Professional Documents
Culture Documents
25
NODH I O E A SM I Ouenl O ANG AD F J G I O J E RU I NKOP J EWL S PNZ AD F T O I E OHO I OO ANG AD F J G I O J E RU I NKOPO ANG AD F J G I O J E R
O I E U G I A F E D O N G I U Amu H I O G DN O I E R N GMD S A U K Z Q I N K J S L O G DWO I A D U I G I r z H I O G DN O I E R N GMD S A U K nmH I O G DN O I E R N G
HBN ZWE D C V BNH Z U I O P L KUHG F T S A C V BO F E T Z HNA X C F t j K J ZMB S A T B G P DrDD L R a E F B A F V NK F NK R EWS P D L RnE F B A F V NK F N
UDMP B T BHMG R x B D P B D L d B E u R L F V NK F NK R EWS P L O C Y Q DMF E F B S A T B G P D B D D L R B E z B A F V r K F NK R EWS P z L R B E o B A F V NK F N
A A t R U h N E S W R A B A F N H I f G D N E S E R N G M j B N D S A U K Z Q I N K J S L W O I E P Dr.-Ing.
N N b Hartmut
A U A HFaust
I O G D N p I E R N GMD S A U K Z Q H I O G D Nw I E R N GMD
AmO e Hr o l l i ng V BNH Z U I O P L A H F T S A C V B O F E T Z HNA X C F t F t j V I E PN z R A U A H I r G DNO I q RNGMD S A UK Z QH I O G DNO I y RNGMD
E K J I C e O I J G R D C K I O PMN E SWR A B A F V N K F N K R EWS P L O C Y Q D SWL Z U K O G I K C K PMN E SWL N C uW Z Y K F E Q L O P PMN E SWL N C t W Z Y K
MO TMQ e GN T Z D S Q OMG DN V NE S ND l I E RNGM j BND S A UK Z Q I NG D G RUC Z G ZMO Q O DN V U S G R V L G RmK G E C L Z EMDN V U S G R V L G R x K G
T N U G I - R L U J G D I N G R E E O V U S B H K U H G F T S A C V t O F E T Z H N A M O Y A M E C R J G N I N E E O M N Y A Z T E W N l X J R C N I F E E O MN Y A Z T E W N y X
D C O S V c E S O PMN V C S E Y L i OMNND L N C aW Z Y K F E o L O P N G S A Y B OWC L OME P S C V C Y L i N EWC L V V F HN V o a J K U V Y L i N EWC L V V F HN V
J Y I J Q y A H I N CWQ Y J A O B R i N E G NW L N C aW Z Y K F r T L O P N G c A R E N F A MU A N J Y Q Y O B R n L N F X T J O L D Q F H Bwn G O B R n L N F X T J O L D Q
K P E L O lMS E BUNO P LMQ A Y Rn L BHG R V L G R a K G E s R Z EMS A e I E S E F BN I MB L P O P Q A Y C B E F V BNR T ENA OD F E C Q A Y C B E F V BNR T EN
Z B PmO i Q x O B D E G B E Q PMN Y C B Q R Y A Z T E F N a X J i NN I F Z C z N V Q E DWC Y Q B E B G B A Y X SWA D C B P L M I J N T B G H U A Y X SWA D C B P L M I J
T N E HBn ZWE D C V BNH Z U I ON E S R EWC L V V VHN V u o F K U V X E t Y HNK J ZMH Z DHNBNU I O P L K UH G F D S A C V B O F E T U I O P L K UH G F D S A C
C R O R c D Q 1. 5 I U Z T R E W Q H G O P L H L N F X T J G L D Q F n P v t M U n r Q F t L a g Q S W I E R T R Q H G F D L G E N D E R T C A S N I N R Q H G F D L G E N D E R T C
B E F S H e C E F HO KH E S C BU P G F D L c y l i Nd e r a d e a c t i v a t i on z a F I Mb CH S E H E BU P S KU P P L UNG S G E B E R Z Y BU P S KU P P L UNG S G
S O B P I r S G B Z N J I O P S D C V P S K O I W L N C a P Z Y K F l L L O E N r F G Z NWC E C B S t P O I O D C V F E WC V T E B NM Z G O H A S E D C V F E WC V T E B NM Z
F E I W R t Q R I U Z T R E W Q L K J V F E W C K U H G F T S A C V B O F E G Z i N A X W F D G V T Q U j X R E L K J H G F D S A MM B V C X Y M L M O L K J H G F D S A MM B V C
CWD A Y e T R D X E S Y WA T P H C J H G F D L G E ND R R T B O V U XwL C f T P U Z A Y LMR T X A g Y WP H C E Q A Y WS X E E C R F V E G B Z P H C E Q A Y WS X E E C R
P J M F I n H L MO K N I J U H B Z G C E Q A Y U P P L U Y G S G E i P R Z X L u N D K O F C X V N H O U b I J B Z G V T F C R D X E S NWA S R E C V B Z G V T F C R D X E S NW
C G T V D G L E T U O A D G J L Y C B G V T F C W C V T E E NM Z G b Y A S V D g K L E Q R Z V T F L U J a D G Y C B MW R Z I P S F H K T V N Z L M O Y C B MW R Z I P S F H K T
J T Z G E i O I Z R W Q E T U O M B C B MW R Z F D S A M O B V C X r O L M D K a I J Z G V X D B P O R U T E T M B C Y N V X A D G J L K H E S Y S C B M B C Y N V X A D G J L K H
V WM C R n U U M P I Z R W O U Z T W C Y N V X A Y W S X Z E C R F a G G B C H l U J L Q E D C S K U P O W R W Z T W H N E D K U NW P O N C A L V I K Z T W H N E D K U NW P O N
A K D P J e P S D F G H J K L P O I UWH N E D F C R D X V S NWA t l E C H F H K N J P R E H K L P F L K J K O I U Z T R E WQ Y X C V B NM I QWu O I U Z T R E WQ Y X C V B
L S J T D S Y K J H G F D S A Y V N P U Z T R E R Z I P V O NM I Q i E R T D I p E U D G RWD X A Y H A S g S V N P I Z RWQ S C G Z N J I MN S t R V N P I Z RWQ S C G Z N J
E K J R C K O I J G R D C K I O PMN P I Z RW V X A D G B L K H E o Y S C Z F eMH C EWL Z U K O G I K C K PMN E SWL N C X W Z Y K F E D i O P PMN E SWL N C X W Z Y K
MO T Y Q O G N T Z D S Q OMG D N V N E S W L E D K U NWP O N C n L V I U nn V S G D G R U C Z G Z Mq g O D N V U S G R V L G R V K G E C E Z E MD N V U S G R V L G R V K G
T N U E I N R L U J G D I N G R E X O V U S G R R E WQ Y X C V B NM I QWa R d Z BMO z q a t s l o k z I N E X OMN Y A Z T E WN F X J L R N I F E X OMN Y A Z T E WN F X
D C O O V C E S O PMN V C S E Y L J OMN Y A RWQ S C G Z N J I MN S t L E u L P B OWC L OME P S C V C Y L J N EWC L V V F HN V R D J K U V Y L J N EWC L V V F HN V
J Y I Z Q Y A H I NCWQ Y J A O B R J N EWCWL NC XWZ Y K F E D i O A N l S A R E N F AMU A N J Y Q Y O B R E L N F X T J O L s Q F HB Q F G O B R E L N F X T J O L a Q
N J K V N J R A K D O B N J O R O I D F N G K L D F MG O I Z PM F D R N QMO u R X wN G KMN S R D O J N J O I D F N G K L D F MG O I Z PM F D R O I D F N G K L D F MG O I
A A O O U A N D O NG I U A R NH I O G D N O I E R N GMg S A U K Z Q I N I J m L t Omp l I E P NN R A U A H I O G D N O I E R N GM t S A U K Z Q H I O G D N O I E R N GMk
UDMB B D BHMG R e B D P B D L R B E F B A F V NK F Nk R EWS P L O C Y Q gMF E F B S A T B G P D B D D L R B E F B A F V NK F Nq R EWS P D L R B E F B A F V NK F N
A A O E U AND ONG I U A RNH I O G DNO I E RNGMD S A g K Z Q I NK o S LW i k a p I E PNNR A U A H I O G DNO I E RNGMD S A l K Z QH I O G DNO I E RNGMD
MO TMQ O GN T Z D S Q OMG DN V U S G R V L G R V K G E C L Z EMS A C I T PMO S G RUC Z G ZMO Q O DN V U S G R V L G R V K G E C L Z EMDN V U S G R V L G R V K G
UDM T B D BHMG R I B D P B D L R B E F B A F V NK F NK R EWS P L O C Y Q DMF E F B S A TB G P D B D D L R B E F B A F V NK F NK R EWS P D L R B E F B A F V NK F N
F E I D R E Q R I U Z T R E W Q L K J H G F D S A MM B V C X Y M L M O K N I J B H U Z G F D G V T Q U o t R E L K J H G F D S A MM B V C X Y M L M O L K J H G F D S A MM B V C
C I MN S t R E C L P Q A C E Z R W D X A Y H B MW R Z I R F V E G B Z H N U J M I K O Q A Y L M R T X A z Y W P H C E Q A Y W S X E E C R F V E G B Z P H C E Q A Y W S X E E C R
P J MN I J H L MO K N I J U H B Z G V T F C R D X E S NWA S R E C V F H K N U T E Q T F C X V N H O U b I J B Z G V T F C R D X E S NWA S R E C V B Z G V T F C R D X E S NW
C G T J D G L E T U O A D G J L Y C B MW R Z I P S F H K T V N Z L M O I J E U H B Z G W R Z V T F L U J r D G Y C B MW R Z I P S F H K T V N Z L M O Y C B MW R Z I P S F H K T
J T Z U E T O I Z RWQ E T U OMB C Y N V X A D G J L K H E S Y S C B F GMH T I L QN V X D B P O R U T E T MB C Y N V X A D G J L K H E S Y S C BMB C Y N V X A D G J L K H
V WM O R W U U M P I Z R W O U Z T W H N E D K U NW P O N C A L V I K n D V S G W J P N E D C S K U P O W R W Z T W H N E D K U NW P O N C A L V I K Z T W H N E D K U NW P O N
A K D L J K P S D F G H J K L P O I U Z T R EWQ Y X C V B NM I QWu R T Z B C S D G T R E H K L P F L K J K O I U Z T R EWQ Y X C V B NM I QWu O I U Z T R EWQ Y X C V B
L S J A D S Y K J H G F D S A Y V N P I Z RWQ S C G Z N J I MN S t R E C L P Q A C E Z RWD X A Y H A S e S V N P I Z RWQ S C G Z N J I MN S t R V N P I Z RWQ S C G Z N J
E K J I C K O I J G R D C K I O PMN E SWL N C X W Z Y K F E D i O P N G S A Y B G D SWL Z U K O G I K C K PMN E SWL N C X W Z Y K F E D i O P PMN E SWL N C X W Z Y K
L S J A D S Y K J H G F D S A Y V N P I Z RWQ S C G Z N J I MN S t R E C L P Q A C E Z RWD X A Y H A S u S V N P I Z RWQ S C G Z N J I MN S t R V N P I Z RWQ S C G Z N J
E K J I C K O I J G R D C K I O PMN E SWL N C X W Z Y K F E D i O P N G S A Y B G D SWL Z U K O G I K C K PMN E SWL N C X W Z Y K F E D i O P PMN E SWL N C X W Z Y K
MO TMQ O GN T Z D S Q OMG DN V U S G R V L G R V K G E C E Z EMS A C I T PMO S G RUC Z G ZMo x O DN V U S G R V L G R V K G E C E Z EMDN V U S G R V L G R V K G
T N U G I N R L U J G D I N G R E X O M N Y A Z T E W N F X J L R N I F Z K M N D A B O B N x z p e w n q m I N E X O M N Y A Z T E W N F X J L R N I F E X O MN Y A Z T E W N F X
D C O S V C E S O PMN V C S E Y L J N EWC L V V F HN V R D J K U V X E S Y MN R E i WC L OME P S C V C Y L J N EWC L V V F HN V R D J K U V Y L J N EWC L V V F HN V
MO TMQ O GN T Z D S Q OMG DN V U S G R V L G R V K G E C E Z EMS A C I T PMO S G RUC Z G ZMa x O DN V U S G R V L G R V K G E C E Z EMDN V U S G R V L G R V K G
A A O R U A ND ONG I U A RNH I O G DNO I E RNGMD S A U K Z Q I NK J S LWO zwu I E P NNR A U A H I O G DNO I E RNGMD S A U K Z Q H I O G DNO I E RNGMD
26
Powertrain Systems
Introduction
Besides hybridizing the powertrain, which is
especially advantageous in city traffic, efforts must be made to improve the efficiency of conventional powertrains in order to
reduce traffic-based CO2 emissions.
This will first require measures to directly
reduce friction losses in internal combustion
engines, transmissions, and chassis systems, such as the use of friction-optimized
bearing supports and seals as well as coatings to lower the friction coefficient.
Furthermore, slippage losses in startup
elements need to be reduced. Hydrodynamic torque converters with lock-up
clutches are a notable example of this, as
they can be engaged even at very low engine speeds by means of optimized damper
DCT
AT
CVT
lower number of cylinders and substantially increased torsional vibration excitation without having strong NVH issues in
the entire powertrain. Finally, a rolling cylinder deactivation system is introduced that
enables engines with three cylinders to run
effectively on 1.5 cylinders (RCD 1.5). The
measures taken on the engine and transmission system side to prevent excessive
torsional vibrations along the entire powertrain are described in detail.
Reducing consumption
by means inside the
transmission
Figure 1
Samples from the product portfolio of the Schaeffler Groups Transmission Systems
Business Division designed to reduce losses and optimize comfort as well as NVH
behavior
27
MT
systems. Double clutch systems with reduced passive clutch drag torque losses of
wet or even better dry running design
are important contributions as well.
The aim of this paper is also to report on
improvements to the system as a whole, in
which changes on the transmission side
lead to an efficiency increase in the internal
combustion engine. Examples of this include transmissions with an increased
spread of gear ratios, resulting in lower engine speeds even at higher travel speeds [1].
Optimized damper systems serve to further
reduce and/or insulate torsional vibration
excitation introduced into the entire powertrain by cyclical combustion in the engine
and facilitate downspeeding of drive systems in order to reduce fuel consumption.
At the same time, advanced damper
systems permit the design of downsizing
systems that reduce engine friction with a
28
Powertrain Systems
Startup elements
A broad portfolio of startup elements is produced under the Schaeffler LuK brand
from a dry clutch for manual transmissions
and torque converters to double clutch systems with a wet or dry design.
Figure 3
Innovative iTC with lock-up clutch integrated into the turbine wheel
180 Nm dry
29
370 Nm wet
Figure 4
Dry and wet running double clutch systems, including electrically power on demand
operated clutch and transmission actuators from Schaeffler for hybrid transmissions
30
Powertrain Systems
Fewer
cylinders
Torque
in Nm
Full-load
characteristic
300
100
2014
1990
0
1,000
4,000
Engine speed in rpm
Torque
in Nm
Higher
sensitivity
300
Torsional
damper
100
0
1,000
4,000
Engine speed in rpm
Dual-mass
1985 flywheel (DMF)
DMF +
centrifugal
2008 pendulum
absorber
Figure 5
Vehicle
Prim. Sec.
Trans.
31
CPA in DMF
the pressure plates
CPA in Torque Converter
for MT & DCT
for AT
already provide sufficient isolation for
torsional vibrations
with conventional
dual mass flywheels. It has been
possible to use the
Centrifugal
centrifugal penduPendulum-type
lum-type absorber
Absorber
even in torque converter
dampers
(Figure 6).
When used in
torque converters, it
is important to conMT
DCT
AT
sider here that the
40
40
40
centrifugal pendulum-type absorber
is immersed in oil,
20
20
20
meaning that corresponding adjust0
0
0
ments of the char1,000 1,500 2,000
1,000 1,500 2,000
1,000 1,500 2,000
acteristic curve must
Speed in rpm
be calculated by
Standard
means of simulawith CPA
tions and measurements on the comFigure 6
Use and effect of the centrifugal pendulum-type absorber in
ponent test stand
dual mass flywheels for manual and double clutch transmisand in the vehicle in
sions as well as in torque converters
order to arrive at
optimum operational results. By using the
load is increasingly being introduced for recentrifugal pendulum-type absorber, it is
ducing fuel consumption and CO 2 emispossible to close the lock-up clutch soonsions. This leads to the requirement for the
er, for one thing at speeds even below
damper system to ensure good NVH qual1,000 rpm and, for another, to avoid lossity when the engine is operating both on all
inducing acoustic micro-slip. Besides savcylinders and a partial number of cylinders.
ing on consumption, this also achieves a
The easiest solution is still to manage a V8
stronger connection in the entire powertrain
engine running on four-cylinders. Dependwith a better dynamic sensation.
ing on the application, a conventional
damper can be designed for when the engine is operating on all cylinders and the
additional centrifugal pendulum-type abDamper systems for
sorber designed for cylinder deactivation
cylinder deactivation
operation only so that good torsional vibration behavior can be ensured in both
The deactivation of cylinders in internal
cases. In a four-cylinder engine with the
combustion engines running under partial
Amplitude in rpm
80
40
32
1.200
2.000
2.400
n in min-1
1,5 Ordnung
2,0 Ordnung
120
80
40
4-cylinder
CPA
0
8-cylinder CPA
200 Getriebe
n in min-1
Figure
160 7
120
80
Ampiltude in rpm
Ampiltude in rpm
3.200
Engine
to a torsional vibra200
Operating range CDA 2/3
DMF, DCT, without CPA
tion level that is acCDA 2/3
160
ceptable for the
120
powertrain with the
80
damper designs of
40
today.
0
Further reflections on the physiTransmission
200
Operating range CDA 2/3
cal and mathemati160
cal background of
120
the origin of excita80
tion orders have
40
led to the suggestion of designing
0
800
1,200 1,600 2,000 2,400 2,800 3,200 3,600 4,000
rolling cylinder deSpeed in rpm
activation in three0.5th order
1.0st order
cylinder engines,
1.5th order
2.0nd order
ultimately leading
to 1.5-cylinder opFigure 9
Order analysis with conventional static cylinder deactivation
eration (Figure 10).
CDA 2/3
The basic idea is
operating cycles, and their higher harthat the time signal of excitation recurs almonics. The periodic recurrence comes
ready after two cylinder operating cycles
after just 2/3 of a camshaft revolution and
have elapsed if there is alternation benot only after a complete revolution, as
tween the active and inactive cylinder. The
would be the case with static deactivation
frequency spectrum of excitation is thereof a fixed cylinder.
fore determined by a fundamental freThe fundamental frequency of the exciquency resulting from the inverse of the
tation function is 3/2, or 1.5 times the camduration of only two consecutive cylinder
Ampiltude in rpm
160
2.800
Ampiltude in rpm
n in min-1
200 Motor
CPA for
8- and 4-cylinder mode
33
1.600
0,5 Ordnung
1,0 Ordnung
CPA for
4-cylinder mode
Powertrain Systems
800
II
III
II
III
II
Engine operating
on all cylinders R3
fR3 = 1/TR3 ~ 1.5th order
TR3
Static cylinder
deactivation CDA 2/3
fCDA = 1/TCDA ~ 0.5th order
TCDA
Rolling cylinder
deactivation RCD 1.5
fRCD = 1/TRCD ~ 0.75th order
Figure 10
TRCD
Principle of rolling cylinder deactivation RCD 1.5 with 1.5 of the three cylinders active
III
3.600
1.200
0,75 Ordnung
2,25 Ordnung
34
1.600
2.000
2.400
n in min-1
1,5 Ordnung
3,0 Ordnung
2.800
Ampiltude in rpm
Ampiltude in rpm
3.200
3.600
4.000
Powertrain Systems
Fired
cylinders
35
Torque
in Nm
800
Phases of cylinder I
Non-fired
cylinders
Torque
in Nm
360
720
1,080
1,440
1,800
2,160
2,520
Angle in KW
Intake
Compression
~ Ignition & expansion
Exhaust
Figure 12
Cylinder I
Cylinder II
Cylinder III
36
Powertrain Systems
The valve control required for RCD operation, i.e. the deactivation of intake and
exhaust valves of each cylinder being deactivated during a camshaft revolution,
can be implemented so as to be completely variable with the Schaeffler UniAir
system for electro-hydraulic valve actuation [8].
As a rule, the intake and exhaust
valves can be deactivated by means of
switching mechanisms as well [9]. Options include switchable tappets, finger
followers, pivot elements, and with certain limitations even the principle of cam
shifting. These types of components are
currently used for valve switching, and
are capable of switching within parts of a
camshaft revolution. In order to be used
with RCD 1.5 and the considerably greater number of switching cycles involved,
further development would be required,
since switching would have to occur after
each camshaft revolution.
Torsional vibration
damper development for
RCD 1.5
The 0.75th fundamental order occurring in
RCD 1.5 operation places heavy demands
on the torsional damper system. Figure 14
shows a design solution in connection with
dry double clutches the result of DMF optimizations and a centrifugal pendulum-type
absorber designed for the 0.75th order. Due
to the advantage of the overall length of
three-cylinder engines as compared to fourcylinder engines in identical vehicles, it was
possible here to choose a design for which
the arc spring damper and the centrifugal
pendulum-type absorber masses are both
arranged axially one behind the other on
large effective radii.
3-cylinder mode
I
II
III
0
240
480
720
960
1,200
1,440
1,680
1,200
1,440
1,680
Angle in KW
1.5-cylinder mode (RCD)
I
II
III
0
240
480
720
960
Angle KW
Intake
Compression
Figure 13
Comparison of the stroke cycles in a three-cylinder engine operating on all cylinders and in
RCD 1.5 operation
Figure 14
37
DMF design with a centrifugal pendulum-type absorber for the 0.75th order for RCD 1.5
rolling cylinder deactivation in three-cylinder engines
1.200
0,75 Ordnung
2,25 Ordnung
1.600
2.000
2.400
n in min-1
1,5 Ordnung
3,0 Ordnung
2.800
Ampiltude in rpm
Ampiltude in rpm
Ampiltude in rpm
Ampiltude in rpm
n in min-1
n in min-1
The resulting
order
Engine
Motor
ZMS, DCT, FKP 0.75
200
Operating range RCD 1.5
200
DMF, DCT, CPA 0.75
analysis
of the simuRCDRCD
1.5 1.5
Fahrbereich
RCD
1.5
160
lations
shows
how
160
120
the excited 0.75th or120is reduced by
80
der
the80
matched centrif40
ugal pendulum-type
0
40
absorber
to the very
Transmission
200
low 0amplitudes on
Operating range RCD 1.5
160
the transmission
inGetriebe
120
200
put
(Figure 15).
80 RCD 1.5
Figure 16 depictsFahrbereich
160
the behavioral com40
120
parison
of a three0
cylinder engine run800
1,200 1,600 2,000 2,400 2,800 3,200 3,600 4,000
80
ning operating on all
Speed in rpm
1.5th order
0.75th order
40
cylinders
and under
2.25th order
3.0rd order
full load as well as in
0
cylinder
deactivation
800
1200
1600
2000
2400
2800
3200
3600
4000
operation according
Figure 15 Order analysis of RCD
1.5 operation with a centrifugal
n in min-1
to the RCD 1.5 prinpendulum-type absorber
Zylinder
ciple at 3its
highest
1,5 Zylinder
operating load, which is set at 70 % of the
speed amplitude occurs under such conditheoretically highest producible half-engine
tions at the transmission input in RCD 1.5 optorque. It is evident that practically the same
eration as when the engine is operating on all
cylinders.
The
means for this is the
Engine
DMF, DCT, CPA 0.75
200
centrifugal penduOperating range RCD 1.5
RCD 1.5
160
lum-type absorber
with a total mass of
120
approx. 1kg that has
80
been
optimally
40
matched for the oc0
curring 0.75th order.
Transmission
200
In addition, a
Operating range RCD 1.5
160
centrifugal pendulum-type absorber
120
approx. 800g larger
80
was designed for
40
manual
transmis0
sions for which the
800 1,200 1,600 2,000 2,400 2,800 3,200 3,600 4,000
secondary moment
Speed in rpm
3-cylinder
of inertia of the mass
1.5-cylinder
is less than with the
dry double clutch,
Figure 16 Comparison of torsional vibrations in the powertrain in a threewhich has a thermal
cylinder engine operating on all cylinders and for rolling cylinder
mass that is practideactivation in RCD 1.5 operation with a dry double clutch
3.200
3.600
4.000
0
800
Powertrain
Systems
1600
2000
2400
1200
200
2 2800
393200
n in min-1
3 Zylinder
1,5 Zylinder
Ampiltude in rpm
38
40
800
Ampiltude in rpm
Engine
Operating range RCD 1.5
160
120
80
40
0
200
Transmission
Operating range RCD 1.5
160
120
80
40
0
800
1,200
1,600
3-cylinder
1.5-cylinder
Figure 17
2,000
2,400
2,800
3,200
3,600 4,000
Speed in rpm
Comparison of torsional vibrations in the powertrain in a threecylinder engine operating on all cylinders and for rolling cylinder
deactivation in RCD 1.5 operation with a single clutch for manual
transmissions with a larger centrifugal pendulum-type absorber
Summary
This article describes measures for reducing fuel consumption and CO2 emissions in
motor vehicles to the extent that they are
primarily influenced by transmission systems:
Direct friction reduction in the transmission through optimized bearing supports
Wet and dry double clutches with reduced drag torque
Transmission designs with a large
spread of gear ratios
Optimized damper technology for achieving downsizing and high turbocharging
pressures, along with downspeeding for
reducing losses in combustion engines.
Such drive trends are related to an increase
in torsional vibration excitation from the internal combustion engine into the power-
3600
40
Literature
[1] Faust, H.: Requirements for Transmission
Benchmarking. (FWD Automatic Transmissions). GETRAG Drivetrain Forum, Symposium,
2012
[2] Nowatschin, K.; Fleischmann, H.-P.; Gleich, T.;
Franzen, P.; Hommes, G.; Faust, H.; Friedmann, O.; Wild, H.: multitronic The New
Automatic Transmission from Audi. Part 1: ATZ
worldwide 102, 2000, no. 7/8, pp. 25-27. Part 2:
ATZ worldwide 102, 2000, no 9, pp. 29-31
Powertrain Systems
41