
80 kW DCT
80kW CVT
103 kW CVT
100 kW CVT
85 kW
DCT
90 kW
CVT
100 kW
DCT115 kW
80 kW
A180 CDI 80 CDI
A180 kW 103
A200kW
CDI 100 kW
A200 CDI 85A180
kW 90A180
kW 100 kW
A200 115 kW
A200
A180 CDI A180 CDI A200 CDI A200 CDI A180 A180 A200 A200
Old A-Class (diesel) Old A-Class (gasoline)

New A-Class (diesel) New A-Class (gasoline)
*in NEDC

The 7G-DCT Reduces CO2 by 16 g/km
-38 g -1.4 l/100 km

(-22%)
13
173 135
9
7
5
4
CO₂ emissions* [g/km]
16 g
Reduction due to 7G-DCT
Old Measures ECO Mechanical system Reduced slip Hydraulics New B-Class
B-Class on vehicle and start/stop - Gear set (variator) Dual clutch instead Comb. electronics
- Churning loss of torque converter with reduced pump
engine - Red. oil quantity size
B180
B180 + lower operating 90 kW
85 kW pressure
*in NEDC

7G-DCT: Facts and Figures
Technical data
• Tmax 450 Nm
• Pmax 250 kW
• nmax 7,250 rpm
• No. of gears 7+R
• Gear ratio spread φ 8.00
• Center distance 188 mm
• Total length 360 mm
• Weight* 86 kg
• Oil 6.0 l
Design
• Oil-cooled dual clutch
• Common transmission oil circuit
• Short 3-shaft transmission design
*with oil

Gear Set Architecture

Oil-cooled dual Differential Sub-transmission Sub-transmission
clutch (output shaft) 2 1
6 R 3 7
C1
Output
shaft 2
• 4th and 6th gear

and
5th and 7th gear
each on one gear
plane
• 2 output shafts P
• No reverse shaft
Output
• Parking lock on shaft 1
output shaft with *
C2
short final drive
4 2 1 5
*two-mass flywheel

Reverse
Design
3
• Use of the 2nd gear to reverse the direction R
of rotation
• Use of the 1st and 3rd gear to match gear
ratios to engine speed
• Drive via hollow shaft on idler gear for 2nd
gear
• Coupling of idler gears for reverse gear and
3rd gear
• Output via engaged 1st gear
2
Optimum use of installation space 1
No reverse shaft required Gear ratios

Reverse
1st gear 2nd gear
Compact, weight-optimized design gear
Optimum reverse gear ratio Gasoline 15.94 10.04 12.81

Diesel 15.94 10.04 13.95

Oil-cooled dual clutch
Design / characteristics
• Radial clutch design

• Scalable torque thanks to plate assembly with 4
or 5 friction plates
• Helical spring supports for retracting both
clutch pistons
• Low hysteresis
• High torque uniformity thanks to patented
process for assembling the clutch plate sets
• Clutch welded ready for installation
(no assembly in the transmission)
High level of driving comfort through optimum

controllability

Benefits of the Oil-Cooled Dual Clutch
Oil-cooled dual clutch - dry clutch

• Approx. 50% lighter
• Approx. 50% lower inertia torque
• Higher torque possible in the available installation
space
• High thermal robustness
• More effective during hill-starts and low-speed
uphill driving in congested traffic and with trailer
• Improved shift quality thanks to good
frictional stability and more precise operation
The oil-cooled dual clutch is the optimum starting

and gearshift system for the "new generation of
compact cars"

Two-Piece Pump Concept
Main mechanical pump

• Vane cell pump with 11 chambers (single-pipe)
• Approx. 1/3 less displacement compared with

pumps in current competitor transmissions
• Reduced mechanical power consumption
Electrical auxiliary oil pump

• Situation-dependent support for main pump
High total efficiency through the reduction of

hydraulic losses

Electrical Auxiliary Oil Pump
Functions of the auxiliary oil pump

Four tasks:
• Boosting the mechanical pump at low engine
speeds and when a high volume of oil is
required
• Building up pressure when the engine is
stationary (ECO start/stop mode)
• Regulating the cooling volumetric flow
requirements when the clutch is under greater
load
• Actuating the integrated park-by-wire system
when the engine is stationary
Optimal design and functional integration

Oil Balance and CO2 Impact in the NEDC

Volumetric flow balance
Mech. competitor pumps
30% smaller, efficiency-optimized mech. pump in 7G-DCT
30% smaller, efficiency-optimized mech. pump + el. pump in 7G-DCT
20
For coast-down shifting Input power mech. pump [W]

in relevant engine speed
range
Pump oil quantity [l/min]
1.5 g CO2/km 252
134
118
Leaks
0
500
500 600 700 800 900 1000 1100
Combustion engine speed [rpm]
1200 1300 1400 1500
1500 NEDC 50 km/h 120 km/h
Despite the reduced rated flow of the mechanical pump, a higher overall volumetric flow is available
in the lower engine speed range.

System Evaluation: Auxiliary Oil Pump

Auxiliary oil pump versus reservoir
Reservoir/Hydr. accumulator Auxiliary oil pump
• Motor (brushless)
• Hydraulic accumulator • Power electronics with sensors
Design
• Valve • Pump
elements
• Sensor (fill level) • Air inlet filter segment with non-
return valve
• Permanent pre-filling
• One-time pre-filling for • Boosting
Functions
engine start • Regulating cooling oil volum. flow
• Actuating park-by-wire
CO2 effect +
In the system evaluation of the overall vehicle, the auxiliary oil pump is the optimal and most
economical solution.

Park-by-Wire System
Function of the parking lock mechanics

Actuator
Parking lock sensor Parking lock gear
• Parking lock actuator remains de-

energized in the predefined position
(P and not P)
• Redundant actuation possible via the
auxiliary oil pump and lift solenoid
• No mechanical unlocking
 Immobilizer function integrated in
transmission (no steering wheel lock
required)
Lift solenoid Locking pawl
Optimum solution as part of the overall vehicle

concept

Electrohydraulic Control Unit
11 actuators, 12 sensors
• Fully integrated transmission control with
32-bit microcontroller
• Electromagnetic components, pressure
and temperature sensors are fully integrated
• 8 control valves
• 1 shift valve
Park-by-wire system
• 1 lift solenoid
• Fully integrated electrical oil pump
• 12 sensors for temperature, pressure, engine
speed and shift travel
Robust design with minimal connections and

direct contacting

Modular Software Architecture for the 7G-DCT and

AMG Speedshift 7G Sport
AMG Speedshift DCT 7G Sport • Common function module

assembly for the software in
both transmissions
7G-DCT
• 100% autocode (TargetLink)

• Tool-supported
calibration process

Application and Driveability

Shift times for the 7G-DCT in E- and S-program using the diesel D22 as an example
shift time [ms]
800 E-program S-program

600
400
200
0 gear change
Functions of Sport mode
• Sporty shift program with higher speed level; can be lowered again during cruising
• Activating the S-program initiates a downshift
• 30% quicker, sportier gearshifts than in the E-program
• When drivers take their foot quickly off the accelerator pedal, the upshift is delayed
in order to improve the rpm connection

Operating Concept of the 7G-DCT
Eco mode Sport mode Manual mode

 Maximum ease of shifting  Automatic mode is  Manual gearshift
in aut. mode maintained with paddle shift
 Optimized fuel  Shorter shift and  Shorter shift and
consumption response times response times
Functions
• "M temporary": Manual program temporarily activated by paddle shift.

• Successive downshifting optimized through support of intermediate gears.
Drivers can therefore change gear with no interruption of tractive power.
• Manual mode: Drivers can change gear whenever they wish.

Synergies of the New Generation of Transmissions

Utilization of synergies through combined production of the 7G-DCT & SG6-310
• Production of shafts
• Assembly of differential gear system
• Welding of the spur gear on the
differential gear system w/o additives
Utilization of existing expertise in manual and automatic transmissions

to expand the product range in the field of DCT technology
Outlook for the 7G-DCT

7G-DCT The automatic transmission system for all transverse front-wheel drives
New
A-Class
4x4 trans- 450 Nm
3 more
mission NGCC models
New 2012
B-Class
2011

7G-DCT

Backup

6-Speed Manual Transmission
• Tmax [Nm] 250 (M 270)

310 (OM 651)
• Pmax [kW] 115 (M 270)
100 (OM 651)
• nmax [rpm] 7,000
• Number of gears: 6+R
• Gear ratio spread φ 6.2 (M 270)
between 1st and 6.7 (OM 651)
top gear
• Total length [mm] 358
• Weight [kg] 48
• Oil [l] 2.2
• Wheelbase 188 mm

Differential Gear System in the SG6-310

Crown wheel
• Crown wheel and differential housing

(cast iron) are welded together.
• The lack of a screw connection or

riveted joint saves weight.
Weld seam
Differential housing

Design of the SG6-310 Reverse Gear
Direct connection between the idler

gears for 1st gear and reverse gear
No additional reverse shaft
Idler gear
(reverse gear)
Idler gear
• More durable
(1st gear)
• Lighter
• Lower costs (fewer parts)
• Smaller installation space

Design of the SG6-310 Internal Shift System
• The internal shift assembly comprises a gear shift dome and

two gearshift fork sets
• To save weight, the gearshift forks are mounted in pairs on a
common shift rod
• Friction bearings are used here for optimum absorption of
the shift movement
• Maximum ease of shifting thanks to optimized shift weight
with mass balancing on the external shift

Customer Benefits of the SG6-310
Six gears and a broad gear ratio ensure optimum driving performance,
efficient consumption and smooth driving characteristics.
Highly effective synchronization: Triple-cone synchronization in 1st and 2nd
gear and double-cone synchronization in 3rd to 6th gear.
This ensures excellent ease of shifting, durability and low shift forces.
Light alloy housing and a compact design ensure the optimum
power/weight ratio. Together with the reduced power losses, this leads to
outstanding transmission efficiency.
ECO start/stop function
The hydraulic central clutch release bearing ensures maintenance-free and
user-friendly clutch actuation.

Customer Benefits of the 7G-DCT
Seven gears and a broad gear ratio ensure optimum driving performance,
efficient consumption and smooth driving characteristics.
The intelligent electrohydraulic system enables different shift programs
with dynamic, fuel-saving or comfort-oriented driving modes.
Integrated park- and shift-by-wire system for intelligent demands regarding
parking and driving positions.
ECO start/stop function
Sporty handling with steering-wheel-mounted paddle shift.
Ideal for hybrid, 4x4 and high-performance engines.
Fuel savings of 9% possible (or 14% with ECO start/stop function).

Benefits of DCT over CVT (Mercedes-Benz)
DCT for the new generation of the MFA platform

• Technology: The maximum torque of the DCT,
which is currently 450 Nm with a gear ratio spread
of 8, is to this day beyond the reach of CVTs with
the installation space currently available.
• Weight: Despite this high torque (450 Nm), the
DCT – at approx. 88 kg – is no heavier than
existing CVTs (280 Nm).
• Consumption: Approx. 16 g/100 km fewer CO2
emissions compared with CVTs in the NEDC
• Customer: DCTs offer dynamic and sporty shift
characteristics for front-wheel-drive vehicles,
something that CVTs have yet to achieve.
• Competitive environment: VW, Audi, Ford, BMW-
Mini, GM, Fiat, Chrysler and Volvo have
abandoned CVT technology.

Park-by-Wire
Standard functions
Position Engine OFF Engine ON

"not P"
Shift valve Shift valve + Shift valve + Shift valve +

Involved + Lift solenoid + Lift solenoid Lift solenoid +
components Lift solenoid Int. aux. oil pump Mech. pump
"P"
Fault mode
Lift solenoid Engine / mech. TCU defective On-board electrical

Position
defective pump defective system defective
"not P"
Overpressing of Backup
Involved detent Lift solenoid Aux. supply
(mech. pump or
battery
components +
int. aux. oil pump) line +
Int. aux. oil pump
Aux. supply
"P"

Volumetric Flow Balance: Two-Pump Concept
Volumetric flow balance
Qconventional
Pre-filling QF-DCT
(start/stop) - ~30%
Park-by-wire
actuator
Controlled range
of
supersize cooling
Boosting
nLL nmot
(idle speed)

Ölvolumenstrombedarf

rpm gradients – comparison to competitor
rpm gradients at kickdown from

100 km/h in E-program
7,00
6,00
5,00
[rpm/ms]
4,00
3,00
2,00
1,00
0,00
E20 competitor D22 competitor
7-4 6-3 7-4 6-3

Zertifizierungsergebnisse W176
Automat
MT DCT
MFA
W176 W176
Motorbezeichnung
Diesel entry ECO

Label
Deutschland
Diesel entry 98 109
A+
Diesel mid 111 109
A
Diesel top/ Sport
C
Otto entry 128 127
D
Otto mid 129 127
Otto top/ Sport 143/148

Zertifizierungsergebnisse W246 9/2012
Automat
DCT
MFA
ME 2011 W246
Motorbezeichnung
Diesel Entry 115 113

Label
Deutschland
Diesel Mid 116 114
A+
Diesel Top
B
Otto Entry 137 135
C
Otto Mid 138 136
D
Otto Top 145

View publication stats
Oil-Cooled Multi-Disk Clutch Versus Dry Clutch
325 s
n > 61 startoffs wet
Time (s) / no. of startoffs (-)
dry
170 s *
10 startoffs
50 s
not available
3.9 t 3.4 t 2.1 t 1.85 t 3.9 t 3.4 t
Stop on hill Stop on hill Traffic congestion on hill

* pre-warmed after 10% with trailer 20% without 10% with trailer
61 startoffs trailer
"Traffic congestion on hill"

The New 7G-DCT From Mercedes-Benz

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See discussions, stats, and author profiles for this publication at: https://www.researchgate.

Front-Transverse Transmissions from Mercedes-Benz

Article in Auto Tech Review · May 2013

Ralf Wörner Ansgar Damm

SEE PROFILE SEE PROFILE

Kinetic study of abatment of low concentration of dioxins View project

The user has requested enhancement of the downloaded file.

The New 7G-DCT from Mercedes-Benz

1) Portfolio: Mercedes-Benz New Generation Compact Car

New Generation Compact Car (NGCC)

1997 - 2004 2004 - 2011 2011 onward

New Generation Compact Car (NGCC)

 More emotional appeal

4 Dr. Ansgar Damm, PLE DCT MFA

The New Front-Wheel-Drive Architecture Requires New

Old A/B-Class NGCC

Special front-wheel-drive packaging New standard front-wheel-drive packaging

5 Dr. Ansgar Damm, PLE DCT MFA

Front-Wheel-Drive Development at Mercedes-Benz

1997 - 2004 2004 - 2011 2011 onward

New Engines Require Transmissions That Transmit

CDI Blue Efficiency (diesel OM651) Blue Efficiency (gasoline M270)

• Engine capacity 1.8 – 2.2 l • Engine capacity 1.6 – 2.0 l

7 Dr. Ansgar Damm, PLE DCT MFA

Main Components/Innovations of the 7G-DCT

Vane cell pump for

Electrical auxiliary oil pump

8 Dr. Ansgar Damm, PLE DCT MFA

Reduction of CO₂ Emissions

CVT DCT CVT DCT CVT DCT CVT DCT

Old A-Class (diesel) Old A-Class (gasoline)

9 Dr. Ansgar Damm, PLE DCT MFA

The 7G-DCT Reduces CO2 by 16 g/km

-38 g -1.4 l/100 km

10 Dr. Ansgar Damm, PLE DCT MFA

7G-DCT: Facts and Figures

11 Dr. Ansgar Damm, PLE DCT MFA

Gear Set Architecture

• 4th and 6th gear

12 Dr. Ansgar Damm, PLE DCT MFA

No reverse shaft required Gear ratios

Optimum reverse gear ratio Gasoline 15.94 10.04 12.81

13 Dr. Ansgar Damm, PLE DCT MFA

Oil-cooled dual clutch

• Radial clutch design

High level of driving comfort through optimum

14 Dr. Ansgar Damm, PLE DCT MFA

Benefits of the Oil-Cooled Dual Clutch

Oil-cooled dual clutch - dry clutch

The oil-cooled dual clutch is the optimum starting

15 Dr. Ansgar Damm, PLE DCT MFA

Two-Piece Pump Concept

Main mechanical pump

• Approx. 1/3 less displacement compared with

Electrical auxiliary oil pump

High total efficiency through the reduction of

16 Dr. Ansgar Damm, PLE DCT MFA

Electrical Auxiliary Oil Pump

Functions of the auxiliary oil pump

Optimal design and functional integration

17 Dr. Ansgar Damm, PLE DCT MFA

Oil Balance and CO2 Impact in the NEDC

For coast-down shifting Input power mech. pump [W]

1.5 g CO2/km 252