Eaton Introduces Medium-Duty Dual Clutch AMT

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Transport Topics / September 9, 2014

Eaton has unveiled a new automated transmission for Classes 6-7 medium-duty trucks that company officials say will boost fuel economy 8% to 10% over torque-converter automatics.

The dual-clutch "Procision" debuted at Eaton’s proving grounds and test track Sept. 4.

"Small businesses rely on their Class 6 and 7 trucks to deliver goods and perform tough jobs on a daily basis,” said John Beering, senior vice president and general manager for Eaton Commercial Vehicle Transmission.

The product is scheduled for release in July.

Eaton said it employed the dual-clutch technology for more efficient acceleration from a stopped position and to optimize shift points to move efficiently to the highest gear. Gear changes are made by swapping engine torque between clutches, with the next gear preselected.

“The closed-loop control system significantly reduces slip and steady state losses that are associated with torque converter automatic transmissions,” said Jeff Carpenter, engineering manager for Procision.

The product also could be “scalable up or down” to include Classes 4 and 8, said Carpenter.

“Customers told us that they wanted features that made their trucks easier to drive,” Carpenter said. “So we engineered a host of features that instill confidence and maximize efficiency for operators with routes on hilly, difficult terrain, or those who navigate tight turns and traffic as part of an urban route.”

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Fleet Owner / September 4, 2014

Eaton is expected to launch a new 7-speed, medium-duty dual clutch transmission by the middle of next year.

According to Eaton, the "Procision" delivers 8-10% better fuel economy in a similarly equipped vehicle using a torque converter automatic transmission.

Thanks to its electronic shifting, the transmission is able to optimize fuel efficiency by using grade, vehicle weight and throttle input to provide smooth, continuous delivery of torque.

One of the keys to the transmission is its dual clutch technology, which makes gear changes by “swapping the engine torque between clutches with the next gear preselected.”

“The upshot with a dual clutch design is that the slower you go, the more starts and stops you do, and more grades you negotiate at slow speeds, the better your fuel economy will be,” said Jeff Carpenter, engineering manager for Procision.

Fully contained within the transmission, the dual clutch module is hydraulically controlled and oil-cooled for extended life. The use of a new synthetic transmission fluid extends lube and filter change intervals out to 150,000 mi. The internal sump filter and electrical system do not require maintenance.

Carpenter said the company spent two years compiling studies on customer wants and needs. That was followed by three years of development for the transmission.

“The biggest challenge in designing it was the hydraulic controls,” Carpenter said. “The two-stage hydraulic pump design added to the complexity and [we] spent the final year fine-tuning the dual clutch hydraulic controls with a temperature variance. We want consistent performance - even at subzero temperatures when transmission oil [tends] to thicken due to the cold.”

For fleet managers, Carpenter said the transmission will deliver a lower total cost of ownership. It will also lead to improved fuel economy, driver retention, residual value and longer service intervals.

“At the end of the day, lower TCO is its biggest advantage,” said John Beering, senior vice president and general manager, Eaton Commercial Vehicle Technologies. “We will focus in four primary medium-duty segments when it is released in mid-2015: P&D, towing & recovery, beverage hauling straight trucks, and school buses.”

Beering added that those four segments make up 70% of all medium-duty orders.

Fuel economy is a key benefit of the new transmission, which will be available for Class 6-7 applications initially, but is scalable down to Class 4 and up to Class 8 if the market develops.

“When we started designing this (the Procision) we envisioned it as a Class 4-8 product that we could scale up or down,” Carpenter said. “[it is] targeted for Class 6-7 as the sweet spot upon initial release. If a business case develops to scale it up or down, we will pursue it.”

The design minimizes the impact of aggressive drivers on fuel economy when fully integrated with the Cummins Vehicle Acceleration Management system, which can be used in conjunction with Eaton Dynamic Shifting, to achieve better performance.

Procision is also optimized with Urge to Move and Creep Mode. Both features can be disabled for even greater fuel economy. In addition, transmission load on the engine is actively reduced when the truck is stopped for increased fuel economy.

Features of the transmission include Eaton Dynamic Shifting, which allows the transmission to automatically switch between economy and performance shift schedules based on mass, grade and driver demand. Base shift results are modified dynamically based on available torque, engine acceleration and grade.

Economy and performance shift tables can be adjusted to tune an overall calibration to meet any customer’s need.

Hill Helper technology is a safety feature that will prevent the vehicle from rolling forward or backward for up to 3 seconds while on a grade of up to 8%. Using Eaton’s ServiceRanger software allows the user to turn off Hill Helper.

There are three power take-off (PTO) openings. There is also brake-pedal-actuated Tap Down Shifting which allows drivers to downshift without removing their hands from the wheel or eyes from the road.

Creep Mode, which has independently adjustable forward and reverse operation, offers controlled low-speed maneuvering. In Low mode, Automatic Grade Braking downshifts the transmission to help slow the truck on long, steep grades and increase brake pad life.

The Procision is designed for a 10-year, 400,000-mi. life and comes with a 3-year/unlimited mile warranty covering the complete system including the dual clutch module. School bus operations receive a 5-year/unlimited mile warranty.

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Eaton Press Release / September 4, 2014

Eaton has introduced Procision™, a new line of medium-duty dual clutch transmissions, that delivers 8 to 10 percent better fuel economy than a similarly equipped vehicle with a torque converter automatic.

Scheduled to be available in the North American market mid-year in 2015 and available globally in the future, the new 7-speed transmissions feature a dual clutch design and electronic shifting that uses grade, vehicle weight and throttle input to provide optimal fuel efficiency and smooth, continuous delivery of torque to a vehicle’s wheels under all shift conditions.

“Small businesses rely on their class 6 and 7 medium-duty trucks to deliver goods and perform tough jobs on a daily basis,” said John Beering, senior vice president and general manager, Eaton Commercial Vehicle Transmission. “The all-new Eaton Procision is the first dual clutch transmission for class 6-7 in North America. Its smart features deliver more savings and driver confidence, and is the ideal transmission solution for medium-duty applications.”

Eaton employed the dual clutch technology to allow for more efficient acceleration from a stopped position, and to optimize shift points that will efficiently get to the highest gear. Gear changes are made by swapping the engine torque between clutches with the next gear preselected.

“The highly efficient dual clutch technology with a closed loop control system significantly reduces slip and steady state losses that are associated with torque converter automatic transmissions,” said Jeff Carpenter, engineering manager, Medium-Duty Procision.

The dual clutch module is fully contained within the transmission, hydraulically controlled and oil cooled for extended life. A five-spring damper is used to control torsional vibrations and is fully sealed to eliminate contamination.

“Our customers had direct input on the features they want in a medium-duty transmission, and because of this real-world input the Eaton Procision is smart from the word go,” said Joe Semaan, commercial vehicle segment director, Eaton’s Vehicle Group. “It is easy to tailor, which is key for fleet owners looking to put trucks on the road that best meet their business needs.”

Smart features such as Eaton Dynamic Shifting allow the transmission to automatically switch between economy and performance shift schedules based on mass, grade and driver demand.

Base shift results are modified dynamically based on available torque, engine acceleration and grade.

Economy and performance shift tables can be adjusted to tune an overall calibration to meet any customer’s specific needs. The calibration flexibility is the most ever offered on an Eaton transmission.

Owners and drivers alike will appreciate optional and adjustable Urge to Move and Creep Mode, which provide best-in-class low-speed maneuverability. Optional and adjustable Hill Helper technology prevents roll back or roll forward for up to three seconds while on grades of up to eight percent, allowing for a controlled launch. With Procision, these features can be turned on and off using Eaton’s ServiceRanger software. Competitive products do not offer this type of flexibility.

Procision is a smart choice with three standard Power Take-Off (PTO) openings. PTO functionality can be enabled via the ServiceRanger software by dealerships after purchase. This flexibility is a competitive advantage for Procision and enhances value to both first owners and the secondary market.

The Eaton Procision transmission features an optimized design that delivers 8 to 10 percent or greater fuel economy improvement over a torque converter automatic. The Procision is fully integrated with Cummins Vehicle Acceleration Management, which can be used in conjunction with Eaton Dynamic Shifting to reduce the impact of an aggressive driver on fuel economy. The optimized Urge to Move and Creep Mode provide an excellent balance of efficiency and performance. These features can be disabled for even greater fuel economy if desired. In addition, transmission load on the engine is actively reduced when the truck is stopped for increased fuel economy.

Eaton Procision transmissions utilize a new synthetic transmission fluid which provides component protection while reducing maintenance costs thanks to 150,000 mile lube and filter change intervals. The internal sump filter and electrical system do not require maintenance.

“With the fuel efficiency and low maintenance costs, Procision transmissions promise to deliver the lowest total cost of ownership for any medium-duty transmission in the commercial vehicle market today,” added Beering. “This is a world-class transmission that helps deliver safe, confident and easy operation for any driver by delivering optimal performance in many driving environments.”

“Customers told us that they wanted features that made their trucks easier to drive,” said Carpenter. “So we engineered a host of features that instill confidence and maximize efficiency for operators with routes on hilly, difficult terrain, or those who navigate tight turns and traffic as part of an urban route.”

Brake-pedal-actuated Tap Down Shifting gives the driver more control by downshifting on grades or other conditions without removing their hands from the wheel or eyes from the road.

Creep Mode allows controlled low-speed parking lot and loading dock driving without

applying the accelerator. Forward and Reverse creep speeds are independently adjustable to allow a customized lower speed in reverse.

In Low mode, Automatic Grade Braking downshifts the transmission to help slow the truck on long, steep grades and increase brake pad life.

“Because medium-duty customers rely on their truck day in and day out, reliability is key,”

said Carpenter. “Our extensive reliability testing program takes into consideration a variety of geographies, vocations and duty cycles. We’ve put this transmission through things that an average customer would never experience.”

The Procision design life (B-10) is 10 years/400,000 miles. Eaton Procision transmissions carry a three-year/unlimited mile warranty, which covers the complete system including the dual clutch module, in commercial vehicle applications. School bus applications receive a five-year/unlimited mile warranty.

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Eaton Stirs up Medium-Duty Market with Dual-Clutch Transmission

Heavy Duty Trucking / September 5, 2014

Eaton is bringing a new transmission to the medium-duty market that boasts car-like drivability with full-manual performance, a design of 10 years or 400,000 miles, and 8-10% better fuel economy than a torque-convertor-equipped automatic transmission.

The new 7-speed transmission, called Procision, features a dual-clutch design and electronic shifting that uses grade, vehicle weight and throttle input to provide optimal fuel efficiency and smooth, continuous delivery of torque to the drive wheels under all shift conditions.

The Procision transmission will be available for order in mid 2015, Eaton says.

Eaton's senior vice president and general manager of Commercial Vehicle Transmission business, John Beering, says the target customer of this transmission wants a truck he or she can climb into, turn the key and drive away, while still meeting the unique needs of the multitude of applications that use such a product.

"Procision is a clean sheet of paper," Beering told a press gathering in Galesburg this week. "We took a hard look at what we had done in the medium-duty space in the past and we listened to the voice of the market that told us there were gaps they wanted addressed. This new dual-clutch technology addresses those gaps."

The transmission itself is a 7-speed set up rated for up to 660 pounds-feet of torque with direct drive in 5th gear. The overall ratio is 10.13:1, with a ratio of 6.5:1 in first, right up to 0.64:1 in seventh. It weighs 364 pounds and will be available in 26,000- and 33,000-pound ratings. It also offers right, left and rear PTO positions.

The key to the Procision transmission is the dual-clutch shifting technology. Eaton says the torque path to the drive wheels is not interrupted by the gear change, so the driver never feels any lag in power as he or she would with a traditional manual transmission -- even an automated manual. To the driver, it feels like a torque-convertor equipped automatic transmission. But the benefits of maintaining a constant gear mesh throughout the shifting sequence improve fuel economy significantly, especially in stop and go situations.

There are two input shafts and two clutches, explained Jeff Carpenter, engineering manager for the Procision transmission. "Think of input shaft A linked to clutch A, and input shaft B linked to clutch B. While the transmission is in a particular gear, the next gear path is preselected in the unused clutch and input shaft. The shift is executed by transferring the torque path from one clutch and input shaft to the other, and that transfer of power is seamless. The driver will barely notice. From that gear, the next gear is preselected and the torque path shifts back to the first clutch, and so on. It's a closed-loop control system that significantly reduces slip and steady state losses associated with torque converter automatic transmissions.”

The dual clutch module is fully contained within the transmission, hydraulically controlled and oil cooled for extended life. A five-spring damper is used to control torsional vibrations.

The electronic controls are mounted on the transmission to reduce wiring and connector complexity, and the entire unit is fully sealed to eliminate contamination.

Drivability Features

While the base transmission remains the same, it can be electronically programmed to meet the specific demands of dozens of different applications, from a typical pickup and delivery operation or rental truck fleet to tow trucks and school buses.

“Our customers had direct input on the features they want in a medium-duty transmission, and because of this real-world input, the Eaton Procision is smart from the word go,” said Joe Semaan, commercial vehicle segment director, Eaton’s Vehicle Group. “It is easy to tailor, which is key for fleet owners looking to put trucks on the road that best meet their business needs.”

Regardless of the application, the Procision transmission features several performance enhancements not currently available with traditional automatic transmissions.

Creep Mode allows controlled low-speed parking lot and loading dock driving without applying the accelerator. Forward and Reverse creep speeds are independently adjustable to allow a customized lower speed in reverse. Drivers can shuttle back and forth between forward and reverse without coming to a stop, and based on a brief test drive of the transmission, there's no hesitation when shifting between forward and reverse.

"The creep speed is controlled by clutch slippage, not engine idle speed," says Systems engineer, Tony Stasik. "Customers can select the speed they want for creep mode and we control the clutch engagement accordingly. We have designed the clutches to do this, so it's not placing any undue strain or wear on the clutch."

Because the engine and transmission are permanently linked, the truck won't free roll down a hill. And enough torque is transmitted through the clutch at idle, the truck can idle up a 5-8 percent grade without throttle application. This provides precise control for the driver in sometimes difficult terrain.

Brake-pedal-actuated Tap Down Shifting gives the driver more control by downshifting on grades or other conditions without removing their hands from the wheel or eyes from the road.

In Low mode, Automatic Grade Braking downshifts the transmission to help slow the truck on long, steep grades and increase brake pad life.

“Because medium-duty customers rely on their truck day in and day out, reliability is key,” said Carpenter. “Our extensive reliability testing program takes into consideration a variety of geographies, vocations and duty cycles. We’ve put this transmission through things that an average customer would never experience.”

Smart features such as Eaton Dynamic Shifting allow the transmission to automatically switch between economy and performance shift schedules based on mass, grade and driver demand. Base shift results are modified dynamically based on available torque, engine acceleration and grade.

Economy and performance shift tables can be adjusted to tune an overall calibration to meet any customer’s specific needs. Eaton says the calibration flexibility is the most it has ever offered on a transmission.

Optional and adjustable Hill Helper technology prevents roll back or roll forward for up to three seconds while on grades of up to eight percent, allowing for a controlled launch. With Procision, these features can be turned on and off using Eaton’s ServiceRanger software.

Procision has three standard Power Take-Off openings. PTO functionality can be enabled via the ServiceRanger software by dealerships after purchase.

Fuel Economy Advantage

The Procision transmission features an optimized design that delivers 8-10% or greater fuel economy improvement over a torque converter automatic. The Procision is fully integrated with Cummins Vehicle Acceleration Management, which can be used in conjunction with Eaton Dynamic Shifting to reduce the impact of an aggressive driver on fuel economy. The optimized Urge to Move and Creep Mode provide an excellent balance of efficiency and performance. These features can be disabled for even greater fuel economy if desired. In addition, transmission load on the engine is actively reduced when the truck is stopped for increased fuel economy.

Service Life and Maintenance

Eaton Procision transmissions use a new synthetic transmission fluid which provides component protection while reducing maintenance costs. Maintenance intervals are extended to 150,000 mile lube and filter change intervals. The internal sump filter and electrical system do not require maintenance.

“With the fuel efficiency and low maintenance costs, Procision transmissions promise to deliver the lowest total cost of ownership for any medium-duty transmission in the commercial vehicle market today,” says Beering.

Eaton Procision transmissions carry a three-year/unlimited mile warranty, which covers the complete system including the dual clutch module, in commercial vehicle applications. School bus applications receive a five-year/unlimited mile warranty.

Procision transmissions under warranty can only be repaired by an OEM dealer or an Eaton authorized fleet, both of whom will benefit from the simplicity of the product and keeping service revenue in their shop bays, Eaton says.

“Customers told us that they wanted features that made their trucks easier to drive,” said Carpenter. “So we engineered a host of features that instill confidence and maximize efficiency for operators with routes on hilly, difficult terrain, or those who navigate tight turns and traffic as part of an urban route.”

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Eaton Discontinues Procision Dual-Clutch Transmission

Jim Park, Heavy Duty Trucking (HDT)  /  December 9, 2019

Eaton is discontinuing its Procision dual-clutch automated medium-duty transmission.

An Eaton official said the manufacturer would be discontinuing production of the Procision transmission at the end of the year, saying that customers were notified "a couple of months ago."

Eaton refused to provide further details.

The Procision, introduced in 2014 and in production since 2015, was the first automated dual-clutch transmission in the North American market. It was a 7-speed configuration with a 0.64:1 double-overdrive final drive ratio and was rated at 660 lb-ft. It featured creep mode, hill helper feature, and had three standard PTO openings.

The dual-clutch shifting technology was the key to the Procision transmission. Eaton said when the transmission was launched that the torque path to the drive wheels is not interrupted by gear changes, so drivers wouldn't feel a lag in power when upshifting as they do with a traditional manual transmission or automated manuals. Gear changes are made by swapping the engine torque between clutches with the next gear preselected.

Smart features such as Eaton Dynamic Shifting allowed the transmission to automatically switch between economy and performance shift schedules based on mass, grade, and driver demand.

Withdrawing the Procision from the medium-duty market leaves Eaton with a line of 5- and 6-speed light- and medium-duty synchronized manual transmissions rated from 11,000 to 66,000 pounds GVW. 

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Related reading:

https://www.bigmacktrucks.com/topic/41120-navistar-first-to-market-with-eaton-procision-dual-clutch-amt/?tab=comments#comment-298147

https://www.bigmacktrucks.com/topic/49142-eaton-increases-power-gvw-capacity-on-procision-transmission/?tab=comments#comment-364552

 

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The foreign aggressor just kicked Eaton's future in medium to the curb. ZF's 8HP is significantly cheaper. Eaton, like Cummins, has lost so much market share that a future is no longer certain.

https://www.bigmacktrucks.com/topic/57793-zf-to-offer-beefed-up-light-vehicle-8-speed-transmission-for-medium-trucks/