1

DCT REINVENTED
Single layshaft DCT,
meeting the needs of global market platforms

DCT Reinvented: Single layshaft DCT for global markets Punch Powertrain ■ [email protected] ■ www.punchpowertrain.com
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INTRODUCTION TABLE OF CONTENTS

Single layshaft DCT, performing at the level of an 1. Move to automated transmissions 3

Global market outlook and regional preferences
automatic transmission, at a reduced cost level

The global market is showing a gradual and clear move towards

2. Powertrain definition
What are the particular challanges and requirements of
automated transmissions, driven by changing customer demands and the
this application
need to combine automation with hybridization. This is also increasingly
the case for emerging markets and compact car segments.
2.1 Concept definition 4
In order to transition from MT to a ‘similar feel’ automated transmission,
various options are available, such as AMT, 4,6 or 8AT and DCT. 2.2 Technical requirements 5
When selecting the appropriate technology, however, OEMs are faced
with a tradeoff between higher price or reduced functionality.
The patented “single lay shaft DCT” seeks to improve this tradeoff and 3. Technical solution
offer an advantageous alternative for global platforms. Which particular technologies have been applied in order
to meet the requirements
This paper further describes the requirements, which were taken into
account for the design; the particularities of the design concept and
benchmarks the technology against alternatives. 3.1 Single layshaft DCT principle 6
3.2 Transmission concept 7
3.3 Key components 8
3.4 Powershift module 9
3.5 Gear spread 10
A study by: 3.6 Tailored ratio sequence 11
3.7 Hybrid DCT range 12
Punch Powertrain offers a full range of
fuel efficient drivetrains, ranging from
automated powertrains (CVTs and DCTs) 4. Conclusion 13
to mild hybrids, plug-in hybrids and full
electric propulsion systems with integrated
e-motor and power electronics.

DCT Reinvented: Single layshaft DCT for global markets Punch Powertrain ■ [email protected] ■ www.punchpowertrain.com
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1. MOVE TO AUTOMATED TRANSMISSIONS

Inspired by changing customer demands Market trend: End-user trends &
and the need to hybridize and automate preferences
In anticipation of full electrification, at least up to 2030, most Change in global market share per ▪▪ Urbanization & stop-and-go traffic
cars, equipped with an ICE, are in need of a very efficient, transmission type from 2018 to 2026: ▪▪ Increased desire for driving comfort
often hybridized automated transmission. ▪▪ Increased automation & hybridization
▪▪ Rise in fuel efficiency awareness
-10%
Manual
Below graph illustrates the evolution of rising automated ▪▪ Awareness of TCO and desire for long
Transmission
transmission market shares. The adoption rate on different maintenance intervals
markets, however, varies based on regional technological
legacy and customer preferences. DCT proves to be the
strongest grower, as it is the most versatile option, able to
-8% Automatic
Transmission

+6%
meet most of the needs of global markets. Dual Clutch
Transmission

Transmission forecast by type - global market Global market legacy &

preferences
11% ▪▪ Legacy in torque converter
3%
▪▪ Smooth shifting AT
3% 7%
▪▪ Subconcious P-RND-L
11% 17%
▪▪ Busy traffic
16% ▪▪ Large vehicles
15%
▪▪ Low ICE power requires automatic
transmission
35%
27% ▪▪ Legacy in MT driving experience
▪▪ Legacy in synchro/gear production
1% technology
1%

32% 22% ▪▪ Cost-focused MT driving

▪▪ Seek automated transmissions at
low premium & equal fuel economy

Source: IHS Transmission forecast (data September 2019)

DCT Reinvented: Single layshaft DCT for global markets Punch Powertrain ■ [email protected] ■ www.punchpowertrain.com
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2.1 CONCEPT DEFINITION

Combining advantages of alternatives Benchmark targets:

When seeking the most appropriate automated transmission, the OEM

▪▪ Cost effectiveness ≥ DCT, AT
is faced with a series of trade-offs. Every automated transmission has its
▪▪ Durability at high thermal loading > AMT
merits, but faces compromises in other aspects.
▪▪ Fuel efficiency > AMT
▪▪ Large ratio coverage > 7DCT
Below table illustrates the features of various types of automated
▪▪ Compactness/ weight > 4AT
transmissions in the global compact car segment and their technical
attributes. These transmissions were used as a benchmark. The strongest
feature of each was identified as a target for the design process.

Attribute 5AMT 4AT 7DCT Top benchmark

Dimensions Bulky actuators, slim end Fits, but bulky end Fits, but bulky end Fits and slim end
Weight ~ 55 kg (incl. dry clutch) ~ 60 kg (incl. TqC) ~ 70 kg ~ 60 kg
Thermal performance Passive cooling Active cooling + TqC Active cooling Active cooling + low 1st
Fuel efficiency Same as 5MT Worse than 5MT Same/ better than 5MT Better than 5MT
Cost effectiveness Low cost High cost High cost Moderate cost
Ratio coverage ~5 ~ 4- 5 ~7 ~8
Torque shift Interrupted Perceivable slow shifts Good Good

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2.2 TECHNICAL REQUIREMENTS Translating market needs into technical

specifications

The design seeks to cover the needs of the global market in the compact
car segment. This implies the need for a compact and cost effective
transmission. Additionally, it needs to ensures optimal functioning and
smooth acceleration in congested traffic (stop-and-go traffic and driving
at low speed) and inclined or uneven roads, while operating in high
ambient temperatures.
With increasing importance of TCO to the end-user, it must demonstrate
both favorable fuel consumption and long maintenance intervals.

Based on these criteria, below technical specifications have been

achieved.

Technical specifications

Orientation: Front Transversal

Max. Input Torque: 200 Nm
Driver requirements: Max. / Peak Input Speed: 6.500 / 7.000 rpm
Gears: 7 Speeds + R
▪▪ Comfortable automated shifting 1st Gear Ratio: 1:18
▪▪ Strong launch performance
▪▪ Value for money Ratio Spread: 8,2
Shift Mechanism / Shifter: Electric Shift Drum /
▪▪ Favorable TCO through: SbW RND (P, S, L, M optional)
›› fuel efficiency
›› long maintenance intervals Park Lock: Electrically Actuated
Clutches: Wet Plate Clutch & Brake
▪▪ Consistently strong performance:
›› on inclined or uneven roads Oil Pump: Mechanical Dual Port Vane Pump
›› in high ambient temperatures Installation Length 320/378 mm
›› in slow and stop-and-go traffic (min. / max.):
Center Distance: 180,5 mm
Weight (dry): 59 kg
Oil: 5,7 l

DCT Reinvented: Single layshaft DCT for global markets Punch Powertrain ■ [email protected] ■ www.punchpowertrain.com
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3.1 SINGLE LAYSHAFT Traditional DCT principle

DCT PRINCIPLE Clutch (C1)

Gear pair 1

Engine
Creating additional transmission ratios
through mechanical pre-reduction Final Drive Diff
This unique DCT principle is created based on
components, seen in both DCT and automatic
transmissions (AT). The adjacent graphic describes the Clutch (C2) Gear pair 2
functioning of the principle on vehicle level.
DUAL CLUTCH PACK
The second clutch in this new DCT is a normal multiplate
clutch, while the first clutch represents an additional
planetary gear set ratio, that can be engaged between the
engine and the transmission.
This results in a shiftable pre-reduction, which allows to
use one gear pair for more than one transmission ratio
and hence, remove a large portion of the gear sets.
1 GEAR PAIR REPLACES 2
The functioning of the concept on transmission level, as
well as the role of key components are illustrated on the
New DCT principle ▪▪ strongly reduced amount
next pages. of gears and shafts

Brake (C1)

Design feature contributes to:

Compactness
Engine
Cost effectiveness
Final Drive
Fuel efficiency
Durability Diff
Clutch (C2) Gear pair 1
Functionality
POWER SHIFT MODULE

DCT Reinvented: Single layshaft DCT for global markets Punch Powertrain ■ [email protected] ■ www.punchpowertrain.com
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3.2 TRANSMISSION Comparison of traditional 7DCT with the new DCT principle (7DT1)

CONCEPT
Strongly reduced number of
(rotating) parts and packaging size

When compared to the traditional 7DCT, it becomes

clear which effect the introduction of a powershift
module has on the overall transmission layout of the
new 7DT1. As a second range of ratios is now created
by the powershift module, many components, as
summarized in the table, become obsolete.

The strongly reduced amount of components lead

to a cascade of benefits, such as reduced packaging,
weight and cost, as well as increased durability, thanks
to a reduced amount of rotating parts.

DUAL CLUTCH UNIT POWERSHIFT MODULE

WITH PLANETARY PRE-REDUCTION
Design feature contributes to:

7DCT 7DT1
Compactness Shafts 4 2
Cost effectiveness Synchronizer sets 5 3

Fuel efficiency Synchronizers 8 6

Gear wheels 20 (14 fwd, 2 rev, 4 fd) 13 (8 fwd, 3 rev, 2 fd)
Durability
Shift forks 5 3
Functionality
Shift actuation 10 hyd-valves or 2 shift drums 1 shift e-drum

DCT Reinvented: Single layshaft DCT for global markets Punch Powertrain ■ [email protected] ■ www.punchpowertrain.com
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3.3 KEY COMPONENTS POWERSHIFT MODULE

realizing DCT functionality
▪▪ PSM creates 2 ratios
▪▪ in combination with 4 gear box allows to strongly reduce the
ratios total design enables 8 ratios number of parts
Modular design, allowing flexibility (7 chosen)
increased durability
and upgrading

The transmission is equipped with only 1 shift drum, MECHATRONIC GEAR

which provides sufficient functionality in this car SHIFT DRUM
segment. The drum is mechatronically actuated, in
order to adhere to the lower price segment. ▪▪ shift-by-wire
▪▪ only 1 shift drum TCU
For the same reason the hydraulics are actuated ▪▪ reduced amount of
by the means of a mechanic pump, which can be synchronizers ▪▪ can be placed at or
interchanged with an e-pump without substantial near transmission to
design changes. allow design flexibility

Although the package is already sufficiently small to fit

under the side member, additional design flexibility is design
achieved by allowing the TCU to be placed on or near flexibility
the transmission. COMPACT SINGLE
LAYSHAFT
Overall, the design allows interchanging components
to suit specific customer needs, as well as to make the ▪▪ cluster of 4 + R gear
transmission hybridization ready (see section 3.7). sets
▪▪ 2 layshafts removed

Design feature contributes to:

Compactness
Cost effectiveness
MODULAR HYDRAULIC SOLUTION
Fuel efficiency allows for tighter packaging,
▪▪ PSM actuation, cooling, lubrication and design flexibility
Durability ▪▪ pump relocated to side-driven location
▪▪ mechanic pump can be replaced by e-pump hybridization ready design
Functionality without change to the hydraulic block

DCT Reinvented: Single layshaft DCT for global markets Punch Powertrain ■ [email protected] ■ www.punchpowertrain.com
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3.4 POWERSHIFT MODULE CASCADED CLUTCH & BRAKE

POSITION increased cooling
performance
▪▪ no heat exchange between both friction
elements through oil or metal increased robustness
Creating additional gear ratios, while highly ▪▪ 100% independent & proportional
enables pre-reduction
improving durability cooling control

The traditional dual wet clutch pack is replaced by a powershift module,

consisting of a clutch and a Planetary Gear set, that is controlled by a wet
brake.

The friction elements are positioned at a certain distance from each

other, created by the planetary gearset between them. This leads to
both friction elements having an independent cooling flow and never
receiving each other’s heated oil.

In addition, the brake is firmly mechanically connected to the housing,

which further contributes to more effective heat rejection. This allows to
use the brake as a more robust launching element.

All the measures together contribute greatly to the thermal stability and
thus the functional robustness and consistency of the transmission.
WET CLUTCH

Design feature contributes to: WET BRAKE PLANETARY GEAR SET

▪▪ firm mechanical connection to the housing, ▪▪ defines input gear ratio and enables a mechanical
enabling additional heat rejection pre-reduction
Compactness ▪▪ used as a launching element for first gear, creep, ▪▪ exceptionally high first gear ratio
etc. ▪▪ creates distance between the 2 friction elements
Cost effectiveness
Fuel efficiency
no separate launching element needed improved launch performance
Durability
decreased slippage, leading to a
Functionality decrease in heat generation and wear

DCT Reinvented: Single layshaft DCT for global markets Punch Powertrain ■ [email protected] ■ www.punchpowertrain.com
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3.5 GEAR SPREAD Schematic of the transmission functioning

Exceptionally wide ratio spread (8.2)

TRANSMISSION (RC = 8.2)
achieved with only 4 gear pairs
POWERSHIFT MODULE GEAR TRAIN (RC = 6)
The gear train contains 4 forward gear pairs. Each
S4
gear pair can be activated either via the clutch or via Brake (C1)
the brake/planetary, resulting in 2 different ratios. R
In principle, this could create 8 forward gear ratios. S5
However, to obtain an optimal gear sequence, an 6/7
optimized design with 7 gear ratios was developed.
S1
While the cluster of 4 gear pairs achieves a ratio
coverage of 6, in combination with the powershift
Engine 3
Final Drive
S0 S2
module, the transmission in total achieves an
exceptionally wide ratio coverage of 8.2.
1/2 Diff
Clutch (C2) S3
As can be observed, the third gear is the only set that 4/5
is engaged exclusively by C1 (brake/planetary). As the
4th gear is also engaged by using C1, shifting from 3rd
to 4th gear is done by shortly sliding clutch C2 at 5th
gear. This provides time to engage synchronizer S01
from S1 towards S0 and then powershift to 4th gear by
engaging C1 (brake) and releasing C2. 1ST GEAR 2ND GEAR
Through sophisticated controls, this is unnoticeable
for shifts at low to medium power. ▪▪ activated via brake (C1) ▪▪ activated via clutch (C2)
▪▪ clutch C2 disengaged ▪▪ brake (C1) disengaged
Design feature contributes to: ▪▪ synchronizers S0 and S2 are ▪▪ gear 1/2 remains coupled
closed: gear 1/2 is coupled

Compactness
Cost effectiveness Gears activated via Brake (C1)
Gears activated via Clutch (C2) 1 2 3 4 5 6 7
Fuel efficiency
Durability
Gear cluster sets 1/2 3 4/5 6/7
Functionality

DCT Reinvented: Single layshaft DCT for global markets Punch Powertrain ■ [email protected] ■ www.punchpowertrain.com
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3.6 RATIO SEQUENCE 1ST AND 2ND GEAR

▪▪ extra wide 1st gear ratio of > 1:18

▪▪ small ratio step 1st ˃2nd gear of > 40% 6TH AND 7TH GEAR
Optimal sequence of 7 speeds, ▪▪ relaunches at low speed in 2nd gear
resulting in fuel economy and ▪▪ additional step for top speeds
superior driver experience
increased (hill) launch performance
Achieving 7 ratios through a planetary gear set (PSG), in silent and comfortable
combination with 4 gear pairs, could give the impression increased low speed and stop-and-go cruising
of limited flexibility. However, by meticulously defining the (city) driving performance
optimal PSG ratio and shifting patterns, a very balanced increased fuel efficiency at
ratio distribution is achieved. decreased slippage, decreased wear on higher speeds
clutch mechanism

The adjacent graphic compares the emerging 7 gear ratio

sequence with a typical 5AMT (an alternative within the
same market segment), illustrating its merits:
3RD , 4TH AND 5TH GEAR

▪▪ Roughly overlapping 2nd to 4th gear

3-5% fuel economy improvement over 5AMT

improved driving comfort and experience at

both low and high speeds

DT1
Design feature contributes to: 5AMT
Gear ratios

Compactness
Cost effectiveness
Fuel efficiency
Durability
Functionality

1 1 2 3 2 4 3 5 4 6 5 7

DCT Reinvented: Single layshaft DCT for global markets Punch Powertrain ■ [email protected] ■ www.punchpowertrain.com
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3.7 HYBRID DCT FAMILY

Flexible fleet hybridization MHEV (STANDARD)
for global platforms ▪▪ hybrid first design, with derived variants hybrid DCT, fitting in packaging
▪▪ integrated electric machine and inverter space of regular DCT

The exceptionally compact design creates space for ▪▪ on-axis C0 clutch can decouple the engine and
allow the hybrid transmission to propel/regen operation with e-motor alone
integration of an off-axis (side) mounted electric machine is possible at low speeds or
in P2 arrangement, unique in the hybrid DCT segment. the vehicle on its own
moderate driver demands

Harvesting this benefit, a higher torque hybrid DCT (DT2)

range has been introduced, available in 48V, high voltage
or conventional variants. This automated transmission
with a common design base can be fitted in the OEM’s CONVENTIONAL (P)HEV VARIANT
entire front-transverse platform program, regardless of VARIANT
the (continuously adjusting) mix in mild, full or plug-in ▪▪ powerful e-machine is
hybrids. ▪▪ derivate from MHEV integrated in the design
▪▪ e-machine removed space
This is a logical choice for regions, already having a strong ▪▪ high voltage inverter is
legacy in MT/DCT adoption (such as EU, China, India and placed on top of hybrid
South America). transmission

Native hybrid DCT

DT2 is identified as a native hybrid DCT and is common design base allows for a constant adjustment of the fleet hybridization mix with
unique to Punch Powertrain. minimal efforts
It has been developed as a 48V hybrid first and
can be converted into a conventional or a applicable in full front transversal fleet, leading to cost effectiveness
(P)HEV variant, by simply removing the 48V
motor or adding a high voltage motor, with
minimal design changes and efforts. Conventional MHEV PHEV
Weight (incl. oil): 77 kg 97 kg 105 kg
In contrast to the dedicated hybrid DCT, the
Nominal E-Motor Voltage: - 48 V 320 V
native hybrid DCT remains fully functional as a
conventional DCT, when the e-motor is removed. E-Motor Power (mot. / gen.): - 21 kW / 24 kW 93 kW / 93 kW

DCT Reinvented: Single layshaft DCT for global markets Punch Powertrain ■ [email protected] ■ www.punchpowertrain.com
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CONCLUSION
Unique single layshaft DCT design OEM benefits: Driver benefits:

1.
This DCT concept introduces a new way of realizing the ▪▪ Compact and flexible packaging ▪▪ Increased driver comfort (in
dual clutch principle. By linking a planetary gearset to one ▪▪ Light weight shifting behavior and sound)
of the two clutches, a shiftable pre-reduction in front of ▪▪ Cost effective ▪▪ Favorable TCO, in terms of:
transmission gearsets emerges. ▪▪ Fuel efficient ›› purchase price
This allows to remove a large portion of the components, ▪▪ Robust ›› fuel consumption
leading to a cascade of benefits. ▪▪ High level of functionality ›› maintenance cost

Outperforming benchmark Performance compared to alternatives:

technologies on global markets

2. This DCT is a very suitable solution for OEMs seeking a

robust, compact and cost effective automated transmission,
especially for smaller car segments and emerging markets.
DT1 combines the merits of, and therefore provides a more
▪▪
▪▪
▪▪
▪▪
Durability at high thermal loading > AMT
Cost effectiveness ≥ DCT, AT
Fuel efficiency > AMT
Large ratio coverage > 7DCT
favorable alternative to: 5AMT, 4 and 6 AT. It also delivers ▪▪ Compactness > AT
comparable performance to contemporary 7DCTs, at a
lower cost level.

Hybrid DCT range

3.
This innovation allows to integrate a cost effective off-axis e-machine, while
occupying the packaging space of a regular DCT.
Building on this merit, a range of “native hybrid” DCTs has been developed,
with the standard being a 48V 7DCT, while the conventional or (P)HEV
variants can be derived with minimal efforts and design adjustments.
This allows OEMs to constantly adjust their fleet hybridization mix, as CO2
compliancy need arises.

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CONTACT US DISCOVER OTHER PRODUCTS

Are you curious how our range of compact DCTs could fit ▪ Dual Clutch Transmissions ▪ Integrated E-drives
in your application? ▪ Continuous Variable Transmissions ▪ E-drive transmissions
▪ 48V hybrid transmissions ▪ Power electronics
Our specialists will help define the most suited solution
for you! ▪ PHEV transmissions

ABOUT US
Punch Powertrain is an independent full system supplier of fuel efficient powertrains.
With over 45 years of experience in the production of CVTs, Punch Powertrain also offers
propulsion systems for New Energy Vehicles, such as Hybrids (48V &PHEVs) and Electric
Vehicles (EVs), as well as DCTs.

Punch Powertrain is an international player, with a strong presence in Europe and China
and with full in-house capabilities and know-how from concept to industrialization. With
30% of all employees being active in one of the 6 globally spread R&D centers, product
innovation is hardwired into the company’s DNA.

Alex Serrarens Headquarters Belgium

Manager Business Development
Punch Powertrain nv
Ondernemerslaan 5429
[email protected]
3800 Sint-Truiden - Belgium
[email protected]
Phone: +32 11 67 91 11
+31 40 747 0048
Fax: +32 11 67 48 08
[email protected]
www.punchpowertrain.com www.punchpowertrain.com

DCT Reinvented: Single layshaft DCT for global markets Punch Powertrain ■ [email protected] ■ www.punchpowertrain.com