2p_gutzmer

All rights reserved to Schaeffler AG,in particular in case of grant of an IP right.

Prof. Dr.-Ing. Peter GutzmerMember of the Executive Board, Chief Technology Officer

Schaeffler AG

How the Transmission Contributes to ReducingCO2 Emissions A Supplier's View

International VDI Congress "Drivetrain for Vehicles" - FriedrichshafenJune 18, 2013

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Trends and Solutions Powertrain revenues will grow

Global vehicle production

65

93

114

2010 2020 2030

passenger carin mn units

Source: Global Insight, McKinsey

+ 3%

Global powertrain revenues

187

301

459

2010 2020 2030

passenger carbased on scenario of 40 g CO2/km limitin EUR billions

Source: Global Insight, McKinsey

+ 5%

+ 272

Page 2 International VDI Congress - Prof. Gutzmer

compound annualgrowth rate

compound annualgrowth rate

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CO2 legislation worldwidePowertrain concepts

90

110

130

150

170

190

210

230

250

270

2000 2005 2010 2015 2020 2025

China: 117g in 2020

EU: 95g in 2020

Japan: 105g in 2020

USA: 107g in 2025

Source: icct, 8/2012

Combustion engineincl. stop/start systems

Hybrids

Electric

2010 2015 2020

Light vehiclesin mn units

Source: IHS Automotive

20

100

40

60

80

Trends and Solutions Tomorrow's mobility combustion engine remains dominant

Combustion enginew/o stop/start systems


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increasing torsionalexcitation

increasing degree & share of

automation

increasingnumberof shafts

increasingmechanical efficiency

demandingCO2

regulations

increasing input

torques

increasing numberof gears

reduced engine speeds

less spaceless weightless cost

more comfort

increasing expectations

for robustness & lifetime

higherratio

spread

start/stop & hybrid

capability

less damping in the

transmission

needs trends

Trends and Solutions Transmission technologies needs and trends

ManualTransmission

AutomatedManualTransmission

Double ClutchTransmission

ContinuousVariableTransmission

AutomaticTransmission


Others(Hybrid Module,eDifferential etc.)

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China

India

JapanSouth

America

Europe

NAFTA

Source: Schaeffler study

18%2%

11%

2%67%

17%

17%

66%

78%

7%4%

2%9%

79%

15%

5% 1%

2%

98%

1% 4%

95%

100%

1%

99%

8%5%

4%

81%

2%

9%

11%

20%60%

64%2%

35%

63%4%

3%

30%

50%

23%

1%

20%

6%

42%

32%

6%

1%

19%

Korea

20122020

Transmission Technologies Trends in transmission production (light vehicle)


2012 (81.2):MT42.450.3

AMT0.70.5

DCT3.911.3

AT25.928.6

Others2.30

CVT6.011.62020 (102.3):

in mn units

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MT AMT DCT

MT-based Transmission Technologies Parallel shaft spur gear components

# gears 5, 6, (7);parallel shaft design5, 6;

parallel shaft design6, 7, (10);

parallel shaft design

launch device dry clutch automated dry clutch dry or wet dual clutch

hybridization hardly feasible enabled but with limited comfort feasible

start/stopcapability full (standard) few additional requirements few additional requirements


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Stop

Go

STOP

START

MT-based Transmission Technologies Shift systems: full gear detection for shift tower

Detection positions: neutral, every forward gear, rev. gear

New possible functions:- Gear selective eng. mapping- Torque limitation for 1/2 gear- Gear shift advise- Clutch protection function

Plug and play assembly Elimination of several single

components, fixation materials and assembly steps

Features and benefits

Compact Design New function Efficiency

Product focus


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1000 4000Speed

100

300

Down-speedingFewer cylinder Axial excitation

crankshaft

1980 2010Year

100

150

Effectivevehicle weight

Specificengine torque

1980 2010Year

100

200

Full load curve

1000 4000Speed

100

300

1990

2008

Isolation Engine startMechanical

strength ImpactsThermal stress

Facing wear Judder Launch Noises

Pedal load Modulation

Pedal vibrations

Spee

d

Time

Wea

r rat

e

Temperature

Spee

d

Time

Load

/ To

rque

Pedal travel

MP EP DP

Tem

pera

ture

Time

Spee

d

Time

Torq

ue

Time

Acce

lera

tion

Time

Spee

d

Time

Freq

uenc

y

Time

Increasingsensitivities

release systems

MT-based Transmission Technologies Challenges and requirements


clutch systemsdamper systems

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Low Torque Medium Torque High Torque High end Torque

Conventional clutch Servo spring clutchSelf adjusting clutch Self adjusting clutchTwin plate clutch for

comfortable pedal feel

Servo springclutch

Peda

l loa

d

Engine Torque

Conventionalclutch

400 Nm200 Nm

120 N

100 N

Self adjustingclutch

Twin plateclutch

MT-based Transmission Technologies Recommended clutch type meeting the requirements


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A-segment B-segment C-segment D-segment

Damper for small gasoline and diesel engine

Damper for small turbo charged engines

Damper for medium and high torque applications

Damper for high torque applications and highest

standard

Performance

Com

plex

ity, e

ffort

DMF with CPA

DMF

ZmartDamp

Disc with damper

Disc with damperand CPA

Centrifugal pendulum absorber (CPA)

Disc with wideangle damper "best in class"

1st SOP in 2008

Conventional damped clutch disc

DMF technology

MT-based Transmission Technologies Centrifugal pendulum technology


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MT-based Transmission Technologies Centrifugal pendulum absorber for cylinder deactivation

Current Trends

Cylinder deactivation,downsizing, and downspeeding

Fuel efficiencyand emissions

Noise, vibration,and harshness

ImprovementsDrawbacks

Dual Mass Flywheel (DMF)

Example: 8-cylinder engine with cylinder deactivation


Spee

d am

plitu

de [m

in-1

]

0

20

40

60

80

100

120

Engine speed [min-1]1,000 1,500 2,000

8-cyl. engine out8-cyl. transmission in

4-cyl. engine out

4-cyl. transmission in

With pendulum absorber

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MT-based Transmission Technologies Release system elementary parts

Bearing competence

Polymercontact plate

Finger run-outcompensation

Valves and dampersPeak-torque

limiter

Anti vibration unit

Membrane damper

Valves and dampersValves and dampers Master cylinders

Position sensortechnology

HP pipe technology

Polymer improved

PA12Steel-rubberSlave cylinder

Concentric slavecylinder (CSC)

External cylinder


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Magnet Piston

Travel sensor

Hall array 2d hall LVDT

Inductivesensor

Hall switch

Technologies with magnet as target

Linear output Digital output

New technology w/omagnet as target

Master cylinder

Stop

Go

STOP

START

MT-based Transmission Technologies Release system sensor with linear and digital output

Sensor signal required for functions like auto-stop-start, cruise control, electronic park break or start-lock

Smart solution to measure positions or travels

Contactless sensor system Less cables, connectors and

space required

Sealing of sensor housing according IP6K9K

Space saving



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Electromechanic clutch actuationLever actuator features and key components

MT-based Transmission Technologies Options for automation: electromechanic clutch actuation

Applicable for wet and dry clutches or double clutches

Self opening concept Good performance: 80 160 ms / smax

High resolution: 2.25 mm / rev. 1 1.5 Nm / incr.

No sensors required


Support rollers: 7000 N max. load

Ball screw drive: 800 N max. load efficiency > 75%

Key components


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Wet DCDry DC

MT-based Transmission Technologies Options for automation: dry and wet double clutches

Integration of double CSC into the double clutch

No support forces on crankshaft, input shaft or bell housing

Robust design against NVH side effects

Compatible with hydraulic powerpack and hydrostatic clutch actuator due to non-rotating pressure pistons without leakage

Features of the new modular design


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MT-based Transmission Technologies Options for automation: hydrostatic clutch actuation

Applicable for wet and dry clutches or double clutches

Integrated local controlunit and power stages

Robust for mounting at chassis, engine or transmission

For safety critical applications (ASIL C)

Compact actuator design


Planetary roller spindle: ratio = 0.75 mm/rev. resolution < 0.5 Nm/incr. axial load up to 3000 N

Key components

Hydrostatic Clutch Actuation


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CVT and AT Transmission Technologies Overview

CVT AT Hybrid Module

# gears variable chain drive; parallel axis6-9, (10);

planetary gear designdependent ontransmission

launch device torque converter orwet clutch torque converterelectric engine;

no friction based launch

hybridization feasible feasible inherent

start/stopcapability additional requirements additional requirements full (standard)


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Chain type 08(Current mass

production)

Chain type 07(Current mass

production)

New chain type 06

Height -10 %Height -10 %

Type 08Type 06

Significantly reduced minimum running radius of chain type 06!

Continuous Variable Transmission Technologies The next CVT chain generation: CL06

Optimizationof transmission size / weight,

overall ratio and NVH!

Conclusion


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Automatic Transmission Technologies Next generation torque converter and damper systems

Very low lock-up speed due to CPA

High efficiency TC torus Value enhancement

through reduction in purchased components


CO2 potential (5% - 10%) NVH

Product focus

engine

transmission with turbine damper

transmission with CPA

volu

me

ampl

itude

engine speed [min-1]1000 1500 2000 2500 3000

High efficiency TC torus

Double damper with CPA

Stamped components


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Automatic Transmission Technologies Slimline drawn cup needle roller bearing

Low friction rolling bearing with dimensions of a sliding bearing

Thin drawn outer ring; special steel cage design (bearing height of 1.5 mm)

Goal / Solution

Fric

tiona

l Tor

que

[Nm

]

Speed [rpm]

Plain bearing

Slimline HK

new: Slimeline HKold: Plain bearing

10 W = approx. 25l gas for whole vehicle lifecycle

Energy saving due to min. 60% less friction compared to plain bearing(e.g. 10 W for load 150 N)

Only 1% of oil volume required vs. plain bearing (0.01 vs. 1.0 l/min)

Cost reduction due to possible elimination of oil bores and use of smaller oil pumps

Running change in mass production


- 60 %


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Hybrid ModulStandard 40 kW variant


Space-optimized design with integrated coupling

High degree of controllability of the clutch

Combination with existing trans-mission technologies (AT, DCT, CVT, MT)

No change to existing damper execution

Modular system for hybridization of existing drive trains

No restriction of vehicle functionality

Dry clutch system with low losses in uncoupled state

Features and benefitsAT

DCT

MT

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EngineDual VCT (Variable Cam Timing)Coated Tappets

Chain Guide / ArmOverrunning Alternator Pulley

Smart Thermo Management

TransmissionBearing Optimization Start-Stop-System

Electronic Clutch ManagementShift Detection / Recommendation

~10% Fuel Saving Fuel efficiency Emissions Friction

reduction

Increased drivability & comfort

Same performance

Reduced total cost

Benefits

Schaeffler Demo CarsIndia Concept Car

Schaeffler System CompetenceSchaeffler System Competence


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Schaeffler Demo CarsEfficient Future Mobility North America

Engine (2,0l I4 TGDI)Coated TappetsSmart Thermo ManagementBalance Shaft needle bearings Belt Drive Friction Optimization

Transmission (6-Speed ATX)Wrap spring PESLatching ValveTC with centrifugal pendulum

absorber

~15% Fuel Saving

Drivetrain (AWD)AWD disconnect

LRR tires / Ecotires

Fuel efficiency Emissions Friction

reduction

Increased drivability & comfort

Benefits

Schaeffler System CompetenceSchaeffler System Competence


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