Schaeffler Kolloquium 2010 01 en

1
Clutch systems and torsional dampers

LuK clutch systems and

torsional dampers
Key elements for
ecient drive trains
Matthias Zink
Markus Hausner
Schaeer SYMPOSIUM 2010
Introduction
Up until a few years ago, engine development
showed a strong, consistent trend toward raising
the specific engine torque in diesel engines using new injection technologies combined with
supercharging. Since the early 1990s, the possible engine torque based on piston displacement
has increased by some 300 %. The typical diesel
engine at that time had four cylinders and a piston displacement of approximately two liters,
with which todays engines can today generate
450 Nm or more [1]. This evolution in diesel engines has, to a large degree, increased the enjoyment and efficiency of driving. So that good results as far as comfort can also be achieved
without compromise, the requirements for the
torsional vibration damper, which must transmit
the high torques on the one hand and effectively
keep the high alternating torques away from the
drive train on the other, have grown by comparable degrees.
Up to now, when selecting the transmission, the
customer mainly had to choose between a manual
or an automatic transmission, and in comparatively rare cases, also a CVT or automated shift transmission.
For several years now the pressure has been growing worldwide to reduce fuel consumption and CO2
output, while maintaining comfort and enjoyment.
According to one study [2], for example, the average fuel consumption in Germany will fall from
10
tion in l/100 km
onsumption
Fuel cconsump
7.6
8
4
Feder
ederal
al Minis
Ministr
tryy
of TTrransport
2
7.6 liters today at least to 6.1 liters by 2030 (-20 %).

With a high degree of hybridization and accelerated technology change, such as in alternative fuels
and drives, it could even fall as low as 5.2 liters
(-31 %).
Globally, this leads to a tendency towards smaller and lighter vehicles. The drive train requires
massive effort in order to raise the overall efficiency.
For the combustion engine, this is done by
means of further downsizing, with supercharging now being increasingly used, particularly in
gasoline engines. In concrete terms, this means
a torque class that has to be covered with the
smallest possible engines (Figure 2). 2.0 liter engines are replaced, for example, by 1.5 liter engines with comparable torque. Small engines
with up to 1.3 liters piston displacement are
showing strong growth, while engines with over
1.8 liters piston displacement are losing share.
In the drive train, automation and electrification
are used to enable the combustion engine to be
operated with optimal loads and speeds.
Types of
transmissions
1995
2000
2005
2010
2015
2020
2025
Year
Figure 1
10
Specific tor
torque
que
gasoline
Manual
transmission
tr
ansmission
35
+26 millions (+49 %)
Predicted average passenger car fuel consumption in Germany
2030
Compared to a manual transmission, an automatic transmission

represented the only
40
29
25
Automa
Aut
omatic
tic
transmission
tr
ansmission
+6 millions (+32 %)
21
19
7
6
CVT
3
Automa
Aut
omatted 1
manual 1
transmission
tr
ansmission 1
0 millions ( 0 %)
6
Double-clutch
Double-clutch
transmission
tr
ansmission 1
Hybrid
+? millions (+? %)
10
2018
2012
2009
Figure 3
at low engine speeds.

In this regard, damper
100%
100%
100%
technology also plays
a key role for auto80%
80%
80%
matic transmissions,
since the performance
60%
60%
60%
capability
of
the
damper largely determines the engine
40%
40%
40%
speed from which it is
possible to drive with
20%
20%
20%
no slip and therefore
optimal fuel consump0%
0%
0%
tion. LuK has already
2007
2015
2007
2015
2007
2015
shown what is techniover 2,8 l
up to
to 120 Nm/l
up to
to 80 Nm/l
cally possible today in
up to
to 2,8 l
up to
to 140 Nm/l
up to
to 100 Nm/l
up to
to 2,3 l
that area. Using a
up to
to 160 Nm/l
up to
to 120 Nm/l
up to
to 1,8 l
up to
to 180 Nm/l
up to
to 140 Nm/l
double damper and
up to
to 1,3 l
over 180 Nm/l
up to
to 160 Nm/l
centrifugal pendulumover 160 Nm/l
type absorber (CPA), it
Figure 2 Engine production in Europe by piston displacement and specific torque
is possible to increase
(Source: CSM)
the degree of isolation by more than 60 % compared with a convenoption up to now across the board for shifting
tional damper. This creates the conditions regears clutch-free. Up to now, the high comfort
quired for achieving significant advantages in
level of the automatic transmission was always
fuel economy [3].
set against a comparatively high fuel consumption, since the torque converter clutch had to be
The desire to combine the advantages of the previopen at low engine speeds for comfort reasons.
ous manual transmission with those of the autoBut good fuel economy can actually be achieved
Specific tor
torque
que
diesel
Pistton
Pis
displacement
displacement
Total change 2009 2018:
Despite great strides in transmission technology,

the manual transmission continues to have the
highest production volume worldwide. The advantages of this transmission technology are
relatively low cost, high
eciency and good
driving performance. It
will remain the worlds
6.1
dominant transmission
type for the next several years, and by 2018,
5.2
with a projected increase of 11 million
Shell P
Passeng
assenger
er Car Scenario
units, will show the
highest growth in absolute numbers.
20
30
40
50
Transmissions pr
produced,
oduced, millions per yyear
ear
Global production figures by transmission type
11
The contribution of the transmission to favorable

consumption values stems in large part from creating the foundation for operating the combustion
engine at a low specific consumption. To do this,
the number of gears and the gear ratio spread are
both increased. Automation ensures that the correct gear is always engaged. With manual transmissions, gear selection is left to the driver, but even
here a visual shift recommendation can provide
positive support if the driver feels right in the recommended gear.
Optimal dampers
for comfortable
driving with low
fuel consumption
Independent of the transmission concept, vehicles, apart from purely electric cars, will still be
powered by the combustion engine for the foreseeable future. This means that the fundamental
100
300
200
225
250
100
300
350
400
500
que Meng in Nm
orque
Engine ttor
que Meng in Nm
orque
Engine ttor
400
275
75
300
50
325
350
400
25
500
0
0 1000
2000
3000
4000
Engine speed neng in 1/min

Specific fuel cconsump
onsumption
tion be in gg/kWh
/kWh
1000
1500
2000
2500
Consttan
Cons
antt po
pow
wer 6 kW (70 km/h)
Traction rresis
esisttance in 5th ggear
ear
with rreduced
educed driv
drive
e tr
train
ain ggear
ear rraatio ( 20 %)
Traction rresis
esisttance in 5th ggear
ear
Figure 4
12
Consumption characteristic map for a 2.0-liter diesel engine potential consumption reduction due to
lowering engine speeds (downspeeding)
4
3
2
1
0
60
Gear
(default)
(def
requirements at the
interface between engine and transmission
are the same at first
for all transmission
types. There must be
a starter element, a
means of transmitting
the average torque,
and the alternating
torques
must
be
dampened as well.
The damper requirements increase with
higher torques at low
engine speeds and as
the number of cylinders is reduced. Or to
put it another way:
The damper requirements rise with the
objective of lowering
fuel
consumption
while keeping driving
enjoyment and comfort the same.
Vehicle speed
vveh in km/h
The next logical step in the ongoing process of automation and electrification is hybridization. Here,
too, the goal is to further decrease fuel consumption through energy management without compromising comfort or enjoyment. The strength of
its market penetration and the hybrid concepts
with which it will develop cannot be fully foreseen
at this time. What seems certain, however, is that
hybridization will begin to establish itself across
the board in the model series of all automakers in
the years to come.
Another area where eorts are being made has to

do with mechanical eciency. Lower friction and
light construction, however, also bring about a
greater sensitivity to torsional vibration, since less
mass is moving and vibrations are dampened less.
Particularly with double clutch transmissions, the
requirements regarding torsional irregularity significantly increase compared to a manual transmission, since a partial transmission is not in the
flow of power and is therefore susceptible to rattling noises. It must therefore be taken in consideration overall that, depending on the starting
situation, optimizations in this connection come
with higher requirements for the torsional vibration damper.
Engine speed
neng in 1/min
matic transmission led to the development of double clutch transmissions. This new transmission
concept shows how enjoyment, consumption and
comfort can be combined with impressive results.
It is here that the highest relative growth will be
realized in the next several years.
40
20
0
3000
2000
1000
tion
onsumption
Fuel cconsump
in l/h
0
6
4
2
0
0
50
100
Time t in s
150
200
Base
Reduced ggear
ear rraatio
Figure 5
Eects of downspeeding in the NEDC consumption simulation (city cycle)
Reducing consumption
through optimized dampers
A torsional vibration damper in itself does not,
of course, directly reduce consumption, but a
simple example makes it clear how closely the
choice of damper technology is linked with fuel
economy. It is based on a current 2-liter diesel
engine with about 350 Nm. The vibrations are
effectively reduced with an optimally designed
dual mass flywheel (DMF). If this vehicle is driven with a given gear ratio at a constant speed of
70 km/h in 5th gear, the specific fuel consumption is 385 g/kWh. This can be converted to a
fuel consumption of 3.96 liters per 100 km for
this vehicle. If the gear ratio is reduced by 20 %,
for example, the engine speed drops by the
same factor. This lowers the specific fuel consumption to 330 g/kWh or 3.39 liters per
100 km, which corresponds to a 14 % reduction!
A comparable improvement is achieved when a
speed of 70 km/h is driven in 6th gear instead of
5th gear.
Consumption simulations were carried out to

determine the achievable advantage of driving
at a lower engine speed in the new European
driving cycle (NEDC). Figure 5 shows the comparable result for a city cycle. Together with the
consumption characteristic map from Figure 4, a
consumption advantage of 0.92 liters per
100 km, or 11.4 %, is calculated for the city cycle.
Consumption falls from 6.08 to 5.44 liters per
100 km for the entire cycle. This is a savings of
10.5 %.
By lowering the engine speed, the engine torque
rises by the same degree and both lead to a decline in driving comfort, since the crankshaft irregularity increases while the degree of isolation
of the DMF decreases. With a more eective
damper, this worsening can again be compensated for. The CPA developed by LuK oers adequate
potential [4, 5] to realize the depicted consumption advantage without impacting comfort.
LuK has long been working on using this principle to reduce vibrations in the passenger car
drive train. This technology was explained in
connection with a dampened clutch disc as far
13
The cen
trifugal
pe
in the
dual-m ndulum absorb
ass fly
n
im
er
tio
ra
p
pe
re
O
wh
of
s
s
t
e
e hear
al tooling d us. ... We eel really
ug
rif
nt
Of course, th
ce
a
aro
lik
on board:
in the Even at 1 und with no e that:
Spritspar was
er integrated
000 rpm
jerking
rb
so
ab
es
um
ul
ss
grumble
s,
...
pend
suppre
good jo the 320d does
wheel, which
nt
b.
dual mass fly
the drive train
in
g
in
rg
su
nt
the unpleasa
AutoBIL
eeds.
D 35/20
at low engine sp
r 19/2009
09
traassenverkeh
AutoStr
And so that the low-speed diesel doesnt bump around
like a sack of nuts, a vibration-damping centrifugal pendulum-flywheel
is very successful at achieving smooth running.
AutoZ
Aut
oZeitung
eitung 19/2009
This is made possible by a new type
of centrifugal pendulum
absorber integrated in the familiar
dual mass flywheel.This technology
lowers the shifting speed by up to
400 rpms because
the driver feels better in the lowspeed range with no surging," ...
AutoMo
MottorSp
rSpo
ort 19/2009
CPA. Together with

other measures, fuel
consumption could be
reduced by 0.7 liters
with no reduction in
comfort in a production vehicle with manual transmission. A
success that would
not be possible without
an
effective
damper.
tion
fluctuation
Speed fluctua
in 1/min
This potential can be

transferred without
restriction to all other
transmission
concepts (Figure 7). A
better damper also
Figure 6 LuK CPA successful implementation in production
supports driving in
the speed range favorable for consumption with double-clutch or
back as Symposium 1990 [6]. In Sympoautomatic transmissions. Better decoupling of
sium 2002, the CPA on the secondary side of a
vibrations also makes it possible for the torque
DMF was presented [7] and the technology has
converter to be bypassed earlier in an automatbeen successfully in production since 2008.
ic transmission. Not only can the engine efficiency be positively affected in this way, but
The potential consumption reduction is conalso the efficiency of the transmission. Espefirmed in real driving operation for a DMF with
Manual transmission
40
30
20
10
0
Engine
tion
fluctuation
Speed fluctua
in 1/min
1000 1500 2000

Speed in 1/min
40
Automatic transmission
Considering the
entire system, using the
3-cylinder engine as an
example
In larger engines, it has long been the practice to
reduce the number of cylinders; todays 6-cylinder engines replace the 8-cylinder units of former days, and 4-cylinder units have replaced
6-cylinder engines. The advantages are obvious:
lower masses, fewer moving parts and lower
friction lead to less dissipated energy. The advantages of engines with fewer cylinders are first
On the drive train side, the resonance likewise

shifts to higher speeds. This is positive, however,
in contrast to a DMF, since the resonance lies
within the drivable speed range as it is. Due to
the shift to higher speeds, the resonance in an
SMF is not as strongly excited, nevertheless the
speed fluctuations lie clearly above those of a
4-cylinder engine (Figure 9).
0
2500
30
20
10
0
1000 1500 2000
Speed in 1/min
2500
Standard damper
Damper with centrifugal pendulum absorber
Figure 7
14
Dual-mass fly
flywheel
wheel
The development and
optimization of torConvven
Con
entional
tional damper (base)
sional vibration dampers was and is driven
by an effort to
Tor
orsional
sional vibr
vibraation rreduction
eduction
achieve drives that
are low in noise and
Figure 8 Flexible options in connection with improved damper technology, using
the example of the manual transmission
vibration. Better dampers can naturally still
be used purely to improve comfort as well. The
set against louder engine performance, particupossibilities of more efficient vibration reduclarly when the engine is to run in the lower
tion are qualitatively summarized in Figure 8.
speed range with optimal fuel economy.
Depending on the starting position and objecThis is one possible reason why the supertive, there is a great deal of flexibility in selectcharged and thus high-torque types with 3 or
ing the extent to which this potential is to be
even just 2 cylinders are still comparatively
used to improve comfort or reduce consumprare. The requirements for noise reduction rise
tion. As mentioned, these options are independisproportionately. If, for example, a 4-cylinder
dent of transmission type. Compromises in
engine with DMF is replaced by a 3-cylinder
comfort as a result of economizing on fuel, for
type, the torsional irregularity is practically
example, remain without effect on the condoubled at the transmission input with the
sumption values in the NEDC. In real driving opsame damper technology. The reason for this is
eration, they will, however, have a negative efthe lower ignition frequency, which causes a
fect on fuel economy.
higher irregularity of the crankshaft and a shift
in the drive train resonance closer in the speed
range relevant to driving.
In addition to the more critical situation on the

transmission side, the requirement for the power take-off is also significantly sharpened. Here,
too, the irregularity rises to an extreme degree
for the reduced number of cylinders, despite the
same engine torque. A single-mass flywheel
(SMF) would be advantageous for the power
take-off.
10
40
Dual-mass fly
flywheel
wheel
with cen
centrifug
trifugal
al pendulum ab
absorber
sorber
New challenges
20
Double-clutch transmission
30
1000 1500 2000

Speed in 1/min
tion
fluctuation
Speed fluctua
in 1/min
2500
cially for automatic

transmissions, effective dampers are of
elementary
importance to competitiveness in fuel economy
compared to other
transmission
concepts.
tion / Co2 reduction

onsumption
Fuel cconsump
LuK CPA the standard for torsional vibration isolation in all transmission types
15
250
100
50
150
100
50
2000
3000
4000

Engine 3-cylinder
Engine 4-cylinder
1000
2000
3000
150
100
50
DMF could remain the first choice for supercharged 3-cylinder engines as far as torsional
vibrations on the transmission. On the other
hand, the potential of an SMF can be significantly increased by raising the drive train spring
rate.
In case an adaptation of the drive train is not possible and no satisfactory result can be achieved
with conventional damper technology, alternative
concepts have to be considered early on. The potential of the LuK-developed CPA technology can
be used here as well. Considering the overall situation, a pendulum in combination with either a DMF
or SMF can present interesting solutions.
The theoretical potential is considerable. To the

extent that the boundary conditions and other
requirements permit, the possibility of a drive
train modification should be considered as early as possible in the concept phase. With a corresponding reduction in drive train stiffness, a
2000
3000
100
50
4000
Engine, Driv
Drive
e tr
train
ain with lo
low
w sstiffness
tiffness
Engine, Driv
Drive
e tr
train
ain with high sstiffness
tiffness
Increasing requirements when reducing the number of cylinders Example: 3 cylinders instead of 4,
with the same maximum engine torque
In order to achieve better results with conventional damper technology, a shift in the drive
train resonance would be helpful. The resonance
frequency would have to be reduced for a DMF,
and raised for an SMF. In concrete terms, this
would mean modifying the stiffness of the drive
train in order to expand the application area of
the damper (Figure 10).
150
1000
2000
3000
Transmission 3-cylinder
Transmission 4-cylinder
Differ
Diff
eren
ential
tial
Axle shafts
shafts
Single-mass fly
flywheel
wheel
0 1000
4000
200
0 1000
Figure 9
tion in 1/min
fluctuation
Speed fluctua
150
250
Dual-mass fly
flywheel
wheel
200
200
tion in 1/min
fluctuation
Speed fluctua
tion in 1/min
fluctuation
Speed fluctua
200
250
Single-mass fly
flywheel
wheel
tion in 1/min
fluctuation
Speed fluctua
Dual-mass fly
flywheel
wheel
4000
Transmission, Driv
Drive
e tr
train
ain with lo
low
w sstiffness
tiffness
Transmission, Driv
Drive
e tr
train
ain with high sstiffness
tiffness
Figure 11 Performance limits of torsional vibration dampers in the entire drive train
In the case of an SMF it has been shown that the

doubled primary excitation force is not negligible. The most favorable results are achieved
when both the single and double primary excitation forces are canceled out with the CPA.
250
From a drive train perspective, a DMF with CPA

is the best solution. Outstanding isolation values are achieved from an engine speed of
1000 1/min. The advantage of a solution with
SMF especially benefits the power take-off,
250
Engine irr
irregularity
egularity
200
Transmission irr
irregularity
egularity
200
tion in 1/min
fluctuation
Speed fluctua
250
tion in 1/min
fluctuation
Speed fluctua
150
100
50
150
100
50
Engine
Engine
0 1000
Vehicle
Axle shafts
shafts
Figure 10 Taking the entire drive train into consideration to reduce torsional vibrations
16
3000
4000
Transmission
Differ
Diff
eren
ential
tial
Transmission
2000
SMF without cen

centrifug
trifugal
al pendulum ab
absorber
sorber
SMF with cen
centrifug
trifugal
al pendulum ab
absorber
sorber
1000
2000
3000
4000

DMF without cen
centrifug
trifugal
al pendulum ab
absorber
sorber
DMF with cen
centrifug
trifugal
al pendulum ab
absorber
sorber
Figure 12 Isolation potential of alternative damper types for 3-cylinder engines
17
Solution for the

power take-o
Among the options shown above for reducing
vibration in supercharged 3-cylinder engines,
variants with DMF also offer the highest potential. The best isolation results can theoretically
be achieved even from low engine speeds, particularly in combination with a CPA. Greater vibrations on the power take-off side are the disadvantage compared to types with SMF. LuKs
solution for this is to bring the vibrations to a
lower level. The model is the proven principle
of the DMF. This technology, made appropriately smaller, can also be used to enable over-
Figure 14 shows comparative measurements

with a conventional generator freewheel on a
4-cylinder diesel engine with 240 Nm. The vibration level on the generator is significantly lower
with the BPD. Another advantage is that the dynamic torques between the crankshaft and belt
pulley are isolated immediately. The belt must
therefore only transfer low alternating torques
and the belt pretensioning can be correspondingly low. A lower belt pretensioning in turn
means lower friction, which, in the end, can reduce the losses in the belt drive [8]. Thus, in addition to quieting the power take-off, the BPD
also allows a further contribution to reducing
consumption and CO2 output.
1200
Speed n in 1/min
1200
1100
1000
900
1100
1000
900
800
800
0,025
0,050
0,075
Time t in s
0,100
Speed fluctua
fluctuation
tion in 1/min
Which type is the best for a concrete application

must be evaluated. For the drive train, an optimal
result can be achieved with 3-cylinder engines
with DMF. LuK has likewise developed a solution
for possibly critical vibrations on the power takeo side, which will be explained in the next section.
critical operation for the power take-off. Figure 13 shows a sample design for a LuK belt
pulley decoupler (BPD) [8]. The BPD is arranged
directly on the free end of the crankshaft. The
entire belt drive thus benefits from the isolation potential. The BPD is naturally not reserved
only for 3-cylinder engines, but can be used in
all applications where alternating torques need
to be isolated as efficiently as possible from the
power take-off.
Speed n in 1/min
since the CPA directly reduces the irregularity

of the engine.
Speed fluctua
fluctuation
tion in 1/min
150
100
50
0
0
1000
2000
Pulleyy
Pulle
0,050
0,075
Time t in s
0,100
2000
3000
150
100
50
3000

Flywheel
Fly
wheel
0,025
1000
Generaator
Gener
Figure 14 LuK belt pulley decoupler (right) compared with a conventional generator freewheel (left)
Stop-start systems,
leading the way to
hybridization
One forecast [9] concludes that as early as 2012

every second new vehicle will be equipped with
such a system. The consumption advantages
are considerable: in the NEDC, the stop time totals 240 s, which is 20 % of the entire cycle. This
amounts to up to 5 %, or in the pure city cycle,
even up to 8 % of the total fuel consumed. Concretely, 4.5 % can be saved in the entire cycle
for the vehicle considered above with an idle
range of about 0.6 L/h (Figure 5).
Fuel economy benefits of

stop-start systems
3 4 Nm/
Torsion angle in
NEDC ttot
otal
al cy
cycle
cle
(0 km/h rraate = 20 %)
150
100
50
0
0
200
400
600
800
Time t in s
1000
1200
60
NEDC city cy
cycle
cle
(0 km/h rraate = 30 %)
40
20
0
200
250
300
Time t in s
350
400
Figure 15 Consumption reduction potential of a stop-start system in NEDC
Figure 13 LuK belt pulley decoupler (BPD) the DMF for the power take-o
18
Vehicle speed vveh in km/h
approx. 100 Nm
Vehicle speed vveh in km/h
Torque M in Nm
Many cars already have it on board today: a

stop-start system as a lead-in to hybridization.
19
lease cylinders with travel measurement technology is growing to a great degree. At LuK, intensive
development is underway to find the best measurement principle from the standpoint of space,
performance and cost [10].
Sensor
Slave cylinder
Master cylinder
Figure 16 Travel sensors in the release system not only for stop-start systems
Necessity and option in

connection with stop-start
systems
The fundamental requirements of a clutch and
damper system for applications with stop-start
function change only slightly. In the case of a
DMF, more stop and start operations must be
able to be tolerated and the starter sprocket
may have to be made somewhat more wear resistant. As far as comfort, stop-start behavior
must certainly be viewed more critically. Since
the driver does not, as usual, actively turn the
engine on and off, there are no higher requirements to deal with from this standpoint.
The consequences are clearer for release system
components, since stop-start systems require in-
formation on the clutch position. Position recording in itself is not new in clutch systems; there are
many systems that require this information:
Stop-start systems
Cruise control
Start lock
Clutches for hybrid applications
Electric parking brake
Hill-holder system
Input signal for automated manual and double
clutch transmissions
Due to the trend toward increased electrification,
strongly driven by stop-start applications in manual transmissions, the number of projects in re-
Normal ssttart pr
process
ocess
One scenario being discussed in connection with

stop-start systems is the system behavior in case
of a change of mind. In this case, the system
has decided, based on the driving situation, to
stop the engine, but the driver wants to drive on
before the stopping process is complete. A restart of the engine is not possible during the runout phase. The engine must first be allowed to
come to a complete standstill before the starter
can be engaged. In this situation there can be a
delay of a few tenths of a second, which is subjectively perceived as negative.
In order to eliminate a possible delay with a
change-of-mind, there are developments in
which the starter pinion continuously meshes
with the starter sprocket. The starter thus always remains engaged. In order to make this
possible, an additional freewheel is required
between the starter sprocket and crankshaft,
which couples with the starter at low speeds
and decouples when a certain engine speed is
exceeded (nA in Figure 17). This enables the engine to be started immediately and without delay even in the run-out phase. Tests have already shown that such a strategy brings
considerable benefits in the subjective evalua-
Starter ring gear

Crank house
Freewheel
Rolling bearing
Crankshaft
Figure 18 Conventional freewheel arrangement for a

stop-start system with PES
tion. A restart when the engine is at a complete

standstill is shown in Figure 17 on the right. In
this concrete example, the time difference is
0.2 seconds better than solutions without a
permanently engaged starter.
LuK solution for a

permanently engaged
starter (PES)
The challenge for a stop-start system with PES
lies in the design of the freewheel. In a design
with a conventional freewheel, the starter
sprocket is mounted to the output end of the
crankshaft with a rolling bearing; at low speeds
(starter speed) the starter sprocket is connect-
change
chang
e of mind
Start
St
arter
er ring ggear
ear
Speed
Speed
Driven
Driv
en pla
platte
nA
nA
n < nA
Free
Fr
eewheel
wheel
Rolling bearing
Cranksha
Crank
shaft
ft
Starter
Time
Time
Time adv
advan
anttag
age
e
Figure 19 LuK freewheel concept for PES (permanently engaged starter)
Figure 17 Normal start and restart of a still-running engine (change-of-mind)
20
n > nA
21
Nevertheless, there are known to be a number

of comfort and NVH problems for which the
clutch system or the entire vehicle has to be designed. In past years, this was also strongly driven by the evolution of diesel engines. The significantly increased engine torques from
turbocharging led to higher operating loads in
manual transmissions [1], and the comparatively
low available engine torques in the lower speed
range in some cases led to weak start-up. The
latter is mainly a comfort issue, but also makes
Distribution
Dis
tribution of ssttart-up ener
energy
gy
(12 % uphill gr
grade
ade with tr
trailer)
ailer)
Subjective
Subjectiv
ee
evvalua
aluation
tion
10
40
Subjective rraating
Subjective
30
20
10
0
Horizonttal partial load cur

Horizon
curvve
Descending partial load cur
curvve
8.0
7.3
6.8
7.2
6.1
1
50-59
60-69
70-79
80-89
90-99
100-109
110-119
120-129
130-139
140-149
Engine speed
8.9
Start-up
St
art-up ener
energy
gy in kJ
12 % uphill
grade
gr
ade
with tr
trailer
ailer
que
orque
Engine ttor
equency in %
frequency
e fr
tive
elativ
Rela
50
Levvel
Le
sporty
Engine char
charact
acteris
eristic
tic map
Driving situa
situation
tion
Figure 20 Eect of engine characteristic map on start-up stability driving test with 10 testers
22
eatte
Grea
Gr
sensitivity
Fewer
cylinderss
cylinder
wering
Low
Lo
idle speed
ft
shaft
anksha
Crank
Cr
vibrations
axial vibra
Engine torque
Full load
tic
eristic
characteris
charact
Engine torque
Downspeeding
Downspeeding
eased
Increased
Incr
consumerss
additional consumer
Engine speed
Engine speed
e
ective
ffectiv
Eff
weightt
vehicle weigh
Engine torque
Eff
ff.. veh.
veh. w
weigh
eightt
Specific
que
torque
engine tor
Year
Year
Requir
equiremen
ements
ts
Time
Time
Time
Time
Time
Facing
wear
Pedal load
modulation
modulation
Start-up
Start-up
quality
Judder
Pedal tr
traavel
Temper
emperaatur
turee
Speed
Speed
Wear rraate
EP
DP
Thermal
str
tress
ess
MP
Frequency
Frequency
Time
Start
St
art
behavior
behavior
Pedal
vibrations
vibra
Load / TTor
orque
que
Noise
Temper
emperaatur
turee
Impacts
Speed
Mechan.
load
Acceleration
Accelera
Isolation
Isola
tion
Tor
orque
que ffact
actor
or
Simple rolling bearing technology can be used

for the LuK solution, since the load turns out to
be many times lower than in a conventional freewheel arrangement. The starter sprocket is no
longer mounted on the rotating output end of
the crankshaft, but on the stationary crankcase
(Figure 19). The freewheel is designed as a centrifugal force clutch and bolted to the crankshaft. When the starter speed range is exceeded
(nA in Figure 17), the centrifugal force clutch
opens, thus uncoupling the starter sprocket
from the crankshaft. In this arrangement, the
rolling bearing only has to be designed for the
starter speed and the duration of the start process. After the engine start, this arrangement
creates no additional drag torque and thus no
dissipated energy. The LuK freewheel for a PES is
thus highly robust and has no disadvantages for
the overall efficiency.
Optimizations regarding fuel economy and torsional vibration in modern drive trains with combustion engines have almost exclusively to do
with driving with a closed clutch. The interface
between engine and transmission is definitively
characterized by the torsional vibration damper.
The circumstances change completely for operating conditions with a slipping or actuated
clutch. With ideal friction coefficient performance by the clutch, there would theoretically
no longer be any alternating torque transmitted
directly from the engine to the transmission at a
sufficiently high slip speed. An effect of slip-controlled systems for torsional vibration isolation is
used.
Boundaryy conditions
Boundar
conditions
Higher requirements
for the clutch
system
Speed
ed with the crankshaft by means of the locked

freewheel, while at higher speeds, the crankshaft outruns the starter, thus uncoupling it.
With such an arrangement, the rolling bearing
is under stress during the entire operation, specifically with the engine speed. The demands
on the bearing are thus extremely high, as it
must be designed for the maximum engine
speed and the full engine operating hours. The
freewheel is likewise constantly turning with
the engine speed. Both components, bearing
and freewheel, thus generate a drag torque at
all times during engine operation and thus additional dissipated energy.
Levvel
Le
normal
Time
Time
Figure 21 Tightened boundary conditions and requirements for a clutch system
the start-up situation more critical. This can lead

to a reduced service life, but also, in particular,
to high clutch temperatures when starting up on
a hill with a trailer. Here too there are increasingly deficits to deal with in supercharged, smallvolume gasoline engines. On the engine side,
effective counter-measures can be taken. Special
engine characteristic maps, with declining partial load curves and the highest possible dynamic during the start-up phase, stabilize the startup process. This is equally positive for the
start-up energy as for the start-up comfort.
Overall, tightened engine and transmission

boundary conditions lead to higher requirements on the clutch system (Figure 21). The
engine-side excitement and the sensitivity of
the transmission or the entire drive train increase. In particular, a trend can be seen towards greater variety of vibration and noise
phenomena in the slip phase. A number of
problems can be caused by axial vibrations of
the crankshaft. Some important examples of
this include:
An example is shown in Figure 20. In cooperation

with an automobile manufacturer, the engineside optimization potential was studied with regard to start-up quality for a small-volume, supercharged diesel engine. The modification primarily
had to do with the course of the static partial load
curves (engine torque plotted against engine
speed for constant throttle position). Compared
to the base (production design, gray in Figure 20),
the start-up energy level has been decreased significantly. Critical start-ups with high energy inputs in particular can be largely avoided by this
measure. The dierence was also considerable in
the subjective evaluation, with ratings improving
by 1.5 points on average.
Operation noises
Pedal vibrations
Chatter (modulation excitation)
Drive train noises (rattling, clatter, whoop)
These forced or impulse-excited phenomena can
be most efficiently solved with a cover-mounted
release system (CMR) [10], since the excitation
mechanism is compensated for. The CMR has
been in production for a hybrid application since
2009 and is in the concept phase for manual
transmissions at a few automotive manufacturers to solve various problems.
23
Speed n in 1/min
4000
3000
2000
Structure-borne noise
Structure-borne
Paa
in P
Time t in s
600
-600
4000
3000
2000
600
Time t in s
Engine
2
Time t in s
-600
also be achieved in the

slip evaluation in this
vehicle. The excitation
is demonstrably caused
by crankshaft vibrations.
Covver-moun
Co
er-mountted rrelease
elease ssyystem
Subjective
Subjectiv
e rraating 10
Structure-borne noise
Structure-borne
Paa
in P
Speed n in 1/min
Convven
Con
entional
tional rrelease
elease ssyystem
Subjective
Subjectiv
e rraating 4
Time t in s
Transmission
Figure 22 Rattling noise in the slip phase eectiveness of the cover-mounted release system (CMR)
Figure 22 shows an example of a noise problem

(rattling) in the slip phase, which is characterized
by structure-borne noise peaks on the transmission occurring every 0.5th engine order. The starting situation with a conventional release system is
scored with a subjective rating of 4. With a CMR, it
achieves a rating of 10; the peaks in the structureborne noise signal during the engagement phase
are completely eliminated.
Figure 23 shows another example of the eectiveness of the CMR. With a CMR, a rating of 10 can
Convven
Con
entional
tional release
release sy
system
Subjective
Subjectiv
e ra
rating 6.5
Covver-moun
Co
er-mountted release
release sy
system
Subjective
Subjectiv
e ra
rating 10
1500
Speed n in 1/min
Speed n in 1/min
1500
1000
500
0
6
4
Time t in s
1000
10
6
4
Time t in s
10
Acceleration
Accelera
2
m/s
aveh in m/s
Acceleration
Accelera
2
m/s
aveh in m/s
500
2
Time t in s
Engine
Time t in s
Transmission
Figure 23 Crankshaft-excited slip eectiveness of a cover-mounted release system (CMR)
24
1,5
Amplificaation
Amplific
-1
Judder sensitivity in 1/kgm
Small ccar
ar B (1,44 kgm )
40
1,0
20
-1
Small ccar
ar A (0,70 kgm-1)
The strength of the efSedan
B
(0,60
kgm
)
10
fect of an excitation
0,5
on the subjective rat5
-1
ing depends definiSedan A (0,26 kgm )
tively on the vibration
0,0
ability of the system
0,00
0,04
0,06
0,02
that is excited. The
igear iaxle
kveh =
same excitation can
Vehicle ffact
actor
or kveh in 1/kgm
rdyn mveh
thus lead to a good
Figure
24
Benchmark
slip
sensiti
vity
of
automobiles
in
1st
gear
rating in one vehicle
and a poor rating in
ure 26) can help, depending on the type of
another. For example, different vehicles have
excitation. Another solution is offered by a slip
significant differences when it comes to slip sendamper [11], which has the advantage of effisitivity, as the comparison of some 40 vehicles in
ciently reducing or preventing the slip type of
Figure 24 shows.
excitation.
The vehicle factor on the x axis represents the
The possible problems are multi-layered, and
effective vehicle weight or the vehicle size. The
are often first identified in vehicle trials, and
slip sensitivity is a vehicle constant. It is the facthus late in the development process. At LuK, intor between cause (excitation) and effect (vehitensive measurement and simulation methods
cle vibration) and applies to a harmonic excitaare developed to duplicate the various phenomtion in the slip frequency, smaller values being
ena at the system level as well as the component
desirable.
level. The objectives are the earliest possible deSedans A and B are in the same vehicle class and
tection of potential problems and the develophave similar engines. The slip sensitivity of sement of robust designs and remedies. For examdan B is more than double that of sedan A. In conple, the eek noise, as it is called, an instability
crete terms, this means that more than double
of eigenmodes of the transmission input shaft,
the vehicle vibrations can be expected with the
has been simulated virtually. That was the only
same slip excitation. The same applies to the exway stabilizing measures could be determined.
ample of the two small cars. In general, smaller
In concrete terms, clutch discs were developed
vehicles are more sensitive than larger ones, since
with tilt and radial flexibility which significantly
less mass must be accelerated. This is partially
reduce the probability of unstable system becompensated for, however, since the engines are
havior [11].
smaller and the torque capacities of the clutches
In connection with pedal vibrations, the entire
are less.
system can be analyzed and optimized from flyThe dierences in sensitivity result largely from the
wheel to pedal using well-grounded simulation
interactions of the drive train with the eigenmodes
models [12]. This approach is already being used
of the engine block (rotation, translation) and the
intensively in the development process to prewheel suspension (translation).
cisely tune hydraulic lines and dampers [10].
Supposedly small details are also being closely
Vehicles with high slip sensitivity can be masmodeled and tested. An example of this is the
tered only with difficulty with the current state
interface between the diaphragm spring finger
of the art. Special measures can be necessary to
and the release bearing. Depending on the conavoid complaints. In addition to component opfiguration of the finger design and the friction
timization, a cover-mounted release system (Figcoefficient in the contact zone, appreciable imure 23) or an impact compensation bearing (Fig-
25
Varian
ariantt
heightt
er heigh
finger
a) High fing
fficientt
oefficien
High friction ccoe
heightt
er heigh
finger
w fing
Low
b) Lo
fficientt
oefficien
w friction ccoe
Low
Lo
Simulation
Simula
tion
Pedal accelera
acceleration
(eff.. value)
(eff
value) in m/s
m/s
provements may also

be made at this point,
depending on the
starting situation (Figure 25). The lowest
possible friction coefficient that can be
reliably obtained with
an additional contact
disc on the release
bearing is desirable
[10].
Pedal accelera
acceleration
(eff.. value)
(eff
value) in m/s
m/s
Measuremen
Measur
ementt
0,5
0,5
0,0
0,0
-0,5
-0,5
0,5
0,5
0,0
0,0
-0,5
-0,5
With tightened boundary conditions, it has

Axial e
exxcit
citaation
become even more
Radial diaphr
diaphragm
agm spring fing
finger
er vibr
vibraation
important for autoAxial diaphr
diaphragm
agm spring fing
finger
er vibr
vibraation
maker and supplier to
Figure 25 Pedal vibrations detail optimization at the contact point between
work closely together
diaphragm spring finger and release bearing
in order to identify
possible
problems
early on. This is the only way to find the need for
action as early as possible so that the best solution, from both a technical and a commercial
standpoint, can be developed jointly. Figure 26
In competition with hybridization and ultimately
shows some known as well as some new examelectrification of the drive train, the combustion
ples of problem- and comfort-oriented system
engine will continue to claim a leading role for
solutions.
some time to come.
Summary
Cover-moun
Cov
er-mountted rrelease
elease ssyystem
Eliminattes NVH pr
Elimina
problems
oblems due tto
o
axial cr
crank
anksha
shaft
ft vibr
vibraations [10]
Decoupling
Dec
oupling driv
driven
en pla
platte
Reduces noise in the slip phase due
to uns
unsttable tr
transmission
ansmission input sha
shaft
ft
modes [11]
Run-out ccompensa
ompensation
tion bearing
Reduces ggeome
eometric
tric
judder eexxcit
citaation [10]
Clutch pedal with spring accumula
Clutch
accumulattor
Reduces oper
operaating loads, op
optimiz
timizes
es
operaating load cur
oper
curvve [10]
Servo support
Serv
Low
Lo
w opera
operating loads and
operaating h
oper
hyyster
eresis,
esis,
optimal
op
timal load cur
curvve [1]
Optimizations on the engine side as well as the selection of a suitable transmission concept to make
full use of any potential for reducing fuel consumption will turn the conflict of interest between pleasurable driving or eciency into the goal of pleasurable driving and eciency.
The damper and clutch systems will be key elements
for such drive trains they will be given the Herculean task of oering optimal degrees of isolation in
the face of increasing irregularity, rising comfort demands and friction-optimized drive trains.
Shift recommendations, stop-start systems, and,
depending on the vehicle class, transmission automation will soon be a matter of course and will no
longer have to court the car buyers acceptance.
The vast majority of these technical solutions can
be found in the intelligent refinement of existing
components, such as the DMF, clutch and release
system.
Close cooperation between automaker and supplier is required now more than ever, both in concept
selection, or even drive train definition, as well as
in production development.
Literature
[1]
Zink, M.; Hausner, M.; Welter, R.; Shead, R.:

Clutch and release system Enjoyable
clutch actuation! 8th LuK Symposium, 2006
[2]
Shell Passenger Car Scenarios up to 2030

Facts, Trends and Options for Sustainable
Auto Mobility. http://www.shell.de/pkwszenarien
Release bearing with plas

plastic
tic ring
Low
Lo
w friction in the actua
actuation
tion ssyystem,
reduces pr
pressur
essuree vibr
vibraations [10]
Anti-vibraation unit
Anti-vibr
Reduces pedal vibr
vibraations
(particularly lo
low-fr
w-frequency
equency pulses) [10]
[3]
Mller, B.: LuK torque converter strategic

converter for new automatic transmissions, VDI Report No. 2029, Dsseldorf
2008
[4]
Zink, M.; Hausner, M.: The centrifugal pendulum-type absorber application, performance and limits of speed-adaptive dampers. ATZ, Issue 07/08 2009
[5]
Kroll, J.; Kooy, A.; Seebacher, R.: Land ahoy?

- Torsional dampers for engines of the future. 9th LuK Symposium, 2010
[6]
Reik, W.: Torsional Vibration Isolation in the

Drive Train An Evaluative Study, 4th LuK
Symposium, 1990
[7]
Kooy, A.; Gillmann, A.; Jckle, J.; Bosse, M.:

DMF Nothing New?, 7th LuK Symposium,
2002
[8]
Stief, H.; Pflug, R.; Schmidt, T.; Fechler, C.:

Belt Drive Systems Potential for CO2 reductions and how to achieve them, 9th LuK
Symposium, 2010
[9]
Bosch: Press Release PI6753, August 2009
[10]
Welter, R.; Lang, V.; Wolf, B.: Clutch Operation, 9th LuK Symposium, 2010
[11]
Freitag, J.; Gerhardt, F.; Hausner, M.; Wittmann, C.: The Clutch System of the Future
More than Separating and Connecting,
9th LuK Symposium, 2010
[12]
Fidlin, A.; Ineichen, L.; Kremer, E.; Klnder,

D.; Tikhomolov, A.: Vibrations in the Clutch
System: From the Crankshaft to the Pedal,
VDI Report No. 2077, Dsseldorf 2009
Hydraulic
Hydr
aulic damper
Reduces pr
pressur
essuree vibr
vibraations
in the rrelease
elease ssyystem
(frequency
(fr
equency rrang
angee ~ 100 500 Hz)[10]
Volume flo
flow
w rregula
egulatted P
PTL
TL
Protects
Prot
ects DMF and driv
drivee tr
train
ain fr
from
om
peak ttor
orques,
ques, lo
low
w thr
throt
ottle
tle losses
with normal oper
operaation speed
Judder damper
Reduces all ffor
orced
ced cha
chattter vibr
vibraations,
preeven
pr
ents
ts self-e
self-exxcit
citaation (f
(facing
acing cha
chattter) [11]
Figure 26 Examples of ecient products to optimize the system behavior in the slip phase
26
27

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1

Clutch systems and torsional dampers

Clutch systems and torsional dampers

LuK clutch systems and

Schaeer SYMPOSIUM 2010

Schaeer SYMPOSIUM 2010

Clutch systems and torsional dampers

Clutch systems and torsional dampers

7.6 liters today at least to 6.1 liters by 2030 (-20 %).

+26 millions (+49 %)

Predicted average passenger car fuel consumption in Germany

Compared to a manual transmission, an automatic transmission

Schaeer SYMPOSIUM 2010

at low engine speeds.

Total change 2009 2018:

Despite great strides in transmission technology,

Global production figures by transmission type

Schaeer SYMPOSIUM 2010

Clutch systems and torsional dampers

Clutch systems and torsional dampers

The contribution of the transmission to favorable

Engine speed neng in 1/min

Schaeer SYMPOSIUM 2010

Another area where eorts are being made has to

Eects of downspeeding in the NEDC consumption simulation (city cycle)

Schaeer SYMPOSIUM 2010

Consumption simulations were carried out to

Clutch systems and torsional dampers

Clutch systems and torsional dampers

CPA. Together with

This potential can be

1000 1500 2000

On the drive train side, the resonance likewise

In addition to the more critical situation on the

1000 1500 2000

cially for automatic

tion / Co2 reduction

Schaeer SYMPOSIUM 2010

Schaeer SYMPOSIUM 2010

Clutch systems and torsional dampers

Engine speed neng in 1/min

The theoretical potential is considerable. To the

Engine speed neng in 1/min

In the case of an SMF it has been shown that the

From a drive train perspective, a DMF with CPA

Clutch systems and torsional dampers

Engine speed neng in 1/min

Schaeer SYMPOSIUM 2010

SMF without cen

Engine speed neng in 1/min

Figure 12 Isolation potential of alternative damper types for 3-cylinder engines

Schaeer SYMPOSIUM 2010

Clutch systems and torsional dampers

Solution for the

Figure 14 shows comparative measurements

Which type is the best for a concrete application

since the CPA directly reduces the irregularity

Clutch systems and torsional dampers

Engine speed neng in 1/min

Engine speed neng in 1/min

One forecast [9] concludes that as early as 2012

Fuel economy benefits of