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Training / Education
2014-12-02
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 you visualize both individual components and the entire drivetrain system - without reference to complicated equations - this seminar focuses on the terms, functions, nomenclature, operating characteristics and effect on vehicle performance for each of the drivetrain components. Attendees will receive an introduction to the various components of the drivetrain, including the clutch or torque converter, manual or automatic transmission, driveshaft, axle, wheel ends, and brakes. This course also provides insight into: the structure and function of each component; vehicle integration; and related noise, vibration and harshness issues. You will be equipped to evaluate the space requirements, mounting needs, clearances required, and effect on vehicle response for each component.
Event
2014-10-15
Gears have found prevalent use in automotive industry; and most commonly used in vehicle drive trains. During transmission of power through gears, power is lost through heat dissipation, occurring due to friction between geared elements and churning losses of lubricating oil. While fuel consumption alone is a sufficient reason for seeking reduced drive train power losses, there are other supplementary reasons as well. Excessive power losses within the transmission amount to additional heat generation and higher temperatures, thus, adversely impacting gear contact fatigue, scuffing failure modes, operator comfort and reduce lubricating oil life. A more efficient transmission will free up the demands on the capacity and the size of the lubrication system; consequently, the amount and quality of the gearbox lubricant are also eased with improved efficiency. The load-independent churning losses are caused by a host of factors including viscous dissipation of bearings and gear oil churning and windage that are present as a result of oil/air drag on the face and sides of the gears as well as pocketing/squeezing of lubricant in the meshing zone.
Event
2014-10-15
To control transmission solenoid efficiently and ensure its functionality, ASIC is used in TCU and it has its own diagnostic function to detect abnormal functionality. Through this diagnosis function of ASIC, mechanical part of transmission can be protected from wrong shifting control by shutting off all of solenoid power when circuit failure of each solenoid or its related wiring connection is happened. After confirmation of failure of solenoid or its related wiring connection, then TCU does not control any of solenoids and vehicle goes into limp home mode for vehicle maintenance by shutting off power of solenoids. Some of TCU uses high side driver for solenoid to supply power on each of solenoid and to control each of solenoids and it has its own limited diagnostic function. But provided diagnosis function of high side driver can not be used because it can cause wrong diagnosis of ASIC which used for low side control of solenoids. In addition, supplied diagnosis function of high side driver can not distinguish correct failure root cause so that it can violate OBD (On Board Diagnosis) regulation released by California Air Resource Board.
Event
2014-10-15
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.
Event
2014-10-15
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. These include improved fuel economy, acceleration, shift quality, and compatibility with diesel engine use and electric drive motors. As an alternative to manual transmissions, the platform sharing provided offers favourable manufacturing opportunities where they are based on manual transmission architecture. The same fluid cannot be used in both applications however. The industry expects the DCT penetration to increase over time as roads become more congested and driving becomes more of an effort due to the increased driver frequency of declutching, handshift, clutching episodes. This change in transmission choice globally will be influenced by the important factors of fuel economy, durability, and driving quality, which will be enhanced - in some cases solved - by the lubricant fluid technology. There are significant fluid and additive design challenges to be overcome for the DCT.
Event
2014-10-15
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.
Event
2014-10-15
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.
Event
2014-10-15
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.
Event
2014-10-15
. 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.
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2014-10-14
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2014-10-14
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2014-10-14
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2014-10-14
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2014-10-14
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2014-10-14
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2014-10-14
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.
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2014-10-14
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2014-10-14
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.
Event
2014-10-14
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.
Event
2014-10-14
New directives and increasing competition push automakers to get better performances (engine power increase), along with mass and size reduction (consumption). These evolutions lead to an increase of the thermal solicitations undergo by the clutches whereas their weight must be decreased, as it is one of the main influent factor on CO2 emissions. Valeo Transmission has started a study in order to reduce the clutches mass while reducing the temperatures. The main objective is to increase the thermal convective coefficient of the clutches pressure plates in order to reduce their mass. The knowledge of the flow field and thermal behavior of the rotating clutch inside the bell housing is then of critical importance. This knowledge can help us understand how the clutch is cooled and determine critical thermal points. Then, in order to improve the thermal behavior of the clutch, a Thermal CFD study is necessary. The first need is the validation of the CFD model in order to determine the degree to which the model is an accurate representation of the real system.
Event
2014-10-14
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.
Viewing 1 to 30 of 3293

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