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Transmission & Driveline News
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RICARDO INFORMATION SERVICES TRANSMISSION AND DRIVELINE NEWS SEPTEMBER 2013
A monthly bulletin dedicated to transmissions and drivelines, hardware, research, development, components and the transmissions industry
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CONTENTS
TRANSMISSIONS ___________________________________________________________________ 4 MANUAL TRANSMISSIONS ___________________________________________________________ 4 AUTOMATIC TRANSMISSIONS ________________________________________________________ 5 DUAL CLUTCH TRANSMISSIONS ______________________________________________________ 6 CONTINUOUSLY VARIABLE TRANSMISSIONS __________________________________________ 8 POWERSPLIT TRANSMISSIONS _______________________________________________________ 9 TRANSMISSION AND DRIVELINE COMPONENTS _______________________________________ 10 APPLICATIONS ____________________________________________________________________ 12 HYBRID VEHICLES _________________________________________________________________ 12 PASSENGER CARS ________________________________________________________________ 13 OFF-ROAD ________________________________________________________________________ 14 WIND TURBINES ___________________________________________________________________ 15 DRIVELINE/VEHICLE RELATIONSHIPS ________________________________________________ 16 Stop-Start ___________________________________________________________________ 16 RESEARCH AND DEVELOPMENT ISSUES _____________________________________________ 17 EFFICIENCY OF DRIVELINES AND TRANSMISSIONS ____________________________________ 17 Fuel consumption_____________________________________________________________ 17 CO2 reduction ________________________________________________________________ 18 MATERIALS _______________________________________________________________________ 20 MECHANICAL PROBLEMS __________________________________________________________ 21 NVH _____________________________________________________________________________ 22 STRESS __________________________________________________________________________ 25 RESEARCH AND DEVELOPMENT ACTIVITIES __________________________________________ 26 CAE _____________________________________________________________________________ 26 INDUSTRY NEWS __________________________________________________________________ 27 LITERATURE ______________________________________________________________________ 27
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Notes
Transmission & Driveline News is a monthly newsletter, published by the Ricardo Information Services Department. It summarizes the published literature on transmissions for all applications. Items included in this publication are based on literature received by the Ricardo Library in June. It may contain additional information on products covered in earlier editions. Copies of the source documents may be obtained by quoting the Library reference, which appears in bold at the bottom of each article. Items not published in English may be translated by Ricardo’s Translation Service, on request. An additional charge would be made for these services. Other services offered by Ricardo Information Services include: New Engine News - A newsletter covering new and modified engines Control and Electronics News - A newsletter covering control, electrical and electronic engineering topics Fuels and Lubricants News - A newsletter covering developments in fuel and lubricant technology Alternative Powertrain News - A newsletter covering alternative fuels, hybrid and electric vehicles Components News - A newsletter covering internal combustion engine components Vehicle Engineering News - A newsletter covering chassis, brakes, suspensions and other vehicle components POWERLINK - A database containing abstracts of engine and vehicle articles EMLEG - A database of worldwide exhaust emission legislation Conference updating service - News of forthcoming conferences Fuel Economy and CO2 Reduction News – A newsletter covering fuel consumption and CO2 reduction Subject Updating Service - a customized, monthly service delivering abstracts on specific subjects drawn from POWERLINK. For further details of these and other Ricardo services, please contact: Roland Christopher, Information Manager, Ricardo UK Ltd Tel. +44 (0) 1273 794230, email:
[email protected].
Ricardo has used reasonable endeavours to ensure that the information supplied in this service is correct. However, no responsibility or liability can be accepted for any errors or omissions. Entries in this publication do not imply endorsement of any product or service by Ricardo. The following abbreviations are used: MT for manual transmission, AT for automatic transmission, AMT for automated manual transmission, CVT for continuously variable transmission, FWD for front wheel drive, RWD for rear wheel drive, AWD for all wheel drive. Cover shows a cutaway of the Bugatti Veyron transmission designed by Ricardo.
Ricardo plc, © 2013.
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TRANSMISSIONS MANUAL TRANSMISSIONS 9-SPEED TRANSMISSION FOR FRONT WHEEL DRIVE APPLICATIONS ZF Friedrichshafen With the 8HP transmission generation, ZF established a model range on the market offering considerable progress in terms of fuel savings, power-to-weight ratio, and functionality. A front transverse transmission derived from the 8HP transmission generation gearset concept leads to higher design costs and to an unfavourable design, contradicting the very restricted installation spaces for front-transverse transmissions. With the here introduced transmission concept of the 9HP48 transmission, the advantages of the 8HP transmission generation were successfully transferred to a front transverse transmission design and, at the same time, all restrictions regarding the installation space were solved. Thanks to its number of gears, the high efficiency, and the reduced drag torque, the 9HP48 transmission delivers excellent fuel savings. A central development focus for the 9HP48 control unit was functions and software development. ln the case of functions development, the central challenge were new customer functions, enhanced diagnosis options, requirements for functional safety, as well as dog clutch control and dog clutch monitoring. New methods and a new approach became necessary in order to secure the control unit's readiness for start of production. The publication gives a detailed description of the mechanical design and the control unit of the 9HP48 transmission. For the first time, two positive locking dog clutch shift elements are applied alongside an axially parallel vane cell pump to reduce the drag torques, as well as an electronic control unit produced by ZF Group. Covers – Conceptual design, Pump, Gear sets, multi-disk clutches, Dog clutch shift element, Spur pinion, Differential, Requirements for the control unit, Design of the control unit See Book 10608 Q5:A4B: pp57-80 (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013.)
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AUTOMATIC TRANSMISSIONS AUTOMATIC TRANSMISSIONS BEYOND 2020 - CONCEPTIONAL THOUGHTS ABOUT THE REQUIREMENTS AND THE BENEFITS OF THE NEXT TRANSMISSION GENERATION ZF Friedrichshafen The worldwide increasing acceptance and success of modern automatic transmissions in passenger cars is based on innovative technology, driving comfort, shifting dynamic and - most important - fuel consumption reduction. New concepts are facing the challenge of further improvements in internal efficiency and very tough future goals on CO2-emissions in connection with more sophisticated gasoline and diesel engine technologies. Based on the competition and current diversity in automated transmission concepts, follow-up technologies of installed 8-speed and 9-speed technologies including hybrid derivatives require new conceptional thoughts on necessary technical features and specifications. The pressure on acceptable costs and the different demands in regions and markets remains very high and leads to a significant commercial impact on future transmission concepts. So, how may a successful automatic transmission system look like in 2020 and beyond? Do we have even more gears than the current 8-speed and 9-speed? Does it make sense to increase the total gear ratio any further? Are there measures to improve the overall mechanical efficiency by several percent? What is the prevailing transmission system: torque converter planetary, dual-clutch countershaft or belt-type stepless transmission? How does the electrification and hybridisation of the powertrain in the next years effect the system? This article will give an insight look and some brief answers on how ZF is planning the future of automatic transmissions and how successful systems should look like. Covers – the CO2 challenge, advances in fuel consumption savings in the past, influence of modern engine technology on ratios and spread of transmissions, analysis of losses in a state-of-the-art transmission system on test cycles, topology/gearset structure, lightweight design, actuation system, NVH, functions and energy management. See Book 10608 Q5:A4B: pp175-190 (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013.)
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DUAL CLUTCH TRANSMISSIONS WORLD PREMIERE: ALFA ROMEO 4C LAUNCH EDITION Alfa Romeo The global launch of the Alfa Romeo 4C marks the return of the brand to the world of lightweight sports coupés. The engine is the beating “heart” of an Alfa Romeo. In this case, it’s the new direct-injection 240 HP 4cylinder 1750 Turbo Petrol, which was designed with a precise objective: to ensure exceptional performance without sacrificing driving fluidity and use in any circumstances, from the racetrack to the city streets. The Alfa Romeo 4C’s new mid-engine, all-aluminium power unit adopts specific optimised intake and exhaust systems, to enhance both response at low speeds and extension, with the assistance of a crankshaft with eight counterweights. In addition, it boasts cutting-edge technical solutions including direct petrol injection, dual (intake and exhaust) continuous variable valve timing, a turbocharger and a revolutionary scavenging control system that eliminates turbo lag. Torque delivery is generous, with a peak of 350 Nm, 80% of which is available at only 1700 rpm. The 1750 Turbo Petrol engine is teamed with the Alfa TCT twin dry clutch transmission, which is a genuine benchmark in the category due to its limited weight and extreme speed of activation. The gears can be changed in sequential mode using the “shift paddles” located behind the steering wheel. Compared to the version already adopted on the Giulietta and MiTo models, the TCT on the Alfa Romeo 4C implements next-generation software and features the new ‘Launch Control’ function that optimises all car systems to provide the utmost acceleration possible. What’s more, to ensure the best performance in accordance with the road conditions and driving style, the Alfa TCT adopts optimised operating logic, interacting with the Alfa DNA selector, the braking system, the engine management system and the vehicle stability control system. For example, in automatic mode, the shifting logic differs according to the Alfa DNA setting. Covers - styling, interior, dimensions, aerodynamics, suspension, brakes, wheels, steering. See Electronic Document 6585 (Turin, Italy; Alfa Romeo, 5 Mar 2013, press release, 6pp.) THE NEXT GENERATION OF EFFICIENT DRY DOUBLE CLUTCH-SYSTEMS LuK GmbH & Co The dry double clutch system has been successfully established in the market for several years. The system is particularly used in high volume in the compact and lower mid-size class of cars, an indication for the excellent cost effectiveness of this technology. A significant advantage in CO2reduction due to high system efficiency has been confirmed through extensive testing. The market will demand further optimisation for fuel consumption in the future, which in dry double clutch systems means weight and envelope reduction and compatibility with hybrid solutions. Hybridisation offers new opportunities in system design for the dry double clutch, for example through the reduction of friction energy in the clutch which can be directly converted into weight reduction. Vibration damping requirements will also increase since vehicles will more and more use smaller, boosted three and four cylinder engines, as well as reduced friction drive trains. ln order to increase the vibration damping and/or reduce the disturbance excitation in dry double clutch systems, besides optimising components, new design solutions were developed such as the directly actuated dry double clutch with hydrostatic clutch actuation system and software-anti-judder damping. Hybrid drivetrains offer additional options, by increasing drivetrain damping passively and actively through the electric motor. Covers – The new directly-actuated double clutch system with hydrostatic actuation, Hydrostatic Clutch Actuator (HCA), Anti-judder control as intelligent software solution against judder vibration, Ideas for Damping Concepts, Further potentials in connection with a hybrid drive train. See Book 10608 Q5:A4B: pp81-94 or vCD 151 13m–Kimmig.pdf (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013, 14pp.) IAA 2013: GETRAG PUSHES AHEAD AUTOMATION Getrag Automating cars makes driving more comfortable and helps reducing CO2 emissions. On the Frankfurt
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Motor Show Getrag 2013 presents the next generation of fuel-efficient dual-clutch transmissions, the PowerShift 7DCT300 and 6DCT150. The first scalable hybrid dual-clutch transmission HybridDrive 7HDT300 even goes a step further. It allows applications from mild to plug-in hybrids. The dual-clutch transmission PowerShift 7DCT300 is designed for front-transverse applications in the segment of mid-sized and compact cars and for torques up to 300 Nm. The gears are shifted electromechanically via shift drums. The technology allows for engine start-stop, a “sailing” function and hybridisation. The wet clutches are actuated electrohydraulically. The PowerShift 6DCT150 is intended for front-transverse applications and torques up to 170 Nm. It is the most compact dual-clutch transmission in the market, extending the field for this fuel-efficient technology into the segment of small cars. As in the 7DCT300 the wet clutches are actuated electrohydraulically and the gears are shifted electromechanically via shift drums. A new gear wheel concept makes this transmission extremely compact and thus predestined for cramped installation spaces. The HybridDrive 7HDT300 is the hybrid version of the dual-clutch transmission 7DCT300, complemented by an electric traction motor that is integrated axially parallel to the shafts. By using tailor-made motors this modular and cost-efficient approach allows for a scalable hybridisation. See Doc.144632 (Untergruppenbach, Germany; Getrag, 21 Aug 2013, press release, 2pp.)
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Continuously variable transmission (CVT) offers many advantages to vehicle performance over traditional transmission technologies. A novel cam based CVT was proposed in US patent # 4603240, which has a cam input to drive an angle dependent, clutch actuated output shaft. Based on the patented CVT, a kinematic simulation, utilising three dimensional CAD software was performed, creating a visualisation and analysis model to ascertain system performance and feasibility. This article describes the mechanism created, limitation of the modelling software and the approach utilised to overcome these limitations. The resultant motion is then analyzed to ascertain the performance of the mechanism and determine the viability of the design concept. Key improvements to the system are proposed to the design, based on system performance through this analysis. See SAE 2013-01-1371 (2013, 9pp.)
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PAGE 9 POWERSPLIT TRANSMISSIONS POWERSPLIT AS TORSIONAL DAMPING SYSTEM – (R)EVOLUTION CONTINUES ZF Friedrichshafen For reducing rotary irregularity by powersplit the function of the system was confirmed by measurements in the vehicle and further optimised. The prototype has been developed regarding endurance and explores the concept of FWD and automatic drive trains via simulation. In all tested applications, powershift is compared to a space-neutral centrifugal pendulum system and leads to division in half of the rotary irregularity. In particular extreme downspeeding, downsizing and cylinder shut-off as emission mitigating measures on the internal combustion engine are possible without loss of comfort. See vCD 151 22m–Orlamünder.pdf (Paper) vCD 151 22p–Orlamünder.pdf (Slides) (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013, Paper – 11pp, Slides – 22pp.)
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TRANSMISSION AND DRIVELINE COMPONENTS A STUDY ON DURABILITY OF BONDED PISTON SEALS CONSIDERING FORMING PROCESS NOK Corporation Bonded piston seals (BPSs) which consist of metal ring and rubber lips are used as hydraulic pistons for Automatic Transmission (AT) or Continuously Variable Transmission (CVT). While engaging clutches, BPSs preserve the hydraulic pressure, therefore it is necessary to endure number of cyclic pressure through the life. This paper describes a reliable design method of BPSs with taking account of the influence of residual stress on the fatigue limit of the metal ring. A new plastic-elastic analysis model considering Bauschinger effect is applied in order to estimate the residual stress, which generates due to metal forming process. Validation for calculated residual stress is done by X-ray diffract meter. A proofed BPS design calculated with this new FEM model shows longer fatigue life than conventional design. See SAE 2013-01-1367 (2013, 6pp.) DESIGN, MANUFACTURING & TESTING OF THE BPW ECO VISION COMPOSITE AXLE – AN ALL COMPOSITE AXLE FOR HEAVY DUTY COMMERCIAL VEHICLES HBN-Teknik The trend toward lightweight design has long reached the transport business. Even in heavy duty commercial vehicles with and axle load of up to 9t there are visible efforts to reduce the structural weight and thus significantly increase the payload. In certain market segments of the transportation industry even further efforts in lightweight design can pay off. Due to a market survey from BPW – Bergische Achsenfabrik Wiehl a study was carried out to examine the technical and economic feasibility of a composite lightweight axle for heavy duty transport vehicles. The outcome of this study is presented in this paper. See vCD 150 14m Fleischhauer.pdf (12th International Conference on Commercial Vehicles, Truck, Bus, Van & Trailer, VDI, Celle, Germany, Jun 2013, 15pp.) METHODS FOR PERFORMANCE EVALUATION OF LUBRICANTS AND FRICTION MATERIALS IN WET MULTIPLE DISC CLUTCHES IN AXLE BRAKE APPLICATIONS Technische Universität München At the Gear Research Centre (FZG) of Technische Universität München wet multiple disc clutches for axle brake application have been investigated. Due to load conditions in application (low differential speeds, high inertia) realistic tests can only be performed on very powerful test rigs. The newly developed "FZG - Axle Brake" Test allows testing on cost effective test rigs. Because of that, the load conditions for testing are not identical to application, at the same time friction behaviour is influenced by these conditions. ln this report a method is shown to gain reliable results although load conditions of testing and application differ. By exemplary results test method and evaluation of tests are outlined. See Book 10608 Q5:A4B: pp111-125 or vCD 151 15m–Hensel.pdf (Paper) vCD 151 15p– Hensel.pdf (Slides) (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013, Paper - 16pp, Slides – 15pp.) ANALYSIS AND SELECTION OF DRY CLUTCH LININGS WITH FOCUS ON SYSTEM REQUIREMENTS Ford Werke GmbH Dry clutch linings, in both automatic and manual transmissions, have a key influence on the function, comfort, robustness and reliability of a vehicle, which are attributes with ever rising customer expectations. Therefore it is necessary to take a deep dive into the technical background of the lining material performances in order to make most use of their potential. The presented project, performed at Ford Powertrain Research & Advanced Department, shows a method for screening new lining materials with the objective to compare a potential new material with today's reference production material and identify the most suitable lining for a relevant application. Some particular clutch linings have been chosen and put on a test rig for which screening tests have
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been developed. As the screening method cannot replace the clutch lining design & verification procedure it does however, look at the main aspects of Shudder, Wear, Fading, Burst, lnertia, and Odour. This paper describes the test methods and presents the material behaviour of selected attributes for direct comparison. As a result, a comprehensive spider diagram sums up all results in one view. Covers – shudder results, friction results, wear results, fading results, odour results – subjective smell assessment, burst results. See Book 10608 Q5:A4B: pp143-159 (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013.) BEARING DEVELOPMENT FOR ELECTRIC HIGH SPEED DRIVES AND HYBRID APPLICATION CHALLENGING NEW REQUIREMENTS FOR BEARING DESIGN Schaeffler Technologies Electric motors are becoming increasingly common in the automotive sector and complement conventional internal combustion engines. The first hybrid vehicles can already be seen on the roads. The low-noise bearing supports used in electric motors are robust throughout their entire operating life and require bearings with an optimised design, especially in high-speed drives. The increasing power density, which is derived from high-performance electric drives that retain virtually identical outside dimensions, also means a higher specific performance for the motor bearing support. Significant temperature differences between the inner and outer ring, e.g. as a result of start-stop procedures, must be taken into consideration when designing applications of this kind. The increased overall requirements in terms of temperature, speed, and road also apply to bearing supports for hybrid separating clutches, some of which have large diameters and are therefore subject to high speed parameters. Restrictions in the design envelope also require a design that is axially very compact. Both electric motor bearings and the bearings of hybrid separating clutches are lubricated for life using grease. Only through the use of optimised greases can a reliable bearing concept be designed with the very high temperature and speed requirements that sometimes apply. Covers – friction and temperature, lubrication and seal design, grease selection, cage design. See Book 10608 Q5:A4B: pp161-173 (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013.)
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APPLICATIONS HYBRID VEHICLES OPERATING MODE AND SIMULATION STUDY FOR AN ELECTROMAGNETIC COUPLING HYBRID ELECTRIC VEHICLE Hefei University of Technology Based on the concept of dynamic servo, an electromagnetic coupling hybrid electric vehicle is developed. The system structure, working principle and control strategy of the vehicle are analyzed respectively. The simulation model of the vehicle is built using Matlab/Simulink software, and the output torque of ICE, EM and DRM is simulated in UDDS driving cycle. The simulation and test results show that the output torque can meet the requirements of driving cycle, and the efficiency of EM is always in high efficiency area. Covers – driveline system. See SAE 2013-01-1482 (2013, 6pp.) MODELLING AND DEVELOPMENT OF E85 FUELLED TWO-MODE HYBRID ELECTRIC VEHICLE Texas Technical University Texas Tech University (TTU) was one of sixteen universities competing in EcoCAR:-The Next Challenge competition. It is a three year collegiate advanced vehicle technology competition where teams are challenged to re-engineer a General Motors (GM) donated vehicle to achieve improved fuel economy and reduced emissions while maintaining consumer acceptability in the areas of stock performance, utility and safety. Two-mode hybrid which is an electrically variable transmission was selected as the Texas Tech team's architecture. The first year of the competition emphasized vehicle design through Powertrain System Analysis Toolkit (PSAT) software. The vehicle design parameters were established through vehicle technical specifications (VTS), development of software-in-the-loop (SIL) and hardware in-the-loop (HIL) techniques, rapid control system prototyping and components selection and sizing. These first year activities were continued for the vehicle development and refinement in subsequent years of the competition. This paper describes the design procedure of SIL, HIL and rapid prototyping. The Mathworks Simulink, SimDriveline, SimScape and Stateflow software provided an environment for modelling selected architecture and powertrain components. Once the model was verified HIL testing was performed with the use of National Instruments PXI and dSpace MicroAutoBox (MABX). In this way the process moved from mathematical models to lab based tests with HIL. A realistic vehicle propulsion controller was developed by moving to in-vehicle testing of the vehicles' on board software. See SAE 2013-01-0547 (2013, 13pp.)
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PASSENGER CARS PRESS KIT - 2013 HONDA ACCORD Honda The all-new 2013 Accord Sedan and Accord Coupe mark the beginning of the ninth generation of Honda’s best-selling midsize car. Two Earth Dreams powertrains are available initially, including an all-new 2.4-litre 4-cylinder with Honda’s first use of direct injection in North America, and a 3.5-litre V-6 with revised VTEC + VCM functions. In early 2013, the Accord lineup will see the first application of a new Earth Dreams 2.0-litre 4-cylinder/two-motor plug-in hybrid system in the Accord PHEV Sedan. The Honda two-motor hybrid system will operate continuously through three modes – all-electric, gasoline-electric and direct-drive – to maximize fuel efficiency. The 2014 Accord Plug-in Hybrid will also serve as the basis for a conventional hybrid version of the Accord Sedan, which will join the Accord lineup in the summer of 2013. Accord 4-cylinder models will offer a continuously variable transmission (CVT) that helps the Accord achieve outstanding fuel-efficiency, along with a new fun-to-shift 6-speed manual transmission on selected models. The Accord’s V-6 engine offers a choice of a new 6-speed automatic or in the V-6 Coupe, a 6-speed manual. The Accord Plug-in Hybrid will feature a new electric coupled CVT. The new direct-injected 2.4-litre i-VTEC inline 4-cylinder powerplant is the base Accord engine. Offering 185 horsepower and 181 lb-ft. of torque, this engine delivers 4-percent more horsepower and 12-percent more torque compared to its predecessor, while operating on regular unleaded fuel and meeting PZEV and ULEV-2 emissions standards. With its high-flow exhaust system, the Accord Sport Sedan 4-cylinder engine generates 189 horsepower and 182 lb-ft. of torque. The available 3.5-litre V-6 engine now delivers 278 horsepower at 6200 rpm (an increase of seven horsepower) and 252 lb-ft. of torque at 4900 rpm. Torque is significantly improved between idle and the 4900-rpm torque peak, where the engine typically operates. On V-6 models with an automatic transmission, the engine also features a new generation of Variable Cylinder Management (VCM) variable displacement technology and a special SOHC i-VTEC valvetrain. Depending on driving conditions, the engine operates on three or all six cylinders to help boost fuel efficiency or power as needed. Covers - Honda’s first use of direct injection (DI) in North America , MacPherson Strut Front Suspension, Lane Departure Warning (LDW), Forward Collision Warning (FCW), Adaptive Cruise Control (ACC), dimensions, Engine Block, Crankshaft and Pistons, Friction-Reducing Technologies, Cylinder Head and Valvetrain, i-VTEC Valve Control System, High-Efficiency Catalytic Converters, Active Control Engine Mounts and Active Noise Control, Programmed Fuel Injection (PGM-FI), CVT with special G-design shift logic, Steering-Wheel Mounted Paddle Shifters, Six-Speed Automatic Transmission with Grade Logic Control, Multi-Clutch Lock-Up Torque Converter, Six-Speed Manual Transmission (4-cylinder), Six-Speed Manual Transmission (V-6), Drive-By-Wire (DBW) Throttle System, Direct Ignition System, Close-Coupled Catalyst(s), body design and engineering, dimensions, Aerodynamic Performance, Noise, Vibration and Harshness (NVH) Reduction, Chassis, Electric Power-Assisted Rack-and-Pinion Steering (EPS), Wheels, Tyres, 4-Wheel Disc Brakes with ABS, Vehicle Stability Assist (VSA) with Traction Control, Interior, Safety. See Electronic Document 6614 (Torrance, California, USA; American Honda Motor, 2013, press release, 62pp.)
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OFF-ROAD OFF-HIGHWAY GEARS - MARKET NEEDS PUSH IN 2013, BUT WILL IT GET ONE? The construction/off-highway industries have been here before. New equipment, technologies and innovations during an economic standstill that some have been dealing with since 2007. Business is bad in Europe, lukewarm in the United States and companies are still waiting for the gigantic construction boom promised in areas like India, China and South America. Companies like Boston Gear, Durst Drives, ZF, Oerlikon and Forest City Gear supply gears for the off-highway industry. Some simply provide the gears themselves while other companies provide a total gearbox and/or assembly. While slow growth will be the norm in the United States for 2013, encouraging signs in Europe (Bauma 2013 in Munich, Germany) suggest the economy will look better toward the end of the year. For the rest of the world, significant economic growth probably won’t make news until 2014. Covers - Dana Spicer TZL Series of four speed powershift transmissions, Spicer Rui Ma brand; ZF 12 or 16 speed AS Tronic, TC Tronic HD; Oerlikon Graziano eDCT multispeed transmissions, dual-speed seamless–shifting transaxle; Dana Spicer Model 114 planetary. See Doc.144570 (Gear Technology, Jun/Jul 2013, pp32-38.)
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WIND TURBINES WIND SHEAR INCREASES RADIAL LOADS ON WIND TURBINE DRIVETRAINS University of Delaware Wind turbine gearboxes typically fail around the 10-yearmark of a 20-year design life. Although drivetrain failure is not the most frequent type of failure in a typical wind turbine, it causes operators considerable expense due to the associated downtime and cost of replacement parts. Drivetrain reliability is a primary barrier to the economic viability of windpower. The inability to identify the root causes of premature drivetrain failure has precluded the development of effective failure prevention strategies. The gearbox reliability collaborative (GRC) was established by the U.S.Department of Energy in 2006 in an effort to identify and resolve these critical issues. The group has concluded that the failures typically initiate in the high-load and high-speed bearings, though the causes remain unknown. In 2002, Smith et al. Noted that strong wind shear could elevate loads, and measured the wind shear exponent, a measure of wind shear severity, at six Midwest wind farms for more than a year. In this paper, we use a simple mathematical model to directly investigate the effect of the wind shear exponent on drivetrain loads, particularly the pitch moment and its effect on the radial forces supported by the drivetrain. See Doc.144619 (Tribology and Lubrication Technology, Aug 2013, pp17-19.)
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DRIVELINE/VEHICLE RELATIONSHIPS Stop-Start PERMANENTLY ENGAGED STARTER CONCEPT FOR COMFORTABLE LAUNCH & EXCELLENT EFFICIENCY BorgWarner Drivetrain Systems Engine start/stop systems are becoming a standard part of today's automobiles. Start/stop with permanently engaged starter is a solution to get an excellent engine Start/Stop behaviour in all driving situations. Based on results from simulation, bench tests, and vehicle measurements, this paper shows the benefits of such a system in combination with different transmissions and launch devices. Dual clutch transmissions (DCTs) have an increasing share in automatic transmissions market. They have found application in a very wide variety of vehicles and over a wide range of engine torques while providing best fuel efficiency. Excellent comfort, high-shift dynamics, and robust launch performance are the key attributes of a wet dual clutch transmission. This paper also evaluates electrified drivetrains and their influence on the vehicle launch performance and efficiency. Together, the electrification of components like the transmission hydraulic pump and the drivetrain to provide electric launch is shown as a solution for future drivetrains. Covers – permanent engaged starter (PES), launch analysis of different electrified powertrain concepts, electric launch and synchronized engine start, starter assist launch, dry permanently engaged starter system, dry PES vehicle testing, PES drag torque measurement. See Book 10608 Q5:A4B: pp207-222 or vCD 151 24p–Moser.pdf (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013.) INTEGRATION OF ENGINE START/STOP SYSTEMS WITH EMPHASIS ON NVH AND LAUNCH BEHAVIOR FEV Inc. Automatic engine start/stop systems are becoming more prevalent and increasing market share of these systems is predicted due to demands on improving fuel efficiency of vehicles. Integration of an engine start/stop system into a “conventional” drivetrain with internal combustion engine and 12V board system is a relatively cost effective measure to reduce fuel consumption. Comfort and NVH aspects will continue to play an important role for customer acceptance of these systems. Possible delay during vehicle launch due to the engine re-start is not only a safety relevant issue but a hesitating launch feel characteristic will result in reduced customer acceptance of these systems. The engine stop and re-start behaviour should be imperceptible to the driver from both a tactile and acoustic standpoint. The lack of masking effects of the engine during the engine stop phases can cause other “unwanted” noise to become noticeable or more prominent. Other comfort related criteria like a stable 12V board supply during the engine start phase or A/C usage during the engine stop phase need to be considered as well. This paper provides an overview of start/stop systems and starter concepts. The requirements for different transmission types and the associated start/stop challenges are described. The phases of an engine start are described in detail, and their influence on the vehicle vibration investigated. NVH related metrics for describing the engine start/stop and vehicle launch are introduced. Key design parameters of the powertrain and driveline on the start/stop NVH behaviour are studied. In addition, the impact of engine start on the vehicle's launch behaviour is analyzed. Comparisons of different start/stop systems are conducted and results from case studies on the influence to launch delay and “change-of-mind” engine restart are provided. Finally, the effect of missing masking noise during the engine stop phases is discussed. Covers - ring gear starter system, Belt Starter Generator (BSG) or Belt Alternator Starter (BAS) system, starter noise, “unwanted” noise during engine stop phase, dual clutch transmissions (DCT), Planetary automatic transmissions. See SAE 2013-01-1899 (2013, 11pp.)
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RESEARCH AND DEVELOPMENT ISSUES EFFICIENCY OF DRIVELINES AND TRANSMISSIONS Fuel consumption 2013 WARDSAUTO FUEL ECONOMY INDEX: 2012 STATE OF THE INDUSTRY WardsAuto New technologies and changes in consumer buying patterns lifted the average fuel economy of new light vehicles (LVs) sold in the U.S. to a record high 24 mpg (9.8 L/100 km) in 2012, a full mile-pergallon improvement over the prior year average. The data comes from the WardsAuto Fuel Economy Index (FEI)1, which uses monthly model-line LV truck sales, annual engine installation rates and associated EPA fuel economy rankings to calculate the relative average fuel economy of models, brands, segments and power types. The 2012 gain in fuel economy was the largest year-to-year improvement in the history of the FEI, which has risen every year since its inception in 2008. The 4.3% gain eclipsed the 3.2% jump in 2009 that accompanied that year’s government-sponsored “Cash-for-Clunkers” program, which incented consumers to trade in older LVs for more fuel-efficient models. The 2012 results also represents a 14.3% improvement over the index rating established in Q4 2007, the Index Base Period (IBP). The U.S. market’s two most fuel-efficient segments, small and midsize cars, captured larger shares of LV sales in 2012, spurring fuel-economy gains. But consumer preference for more efficient vehicles in all segments, paired with industry-wide manufacturer-driven gains in vehicle efficiency, led to record ratings in all eight LV segments tracked in the FEI. While consumers moved to smaller vehicles relative to 2011, they also opted for more efficient powertrains across all segments. Vehicles powered by four-cylinder engines grabbed a record share of car sales, while demand among light truck buyers for six-cylinder powertrains rose significantly as well – both at the expense of eightcylinder engines, which fell to modern-era low penetration rate among LVs. One factor in the increased penetration rate of smaller engines was the growing availability and consumer acceptance of turbocharged engines, which allow manufacturers to pair higher performance and fuel efficiency in smaller power trains. Turbocharged engines reached a record 9% installation rate on ’12 model year vehicles. Additionally, more efficient six-speed transmissions increased their dominance of the industry compared to four- and five-speed technologies. Further, the overall upward trend in gas prices since a gas price spike in 2008 continues to track closely to consumer demand for fuel-efficient vehicles. The record full-year FEI rating corresponded to a record average monthly cost of a gallon of gasoline in 2012 of $3.68. Overall, some 76% of indexed 2012 new vehicle sales averaged 20 mpg or higher, compared to 70.4% in 2011 and 57.2% in the IBP, and vehicles with FEI ratings of 25 mpg (9.4 L/100 km) or higher comprised 38.9% of sales, compared to 32.4% the year-before and 19.4% during the IBP. Increased sales of alternatives to gasoline-powered vehicles helped raise the industry’s 2012 FEI rating but a 3% improvement in the average fuel economy for gasoline-powered vehicles (which made up 95.6% of 2012 sales) was the primary driver of industry gains on the FEI. Contents: Overview Fuel Economy by Vehicle Type and Segment Fuel Economy by Power Type - Gasoline - Alternative-Power - Diesel MPG Groupings - Demand by Fuel Economy Rating - Consumer Demand Compared to Share of Model Offerings ‘12 Model Year Engine, Transmission, Turbocharger Penetration Rates Fuel Economy and Fuel Costs
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PAGE 18 Appendix: Hybrid and Electric New LV Registration By State. Table shows - US LV Transmission Installation Rates, U.S. LV Turbocharger Installation Rates See Electronic Document 6633 (Southfield, MI, USA; WardsAuto, 5 Aug 2013, 20pp.) CO2 reduction
HOW THE TRANSMISSION CONTRIBUTES TO REDUCING CO2 EMISSIONS – A SUPPLIER’S VIEW Schaeffler Covers – trends in transmission production (light vehicle) by region including manual, automatic, DCT, automated manual & CVT; parallel shaft spur gear components, shift systems, centrifugal pendulum technology, centrifugal pendulum absorber for cylinder deactivation, release system sensor, electromechanic clutch actuation, dry & wet double clutches, hydrostatic clutch actuation, torque converter & damper systems. See vCD 151 2p–Gutzmer.pdf (VDI Congress – Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013, 24pp.) FUTURE DEVELOPMENT OF THE COMBUSTION ENGINE AND ITS IMPACT ON THE DRIVETRAIN FEV Vehicle development field is currently dominated by the tightening of CO2-emission targets. Future targets are achievable with conventional diesel technologies in the small and medium vehicle classes, but not in the larger vehicle classes. They also cannot be met with current gasoline engines. For small vehicles, naturally aspirated engines will be used because of the high cost sensitivity in this segment. Basic engine optimisation measures, such as friction reduction and thermal management, will be adopted for all engine and vehicle classes. ln the larger vehicle classes, engines will be designed with cylinder deactivation technology or as downsized engines. Since both of these measures tend to increase the crankshaft torque fluctuations, effective decoupling elements are needed to reduce the gearbox input torque fluctuations to a tolerable level. The higher specific torque produced by the engines, especially downsized engines and the accompanying downspeeding will require higher gear ratios. This will be partly accomplished by a smaller first gear ratio and an increased gear ratio spread or, potentially, even a higher number of gears. When the requirements for the gearbox increase, so does its complexity. Further reductions in fuel consumption can be realised through hybridisation and electrification, especially for higher inertia weight classes and gasoline engines. The level of hybridisation and, hence, the installed electrical power have a direct impact on the gearbox complexity. The complexity of the gearbox increases, whereas the combustion engine design can be simplified by reducing variabilities and costly technologies. For electric vehicles, the gearbox complexity can be reduced by providing only one- or two-speed gearboxes. Nevertheless, future gearbox design and development will face increased challenges. See Book 10608 Q5:A4B: pp21-35 (Paper) vCD 151 9p–Schwaderlapp.pdf (Slides) (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013, Paper – 15pp, Slides – 31pp.) OPTIMIZATION POTENTIAL FOR A STATE-OF-THE-ART 8 SPEED AT ZF Friedrichshafen The current market expectations result in the necessity of further developing conventional transmission technologies in order to, on this basis, achieve additional consumption thanks to optimisation. An investigation focusing on automatic transmission technology is performed based on the first generation of ZF's 8-speed family, the 8HP. To understand the future potential for a 2nd generation of 8-speed transmissions, a detailed analysis of remaining losses of the current technology for different fuel cycles is provided. Although the results underline the challenge for further improvement on the transmission side, a solid engineering base is given to generate and develop innovative ideas for affordable CO2 reductions of a 2nd generation of
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ZF's 8-speed automatic transmission. Different optimisation approaches were investigated in detail and compared. Furthermore we identified the scope of the 2nd generation of the 8-speed AT, which is currently under development and planned for market introduction in the near future. Covers – Shift pattern and ratio steps of the 8HP45, Cross Section 8HP45, Fuel Efficiency Simulations, Reduction potential for drag torque, Reduction potential of oil supply, Reduction potential by down speeding, Potential to reduce stand still losses, Potential of engine stop start (ESS). See Book 10608 Q5:A4B: pp37-55 or vCD 151 10m–Locher.pdf (VDI Congress – Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013, 19pp.) REDUCING CO2 EMISSIONS WITH WET DOUBLE CLUTCH TRANSMISSIONS WITH A SIMULTANEOUS IMPROVEMENT IN COMFORT AND DRIVING DYNAMICS LuK GmbH The downsizing of engines and the resulting reduction in the number of cylinders has created new challenges for dampers and double clutches. ln addition to the efficiency of the transmission, the minimum possible engine speeds have a significant effect on the fuel consumption or CO2 emissions of a vehicle. Achieving low engine speeds without changing the good torque fluctuation of the engine requires powerful damper designs. The following paper will present a solution that reduces the rotational masses and inertia to a minimum, and also significantly reduces engine speeds without affecting the driving comfort. This is achieved by the favourable cost, weight and required space provided by the combination of a dual mass flywheel, centrifugal pendulum absorber and axially arranged wet double clutch with electro-hydrostatic actuation. The strengths of the design will be shown in the areas of vibration isolation, vehicle dynamics and fuel consumption. See Book 10608 Q5:A4B: pp95-110 (Paper) vCD 151 14p–Baumgartner.pdf (Slides) (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013, Slides – 19pp.) THE LATEST TECHNOLOGY FOR CO2 REDUCTION IN 2 PEDAL VEHICLES Jatco Personal mobility can provide the means for individual freedom of movement. But at the same time, it requires global environmental protection through the reduction of carbon dioxide (CO2) emissions. At Jatco, we began early on to focus attention on continuously variable transmissions (CVTs) because of their inherent environmental performance and potential for smooth shifting due to the absence of stepped gear ratios. Through the efforts made to expand our CVT products, we successfully developed a full CVT lineup comprising four different series. ln 2009, we developed the world's first CVT that incorporates an auxiliary transmission and then developed a new CVT series in 2012 that can be applied to a wide range of vehicles from 2.0 L-class midsize cars to 3.5L-class large vehicles. As a result, these two newly developed CVT series can cover the entire range of vehicle application that was previously covered by our full lineup consisting of four CVT series. This paper describes the latest technologies of these new CVTs. Covers – Jatco CVT7, Jatco CVT7 main cross section and major specifications, Jatco CVT7 CO2 reduction technologies, friction reduction, Jatco CVT8, Jatco CVT8 main cross section and major specifications, Jatco CVT8 CO2 reduction technologies. See Book 10608 Q5:A4B: pp253-265 (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013.)
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PAGE 20 MATERIALS AUTOMOTIVE TRANSMISSION DESIGN USING FULL POTENTIAL OF POWDER METAL Hoganas AB Sweden
For metal replacement with powder metal (PM) of an automotive transmission, PM gear design differs from its wrought counterpart. Indeed, complete reverse-engineering and re-design is required so to better understand and document the performance parameters of solid-steel vs. PM gears. Presented here is a re-design (re-building a 6-speed manual transmission for an Opel Insignia 4-cylinder, turbocharged 2-litre engine delivering 220 hp/320 Nm) showing that substituting a different microgeometry of the PM gear teeth—coupled with lower Young’s modulus—theoretically enhances performance when compared to the solid-steel design. Covers - gear analysis, transmission error. See Doc.144620 (Gear Technology, Aug 2013, pp78-79.) DEVELOPMENT TRENDS OF FRICTION PRODUCTS BorgWarner Transmission Systems Wet friction elements are used in various applications within the drivetrain. They are used as shifting clutches in Step ATs, Wet Starting Clutches in DCTs, Step ATs and CVTs, Torque converter lock up clutches, Transfer Case clutches and Disconnecting clutches in Hybrid applications. The recent global automotive market trends and environmental concerns require solutions for driving performance and fuel economy for all of these applications. This paper highlights the latest high performance friction products and technologies and how they enable improvements in the various aspects of clutch operation. The paper presents in details: New requirements for friction elements New friction materials and technologies (High temperature, Hot spot resistance, High coefficient) NVH improvements Drag torque simulation tools Drag torque reduction solutions Weight and package reduction concept Cost reduction concepts. Covers – Friction Material Development, BW6910, Hot Spot Shifting Clutch Material BW 5000. See Book 10608 Q5:A4B: pp127-141 or vCD 151 16m–Merkel.pdf (Paper) vCD 151 16p– Merkel.pdf (Slides) (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013, Paper - 13pp, Slides – 24pp.) HIGH-PERFORMANCE FRICTION ELEMENTS FOR AUTOMATIC TRANSMISSIONS BorgWarner Transmission Systems Modern drivetrains and new trends in transmission design require compact clutches that provide smooth shifting capability and high fuel efficiency. Such clutches need to be equipped with suitable friction enablers that can handle high temperatures and facilitate stable friction characteristics as well as higher coefficients of friction. By optimising wet friction elements and offering design solutions, BorgWarner provides improvements in various aspects of clutch operation. Covers - development steps in friction plate design, friction materials, high surface adsorption capacity, hot spot resistance, drag torque reduction, core plate modifications, BorgWarner BW 6910 friction material See Doc.144638 (ATZ Worldwide, Jul-Aug 2013, pp34-37.)
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MECHANICAL PROBLEMS NEW METHODS FOR THE CALCULATION OF THE LOAD CAPACITY OF BEVEL AND HYPOID GEARS Zahnrader und Getriebe VDI FVA Flank breakage in cylindrical and bevel gear applications typically initiates in the active flank, approximately in the middle of the active tooth height, and subsequently propagating to the tooth root of the unloaded flank side. Crack initiation can be localized below the surface in the region between the case and core of surfacehardened gears. This failure mode cannot be explained by known causes such as tooth root breakage or pitting. Even bevel gears in truck and bus applications are at risk of damage from sub-surface fatigue if an optimum utilization of material is not achieved. In such cases a balance between the flank breakage and pitting risk must be struck. This paper describes a new “material-physical- based calculation” method to evaluate risk of flank breakage vs. pitting damage. This method was used to improve the design of a gear set that failed in several cases due to flank break- age on the wheel in test vehicles of MAN Truck & Bus (MTB). The following demonstrates how it is possible to increase the load capacity of the wheel regarding pitting and flank breakage by means of this new method, as proven in successful test runs. Covers - Stress conditions in the rolling contact, modified shear stress hypothesis by Hertter, improvement of a gear set with flank breakage. See Doc.144568 (Gear Technology, Jun/Jul 2013, pp44-54.) INVESTIGATIONS ON THE SCUFFING RESISTANCE OF BELT AND CHAIN CONTINUOUSLY VARIABLE TRANSMISSIONS Technische Universität München The scuffing resistance of continuously variable transmissions (CVT) was investigated. In metal belt or chain CVTs the power is transmitted frictionally engaged via axially moveable sheaves. Scuffing is a critical failure cause. The development of a calculation method for scuffing is part of the research project. At the Forschungsstelle für Zahnräder und Getriebebau (FZG) scuffing experiments using forced slip were performed with belt and chain variators. A theoretical model for CVTs was applied and calibrated based on a special laser measurement setup recording the spiral running and the circumferential velocity of the chain. See Book 10608 Q5:A4B: pp237-252 or vCD 151 26m–Idler.pdf (Paper) vCD 151 26pIdler.pdf (Slides) (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013, Paper - 15pp, Slides - 33pp.)
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NVH ANALYSIS OF PERFORMANCE PARAMETERS OF TORSIONAL VIBRATION DAMPER UNDER VARIOUS OPERATING CONDITIONS Jilin University The performance parameters of torsional vibration damper, including stiffness and damping, have great influence on the torsional vibration of automobile driveline. At present, the research on torsional vibration damper mainly concentrates on the torsional stiffness, but rarely on the torsional damping characteristics. This paper systematically studied the effect of torsional stiffness and damping on torsional vibration of automobile driveline under uniform speed conditions, accelerated and decelerated conditions, idling conditions and resonance conditions. The requirements on stiffness and damping of various operating conditions were summarised. The effect and requirements researched were useful to performance match design of torsional vibration damper. See SAE 2013-01-1488 (2013, 8pp.) TRANSMISSION TORQUE CONVERTER ARC SPRING DAMPER DYNAMIC CHARACTERISTICS FOR DRIVELINE TORSIONAL VIBRATION EVALUATION Chrysler Group LLC Torsional vibration dampers are used in automatic and manual transmissions to provide passenger comfort and reduce damage to transmission & driveline components from engine torsionals. This paper will introduce a systematic method to model a torque converter (TC) arc spring damper system using Simdrive software. Arc spring design parameters, dynamometer (dyno) setup, and complete powertrain/driveline system modelling and simulation are presented. Through arc spring dynamometer setup subsystem modelling, the static and dynamic stiffness and hysteresis under different engine loads and engine speeds can be obtained. The arc spring subsystem model can be embedded into a complete powertrain/driveline model from engine to wheels. Such a model can be used to perform the torsional analysis and get the torsional response at any location within the powertrain/driveline system. The new methodology enables evaluation of the TC damper design changes to meet the requirements. Simulation results reported provide examples of the presented virtual analysis method's capability. See SAE 2013-01-1483 (2013, 6pp.) METHOD FOR MEASURING AND INTERPRETING THE TRANSFER PATH OF ACOUSTIC PHENOMENA IN THE DRIVETRAIN OF A BATTERY ELECTRIC VEHICLE IPEK - lnstitute of Product Development at KlT Daimler (1) The driving comfort, especially for urban use-cases, is a factor of growing importance for buying decisions. Since the masking of an internal combustion engine (ICE) is no longer present, especially for battery electric vehicles (BEV), the acoustic quality will as well be an elementary distinguishing feature. Opposing the importance of the acoustic quality is the lack of knowledge of how to measure and interpret the high frequency noise generated by an electric powertrain, with respect to the NVH behaviour influencing the passengers. In this contribution, a method for measuring and interpreting the transfer path of acoustic phenomena for an electric powertrain with a permanent magnet synchronous machine (PMSM) and a two stage transmission is presented. Thereby, the torsional excitation of the gearbox by the PMSM is focused. The torsional vibrations are measured with a rotational vibrometer in a special setup using a prepared gearbox with accessible shafts. The measurements are performed by using the IPEK-X-in-the-Loop Framework (XiL) to consider the measuring results in the context driver and environment. Thus, measurements on an anechoic powertrain test bench are performed. These measurements will be extended and validated using the same setup in a vehicle on the IPEK acoustic roller test bench. See Book 10608 Q5:A4B: pp191-206 or vCD 151 23m–Fischer.pdf (Paper) vCD 151 23p– Fischer.pdf (Slides) (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013, Paper - 15pp, Slides - 30pp.)
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SELF-INDUCED VIBRATION ANALYSIS IN DYNAMICS OF A METAL PUSHING V-BELT CVT MECHANISM OF SELF-INDUCED VIBRATION CAUSED BY NEGATIVE FRICTION CURVE ON VSURFACE Honda Noise and vibration are factors affecting the marketability of automobiles. lt is required for the drivetrain design not to transmit unpleasant noise and vibration to the passengers when driving. As for continuously variable transmission (CVT), noise that is considered to be generated from the metal pushing V-belt has been studied. A research project on this matter reported an estimated mechanism that attributes the noise to self-inducing vibration between the metal pushing V-belt and the pulleys. The self-induced vibration occurs when dynamic friction characteristics exhibit a negative gradient in relation to the sliding speed. ln this research, noise at the vehicle start-up phase was studied based on the already reported prediction technology for metal pushing V-belt behaviour. The results revealed that self- induced vibration on the element V-surface at the exit of the drive pulley excites high-order string vibration at the belt string, generating noise via the transmission case. ln addition, it was also found that acoustic energy that excites the high-order string noise is affected by the change in belt pitch diameter at the exit of the pulley, and this determines the magnitude of frequency spectrum of the noise. It was concluded from the above findings that the change in the pitch diameter can be suppressed by narrowing the radial clearance between the shaft and the movable pulley and this measure is effective in reducing noise. Covers – friction characteristic between elements and pulleys, prediction of metal pushing V-belt vibration using a finite element model, identification of source of excitation for belt unexpected noise. See Book 10608 Q5:A4B: pp223-235 (VDI Congress - Drivetrain For Vehicles 2013, Friedrichshafen, Jun 2013.) DRIVELINE VIBRATION ANALYSIS FOR SUCCESSFUL CLUTCH SPRING PACK DESIGN FOR A 4 CYLINDER MOTORCYCLE ENGINE Ricardo UK, Ltd. The design of the spring pack providing torsional compliance within motorcycle clutch assemblies is often determined from the mean torque and a factor to allow for torque fluctuations. While this approach may work for many applications the selected spring rates can sometimes cause a driveline resonance within the operating speed range with major implications for NVH. For motorcycle engines it is also often impossible to select a spring rate low enough to shift the resonance below the operating speed range due to the requirement to transmit torques under steady load and transient events within tight spring package constraints. This paper demonstrates the approach of using a linear frequency domain analysis to model the entire driveline, from the crankshaft to the bike mass, to provide a relatively quick assessment of the driveline torsional vibration and assess potential design solutions. The paper also demonstrates a novel method for the calculation of an optimum variable rate clutch spring design to minimise the resonant vibration for 4 cylinder engines where isolation is not possible. This method was applied to the development of the 1.3 litre 4 cylinder BMW K1300 motorcycle engine in order to avoid a potential NVH issue caused by a resonance across the clutch system. Measurements of the torsional vibration were taken from the motorcycle on a rolling road and used to sufficiently correlate the baseline model and to confirm the significant improvements predicted by the analysis of a modified spring pack design. Covers - Ricardo VALDYN. See SAE 2013-01-1893 (2013, 10pp.) ANALYSIS OF SPEED-DEPENDENT VIBRATION AMPLIFICATION IN A NONLINEAR DRIVELINE SYSTEM USING HILBERT TRANSFORM The Ohio State University The engine start-up process introduces speed-dependent transient vibration problems in ground
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vehicle drivelines as the torsional system passes through the critical speeds during the acceleration process. Accordingly, a numerical study is proposed to gain more insights about this transient vibration issue, and the focus is on nonlinear analysis. First, a new nonlinear model of a multi-staged clutch damper is developed and validated by a transient experiment. Second, a simplified nonlinear torsional oscillator model with the multi-staged clutch damper, representing the low frequency dynamics of a typical vehicle driveline, is developed. The flywheel velocity measured during the typical engine startup process is utilised as an excitation. The envelope function of the speed-dependent response amplification is estimated via the Hilbert transform technique. Finally, the envelope function is effectively utilised to examine the effect of multi-staged clutch damper properties. See SAE 2013-01-1894 (2013, 7pp.) TIME-DOMAIN DYNAMIC ANALYSIS OF HELICAL GEARS WITH REDUCED HOUSING MODEL Advanced Numerical Solutions LLC United Technologies Research Center (1) In this paper we present a time-domain dynamic analysis of a helical gear box with different housing models using a unique finite element-contact mechanics solver. The analysis includes detail contact modelling between gear pairs along with the dynamics of gear bodies, shafts, bearings, etc. Inclusion of the housing in the dynamic analysis not only increases the fidelity of the model but also helps estimate important NVH metrics, such as dynamic load and vibration transmission to the base, sound radiation by the gearbox, etc. Two different housing models are considered. In the first, the housing is represented by a full FE mesh, and in the second, the housing is replaced by a reduced model of condensed stiffness and mass matrices. Component Mode Synthesis (CMS) methods are employed to obtain the reduced housing model. Results from both the models are successfully compared to justify the use of reduced housing model for further studies. Steady state sound radiation by the gear box housing is then studied in the frequency domain using a boundary element solver. The housing frequency response, which is the boundary condition for the acoustic analysis, is estimated using two different methods. In one method, the response is computed from the generalised coordinates and component modes using modal superposition, in the other the bearing dynamic loads are used to perform forced response analysis on the full FE mesh of the housing. Thus, a template for end-to-end solution to predict radiated noise from a gear box is established. See SAE 2013-01-1898 (2013, 6pp.)
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STRESS TOOTH ROOT OPTIMIZATION OF POWDER METAL GEARS: REDUCING STRESS FROM BENDING AND TRANSIENT LOADS Hoganas This paper will provide examples of stress levels from conventional root design using a hob and stress levels using an optimized root design that is now possible with PM manufacturing. The paper will also investigate how PM can reduce stresses in the root from transient loads generated by abusive driving. Covers - Traditional gear hobbing and its limitations of root geometry, root geometry of powder metal gears, finite element model. See Doc.144569 (Gear Technology, Jun/Jul 2013, pp32-38.)
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RESEARCH AND DEVELOPMENT ACTIVITIES CAE AUTOMATED PARAMETER IDENTIFICATION FOR NONLINEAR COMPONENTS OF AN AUTOMATED TRANSMISSION TU Berlin In the model-based V process for transmission control units detailed nonlinear models of transmissions are absolutely essential for the development, testing and calibration of the software. The modelling process is based on good system knowledge and also on an appropriate parameterisation. This paper presents a two-step method to identify the mechanical model parameters of an automated manual transmission (AMT). This is done at a transmission test bench using Structured Recurrent Neural Networks (SRNN) and an automated identification process. In the first step the inertias, the static and sliding friction of the transmission (bearing and synchronisation) are identified. In a second step further mechanical parameters like the spring or damping coefficients of the drive train are identified. See vCD 149 6.1-nowoisky.pdf (7th Conference on Design of Experiments (DoE) in Engine Development – Methods for Vehicle Development, Jun 2013, Organised by IAV, Berlin, 12pp.) MULTI-POINT MESH MODELING AND NONLINEAR MULTI-BODY DYNAMICS OF HYPOID GEARED SYSTEM University of Cincinnati A multi-point hypoid gear mesh model based on 3-dimensional loaded tooth contact analysis is incorporated into a coupled multi-body dynamic and vibration hypoid gear model to predict more detailed dynamic behaviour of each tooth pair. To validate the accuracy of the proposed model, the time-averaged mesh parameters are applied to linear time-invariant (LTI) analysis and the dynamic responses, such as dynamic mesh force, dynamic transmission error, are computed, which demonstrates good agreement with that predicted by single-point mesh model. Furthermore, a nonlinear time-varying (NLTV) dynamic analysis is performed considering the effect of backlash nonlinearity and time-varying mesh parameters, such as mesh stiffness, transmission error, mesh point and line-of-action. Simulation results show that the time history of the mesh parameters and dynamic mesh force for each pair of teeth within a full engagement cycle can be simulated. This capability enables the analysis of durability of the gear pair and more accurate prediction of the system response. See SAE 2013-01-1895 (2013, 6pp.)
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INDUSTRY NEWS LITERATURE PROCEEDINGS OF THE INTERNATIONAL VDI CONGRESS - DRIVETRAIN FOR VEHICLES INCLUDING TRANSMISSIONS IN COMMERCIAL VEHICLES 2013 AND CONTROL SOLUTIONS FOR TRANSMISSIONS 2013, FRIEDRICHSHAFEN, GERMANY, 18-19 JUN 2013 VDI Contents – How the Transmission Contributes to Reducing CO2 Emissions – A Supplier’s View Trends in Powertrains and Effects on Transmissions and Transmission Control Future development of the combustion engine and its impact on the drivetrain Optimization potential for a state of the art 8 speed AT 9-speed transmission for front wheel drive applications The next generation of efficient dry double clutch system Reducing CO2 emissions with wet double clutch transmissions with a simultaneous improvement in comfort and driving dynamics Methods for performance evaluation of lubricants and friction materials in wet multiple disc clutches in axle brake applications Development Trends of Friction Products Analysis and selection of dry clutch linings with focus on system requirements Bearing development for electric high- speed drives and hybrid application Automatic Transmissions beyond 2020 – Conceptual thoughts about the requirements and benefits of the next transmission generation Powersplit as torsional damping system – (R)Evolution continues Method for measuring and interpreting the transfer path of acoustic phenomena in the drivetrain of a battery electric vehicle Permanently Engaged Starter Concept for Comfortable Launch & Excellent Efficiency Self-Induced Vibration Analysis in Dynamics of a Metal Pushing V-belt CVT Investigations on the scuffing resistance of belt and chain continuously variable transmissions The latest technology for CO2 reduction in 2 pedal vehicles The S tronic gearbox of the Audi R8 7-Speed DCT (DL800) The Drivetrain of the new Porsche 911 Turbo The new Seven speed Dual clutch transmission for the Porsche 911 GT3 Combining high performance electric drive and fun-to-drive Volvo Car Group Flywheel KERS project – Results from theoretical study & test with a flywheel KERS 7HDT300 – How much electrical power does the combustion engine need? Combined system simulation for thermodynamic evaluation of dry clutch systems Monitoring of Transmission Load Data Using Artificial Intelligence Dynamic Gearbox Simulations – Everyday use of MBS Future Development Targets for manual Transmissions Integrated gear detection and shift travel measurement for manual and automated gearshift transmissions Range Extender – New Parallel Concepts – Properties, Advantages and Fields of Application Getrag Range Extender 2.0 - An approach to solution for electric mobility of the present and the future with regard to range and economics Torque Vectoring in electrical drives with coupled planetary gears and complex compound planetary gears Fuel Economy Lubricants in Manual and Dual-clutch Transmissions CFD analysis of tapered roller bearings and ball bearings for reducing agitation torque. See Book 10608 Q5:A4B: vCD 151 (Selected papers & slides) (Dusseldorf, Germany; VDI, 2013, VDI – Berichte No.2187, 751pp.)
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Ricardo Information Services – Transmission & Driveline News – September 2013
Training – A Ricardo Knowledge Product
Automotive Transmissions Fundamentals A two day course for anyone who wants a thorough understanding of automotive transmissions Day 1 – Automotive Transmissions Fundamentals – Design
Day 2 – Automotive Transmissions Fundamentals – Application
The course is taught by experienced engineers and the agenda covers the following topics in detail:
The course is taught by experienced engineers and the agenda covers the following topics in detail:
• Introduction to Manual Transmissions • Key design elements: - Gears - Shaft & Bearings - Casings - Synchronisers
• • • • • • •
The day is interspersed with a tour of selected Ricardo research projects and facilities.
Introduction to other Transmission types Transmission NVH Transmission Efficiency Clutch guidelines & applications Transmission Testing Practical session – manual Transmission strip & review Gear design tools
The day is interspersed with a tour of selected Ricardo research projects and manufacturing facilities.
How to attend Location Ricardo UK Ltd, Midlands Technical Centre Date & Timings 24 - 25 April, 13 - 14 November 2013, 09:00 – 17:00 each day Please arrive promptly at 08:45 Price The training course is £750 per day (which includes delegate pack, lunch and refreshments). The price is exclusive of UK VAT For bookings cancelled 14 days or more prior to the course date, we will refund the fee in full. Otherwise the fee is non-refundable Bookings can be made by credit card by phone: Contact Shaun Howell +44 (0)1273 794021
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Terms and conditions: Full payment must be received prior to attending the event. Cancellations made up to 30 days or more before the requested course date will be refunded. Cancellations made within 30 days of the requested course date will be subject to the full course fee and no refund will be given. Substition of a delegate or Transfer to another course can be made at any time, but will incur an administration fee of £160 plus VAT.
Ricardo reserves the right to cancel or modify any event in its programme. In the event of a cancellation where an alternative cannot be provided, payment received in respect of that course will be refunded in full. The liability of Ricardo is limited to the reimbursement of the course fee. I confirm the booking and have read and agreed to the above.
Signed: Date:
Course joining instructions will be sent on receipt of your registration. Accommodation is not included in the course fee.
General Enquiries: Shaun Howell or Donna Wild Tel: +44 (0)1273 794021 Email:
[email protected]
Delivering Value Through Innovation & Technology
www.ricardo.com
Training – A Ricardo Knowledge Product
Hybrid & Electric Vehicles – market drivers and technology solutions This course will outline the market drivers for the adoption of hybrid and electric vehicles, the role they will play in CO2 reduction, and the key technologies required for their delivery. One day course - based in Central London
Morning session
Afternoon session
• Why hybrid and electric vehicles? – summary of drivers • Global trends, drivers and legislation for CO2 reduction • Progress and strategy of car makers in meeting targets • Role of hybrid and electric vehicles in CO2 reduction • Other trends, drivers and legislation • Life cycle CO2 analysis and what it could mean for hybrid and electric vehicles • Anticipated market uptake – enablers and barriers
• Hybrid and plug-in vehicle technology roadmap • Vehicle architectures – mild hybrid, full hybrid, PHEV, RE-EV, Fuel Cell • Component technologies – state of the art and future trends. -- Batteries -- Motors -- Power electronics -- Engines for hybrid and range extender • Matching technologies with applications
The course is intended for policy makers, Chief Technical Officers and strategists within industrial organisations, and senior academics looking to gain a broader understanding of the sector.
How to attend Location Ricardo-AEA, Marble Arch Tower, London Date & Timings Thursday 3rd October 2013 March 2014 (TBC) 9.30 - 17.30 Please arrive promptly at 08:45
Price The training course is £995 per day (which includes lunch and refreshments). The price is exclusive of UK VAT A company 20% discount per person can be applied if 3 or more delegates attend both days
For bookings cancelled 14 days or more prior to the course date, we will refund the fee in full. Otherwise the fee is non-refundable Bookings can be made by credit card by phone: Contact Shaun Howell +44 (0)1273 794021
Delivering Value Through Innovation & Technology
www.ricardo.com
Ricardo Training REGISTRATION FORM Complete the form below and send a scanned copy by email to
[email protected] or scan the QR code above to complete online
Delegate details: Title:
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Why did you decide to complete this training course? Objective set in company appraisal Personal fulfilment Other (please state below)
Terms and conditions: Full payment must be received prior to attending the event. Cancellations made up to 30 days or more before the requested course date will be refunded. Cancellations made within 30 days of the requested course date will be subject to the full course fee and no refund will be given. Substitution of a delegate or Transfer to another course can be made at any time, but will incur an administration fee of £160 plus VAT.
Ricardo reserves the right to cancel or modify any event in its programme. In the event of a cancellation where an alternative cannot be provided, payment received in respect of that course will be refunded in full. The liability of Ricardo is limited to the reimbursement of the course fee. I confirm the booking and have read and agreed to the above.
Signed: Date:
Course joining instructions will be sent on receipt of your registration. Accommodation is not included in the course fee.
General Enquiries: Shaun Howell or Donna Wild Tel: +44 (0)1273 794021 Email:
[email protected]
Delivering Value Through Innovation & Technology
www.ricardo.com
Ricardo plc
Ricardo Training
Technical training by engineering experts
Gain a thorough understanding of the subject from the experts
Training programme 2013: Internal Combustion Engines Basic 12 February, 14 May, 16 July, 19 November
Ricardo is a leading global multiindustry engineering provider of technology, product innovation and strategic consulting.
A one day course designed for anyone looking to familiarise themselves hands-on with engines found in everyday cars.
With almost a century of innovation and automotive heritage to its name, Ricardo has been responsible for many breakthrough technologies and products that have transformed the way we live today.
Internal Combustion Engines Advanced 13-14 February, 15-16 May, 17-18 July, 20-21 November
Our courses are developed by our experts for anyone looking to enhance their own understanding. They are designed to transfer professional and detailed knowledge gained from years of experience. Past attendees range from entry-level to director level, who are from OEMs, fuels and lubricants companies or suppliers to the automotive or related industries.
For more information about our current training course programme or to discuss individual company-specific training requirement, please contact: Shaun Howell or Donna Wild at
[email protected]
An intensive two day course ideal for anyone who wants a crash course in understanding diesel and gasoline engine technology.
Hybrid Vehicles & Batteries 13-14 March, 16-17 October This two day course is ideal for anyone who wants a thorough understanding of hybrids and batteries.
Life Cycle Analysis 19 March, 9 October This one day course is ideal for anyone who wants to understand what Life Cycle Assessment (LCA) is and learn the process for conducting an LCA study.
Problem Solving 20 March, 10 October This one day course is ideal for anyone who wants to adapt a structured approach to solving problems.
Introduction to ISO 26262 17 April, 26 September The purpose of this one day course is to provide attendees with an understanding of how their day-today work fits in with the ISO 26262 process.
“This course has provided a valuable detailed insight into engine construction and market drivers. But more then that it was a thoroughly interesting course at a world class organization”
Hazard Identification & Risk Assessment in the context of ISO 26262 18 April, 27 September This one day course allow attendees to gain an understanding of techniques for hazard identification and an understanding of how to apply the ISO 26262 risk-graph.
Automotive Transmissions Overview 24-25 April, 13-14 November This two day course is ideal for anyone who wants to understand why we have transmissions, what they do, how they are constructed and what are the challenges faced in engineering.
Delivering Value Through Innovation & Technology
www.ricardo.com
Ricardo plc
Ricardo Training REGISTRATION FORM Complete the form below and send a scanned copy by email to
[email protected] or scan the QR code above to complete online
Delegate details: Title:
Mr
Mrs
Ms
Dr
Other (Tick as appropriate)
First name:
Does your company currently hold a technical support agreement with Ricardo? Yes No
Payment details:
Surname:
Delegate Fee:
Job Title:
plus VAT.
Please select your method of payment.
Email:
Please invoice my company
Telephone: Fax:
Purchase order number:
Dietary Requirements/Special Needs:
Contact name:
Company name:
Phone:
Nature of companys’ business:
Email: Company name:
Training objectives:
Address 1:
Chosen course: What do you expect to achieve on this training course?
Address 2: Town/City: County: Postcode:
Where did you find out about this training course? Website RQ Email Word of mouth Other (please state below)
VAT number
By credit card: (Tick as appropriate) Visa
Mastercard
Maestro
Switch
Why did you decide to complete this training course? Objective set in company appraisal Personal fulfilment Other (please state below)
Terms and conditions: Full payment must be received prior to attending the event. Cancellations made up to 30 days or more before the requested course date will be refunded. Cancellations made within 30 days of the requested course date will be subject to the full course fee and no refund will be given. Substition of a delegate or Transfer to another course can be made at any time, but will incur an administration fee of £160 plus VAT.
Ricardo reserves the right to cancel or modify any event in its programme. In the event of a cancellation where an alternative cannot be provided, payment received in respect of that course will be refunded in full. The liability of Ricardo is limited to the reimbursement of the course fee. I confirm the booking and have read and agreed to the above.
Signed: Date:
Course joining instructions will be sent on receipt of your registration. Accommodation is not included in the course fee.
General Enquiries: Shaun Howell or Donna Wild Tel: +44 (0)1273 794021 Email:
[email protected]
Delivering Value Through Innovation & Technology
www.ricardo.com
For further details please contact: T: +44 (0)1273 794230 F: +44 (0)1273 794555 Email:
[email protected]
www.ricardo.com
Delivering Value Through Innovation & Technology
