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For intricate automotive systems that enclose several components, such as gearboxes, an important aspect of the design is defining the correct assembly parameters. A proper assembly can ensure optimized operating conditions and therefore the components can achieve a longer life. In the case of the support bearings applied to front-axle lightweight differentials, the assembly preload is a major aspect for an adequate performance of the system. During the design phase it is imperative to define reference values to this preload, so the application would endure its requirements. However, with the assistance of computer simulations, it is possible to determine an optimum condition of operation, i.e. optimum pre-load, which would increase the system reliability.

The design of Clutch Release Bearings (CRB) is usually based on angular contact ball bearings. This kind of bearings supports both axial and radial loads and the load limits depend directly on the contact angle. The CRB has its own particularity, since it is a radial angular contact ball bearing and its main load is on axial direction. Due to this special situation, this work is done to evaluate this CRB design according to the classical theory of bearing life calculation, developed by Lundberg and Palmgren (1947), which the standard ISO 281 is based on. The analysis is focused on the basic dynamic load rating of the bearing, which briefly means the expected load that the bearings support a life of 1 million cycles. This expectation follows a Weibull distribution with increasing failure ratio and a specific reliability.

More efficient and more reliable methods to analyze the performance of the bearing test samples help to reduce validation time during development of rolling bearings. This paper presents a study of the impact on airborne noise and structural borne noise of especial prepared rolling bearings with angular contact submitted for durability tests. The study aims to link specific bearing failures to characteristics in airborne noise and structural borne noise using for instance the “envelope technique”. In the future these patterns will enable more effective online monitoring of failure evolution.

The synchronization system was created with the intention to make easy the gear engaging in automotive transmissions. The speed difference of the shafts is reduced during the gearshift operation by means of sliding friction of the synchronizer rings. The constant friction performance can be improved and the wear can be simultaneously reduced either by additives in the oil of the transmission or by careful selection of the friction material for the synchronizer rings. Nowadays, brass or steel meet the requirement of both friction surface and resistance on the driving lugs. The friction coefficient of the surface can be increased by scatter sintered coatings, molybdenum or carbon linings that are joined to the carrier material using complex manufacturing processes. A new concept transforms this continuous friction lining into many single friction elements that are guided by "pockets" in the synchronizer ring.

In order to increase the efficiency of internal combustion engines, Schaeffler Technologies recognized that it is necessary to identify the sources of energy losses, quantify such losses and to study ways to minimize them. Based on this premise, the Front End Accessory Drive parameters had to be investigated to locate where further potential enhancement is hidden. This paper aims to analyze and discuss about the main sources of energy losses occurring in FEAD and propose ways to optimize the system to the optimal range of efficiency and durability. Investigations showed that there are some loss points of the basic belt drive components which have good potential to be reducible, e.g., losses at bearings and belt.

Nowadays, the development of new technologies in the automobilist industry has increasing the incorporation of electronics into mechanic systems, what reflects on safer and more reliable mechanisms. This study will present the development of a sensor detent pin for the switchgear unit, which combines an electronic sensor to a detent pin, reducing the number of mechanic components as consequence. Its main function are the comprehension of shifting and selection movement and gear positions (neutral and reverse), as well as send these informations by means of electric signals to a central computer.