The Eaton Ceemat (Converter Enhanced Electronically Managed Automatic Transmission

<div class="section abstract"><div class="htmlview paragraph">Automatic transmission (AT) is a complex hydroelectromechanical system, since it consists of hydraulic, electrical and mechanical parts.</div><div class="htmlview paragraph">On cars produced by “UzAuto Motors” mainly AT of the 6T family, 6-speed AT family GM: 6T30, 6T40, 6T45, 6T50 “Hydra-Matic” are used.</div><div class="htmlview paragraph">Production of parts of these transmissions is carried out both at American GM plants and at GM plants in China and Korea.</div><div class="htmlview paragraph">The differences between AT 6T30/6T40/6T45/6T50 are in the thickness of the output chain and in the planetary gear, in the sizes of some other units and the housing itself. But the differences are much more influenced by the settings of the transmission unit, which select operating modes with different engines so as not to overload the thinnest places of the automatic transmission.</div><div class="htmlview paragraph">Automatic transmissions 6T30, 6T40, 6T45, 6T50 have the ability to manually shift gears and activate the “kickdown” mode (for quick acceleration of the car, when you sharply press the gas “all the way” it makes the automatic transmission downshift, and sometimes by two steps).</div><div class="htmlview paragraph">The operation of the transmission is controlled by various electronic systems that are responsible for the operability and structural integrity of the gearbox.</div><div class="htmlview paragraph">Failure of the automatic transmission can occur as a result of one or a combination of malfunctions of the following parts: in the torque converter; in the mechanical part of the gearbox; in the hydraulic part of the control system; one or more clutches of the gearbox; in the electrical part of the control system; in the electronic control unit.</div><div class="htmlview paragraph">The authors of the work investigated and determined the occurrence of malfunctions and failures depending on the temperature of the working fluid of the automatic transmission of a passenger car.</div><div class="htmlview paragraph">Also, the dependence of the resource of the automatic transmission on the temperature of the hydraulic fluid was obtained. High-quality diagnostics of the automatic transmission and its control system can in many cases save the car owner from expensive repairs: <ul class="list disc"><li class="list-item"><div class="htmlview paragraph">without thorough diagnostics, the automatic transmission cannot be subjected to routine or major repairs. Only on the basis of diagnostic information can a conclusion be made about the technical maintenance or repair of the automatic transmission;</div></li><li class="list-item"><div class="htmlview paragraph">based on real experience of operating passenger cars equipped with automatic transmission, we recommend changing the oil every 35000 miles under operating conditions in Tashkent. We also recommend conducting diagnostics of the automatic transmission every 12500 miles of the car's mileage.</div></li></ul></div></div>

<div class="htmlview paragraph">Variable Valve Timing (VVT) strategy on both intake and exhaust valves has a pivotal influence on the specific fuel consumptions and engine performance. In addition to this, fuel economy can also be enhanced by the application of Variable Compression Ratio (VCR) strategy.</div> <div class="htmlview paragraph">This paper presents three possible strategies to enhance fuel economy improvement:</div> <div class="htmlview paragraph"> <ul class="list disc"> <li class="list-item"><div class="htmlview paragraph">A possible VVT strategy Early Intake Valve Opening (EIVO) and Late Exhaust Valve Closure (LEVC) that alters the valve overlap to reduce fuel consumption</div> </li> <li class="list-item"><div class="htmlview paragraph">A two-position VCR system that improves fuel conversion factor to realize fuel economy</div> </li> <li class="list-item"><div class="htmlview paragraph">A strategy that combines above two technologies to produce a complementary effect on fuel economy</div> </li> </ul> </div> <div class="htmlview paragraph">All three strategies have been tested on a 1.8L DOHC four cylinder PFI engine. AVL BOOST a 1D engine gas exchange and cycle simulation code was used to model this engine to get fuel economy gains at part-load points. Therefore, the simulation provided essential information to understand engine thermodynamic process and VVT system development.</div>

<div class="section abstract"><div class="htmlview paragraph">This paper presents a methodology to represent automatic transmission clutch-to-clutch shift dynamics with a two degree of freedom, lumped inertia model. The method of reducing the automatic transmission to a lumped, two inertia model as a function of shift and input shaft acceleration is detailed using a full kinematic representation of the automatic transmission. For a given clutch-to-clutch shift maneuver there are two dependent equations that utilize the two lumped inertias and represent the response of the transmission system from input to output shaft. Applicability of the method is shown for planetary automatic and layshaft dual clutch transmissions. Typical clutch-to-clutch shift maneuvers are illustrated with the two inertia model for power on upshifts and downshifts. The simplification of automatic transmission shift dynamics using this method enables rapid synthesis of a given transmission powerflow for estimation of shift quality potential, required clutching torques, inertia phase engine torque intervention and output torque through all phases of a shift event.</div></div>

<div class="htmlview paragraph">The Indian motorcycle and scooter market is faced with the combined challenge of exhaust emissions control from the environmental perspective and fuel economy demands from the consumer. Indian motorcycles are unique in their strong focus on reduced fuel consumption and this has resulted in the development of engines with quite different combustion characteristics in comparison to their European and ASEAN counterparts.</div> <div class="htmlview paragraph">Aprilia, Peugeot and Piaggio have recently released new scooter models utilizing air assist direct injection on their small 2-stroke engines to meet the ever increasing pressure on exhaust emissions, fuel economy and performance. These new scooter models are achieving good acceptance with the customer due to their combination of superior performance and improved fuel economy.</div> <div class="htmlview paragraph">Recent investigations by Orbital on Indian scooters and motorcycles show that the air assist direct injection system can be applied to Indian 2-stroke engines to meet the Indian 2005 emissions requirements without a catalyst and simultaneously provide a 30-35% fuel economy improvement on the Indian Driving Cycle (IDC). These results are superior to today's good 4-stroke fuel economy motorcycles and advance the 2-stroke motorcycle to best in class fuel economy status.</div> <div class="htmlview paragraph">Investigations have also been conducted by Orbital regarding the application of this air assist direct injection system onto Indian 4-stroke motorcycles. This study has shown good results with a fuel economy improvement of 12-15 % over the current levels. This is a unique achievement and is potentially more cost effective than the fitment of port injection systems when considering the fuel cost saving available with air assist direct injection.</div> <div class="htmlview paragraph">System descriptions, engine and vehicle performance, fuel economy and emissions capability test data are discussed in the following pages.</div>

<div class="htmlview paragraph">The Coordinating Research Council (CRC), California Air Resources Board (ARB), and Texas Commission on Environmental Quality sponsored a program to evaluate the effects of air conditioning (AC) operation on vehicle emissions and fuel economy.</div> <div class="htmlview paragraph">Phase 1 of this work measured the effect of AC use with vehicles operated over several standard driving cycles and verified results previously obtained by other investigators. Phase 2 provided a better understanding of the effects of the interactions between ambient conditions (solar load, temperature, and humidity) and AC operation on emissions and fuel economy. The Phase 2 program also verified results of Phase 1 by using a different population of vehicles.</div> <div class="htmlview paragraph">The program results demonstrated that AC operation had a substantial impact on emissions and fuel consumption. Operation of the vehicle AC system over a range of environmental conditions resulted in consistent increases in vehicle emissions of nitrogen oxides (NO<sub>x</sub>) and carbon monoxide (CO). NO<sub>x</sub> increased from 0.1 to 0.6 g/mile, depending on the severity of the test cycle and ambient conditions. CO increased from 0.5 to 12 g/mile. However, analyses indicated that increases in CO were actually due to the increases in ambient temperatures that were employed in the experiments.</div> <div class="htmlview paragraph">The application of solar load to the vehicle increased the impact of AC operation. The application of solar load increased NO<sub>x</sub> emissions from 0.10 to 0.14 g/mile.</div> <div class="htmlview paragraph">Although this experiment was not designed to specifically address fuel economy, operation of the vehicle AC system caused substantial decreases in vehicle fuel economy, ranging from 2.5 to 4.5 miles/gallon. The addition of solar load increased the effect on fuel economy, primarily at less severe ambient conditions. Solar load caused a decrease of 1.3 miles/gallon at 80°F and moderate humidity.</div> <div class="htmlview paragraph">The results of the program were intended to aid in the improvement of vehicle emissions inventory models. NO<sub>x</sub> emission increases due to the use of AC ranged from 15% to 100% of baseline values. This level of effect indicates that AC use should be well accounted for in these models.</div>

<div class="section abstract"><div class="htmlview paragraph">The worldwide increasing acceptance and success of modern automatic transmissions in passenger cars is based on innovative technology, driving comfort, shifting dynamic and - most important - fuel consumption reduction.</div><div class="htmlview paragraph">New concepts are facing the challenge of further improvements in internal efficiency and very tough future goals on CO2 emissions in connection with more sophisticated gasoline and diesel engine technologies. Based on the competition and current diversity in automatic transmission concepts, high investments in production facilities must be taken also well into account when thinking about follow-up technologies of installed 8-speed and 9-speed technologies. This must also be considered for the different demands in regions and markets.</div><div class="htmlview paragraph">So, how may a successful automatic transmission system look like in 2020 and beyond? Do we have even more gears than the current 8-speed and 9-speed? Does it make sense to increase the total gear ratio any further? Are there measures to improve the overall mechanical efficiency by several percent? What is the prevailing transmission system: torque converter planetary, dual-clutch countershaft or belt-type stepless transmission? How does the electrification and hybridization of the powertrain in the next years effect the system?</div><div class="htmlview paragraph">This article will give some brief answers on how ZF is planning the future of automatic transmissions and how successful systems should look like.</div></div>

<div class="htmlview paragraph">Replacing a conventional automatic transmission with a high torque capacity, full-toroidal traction drive Infinitely Variable Transmission (IVT), delivers fuel economy benefits approaching those achieved by hybrid drivelines when a suitable balance between battery life and fuel economy is implemented, but with minimal additional on-cost, weight and complexity. These benefits are achieved by optimizing the engine operating conditions, eliminating the torque converter and removing torque interruptions during the gearshifts.</div> <div class="htmlview paragraph">Recent application of a non-optimal IVT to an Optare Solo bus (an 11,300kg European Midi-Bus) produced fuel savings of 19% over the standard Allison 5-speed automatic transmission. These measurements were independently performed by the internationally recognized Millbrook Proving Ground, UK. The precise control of the engine operating condition was demonstrated and this, in conjunction with the ability to decouple engine speed from wheel speed provides new opportunities to engine designers.</div> <div class="htmlview paragraph">This paper describes the operation of the IVT and the fuel economy benefits achieved in an Optare Solo European Midi-Bus application. Extending the IVT to satisfy larger commercial vehicles by creating a modular family of transmissions is discussed, together with the future hybridization potential of the IVT</div>

<div class="section abstract"><div class="htmlview paragraph">An Air intake system (AIS) is a duct system which leads the airflow going into the internal combustion engine. Combustion requires oxygen, and the more oxygen is provided into the combustion process the more power it will produce. The lower the air temperature, the higher its density, and hence there is more oxygen in a unit volume. The quality of air entering engine can be measured with the air temperature.</div><div class="htmlview paragraph">AIS design and routing influence the air charge temperature (ACT) at intake manifold runners and ACT is normally measured at AIS throttle body in reality. Higher ACT lead to inefficient combustion and can lead to spark retard. Optimization of AIS designs and reduction of ACT can improve engine performance and vehicle fuel economy.</div><div class="htmlview paragraph">High ACT can be a result of two different phenomena: <ul class="list disc"><li class="list-item"><div class="htmlview paragraph">Recirculation - Hot air from the underhood environment ingested into the dirty side of the air intake system. This is the result of the AIS snorkel not being isolated or sealed from the engine compartment hot air.</div></li><li class="list-item"><div class="htmlview paragraph">Underhood temperature rise - Air inside AIS is heated by the ducts walls because it is routed through a hot underhood environment. The longer the length and larger the diameter of the air induction system, and the higher duct skin temperatures, the worse the temperature rise.</div></li></ul></div><div class="htmlview paragraph">In this paper, it is planned to simulate and study the effects of following factors on ACT with CFD using a FCA production vehicle: <ul class="list disc"><li class="list-item"><div class="htmlview paragraph">Snorkel location: snorkel sucking fresh air at side air guide or snorkel sucking underhood hot recirculation air.</div></li><li class="list-item"><div class="htmlview paragraph">Exhaust hot end at front of an east-west engine or at the rear of the engine; these two arrangements will result in different underhood air temperatures and radiation to AIS surfaces.</div></li><li class="list-item"><div class="htmlview paragraph">Heat shield effects on ACT: heat shield blocks radiation from exhaust system to AIS surfaces, and hence reduces charge air heat pick from AIS duct walls.</div></li><li class="list-item"><div class="htmlview paragraph">The effects of other measures such as cutting holes on hood or fenders to lower engine compartment air temperatures.</div></li></ul></div><div class="htmlview paragraph">Although the airflow in vehicle AIS duct is transient in nature, steady CFD simulations will be performed to study the above cases for simplification, and CFD approach will be discussed in details. Vehicle test data will be used to validate the CFD models.</div><div class="htmlview paragraph">Finally, general practices of AIS development will be discussed, and future work on this topic will be outlined.</div></div>

<div class="section abstract"><div class="htmlview paragraph">In order to improve power density, the majority of diesel engines have intake manifold pressures above atmospheric conditions. This allows for the introduction of more fuel, which results in more power. Except for a few applications, these engines receive charged air from a turbocharger. The turbocharger develops boost by converting exhaust gas energy into power. This power is then used to compress the intake charge.</div><div class="htmlview paragraph">The medium- and heavy-duty engine markets have both stringent regulatory targets and customer demand for improved fuel efficiency. Two approaches used to meet fuel efficiency targets are downspeeding and downsizing. Until now, the industry has adapted to the turbocharger lag experienced during a transient acceleration event. This performance deficiency is severely exaggerated when the displacement and speed of an engine are reduced. The solution proposed to improving fuel economy, while maintaining equivalent performance, is supercharging.</div><div class="htmlview paragraph">Eaton's TVS® supercharger is a positive displacement pump with significantly improved efficiencies over prior models. Unlike a turbocharger, which relies on exhaust gas energy to create boost, a supercharger is directly coupled to the engine. Therefore, the supercharger speed increases proportionally with engine speed. This greatly reduces the lag that is present in a turbocharged engine. Addition of a supercharger, as this paper will show, dramatically improves low speed engine performance. This enables greater engine downspeeding that was previously not feasible with a turbocharged engine.</div><div class="htmlview paragraph">This paper explores the fuel economy benefits of combining a supercharger with a turbocharger on a diesel engine. The fuel economy and performance improvements enabled by supercharging are dependent on application, drive cycle, and engine displacement. It also reviews the simulation results of three distinct engine sizes and applications exercised over vehicle appropriate drive cycles. The effect of boosting system configuration, downspeeding, exhaust gas recirculation (EGR) configuration, and supercharger clutching on fuel economy were examined. All of the simulations provided a fuel economy benefit over the baseline turbocharger-only engines. Fuel economy was improved, while maintaining or improving vehicle performance over the baseline. Efficiency improvements in excess of 14% were demonstrated over a transient drive cycle.</div></div>

<div class="htmlview paragraph">An automatic transmission for heavy duty trucks and buses has been developed. Automatically controlled dry clutch and synchromeshed gear transmission make driving easier, while maintaining good fuel efficiency of a mechanical transmission.</div> <div class="htmlview paragraph">The system consideration and design philosophies of the electronic controller are described here, as well as the mechanical hardware for conversion of a manual transmission into a fully automatic transmission.</div> <div class="htmlview paragraph">This transmission control system has not only the functions of an automatic transmission but also driveability and efficiency same as that of a skilled driver by incorporating various kinds of control logics.</div> <div class="htmlview paragraph">It is our fair judgement that this transmission can well meet market requirements in new age.</div>

<div class="htmlview paragraph">Current and proposed legislation regarding gaseous emissions has adversely affected the fuel economy of certain gasoline engines. Recent economic and environmental developments such as the fossil fuel shortage have improved the potential for the use of diesel engines as the power plant for small commercial vehicles and possibly certain passenger cars.</div> <div class="htmlview paragraph">Many variables affect fuel economy comparisons. Most of these variables can be associated with either the vehicle design or operation.</div> <div class="htmlview paragraph">The objectives of this paper are to relate fuel economy claims with a variety of cycles and to show how some of these claims can be justified. Also, to show how some of the more impressive diesel over gasoline economy claims relate more to the real world than comparisons based on EPA and SAE cycles.</div> <div class="htmlview paragraph">EPA originally started with one cycle and later split it into city and highway driving, to better cover the real world. SAE now has three cycles which represent a broader range of habits and requirements. There is still room for improvements at the low speed, short trip in cold weather, end of the scale. Also, the high volume of small Commercial vehicles such as Pick-Ups, Vans, Taxis, etc. need attention.</div> <div class="htmlview paragraph">To appreciate the significance of comparing the real world to SAE cycles, we must be familiar with “typical vehicle fuel economy as influenced by trip length” (<span class="xref">1</span>) <span class="xref">*</span>, “fuel savings potentials in short trip cold weather service” (<span class="xref">2</span>), and “other published statistics” (<span class="xref">3</span>) that have SAE level research and credibility.</div> <div class="htmlview paragraph">These papers show the results of surveys describing how up to 80% of trips and 50% of the auto fuel consumed are associated with trips of 10 miles or less.</div>

<div class="htmlview paragraph">The fuel economy data obtained from the emission tests run by the U.S. Environmental Protection Agency (EPA) have been used to show passenger car fuel economy trends from model year 1957 to present. This paper adds the 1975 model year to the historical trend and concentrates on comparisons between the 1975 and 1974 models.</div> <div class="htmlview paragraph">Methodologies which allow different 1975 vs 1974 comparisons to be made have been developed. These calculation procedures allow the changes in fuel economy to be determined separately for emission control systems, new engine-vehicle combinations and model mix shifts. Comparisons have been calculated not only for the fleet as a whole but for each of the 13 manufacturers who were certified as of the time this paper was prepared.</div> <div class="htmlview paragraph">The net change in fuel economy for the fleet has been estimated at +13.8% comparing the 1975 models to the 1974 models assuming no model mix change occurs. The majority of this change, 11.5%, is attributable to emission control system refinements and engine optimization. General Motors is responsible for the majority of the fleet average improvement due to the combination of their large market fraction (approximately 40%) and their 28% improvement due to engine/control system optimization made possible through the use of oxidation catalyst technology.</div> <div class="htmlview paragraph">The trend toward improved fuel economy which has been initiated by the 1975 models can continue in the future even with more stringent emission standards in effect, provided the achievement of good fuel economy remains a design constraint. Continuation of the trend may require the use of advanced hydrocarbon control systems which have not yet been fully developed.</div>

<div class="htmlview paragraph">This paper introduces mathematical equations for power loss calculations of major automatic transmission components.</div> <div class="htmlview paragraph">It also presents a theoretical investigation on contributions of each component's power loss to transmission total power losses.</div> <div class="htmlview paragraph">A computer program for automatic transmission efficiency calculation has been developed based on mathematical equations.</div> <div class="htmlview paragraph">Efficiency calculations for the Hyundai A4BF1 electronic 4 speed automatic transmission has been executed in order to validate the program.</div> <div class="htmlview paragraph">The calculated efficiency under various input and operating conditions - such as different input torque & RPM, transmission gear state, ATF temperature, torque converter clutch on/off - showed quite good agreement with the test results.</div>

<div class="htmlview paragraph">In September 2003, the Mercedes Car Group set another milestone by introducing the fifth generation of automatic transmissions developed and manufactured in-house since 1960. The world's first 7-speed automatic transmission 7G-TRONIC is featured in the Mercedes-Benz S, SL, CL and E-Classes with V8 gasoline engines. Deduced from the demands of the requirement specifications, the 5-speed automatic transmission was decisively improved; the result is a clear increase in spontaneity, agility, fuel economy, and driving comfort for the customer. And because of the harmony between the vehicle and its powertrain, excellent results in the areas of performance, reduced emissions, comfort, and acoustics are obtained.</div>

<div class="htmlview paragraph">Fuel economy is one of the most important performance features for modern engine oils. For some time now, fuel efficient engine oils (called Energy Conserving II or EC-II) have been available in the marketplace. However, the performance of EC-II oils is only 2.7% Equivalent Fuel Economy Improvement (EFEI) as measured by the ASTM Sequence VI Engine Test. To meet future industry needs, more fuel efficient engine oils are desirable.</div> <div class="htmlview paragraph">In order to achieve this, a study of highly fuel efficient engine oils was initiated. An initial target of 3.9% EFEI was selected and several candidate oils were evaluated, some of which exceeded this target. The oils were evaluated using a chassis dynamometer using the U. S. EPA mode. The test results may be summarized: <ul class="list disc"> <li class="list-item"> <div class="htmlview paragraph">5W-30 Prototype Oil containing MoDTC showed between 1.6 and 2.6% better fuel economy than conventional 5W-30 and 10W-30 EC-II oils.</div></li> <li class="list-item"> <div class="htmlview paragraph">There was an optimum viscosity for maximum fuel economy using the EPA testing mode. For MoDTC containing oils the optimum High Temperature High Shear (HTHS) viscosity was found to be 2.6mPa·s.</div></li></ul></div> <div class="htmlview paragraph">In addition, a correlation was found between the Sequence VI and the chassis dynamometer test. However, the fuel economy improvement in the Sequence VI EFEI was about twice that of the chassis dynamometer. This difference is attributed to the higher oil temperature condition of the Sequence VI which results in more boundary lubrication. Friction coefficients of the 5W-30 Prototype Oil were measured with a Falex tester and the rubbing surfaces in the Falex test were analyzed using X-ray Photoelectron Spectroscopy (XPS). On the rubbing surfaces, MoS2 was formed resulting in a reduction of the friction coefficient.</div>