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2015-10-27 ...
  • October 27, 2015 (8:30 a.m. - 4:30 p.m.) - Troy, Michigan
Training / Education Classroom Seminars
This seminar is designed to provide gear novices with a general understanding of gear nomenclature, geometry, and arrangements. Starting with the basic definition of gears, conjugate motion and the "Laws of Gearing", you will gain a solid understanding of gearing and the fundamentals of rotary motion transfer through gear-trains. Gear classifications, tooth forms and geometry, and very high-level application considerations, manufacturing processes, and inspection techniques will be covered. Attendees will receive a copy of the book, Gear Design Simplified, by Franklin D. Jones & Henry H. Ryffel....
2015-04-22 ...
  • April 22-24, 2015 (8:30 a.m. - 4:30 p.m.) - Detroit, Michigan
  • September 23-25, 2015 (8:30 a.m. - 4:30 p.m.) - Troy, Michigan
Training / Education Classroom Seminars
Attendees to the seminars held in conjunction with the SAE 2015 World Congress will receive COMPLETE access to Congress activities for only $55 per day. If interested, please contact our Customer Service department at +1.877.606.7323 (U.S. and Canada only) or +1.724.776.4970 (outside U.S. and Canada) to register for this special Congress daily rate. Starting with a look at the transmission's primary function -- to couple the engine to the driveline and provide torque ratios between the two -- this updated and expanded seminar covers the latest transmission systems designed to achieve the most efficient...
2014-12-17
Event
2014-12-03
Event
2014-12-02 ...
  • December 2-3, 2014 (8:30 a.m. - 4:30 p.m.) - Troy, Michigan
  • April 20-21, 2015 (8:30 a.m. - 4:30 p.m.) - Detroit, Michigan
  • October 14-15, 2015 (8:30 a.m. - 4:30 p.m.) - Troy, Michigan
Training / Education Classroom Seminars
Attendees to the seminars held in conjunction with the SAE 2015 World Congress will receive COMPLETE access to Congress activities for only $55 per day. If interested, please contact our Customer Service department at +1.877.606.7323 (U.S. and Canada only) or +1.724.776.4970 (outside U.S. and Canada) to register for this special Congress daily rate. An efficient, robust, and quiet running drivetrain is as essential to customer satisfaction as styling and interior creature comforts. In this seminar, you will be exposed to various methods that can be used to accomplish this goal. Designed to help...
2014-11-19
Event
2014-11-05
Event
2014-10-22
Event
2014-10-15
Event
Modern vehicles are becoming increasingly complex – partially due to the growing requirement of transmissions that need optimisation of the gearshift process – examples being automated conventional and automatic transmissions, as well as double clutch and continuous variable transmissions (CVT). This increasing variety of configurations leads to complex development scenarios, that can manifest themselves as problematic issues affecting sensitive shift procedures – for example, a down-shift manoeuvre, that needs to be calibrated to provide seamless transition between ratios To assist in solving these problems, AVL has developed a tool chain and methodology, using powerful system architecture, to reproduce measure and model the problematic symptoms. In a particular case, the coast down shift from 3 to 2, in an automatic transmission with a high number of gears. One of the major tasks was to identify the quality problems that occur during a specific coast down shift manoeuvre whilst driving the vehicle on the road.
2014-10-15
Event
Predicting the temperature distribution within a gearbox under operating conditions is a challenging task. This is due to the unsteady multiphase flow of the oil, local heat generation sources between the intermeshing gears and within the bearing, and the complex external airflow pattern surrounding the casing. Geometrical details within the gearbox, for example small gaps and features, as well as detailed cooling fins structure sounding the casing add to the modeling challenges. Complexities also arise due to the drastically different time scales representing the highly transient flow within the gearbox and the near steady external airflow removing that thermal load. For example, the gearbox needs minutes to reach its steady state temperature which represents tens of thousands of revolutions of the gears. The current work represents a methodology for modeling this multi-scale problem. A generic four-speed gearbox is considered. First, the detailed isothermal multiphase flow of the oil is modeled using the volume of fluid (VOF) technique to predict the splashing pattern, oil coverage and churning losses.
2014-10-15
Event
In order to improve fuel economy to meet future regulatory standards, many new features must be added to vehicle powertrains. One of these is Stop/Start (micro hybrid) technology; allowing engine stop when operation is not necessary such as idling during traffic stops. Stop/Start technology allows auto manufactures to meet increasingly difficult fuel economy standards. In automatic transmission vehicles, the transmission must remain able to quickly engage gear in order to allow quick response on engine restart.
2014-10-15
Event
Global OEMs face increasing regulatory requirements to reduce CO2 emissions and fuel consumption. One of the key technologies to enable meeting these requirements are engine stop-start systems, which can typically achieve a 2 to 4% fuel consumption benefit. As a result, stop-start systems are having significant growth with sales projected to reach 50 million units/year by the end of this decade.
2014-10-15
Event
The European and Chinese passenger car markets are seeing the continued growth of the dual clutch transmission (DCT) which can be well understood against the background of its advantages. For the driver these include improved fuel economy, dynamic acceleration, smooth shifts and, if the driver so chooses, manual control of the gears without the hassle of manually disengaging and engaging the clutch. For the automobile manufacturer, the DCT provides an opportunity to introduce an automatic alternative to an existing manual transmission platform. A critical component to the success of the DCT is the lubricant. DCTs incorporate aspects of both automatic and manual transmission architectures and the lubricant technologies used to enable the successful operation of these two architectures is vastly different, and generally not compatible. Therefore DCTs have required the development of new lubricant technology. The general process of optimizing a lubricant involves evaluation of candidate formulary in various tests of increasing complexity and harshness.
2014-10-15
Event
As transmission development has rapidly increased in complexity, so too has the transmission control software. Due to these requirements, extensive testing and documentation along with quick and efficient development are required. FEV responds to these challenges by integrating a transmission software architecture with an automated verification and validation process. The FEV architecture breaks down the software and reduces complexity while making it testable and reusable The FEV software development process incorporates AUTOSAR standards and safety standards such as ISO26262 in a structure that aids in the reusability of functions and components, thereby reducing development and testing time. This modular architecture approach supports efficient and simplified unit level testing as well as expedient component level testing once all of the functions are integrated. FEV believes in extensive unit level testing from very early in the development process which results in improved software quality at reduced overall costs.
2014-10-15
Event
GKN Driveline has launched a unique transmission for hybrid vehicles. Developed in Japan, the transmission works in combination with an electric motor, generator and internal combustion engine to deliver greatly improved fuel efficiency, high performance and flexibility. The powertrain can switch from: - Pure EV with a top speed of 120kph to - Series Hybrid, supported by the ICE via Generator when SOC is below 30% and - Parallel Hybrid with direct ICE support on the front for best efficiency and maximum performance This flexibility provides unmatched performance with a range of 900km and a fuel consumption of as low as 123.9mpg(1,9l/100km). The Multi-Mode eTransmission is driving the front wheels and combines ICE, Generator and electric Motor in a way to provide either EV, parallel ore serial hybrid mode with smooth, comfortable transition, fully transparent to the driver. The layout combines an electric motor, a generator and ICE powertrain in one transmission. Key elements of the transmission are the hydraulic clutch system to connect/disconnect smoothly the ICE to the front wheels, and the advanced gear design to achieve high efficiency and near-silent running.
2014-10-14
Event
Top priority market requirement of the automatic transmission is better fuel consumption to consider the environmental issues. In the situation the torque converter needs to lock-up the clutch in lower engine or vehicle speed range. And we need to develop new torsional damper to absorb the torque fluctuation in the speed range for the booming noise reduction. To develop new torsional damper, we created 1D and 3D full vehicle model and identify the mechanism of the booming noise generation.
2014-10-14
Event
Oak Ridge National Laboratory (ORNL) has been collaborating with Meritor, Inc. to validate the benefits of a novel series-parallel hybrid electric transmission suitable for Class 8 line haul applications. The Meritor Dual Mode Hybrid Powertrain (DMHP) is a full hybrid system capable of all electric operation at low to moderate speeds, with capabilities for substantial regenerative braking energy capture at high speeds. As a major focus of the collaboration, energy management strategies and powertrain control algorithms have been jointly developed between ORNL and Meritor using model-based design practices. In order to firmly assess the merits of the work, the supervisory control codes were further developed and validated in the Powertrain Test Cell of the ORNL Vehicle Systems Integration (VSI) laboratory. There, the actual hybrid powertrain was subjected to real world vehicle conditions thanks to the emulation of the vehicle, driver, and duty cycle on a real-time hardware-in-the-loop (HIL) platform controlling the testcell dynamometers.
2014-10-14
Event
The Continuously Variable Planetary (CVP) is a new generation of variable speed element for use in vehicle transmissions. The CVP can replace conventional continuously variable technology, such as variable pulley and toroidal designs while offering advantages in packaging, controls, torque capacity, and design flexibility. We will present the details of a transmission design utilizing the CVP in a high performance RWD application. We will also present the results of testing and development efforts to date.
2014-10-14
Event
Today’s automotive industry is more than ever struggling to lower production costs and reduce weight. The main reasons for that are legal regulations regarding the acceptable CO2 emissions on the one hand and - driven by consistent growing gas prices - the increasing demand of the end customers to purchase more fuel-efficient vehicles without compromising riding comfort or safety. One innovative approach to reduce the weight of a vehicle from the Powertrain’s point of view is to replace the chunky bolt connection of the (for machining and assembly reasons divided) gear box housings with a lighter and more compact joining method. A joining process which can fulfill the mentioned requirements and that also shows economic advantages is the so called “Friction Stir Welding” process. This welding technology produces a firmly bonded metallic joint of Aluminum die cast housing parts with only insignificant temperature influence and low loads during processing. Bolted connections were considered state of the art for decades but the past has shown that in many cases replacing bolt connections with welding processes is both feasible and useful.
2014-10-14
Event
CAE techniques are commonly used nowadays to predict performance of gear transmissions. Two important performance indicators are noise and vibration levels. Many simulation tools offer capabilities for such analyses, ranging from software tools dedicated to gear design with typically limited capabilities to assess dynamic effects, up to the dynamic responses computed by means of multibody simulation tools which are fed as input into an acoustic simulation tool. However, most gear modeling techniques only offer capabilities to capture the behavior of the nominal design of the gear transmission. In practice, components can only be manufactured and assembled within certain tolerances. E.g. gears typically exhibit deviations from their designed geometry such as eccentricity and profile errors. Besides errors on components, further deviations can arise during assembly, affecting a.o. errors on gear center distance. LMS recently developed gear modeling techniques which take these deviations into account.
2014-10-14
Event
2014-10-14
Event
Viewing 1 to 30 of 3320

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