Issue 1, 2009 2 Staying smooth, saving fuel: the challenge facing modern CVT transmissions 6 Jaguars electronic axle

vectors torque for superior stability 7 Transmission strategies: Hyundai and Ford outline ambitious plans 8 Supersports driveline: Mercedes SLS flagship has seven-speed DCT transaxle

DriveLine News
DriveLine News is a Lubrizol publication produced on a quarterly basis by TwoTone Media Ltd. The content is drawn from a number of industry sources including Ricardos Transmission & Driveline News, a monthly newsletter of references compiled by the Ricardo library and information team

High performance differential

Dual-clutch transaxle

Welcome from the editor

DriveLine News is a quarterly publication from Lubrizol that aims to provide news of the latest developments and technologies in the area of transmission and driveline engineering. In preparing this publication we have drawn upon a wide range of sources, including international motor shows, technical seminars, engineering presentations, and also the information services department of global automotive technology provider, Ricardo plc. In this, our first issue of 2009, we take an in-depth look at an often-neglected transmission system, the CVT. We detail the challenges facing CVT designers, especially the issue of efficiency, and see how advanced lubricants can help. Our next issue will be devoted to proof of performance testing. We will explore how Lubrizol uses its extensive mechanical and field testing capabilities to evaluate lubricant additive formulations.

Tony Lewin editor

In addition to editing DriveLine News for The Lubrizol Corporation,Tony Lewin is a freelance correspondent for a number of automotive media channels and editor of Ricardo RQ Magazine

Staying smooth the CVT challenge

By keeping the engine at its optimum operating point, continuously variable transmissions promise the best theoretical efficiency. But, as Lubrizol experts reveal, the CVT is a challenging lubricant environment and peak performance is more than ever dependent on advanced fluid formulations.
The continuously variable transmission is the great transmission revolution that never happened. Back in the 1980s, industry enthusiasm for CVT was at its peak: European memories of the wheezing DAF Variomatic had at last been banished by a new generation of steel-belted transmissions, Ford and Fiat had proclaimed themselves convinced, and analysts predicted that the systems combination of smoothness and efficiency would allow it to replace both manual and automatic gearboxes. The reason CVT never happened, in Europe at least, was because the regions drivers voted against it with their checkbooks. They objected to the sluggish driving characteristics of the CVT cars of the day; they disliked the unchanging engine note, the slow pick-up, and the feeling of clutch slip. But while sporty-driving Europeans complained, the Japanese got on with the job of perfecting CVT for small and medium cars, where it proved the ideal solution for dense city traffic. Americans had a brief flirtation with the system when both Ford and GM tooled up for CVT on several models and Chrysler brought in transmissions from Jatco in Japan, but the solution was not well suited to the larger, higher-torque vehicles and few remain in production. Nevertheless, roughly one in 25 of all cars built worldwide is still fitted with CVT and, according to forecasts from Global Insight, the proportion is set to increase slightly throughout the next decade mainly at the expense of conventional planetary automatics. To put this into perspective, Global Insight predicts CVTs will continue to significantly outsell dual clutch transmissions, especially in Asia.

A tough environment for the lubricant

The CVT presents a big challenge not just for the mechanical engineer but for the lubricant specialist too, for one of the biggest drawbacks of the dominant pushbelt type is the energy consumed in

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Z4 reLaunCHeS WiTH DCT

BMWs all-new Z4 roadster features a choice of three engines and three different transmissions. All three versions are available with a six-speed manual gearbox; the lower powered 2.5 liter X4 sDrive23i and sDrive30i have the option of the six-speed Sport Automatic planetary transmission, complete with steering wheel mounted gearshift paddles.

Customers for the top sDrive35i, with its 306 hp twin-turbo engine, can specify BMWs seven-speed dual clutch transmission, similar to that fitted to certain 3-series coup models. The DCT results in an improvement in the Z4s performance, shaving 0.1 seconds off the sixspeed cars 0-100 km/h acceleration time and trimming CO2 emissions from 219 to 210 grams per kilometer.

DriveLine News Issue 1 2009

DriveLine News Issue 1 2009

CVT TypeS anD CoMponenTS

Perhaps the most famous CVT is the pioneering Variomatic from Van Doorne DAF in the Netherlands in the 1960s. This used twin long fabric belts, mounted externally underneath the car on expandable pulleys. Just as on a bicycle derailleur, the transmission ratio rose as the front pulley expanded and the rear one contracted. Unlike the bike, however, the ratio change in a CVT is stepless something which gives it the theoretical advantage of always allowing the engine to operate at the optimum point on its efficiency map. The Variomatic principle, but none of the same components, was used on later fully-enclosed transmissions where a belt or chain, formed of linked metal sections, ran over V-shaped metal pulleys which were again able to expand and contract to achieve ratio change. Subsequent enhancements from Bosch, which had by this time taken control of Van Doorne Transmissie, saw the metal belt push, rather than pull, around the pulleys. Today, most volume production CVTs use push-belts supplied by Bosch-VDT, the principal exception being Audi, whose Multitronic employs a pull chain. Developed in conjunction with ZF, this was the solution also employed by Ford in the US, though Audi has refined it to a much greater extent. For many years, the limited torquehandling capacity of CVT systems restricted their application to small and medium cars; in particular, diesel models, with their high torque outputs, were excluded. Currently, Bosch specifies a 450 Nm maximum for its push-belt system. Most CVT installations now use a torque converter as their launch device, the notable exception being Honda, where a wet clutch is employed. This, as we discover below, brings added complication to the lubrication of the transmission. Belts, chains, and pulleys are not the only means by which stepless variation of transmission ratio can be achieved. Several alternative systems have been proposed and developed, notably the Torotrak IVT, which uses angled variators running in toroidal cages to change ratio. None of these has yet found a commercial automotive application.

against one another, so you dont want a high metal friction there. The elements ride on the bands or rings that hold the belt together, and if theres a high friction contact there, the belt could fail. Some belts had actually broken under high-metal friction testing, he revealed. So the challenge, says Sumiejski, is to get a good metal friction characteristic between the belt and the pulley, but to try to minimize that metal friction when it comes to the belt elements. One way

clamping the belt to the pulleys. Clamp the belt too hard and the hydraulic energy goes to waste, harming the transmissions overall efficiency; clamp the belt with insufficient force and it will slip, causing frictional heat and risking mechanical damage. The force has to be exactly right for the prevailing conditions something that will soon be possible with the advent of slip-sensing feedback control systems. Yet, says Lubrizol Driveline Technology Manager Jim Sumiejski, the correct formulation of

transmission fluid can be of major benefit too. When were looking at the interface between the pulley and the belt in the CVT, we want the metal friction to be as high as possible, explains Sumiejski. That enables you to reduce your clamping force and thus improve efficiency. However, continues Sumiejski, there are other parts of that system that do not want high metal friction. All those metal elements in the belt are really pushing

Layout and variator working principle of a typical CVT. Source: Bosch

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ForDS 300 Hp THrougH THe FronT WHeeLS

A sophisticated differential derived from motor racing allows Fords new Focus RS sports hatchback to transmit its high-power output through the front wheels without adverse effects on handling or steering. With over 300 hp from its 2.5 liter turbocharged engine, the Focus RS is one

of the most powerful front-drive cars ever produced. Harnessing the power is an automatic torque biasing differential from Quaife, which allows more torque to be fed to the outside wheel under cornering. The entirely mechanical unit uses helical planetary gears on each side to deliver power to a sun gear mounted on each drive shaft.

DriveLine News Issue 1 2009

DriveLine News Issue 1 2009

To road 67.2%

Engine 100%

FTP72

of doing this could be to ensure good wear protection for the other parts of that system, he notes. The second difficulty, says Sumiejski, is the torque converter lock-up clutch and the challenge of maintaining good wet friction characteristics there. These characteristics are diametrically opposed to having high metal friction between the belt and pulley. But that is not all, continues Sumiejski. A CVT is probably one of the most effective shearing mechanisms in the world: it rips that fluid apart. The fluid is being splashed up into the belt and pulley, he explains, so there is a lot of churning going on; there is a pump forcing the fluid through the system, too. All that tends to tear apart the components in that fluid, so the viscosity would tend to drop. For this reason, CVT fluids are designed to be very shear-stable; they also need anti-foaming and wear protection ingredients, too.

CVT HoW THe LoSSeS MounT up Just 67 percent of engine power fed into a typical CVT reaches the road, according to calculations made by Bosch for a technical paper presented to the Sae in 2007. The CVTs internal losses during the FTp72 emissions test cycle are as follows: pump: 13.8 percent Torque converter: 5.7 percent Variator (pulleys): 10.1 percent Forward-reverse mechanism: 3.2 percent The Bosch paper explains that conventional hydraulic pumps have to be over-dimensioned in order to be have learned over the years to provide different chemistry systems which push the metal friction higher, explains Sumiejski. Each automaker has its own dedicated CVTF catering for the characteristics of its own transmissions, he says. Audis chain has metal-to-metal friction characteristics like the pushbelt, but a lot of the time it requires stronger anti-wear protection that chain is in a much harsher

Pump 13.8%

T/C 5.7%

Variator 10.1%

DNR+gears 3.2%

able to cope with one key critical event: an emergency stop. The transmission needs to be able to shift in an instant from overdrive to the lowest possible ratio so as to permit full braking effort. The high hydraulic pressure required by the pulleys has a large impact on overall CVT efficiency, says Bosch. The pressure demanded by torque converter, the forward-reverse mechanism, and the lubrication circuits is much lower. environment. Its pretty much a unique fluid among CVT fluids. Honda, with its wet-clutch launch system, requires yet another different solution.

What makes a CVT fluid?

Most owe their origins to ATF, or automatic transmission fluid, but so many changes have been made to the friction modifier system, the dispersant system, and other components that CVTF is to all intents and purposes a completely different fluid. We

Signs of deterioration

non-ManuaL TranSMiSSion VoLuMeS anD ForeCaST

45 40 Volume [million vehicles] 35 25 30 20 15 10 5 0 2005 2006 Source: JATCO, based on CSM Worldwide analysis

CVT 5aT 6aT 7aT 8aT

DCT aMT

4aT

3aT

2007 2008 2009 2010 2011 2012 2013 2014

Temperatures within a CVT can run between 80 and over 100 Celsius, depending on driving conditions, the most demanding being a launch from rest with a trailer being towed. Components must be thermally stable, stresses Sumiejski: You dont want that additive deteriorating because once it begins deteriorating, things go downhill fast. In the field, say Lubrizol experts, the first signs of deterioration are felt in the torque converter or the launch clutch. The friction modifiers get used up or they arent durable enough over time, which shows itself in shudder issues (see page 6). CVT fluids are not that durable, says Sumiejski, because to get better durability means losing your metal friction characteristic. And if the metal friction characteristic starts to deteriorate, the transmission is going to try to start compensating for that by applying

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DCT iS panaMeraS auToMaTiC CHoiCe

Porsche is offering its new Panamera gran turismo sedan with either a six-speed manual or a sevenspeed PDK dual-clutch transmission. No conventional planetary automatic is included in the initial program. All but the entry-level Panamera S, with 400 hp, will feature all-wheel drive via Porsches ZF-sourced PDK dual-clutch transmission.

VoLVo TruCk SHiFT SaVeS FueL

An enhanced version of the I-Shift automated gearshifting system now saves more fuel, increases comfort, and improves truck traction, claims Volvo. The revised system has an automatic freewheel mode, to save fuel when neither engine power nor engine braking are required and can optimize its shift points when heavily laden.

DriveLine News Issue 1 2009

DriveLine News Issue 1 2009

Advanced formulations

Test cycle NEDC

Time share new control active* 96%

Fuel consumption reduction 3.7%

While mechanical engineers at the automakers and transmission suppliers are developing strategies to minimize pulley clamping pressures in order to eliminate wasted energy, their counterparts on the lubrication side are busy in parallel with new core chemistries that will improve metal-tometal friction, and new lower-viscosity fluids that promise to reduce internal losses. Lubrizols goal is always to raise the metal friction so as to allow lower clamping forces and thus improved fuel efficiency. The other thing that is starting to happen now, says Sumiejski, is to look at low-viscosity versions of CVTF, again in the interests of fuel economy. However, says Sumiejski, some are concerned about the thinner lubricant film between belt and pulley, and the possible wear issues that might arise. At Lubrizol we are trying to see if we can apply our Generation 3 technology to CVTs. Right now, it looks interesting: there may not be sufficient data yet, but our preliminary findings show that we may be able to raise the metal friction. The new friction modifiers we developed for ATFs look like they may be able to help with shudder control without hurting the metal friction and along with that we will improve the wear characteristics. One of our goals is to develop a new core chemistry and then see if we can put it into a low-viscosity application.

10-15

94%

4.5%

JC08

99%

4.2%

FTP72

91%

4.0%

*during driving/non-idle condition

VW Golf 1.4 TSI DDCT: 15.4 km/ltr Toyota Allion A20: 15.6 km/ltr CVT: 1.3% better 28 Toyota allion VW golf V 4/5aT 6aT CVT belt CVT chain DCT wet 16 DCT dry aMT 12 Remarks: Japan, 10-15 cycle Applications beyond 2002 FWD, gasoline 8 DCT: (twin) charged 750 engines 2015 target

better
fuel consumption (km/ltr)

24

20

1000

1250 1500 vehicle weight (kg)

1750

2000

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CaDiLLaC SuV oFFerS aDVanCeD 4WD SySTeM

GMs luxury division is claiming best-in-class levels of driver control for its latest crossover. The 2010 Cadillac SRX, powered by a 3.0 liter direct-injection V6 developing 265 hp and 302 Nm torque, is equipped with a Haldex four-wheel drive system (left) able to provide up to 100 percent front-to-rear torque transfer.

The intelligent, active system continuously distributes engine torque evenly between front and rear axles, says GM, and is also capable of transferring torque between the left and right wheels on the rear axle. An innovative pre-emptive engagement of the rear wheels improves acceleration performance compared with conventional vehicle 4WD systems which first have to detect fron-wheel slip before activating the rear axle.

Source: Bosch, from OEM data

FueL ConSuMpTion oF CVT equippeD VeHiCLeS Fuel consumption 10-15 cycle by vehicle weight

Source: Bosch

more pressure. This could then lead to greater forces being put on the metal components, which will eventually lead to wear and other issues. After that, he observes, the CVT will probably not operate very well or shift properly. Most CVT fluids today are made from good group III base stock oil, with perhaps some PAO synthetic added; nevertheless, they need good high temperature and oxidation characteristics to try and keep the fluid from building up sludge or anything that will interfere with the belt/pulley system.

The chemistry will incorporate more phosphorus in order to boost metal friction, reveals Sumiejski.

Benefits

With his new formulations still in the development phase, Sumiejski is understandably reluctant to predict precise performance or efficiency gains. One of the most promising ways of reducing the energy wasted through excessive pulley clamping forces is to implement a real-time feedback control strategy. The system is able to detect any slip of the belt on the pulleys, the strategy being to relax clamping pressure until the belt is just on the point of slipping. On a test Mercedes A190, Bosch found a fuel consumption reduction of between 5 and 6.7 percent, with even more expected on vehicles with larger engines. The average clamping force over the US FTP72 and European NEDC test cycles had decreased by 45 and 49 percent respectively, with a 69 percent drop at a steady 50 km/h. More sophisticated fluids could also help increase the torque capacity of CVTs,

We have learned over the years to provide different chemistry systems which push the metal friction higher
FueL ConSuMpTion reDuCTion aS a reSuLT oF SeLF-opTiMiZing ConTroL oF BeLT CLaMping ForCe

DriveLine News Issue 1 2009

DriveLine News Issue 1 2009

CVT operating principle: in low-ratio mode (left) the primary pulley (top) on the engine side expands, giving a smaller radius for the chain or belt; the secondary pulley, connected to the wheels, has contracted, forcing the belt to adopt a larger radius. in the overdrive mode (right) the positions are reversed.

possibly allowing them to be used on bigger cars, especially diesels. This experience leads Sumiejski to suspect that there may be a ceiling beyond which metal friction increases are ineffective. Thats why were looking at lower viscosities, just as they are on ATFs. Maybe that will improve fuel economy by reducing drag. Automakers, observes Sumiejski, want the highest metal friction, the best fuel economy, the lowest clamping forces, riding as close as they can to the slip limit; they want anti-shudder durability like an ATF but they dont want any compromises, and wont give up anything they already have. Well see what we can do, is Sumiejskis confident response. WHaT iS SHuDDer? Shudder in a CVT occurs when the torque converter clutch (damper clutch) attempts to engage but is not able to do so smoothly, causing a vibration feeling. This is due to a stick-slip phenomena during the period of clutch engagement. This problem usually occurs at cruising speeds and could damage the torque converter beyond repair. Shudder is almost always caused by the transmission fluid - the fluid may be beyond its usable life or the wrong fluid is installed into the CVT.

Jaguars electronic differential

UK luxury sports car maker Jaguar has selected an advanced, electronicallycontrolled rear axle for the latest highperformance editions of its XK-R coup and convertible and XF-R sedan. These models feature the new direct-injection, supercharged V8 engine that sees peak power rise to 510 hp. Managing this power at the rear axle is a new electronic differential supplied by GKN. Under the command of Jaguars Active Differential Control, the GKN eLSD electronic limited slip unit is able to vector torque to the wheel with the greatest available grip to maximize traction and thus acceleration performance. In contrast to conventional traction management systems, which use the rear brakes to slow a spinning wheel, the Jaguar system actively allocates torque in an optimum manner before a wheel has begun to lose traction. This is achieved through an integrated multiplate clutch pack, actuated by a ball-and-ramp mechanism linked to an electric motor rotating a cam gear. This, says GKN, provides smooth and quick engagement and release, precise control accuracy and low drag torque. This is the first time GKNs eLSD has been fitted to a high performance car. The company also supplies the drive shafts and side shafts for these Jaguar models.

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HonDa ConFirMS DCT For MoTorCyCLeS

Honda, the worlds biggest manufacturer of motorcycles, has confirmed that it is working on a dual-clutch transmission for a future production model. Diagrams supplied by the bikemaker show that its Next Generation Transmission has five speeds and twin clutches, which appear to be of the wet multiplate variety the typical motorcycle choice.

Honda has not revealed which model the new transmission will first feature on, but has said it will launch a new V4 model in 2010. UK transmission innovator ZeroShift has, in the meantime, confirmed to the influential publication Motorcycle News that it is working on a version of its novel quick-shifting transmission for motorcycles. The ZeroShift system, which effectively replaces synchromesh, allows instantaneous, low-effort shifts.

Wagon r uSeS ViSCoDriVe 4WD

All-wheel drive versions of Suzukis new Wagon R, launched in Japan in February, are equipped with a central coupling to enable on-demand drive to the rear axle. Supplied by GKN, the Viscodrive coupling operates without the need for electronic systems and is maintenance-free throughout the life of the vehicle.

DriveLine News Issue 1 2009

DriveLine News Issue 1 2009

Hyundais transmission ambitions

Further to Hyundai-Kias announcement of the launch this year of its own six-speed planetary automatic transaxle (shown left), the Korean group has revealed that it is also working on an eight-speed transmission. This would be introduced on next-generation editions of the luxury Grandeur and Genesis model lines in 2010, R&D executive vice president Seong-Hong Park told the SAE journal Automotive Engineering International. The new six-speed, which Hyundai claims is only the third in the world to have been developed in-house by a car manufacturer, improves the fuel economy of the 3.3 liter petrol V6 Grandeur by 12.1 percent and takes 2.5 percent off the 0-100 km/h acceleration time. The unit is filled with lubricant for life and requires no maintenance, says the company. The use of a triple planetary gearset design and a new flat-shaped torque converter has allowed Hyundai to reduce the transmissions length by 12mm. Five different variants will accommodate a wide range of different configurations: no fewer than 16 Hyundai gasoline and diesel models will use the transaxle. The group is also working on a new generation of dual-clutch transmissions aimed principally at the European market where both Hyundai and Kia have manufacturing plants. A prototype DCT system was exhibited on the Kia stand at Januarys Detroit auto show.

Ford driveline strategy emerges

Ford will focus on two innovative driveline combinations in order to improve the efficiency performance of its North American vehicle ranges. Medium and larger models will transition gradually to turbocharged gasoline direct-injection EcoBoost engines linked to beefed-up six-speed automatic transmissions, while smaller vehicles again with EcoBoost engines will benefit from six-speed PowerShift dual clutch transmissions (shown right). By 2013 all Ford vehicles will have made the move to six-speed transmissions, says the company, helping it towards a 2020 target of reducing greenhouse gas emissions across its entire fleet by 30 percent. The six-speed PowerShift transmission, previewed on the Lincoln C and Ford Iosis Max concept cars at the Detroit and Geneva shows, is packaged with a 1.6 liter EcoBoost engine giving 180 horsepower. The gearbox, developed in conjunction with Getrag, builds on experience gained in Europe with the Focus PowerShift, but moves to a dry dual-clutch transmission instead of the existing wet-clutch system. The dry-clutch derivative eliminates the need for the weighty pumps, hydraulic fluids, cooling lines, and external coolers that wet clutch transmissions require, says Ford. As a result, the dry-clutch PowerShift transmission can weigh nearly 30 pounds (13.6kg) less than, for example, the four-speed automatic transmission featured on todays Ford Focus. Additional features built into the new DCT include neutral coast-down, to reduce parasitic losses when slowing; the use of controlled clutch slip to provide torsional damping of engine vibration; hill-start mode, launch assist, and a low-speed creep mode which simulates the behavior

of a conventional automatic transmission. The 6F-55 automatic transmission is a development of the current unit and, despite its higher torque capacity of 475 Nm, is able to improve its efficiency. Key measures, says Ford, are thicker transfer and final drive gears, a more responsive torque converter, and improved fluid flow paths for a reduction in overall clutch drag losses.

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CVT opTion For neW SuBaru FLagSHip

The new generation of the Legacy, Subarus top sedan and wagon model, will offer for the first time the option of a continuously variable transmission on certain engine versions. Subarus newly-developed Lineartronic CVT transmission (left) will be offered on the 2.5 liter flatfour engine editions of the new car.

anTonoV proDuCTion DeaL geTS CLoSer

Independent transmission developer Antonov has moved closer to bringing its novel TX6 automatic transmission into production.Two regional governments in China are helping fund a joint venture program between Antonov and Sichuan Jianghan Industrial Group to build the new automatic transmission, which eliminates the torque converter.

DriveLine News Issue 1 2009

DriveLine News Issue 1 2009

Supercar chassis
In an atypical move, Daimler has released technical details of its new supercar more than a year ahead of its 2010 production launch. But, while the external photography shows only camouflaged and mule vehicles on hot and cold weather location testing, the images of the driveline and chassis components are for real. They reveal a potent, mid-front engined GT with a seven-speed, dual-clutch rear transaxle. Every aspect of the design is geared toward reducing weight and lowering the center of gravity.
Torque tube construction gives rigid connection between engine and rear transaxle assemblies. ultralight carbon fiber driveshaft spins at engine speed over 7,000 rev/min.

Seven-speed, dual clutch transmission is mounted in unit with the rear axle. Doubleclutch assembly sits ahead of the rear axle line, with drive passing below the axle to the gearbox and then forward at a higher level to the differential. Differential has an integrated locking mechanism to ensure maximum traction under acceleration.

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