24 25

Powertrain Systems of the Future

Engine, transmission and damper systems for downspeeding,
downsizing, and cylinder deactivation
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26 Powertrain Systems 2 27

Introduction
Besides hybridizing the powertrain, which is
especially advantageous in city traffic, ef-
forts must be made to improve the efficien-
cy 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 sys-
tems, such as the use of friction-optimized
bearing supports and seals as well as coat-
ings to lower the friction coefficient.
Furthermore, slippage losses in startup
elements need to be reduced. Hydrody-
namic torque converters with lock-up
clutches are a notable example of this, as
they can be engaged even at very low en-
gine speeds by means of optimized damper
MT DCT
systems. Double clutch systems with re-
duced 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 in-
clude transmissions with an increased
spread of gear ratios, resulting in lower en-
gine speeds even at higher travel speeds [1].
Optimized damper systems serve to further
reduce and/or insulate torsional vibration
excitation introduced into the entire power-
train by cyclical combustion in the engine
and facilitate downspeeding of drive sys-
tems 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
AT CVT
lower number of cylinders and substan-
tially increased torsional vibration excita-
tion without having strong NVH issues in
the entire powertrain. Finally, a rolling cylin-
der 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 trans-
mission system side to prevent excessive
torsional vibrations along the entire power-
train are described in detail.
Reducing consumption
by means inside the
transmission
An analysis of energy losses in the chain
from well to wheel shows that the greatest
percentage of energy losses occurs when
the chemical energy bound up in fuel is con-
verted to mechanical power at the crank-
shaft. This is due to
the high thermody-
namic and friction
losses in the internal
combustion engine.
In contrast, the
power transmission
efficiency is up to
more than 90 %,
depending on the
additional costs relative to the increase in
efficiency. Due to legislative regulations
that – starting in 2020/2021 – will bring
penalties of up to 95 euros per g/km in ex-
cess of a CO2 emission limit of 95 g/km in
the EU, clear target values can now be de-
rived with regard to the additional expendi-
ture that is acceptable in order to increase
efficiency.
In presentations at the 10th Schaeffler
Symposium in 2014, many solutions for re-
ducing CO2 emissions will be introduced in
detail. Figure 1 provides an overview of the
product portfolio.
In planetary automatic transmissions,
plain bearing supports are being increas-
ingly replaced by rolling bearing supports.
Needle roller bearings are very frequently
used for this application and in the case of
planet gear bearing supports are subjected
to centripetal acceleration. In the most re-
cent nine-speed automatic transmissions,
both for inline and FWD arrangements, val-
ues up to 7,200 g must be taken into con-
sideration and made sustainable by means
of a suitable design (Figure 2).
max.
max. 7,200 g

acceleration values
max. 6,000 g
transmission sys- max. 4,700 g

Centripetal
tem and operating 3,500 g
conditions. Never-
theless, efforts to
reduce this rather
low proportion of 6 gear 9 gear
the losses are valu-
able as well, since Figure 2 Centripetal acceleration values in the planet gear bearing
Figure 1 Samples from the product portfolio of the Schaeffler Group’s Transmission Systems such optimizing supports of automatic transmissions and a newly developed
Business Division designed to reduce losses and optimize comfort as well as NVH measures usually axial needle roller bearing support for planet gears with a high
behavior generate minimal relative speed
28
For the CVT, the advantages of the LuK
chain with low-friction rocker joints com-
pared to other CVT linking elements [2, 3]
are being increasingly implemented on the
market with an improved fuel consumption
of up to 4 %. Starting with applications that
have a high torque of 400 Nm, chains with
smaller pitch lengths are now being used as
well. Besides the volume-produced 08 and
07 chain types, the smaller 06 and 05 types
are being developed in order to make use of
the robustness and efficiency advantages in
the lower torque and vehicle class range
also.
Startup elements
A broad portfolio of startup elements is pro-
duced under the Schaeffler LuK brand –
from a dry clutch for manual transmissions
and torque converters to double clutch sys-
tems with a wet or dry design.
Lock-up clutch integrated
into turbine
Figure 3 Innovative iTC with lock-up clutch integrated into the turbine wheel
Hydrodynamic torque converters
Along with optimizing the hydrodynamic cir-
cuit in order to keep losses to a minimum
even in open converter operation, the hy-
drodynamic torque converters provided for
automatic transmissions take the following
key developmental aspects into account:
– High-capacity torsional dampers, in-
cluding centrifugal pendulum-type ab-
sorbers running in oil that facilitate early
lock-up even at very low engine speeds
and
– Reduction of the rotating masses being
accelerated.
Great progress is being made with the new
development referred to as iTC with its in-
novative integration of the lock-up clutch
into the turbine wheel [4] (Figure 3).
Double clutch systems and their
actuators
For double clutch system solutions [5, 6],
which are gaining an ever greater share
180 Nm “dry”
Parts supplied by Schaeffler
Figure 4 Dry and wet running double clutch systems, including electrically power on demand
operated clutch and transmission actuators from Schaeffler for hybrid transmissions
of the market, Schaeffler’s LuK brand has
been offering dry double clutch sys- tems
since the end of 2007. In contrast to wet
double clutches, they have the ad-
vantage of not causing fluid-induced drag
losses in the passive clutch, which
account for approx. 2 % fuel consump-
tion and CO2 emission advantages in the
NEDC. In the meantime, volume-pro-
duced dry double clutches have been
delivered to five international OEMs and
transmission manufacturers, even for
hybridized versions (Figure 4).
The range of applications of dry double
clutch systems currently includes engine
torques of up to 250 Nm. The main objec-
tive of current development work is to con-
tinue optimizing comfort features in order to
meet increasing demands and the wide
range of usage profiles – including for hy-
bridized powertrains.
After Schaeffler had already been in-
volved in the initial basic development of
wet multi-disk clutches in the 300 Nm
range, volume production of the first wet
double clutches from Schaeffler’s LuK
brand started in 2013 (Figure 4 right).
Powertrain Systems 2 29
370 Nm “wet”
In many applications, LuK not only offers
double clutches, but also the clutch actua-
tion system with optimized auxiliary energy
consumption. For example, the lever actua-
tor made it possible to pursue the power-
on-demand principle so that the clutch can
be actuated with small electric BLCD mo-
tors and the electrical power consumption
is under 20 W during practical driving oper-
ation including electromechanical gear ac-
tuation [7].
Moreover, volume production has be-
gun for a new electrically operated hydro-
static clutch actuator (HCA). The HCA was
developed in a modular design approach so
that it could be used for actuating both dry
and wet double clutches in conjunction with
engagement bearings.
At the same time, volume production of a
new kind of gearshift actuator was launched,
which uses the active interlock concept to
actuate all of the gears of the hybridized dou-
ble clutch transmission with the help of two
electric motors. This actuator was also de-
veloped with a modular design so that it can
be used in both dry and wet double clutch
transmissions (Figure 4 left and right).
30 Powertrain Systems 2 31

Damper systems for torsionally damped clutch disks to the dual the pressure plates CPA in DMF
for MT & DCT
CPA in Torque Converter
for AT
mass flywheel with an extremely low first already provide suf-
torsional vibration natural frequency and corresponding ficient isolation for
isolation of all higher excitation frequen- torsional vibrations
isolation cies to the introduction of the centrifugal with conventional
pendulum-type absorber (Figure 5). dual mass fly-
The centrifugal pendulum-type absorb- wheels. It has been
Trends in engine development place high er is a kind of vibration absorber, whose possible to use the
requirements on damper systems: frequency is inherently regulated by the en- centrifugal pendu- Centrifugal
Pendulum-type
– Downsizing to reduce internal engine gine speed frequency due to the centrifu- lum-type absorber Absorber
losses resulting in higher torsional vi- gal effect so that the damping effect can even in torque con-
bration excitation due to lower num- be utilized for all speeds according to the verter dampers
bers of cylinders coupled with lower main engine vibration order. Due to the po- (Figure 6).
excitation frequencies sitioning of the centrifugal pendulum-type When used in
– Higher turbocharging pressures with a absorber (CPA) on the secondary side of torque converters, it
corresponding torque increase and the dual mass flywheel (DMF), it was pos- is important to con- MT DCT AT
higher peak pressures, leading to in- sible with a small mass to achieve a signifi- sider here that the
40 40

Amplitude in rpm
creased excitation amplitudes cant additional reduction of the engine ex- centrifugal pendu- 40
– Downspeeding with high torques even at citation on the transmission input shaft, lum-type absorber
very low engine speeds thanks to opti- which was already insulated by the DMF. is immersed in oil, 20 20 20
mized turbocharging concepts, which This is used for both manual transmissions meaning that corre-
leads to even lower excitation frequen- (MT) and double clutch transmissions sponding adjust- 0 0
0
cies coupled with very high amplitudes. (DCT). It has not been needed in previous ments of the char- 1,000 1,500 2,000 1,000 1,500 2,000 1,000 1,500 2,000
The developmental history of damper applications of dry double clutch transmis- acteristic curve must
systems extends from the transition from sions, since the required thermal masses of be calculated by Speed in rpm
Standard
means of simula-
Full-load Down- with CPA
characteristic
tions and measure-
speeding
Torque

Torque

ments on the com- Figure 6 Use and effect of the centrifugal pendulum-type absorber in
in Nm

in Nm

Fewer 300 2014 300 Higher Torsional ponent test stand dual mass flywheels for manual and double clutch transmis-
cylinders
sensitivity damper and in the vehicle in sions as well as in torque converters
1990
100 100 order to arrive at
0 0 optimum operational results. By using the load is increasingly being introduced for re-
1,000 4,000 1,000 4,000 centrifugal pendulum-type absorber, it is ducing fuel consumption and CO emis-
Engine speed in rpm Engine speed in rpm 2
possible to close the lock-up clutch soon- sions. This leads to the requirement for the
Dual-mass er, for one thing – at speeds even below damper system to ensure good NVH qual-
1985 flywheel (DMF) 1,000 rpm – and, for another, to avoid loss- ity when the engine is operating both on all
inducing acoustic micro-slip. Besides sav- cylinders 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. Depend-
with a better dynamic sensation. ing on the application, a conventional
DMF + Prim. Sec. Vehicle damper can be designed for when the en-
centrifugal Trans.
2008 pendulum gine is operating on all cylinders and the
absorber Damper systems for additional centrifugal pendulum-type ab-
cylinder deactivation sorber designed for cylinder deactivation
operation only so that good torsional vi-
The deactivation of cylinders in internal bration behavior can be ensured in both
Figure 5 History of damping system development combustion engines running under partial cases. In a four-cylinder engine with the
32 Powertrain Systems 2 33

CPA for CPA for cylinder engines are resulting in increased to a torsional vibra- Engine
200 Operating range CDA 2/3 DMF, DCT, without CPA

Ampiltude in rpm
4-cylinder mode 8- and 4-cylinder mode requirements, both when operating the tion level that is ac-
160 CDA 2/3
engine on all cylinders and a partial num- ceptable for the
120
ber of cylinders. Solutions are being de- powertrain with the
veloped that actually incorporate two dif- damper designs of 80
ferent centrifugal pendulum-type absorber today. 40
systems in order to optimize both operat- Further reflec- 0
ing modes independently of each other tions on the physi- Transmission
200

Ampiltude in rpm
(Figure 7). To do so, one pair of pendu- cal and mathemati- Operating range CDA 2/3
lum-type absorbers is calibrated for op- cal background of 160
eration of the engine on all cylinders and the origin of excita- 120
4-cylinder CPA the other for operation on a partial num- tion orders have 80
8-cylinder CPA ber of cylinders with half of the primary led to the sugges- 40
order of excitation. tion of designing 0
Figure 7 Centrifugal pendulum-type absorber rolling cylinder de- 800 1,200 1,600 2,000 2,400 2,800 3,200 3,600 4,000
combination matched for operation activation in three- Speed in rpm
of the engine on all cylinders and New kinds of rolling cylinder engines, 0.5th order 1.0st order
with cylinder deactivation ultimately leading 1.5th order 2.0nd order

two center cylinders deactivated, it has

been sufficient to implement an adequate
damper solution by optimizing a two-stage
curve for the dual mass flywheel due to the
limited torque range in two-cylinder opera-
tion.
However, new applications with very
high nominal torques, both in V8 and four-
Engine
Ampiltude in rpm
cylinder deactivation for
the “1.5-cylinder engine”
If additional CO2 reduction must be
achieved by means of cylinder deactiva-
tion for three-cylinder engines as well, this
raises the question
as to whether this
to “1.5-cylinder op-
eration” (Figure 10).
Figure 9 Order analysis with conventional static cylinder deactivation
CDA 2/3
The basic idea is
that the time signal of excitation recurs al-
ready after two cylinder operating cycles
have elapsed if there is alternation be-
tween the active and inactive cylinder. The
frequency spectrum of excitation is there-
fore determined by a fundamental fre-
quency resulting from the inverse of the
duration of only two consecutive cylinder
operating cycles, and their higher har-
monics. The periodic recurrence comes
after just 2/3 of a camshaft revolution and
not only after a complete revolution, as
would be the case with static deactivation
of a fixed cylinder.
The fundamental frequency of the exci-
tation function is 3/2, or 1.5 times the cam-

200 Operating range CDA 2/3 DMF, DCT, without CPA

CDA 2/3 can be attained
160
through simple I II III I II III I II III
120
static cylinder de-
80 Engine operating
activation. Tor- on all cylinders R3
40
sional vibration
0 fR3 = 1/TR3 ~ 1.5th order TR3
simulations indi-
Transmission
200 cate large excita-
Ampiltude in rpm

Operating range CDA 2/3

160 tion amplitudes, Static cylinder
however (Figure 8). deactivation CDA 2/3
120
80
What is more, the
fCDA = 1/TCDA ~ 0.5th order TCDA
40
order analysis
shows that excita-
0
800 1,200 1,600 2,000 2,400 2,800 3,200 3,600 4,000 tion is mainly char- Rolling cylinder
3-cylinder Speed in rpm acterized by a very deactivation RCD 1.5
CDA 2/3 low 0.5th funda-
mental order (Fig- fRCD = 1/TRCD ~ 0.75th order TRCD
Figure 8 Torsional vibration excitation for conventional static cylinder ure 9). This can
deactivation with two of the three cylinders active (CDA 2/3) hardly be brought Figure 10 Principle of rolling cylinder deactivation “RCD 1.5” with 1.5 of the three cylinders active
34 Powertrain Systems 2 35

shaft speed and Engine activated cylinder compresses and ex- – Variant 2, fresh air in the cylinder:
200

Ampiltude in rpm
Operating range RCD 1.5 DMF, DCT, without CPA
thus the 0.75th or- pands twice without ignition and The disadvantage here are the losses
160 RCD 1.5
der of the crank- combustion during one revolution of the due to working pressures. In addition,
120
shaft frequency camshaft, while an active cylinder in four- excitation still partly produces the 0.75th
(Figure 11). It is 80 stroke operation only compresses and fundamental order here due to the ad-
plausible that the 40 expands once, using the second half of ditional second “dummy” compression
alternating opera- 0 the camshaft’s revolution to exchange in asynchronous phasing relative to the
tion of active and Transmission the gas. Excitation therefore originates omitted ignition.
200
Ampiltude in rpm

inactive cylinders in Operating range RCD 1.5 from a deactivated cylinder twice per – Variant 3, almost no gas in the cylinder:
160
three-cylinder en- camshaft revolution and only once from After expelling the last combustion gas
120
gines results in 1.5- an active cylinder. from the previous stroke, the intake and
cylinder opera- 80 Consideration of the three options for exhaust valves remain closed so that
tion, generating a 40 potential cylinder charging leads to the fol- the piston completes two intake strokes
th 0
0.75 fundamental lowing results for RCD 1.5: against a vacuum, after which compres-
800 1,200 1,600 2,000 2,400 2,800 3,200 3,600 4,000
order for the four- – Variant 1, leaving the exhaust in the cyl- sion occurs with a large portion of the
Speed in rpm
stroke cycle princi- inder: compression energy being recuperated.
ple. 0.75 th
order 1.5 th
order Here, relatively high working pressures The second time that the piston returns
2.25th order 3.0rd order
The rolling cyl- occur analogous to the pressure of the to TDC, the intake valves are then re-
inder deactivation residual gas, which is unfavorable with opened so that the normal intake, com-
“RCD 1.5” suggest- Figure 11 Order analysis for RCD 1.5 operation with a 0.75th fundamental respect to thermodynamic process and pression, ignition, and exhaust opera-
ed here with 1.5 order without centrifugal pendulum-type absorbers friction losses. Moreover, the torsional tion is restored.
rolling active cylin- vibration excitation in the 0.75th order is Simulations of torsional vibration excita-
ders out of three cylinders therefore offers – Since no cylinders are deactivated for unacceptable due to the high exciting tion based on the cylinder pressure curves
the following basic advantages over static prolonged periods with the RCD 1.5 cylinder pressures. do not indicate the presence of any dis-
cylinder deactivation with two fixed active concept, fewer warmup measures are
cylinders out of three cylinders (CDA 2/3): needed than for the static cylinder de-
– Fundamental excitation frequency of activation concept. For this reason, it is
the 0.75th order instead of the practi- possible to drive in RCD 1.5 mode even

Torque
in Nm
cally uncontrollable low-frequency 0.5th directly after a cold start, which leads Fired
order, with all excitation frequencies to another improvement in fuel con- cylinders
50 % higher – the main objective of this sumption compared to static cylinder
development; deactivation. Phases of cylinder I
– Even higher reduction in fuel consump-
tion due to only 1.5 instead of two ac-

Torque
in Nm
Non-fired
tive cylinders. Optimizing cylinder charging in cylinders
As a result of further tests, it is possible to deactivation operation
provide the following advantages over static
cylinder deactivation as well: At this point, one might ask how and with 0° 360° 720° 1,080° 1,440° 1,800° 2,160° 2,520°
– No oil suction due to a vacuum, since what charges the deactivated cylinders Angle in °KW
each deactivated cylinder is actively should be operated. With current cylin-
fired during the next camshaft revolu- der deactivation systems, fresh air is Intake RCD downwards (intake) Cylinder I
tion, and thus there are no prolonged generally locked into the deactivated cyl- Compression RCD upwards (compression) Cylinder II
vacuum phases in the cylinder. inder, where it is compressed and pas- ~ Ignition & expansion Cylinder III
Exhaust
– This also prevents the deactivated cyl- sively expanded without combustion. In
inder from cooling down, thereby re- principle, the options of “exhaust gas in
ducing heat-related cylinder distortion the cylinder” or “nearly no gas in the cyl- Figure 12 Formation of alternating torques of cylinder deactivation operation in three-cylinder engines
during deactivation operation. inder” are also open for discussion. A de- in the variant with relatively high exhaust gas pressure in the cylinder
36
turbing low-frequency 0.5th order; instead,
the lowest occurring order is the 0.75th, as
expected. The excitation amplitude is
smaller than with the first two cylinder
charge options and basically stems from
the lack of ignition and to a lesser degree
from the dummy intake strokes completed
against a vacuum with subsequent re-
compression. Advantageous here is the
fact that relatively low pressures are in-
volved, so that the friction losses in the
deactivated cylinders are small, thereby
achieving a considerable reduction in fuel
consumption. Since the deactivated cylin-
der is fired normally on the next camshaft
revolution, no oil is sucked in despite the
short vacuum phase.
Implementing the RCD concept with
various numbers of cylinders
The outcome that must be kept firmly in
mind is that the RCD 1.5 concept in con-
junction with nearly no cylinder charge
attained the best results with respect to
both a reduction in fuel consumption as
3-cylinder mode
I
II
III
0° 240° 480°
1.5-cylinder mode (RCD)
I
II
III
0° 240° 480°
Intake Ignition & expansion
Compression Exhaust
Figure 13 Comparison of the stroke cycles in a three-cylinder engine operating on all cylinders and in
RCD 1.5 operation
well as torsional vibration excitation. In
essence, 1.5-cylinder operation was re-
alized with a three-cylinder engine. The
cycles of the individual strokes and the
RCD strokes contained in them are por-
trayed in Figure 13.
Using the same principles, a five-cylin-
der engine can effectively be operated as a
2.5-cylinder engine with RCD 2.5 in cylinder
deactivation operation. Fundamental excita-
tion then occurs in a 1.25th order, which can
be controlled by means of relevant damper
systems.
Rolling cylinder deactivation can also
be implemented in engines with an even
number of cylinders. For example, de-
pending on the power required, a four-
cylinder engine can either run as RCD
1.33 or as RCD 2.66 along with normal
static deactivation CDA 2/4. A 0.66th fun-
damental order is produced, however, in
the first two cases that is hard to control
due to the fundamental period duration
according to the sequence of three of the
four cylinders up to the periodic recur-
rence of the sequence.
720° 960° 1,200° 1,440°
Angle in °KW
720° 960° 1,200° 1,440°
Angle °KW
RCD downwards (intake)
RCD upwards (compression)
The valve control required for RCD oper-
ation, i.e. the deactivation of intake and
exhaust valves of each cylinder being de-
activated during a camshaft revolution,
can be implemented so as to be com-
pletely variable with the Schaeffler UniAir
system for electro-hydraulic valve actua-
tion [8].
As a rule, the intake and exhaust
valves can be deactivated by means of
switching mechanisms as well [9]. Op-
tions include switchable tappets, finger
followers, pivot elements, and – with cer-
tain 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 great-
er number of switching cycles involved,
further development would be required,
since switching would have to occur after
each camshaft revolution.
1,680°
1,680°
Figure 14 DMF design with a centrifugal pendulum-type absorber for the 0.75th order for RCD 1.5
rolling cylinder deactivation in three-cylinder engines
Powertrain Systems 2 37
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 op-
timizations 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 four-
cylinder 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.
38 Powertrain Systems 2 39

The resulting order Engine cally used twice (Fig- Engine

200 Operating range RCD 1.5 Operating range RCD 1.5 DMF, MT, CPA 0.75 (1.8 kg)

Ampiltude in rpm
analysis of the simu- DMF, DCT, CPA 0.75 ure 17). 200

Ampiltude in rpm
160 RCD 1.5 RCD 1.5
lations shows how In this way, the 160
the excited 0.75th or- 120 goal of implementing 120
der is reduced by 80 cylinder deactivation 80
the matched centrif- 40 operation in three- 40
ugal pendulum-type 0 cylinder engines with 0
absorber to the very Transmission acceptable torsional Transmission
200
Ampiltude in rpm

low amplitudes on Operating range RCD 1.5 vibration behavior in 200

Ampiltude in rpm
Operating range RCD 1.5
the transmission in- 160 the powertrain was 160
put (Figure 15). 120 achieved, both with 120
Figure 16 depicts 80 a dry double clutch 80
the behavioral com- 40 and for manual 40
parison of a three- 0 transmissions. In 0
cylinder engine run- 800 1,200 1,600 2,000 2,400 2,800 3,200 3,600 4,000 RCD 1.5 operation, 800 1,200 1,600 2,000 2,400 2,800 3,200 3,600 4,000
ning operating on all Speed in rpm this can in effect be
Speed in rpm
cylinders and under 0.75th order 1.5th order managed with only 3- cylinder

full load as well as in 2.25th order 3.0rd order 1.5 active cylinders 1.5-cylinder
cylinder deactivation to reduce fuel con-
operation according Figure 15 Order analysis of RCD 1.5 operation with a centrifugal sumption and CO2 Figure 17 Comparison of torsional vibrations in the powertrain in a three-
to the RCD 1.5 prin- pendulum-type absorber emissions. cylinder engine operating on all cylinders and for rolling cylinder
ciple at its highest deactivation in RCD 1.5 operation with a single clutch for manual
operating load, which is set at 70 % of the speed amplitude occurs under such condi- transmissions with a larger centrifugal pendulum-type absorber
theoretically highest producible half-engine tions at the transmission input in RCD 1.5 op-
torque. It is evident that practically the same eration as when the engine is operating on all Summary train. Finally, a new approach is introduced
cylinders. The for implementing RCD 1.5 rolling cylinder
Engine means for this is the deactivation for three-cylinder engines to
200 Operating range RCD 1.5 DMF, DCT, CPA 0.75 centrifugal pendu- attain 1.5-cylinder operation. The basic
Ampiltude in rpm

RCD 1.5
160 lum-type absorber This article describes measures for reduc- characteristics are:
120 with a total mass of ing fuel consumption and CO2 emissions in – Sophisticated rolling cylinder deactiva-
80 approx. 1 kg that has motor vehicles to the extent that they are tion in order to increase the fundamen-
40 been optimally primarily influenced by transmission sys- tal frequency of the excitation spectrum
0 matched for the oc- tems: from the 0.5th order with static cylinder
Transmission curring 0.75th order. – Direct friction reduction in the transmis- deactivation to the much more control-
200 In addition, a sion through optimized bearing sup- lable 0.75th order with rolling cylinder
Ampiltude in rpm

Operating range RCD 1.5

160 centrifugal pendu- ports deactivation
120 lum-type absorber – Wet and dry double clutches with re- – Optimized cylinder charge setting to re-
80 approx. 800 g larger duced drag torque duce the excitation amplitude.
40 was designed for – Transmission designs with a large The resulting torsional vibration excitation is
0 manual transmis- spread of gear ratios controlled by the innovative damper technol-
800 1,200 1,600 2,000 2,400 2,800 3,200 3,600 4,000 sions for which the – Optimized damper technology for achiev- ogy developed by Schaeffler, which entails a
Speed in rpm
secondary moment ing downsizing and high turbocharging dual mass flywheel with an optimized curve,
3-cylinder
1.5-cylinder
of inertia of the mass pressures, along with downspeeding for the use of centrifugal pendulum-type ab-
is less than with the reducing losses in combustion engines. sorbers on the secondary DMF mass that
Figure 16 Comparison of torsional vibrations in the powertrain in a three- dry double clutch, Such drive trends are related to an increase are matched to the occurring 0.75th main ex-
cylinder engine operating on all cylinders and for rolling cylinder which has a thermal in torsional vibration excitation from the in- citation order, and an additional damped
deactivation in RCD 1.5 operation with a dry double clutch mass that is practi- ternal combustion engine into the power- clutch disk if needed. Similarly, it is possible
40
to implement RCD 2.5 operation, which is
advantageous for five-cylinder engines.
This approach can be implemented for
applications with manual transmissions (MT),
automated manual transmissions (AMT), dou-
ble clutch transmissions (DCT) with a dry or
wet double clutch, and also for planetary au-
tomatic transmissions or CVTs with convert-
ers that have dampers equipped with added
centrifugal pendulum-type absorbers.
Literature
[1] Faust, H.: Requirements for Transmission
Benchmarking. (FWD Automatic Transmis-
sions). GETRAG Drivetrain Forum, Symposium,
2012
[2] Nowatschin, K.; Fleischmann, H.-P.; Gleich, T.;
Franzen, P.; Hommes, G.; Faust, H.; Fried-
mann, 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 2 41
[3] Teubert, A.: CVT – The Transmission Concept of
the Future. 10th Schaeffler Symposium, 2014
[4] Lindemann, P.: iTC – Innovative Solutions for
the Converter Pave the Way into the Future.
10th Schaeffler Symposium, 2014
[5] Faust, H.; Steinberg, I.: Die neuen GETRAG
PowerShift-Getriebe 6DCT450 & 6DCT470.
VDI-Berichte no. 2029. Düsseldorf: VDI-Verlag
2008, pp. 69-90. 2008 VDI Conference on
Vehicle Transmissions, 2008
[6] Faust, H.; Rühle, G.; Herdle, L.: Optimization of
Driving Fun and Reduction of CO2 Emissions
with the New GETRAG PowerShift Trans-
missions. 3rd International CTI Symposium
Automotive Transmissions. Detroit/USA, 2009,
Session A2, pp. 1-20
[7] Faust, H.; Bünder, C.; DeVincent, E.: Dual
Clutch Transmission with Dry Clutch and
Electro-mechanical Actuation. ATZ worldwide
112, 2010, no. 4
[8] Scheidt, M.: Pure Efficiency. Developing
Combustion Engines from the Perspective of a
Supplier. 10th Schaeffler Symposium, 2014
[9] Ihlemann, A.: Cylinder Deactivation. Something
of a Niche or a Technology for the Future?
10th Schaeffler Symposium, 2014