Browse Topic: Transaxles

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Development of New Hybrid Transaxle for Mid-Size Sports Utility Vehicles2020-01-08504/14/2020
Toyota has developed a new Hybrid (HV) transaxle P810 for Mid-Size SUVs to improve fuel efficiency and power performance. The transaxle was developed based on Toyota's new development strategy - Toyota New Global Architecture (TNGA). By adopting technologies to shorten overall length of the transaxle, installation into the same engine compartment of Mid-Size sedans have been realized while also improving the motor output. This paper will introduce technologies regarding the new mount structure for shortening overall length, and furthermore, noise reduction related to this mount structure.
Nobuyasu, Seitaro, Iwata, Shigetsugu, Nishigaya, Masabumi, Hagino, Yoshiteru, Ito, Masatoshi, Aihara, Hiroshi
Inside Tremec's SUPERCAR DCT20AUTP02_041/1/2020
To polish the 2020 mid-engine Corvette's driving prowess, GM and Tremec engineers joined forces to create a new and better automated transaxle. Explaining Corvette's move to one transmission for all buyers, global chief engineer Tadge Juechter notes, “Our customers began requesting a dual-clutch automatic transmission [DCT] several years ago. Following the introduction of the C7 Corvette in 2014, our take-rate for sticks [manual gearboxes] fell from 50 percent to less than 20 percent this year.” Searching the globe - read Europe - for a suitable DCT, Juechter's team found none with sufficient torque capacity to survive behind the lively LT2 6.2-L V8 planned for the all-new 2020 mid-engine edition of GM's reimagined sports car. To solve that dilemma, discussions began with Tremec, the Mexico City-based manufacturer which has supplied GM, Ford and FCA with manual transmissions for two decades. While Tremec had the expertise to make the mechanical components packed inside a dual-clutch box, the automated half of the equation - mechatronic actuators to engage the clutches and shift the gears - was beyond their ken. Tremec filled that need in 2012 by purchasing Hoerbiger Drivetrain Mechatronics, a Belgium-based supplier of electronic dual-clutch actuators with a customer list including AMG-Mercedes, Ferrari and McLaren.
Sherman, Don
Automatic Transmissions - Schematic DiagramsJ647_201911 (Current)11/19/2019
The following schematic diagrams reflect various methods of illustrating automotive transmission arrangements. These have been developed to facilitate a clear understanding of the functional interrelations of the gearing, clutches, hydrodynamic drive unit, and other transmission components. Two variations of transmission diagrams are used: in neutral (clutches not applied), and in gear. For illustrative purposes, some typical transmissions are shown.
Automatic Transmission and Transaxle Committee
Development of New Hybrid Transaxle for Mid - Size Vehicle2018-01-04294/3/2018
The new P710 hybrid transaxle for a mid-size 2.5-liter class vehicle was developed based on the Toyota New Global Architecture (TNGA) design philosophy to achieve a range of desired performance objects. A smaller and lighter transaxle with low mechanical loss was realized by incorporating a new gear train structure and a downsized motor. The noise of the P710 transaxle was also reduced by adopting a new damper structure.
Matsumura, Mitsutaka, Shiozaki, Kazuya, Mori, Nobuhito
Development of New Plug-In Hybrid Transaxle for Compact-Class Vehicles2017-01-11513/28/2017
To help respond to growing customer demand for environmentally friendly vehicles, a new transaxle for plug-in hybrid vehicles (PHVs) has been developed that achieves excellent fuel economy and ensures high performance when the PHV operates in electric vehicle (EV) mode. Under the basic concept of sharing a large number of parts with the transaxle in the all new Prius, the newly designed PHV transaxle was developed with the aim of enhancing EV power and range. To achieve our goal, the new transaxle uses a Dual Motor Drive System that operates the generator as a motor to supplement the existing motor. It also features an electrical oil pump (EOP) that improves cooling performance in EV mode. The developed transaxle helps to advance the PHV as a key next-generation environmentally friendly vehicle by maximizing the performance of the Toyota Hybrid System (THS) and achieving even better dynamic EV mode performance than the new Prius HV.
Suzuki, Yosuke, Nishimine, Akiko, Baba, Shinichi, Miyasaka, Kenji, Tsuchida, Michitaka, Endo, Hiroatsu, Yamamura, Norihiro, Miyazaki, Tomoyuki
Honda's new 10-speed is a slick shifter17AUTP02_082/1/2017
Honda's 2018 Odyssey offers room for eight passengers and its all-new transaxle packs 10 forward gears. Developed in-house over a three-year period, the new automatic is the industry's first production 10-speed for front-drive vehicles. It is being produced at the company's Tallapoosa, GA, transmission plant. Automotive Engineering spoke with Tom Sladek, principal engineer at Honda R&D in Raymond, OH, about the new gearbox during the Odyssey's media unveiling at the 2017 Detroit auto show. He said the transaxle's input torque rating is 370 N·m (275 lb·ft) “with some degree of headroom designed in.” While Honda has yet to announce the SAE-rated torque of the Odyssey's 3.5-L V6, it is expected to be greater than the 2017 engine's 250 lb·ft (338 N·m). SAE peak power for the 2018 engine is 280 hp-a 32-hp increase over the current engine's output.
Brooke, Lindsay
Automotive Engineering: July 7, 201616AUTD077/7/2016
Technology report Quest for 'new-car smell' dictates interior-materials changes Doing it again-this time with 10 After a successful decade-long collaboration on 6-speed transaxles, Ford and GM partner again on an all-new 10-speed automatic. Here's a look inside the gearbox and the project. Large-scale additive manufacturing for rapid vehicle prototyping A case study from Oak Ridge National Laboratory bridges the 'powertrain-in-the-loop' development process with vehicle systems implementation using big area additive manufacturing (BAAM). Global Vehicles Steel-intensive Mazda CX-9 sheds mass, debuts novel turbo setup
Development of New Hybrid Transaxle for Compact-Class Vehicles2016-01-11634/5/2016
1 As the demand for so-called eco-cars has been increasing recently, new hybrid transaxle P610 has been developed to achieve outstanding fuel economy and an excellent driving performance. P610 was installed in the 4th generation Prius, the first car to implement TOYOTA's new development strategy, TNGA (Toyota New Global Architecture). In order to accomplish the goal, radical reduction of mechanical loss, size and weight, dual-axle motor structure are adopted to draw out the potential capability of the THS (Toyota Hybrid System) to the maximum extent possible. Furthermore, placing the compact power train low, which is realized by installed the PCU(Power Control Unit) on top of the transaxle, led to provide the low center of gravity of the vehicle and excellent driving performance.
Taniguchi, Makoto, Yashiro, Takahisa, Takizawa, Keiji, Baba, Shinichi, Tsuchida, Michitaka, Mizutani, Tatsuhiko, Endo, Hiroatsu, Kimura, Hiromichi
Development of Hybrid-Electric Propulsion System for 2016 Chevrolet Malibu2016-01-11694/5/2016
GM has developed an all-new gasoline-electric hybrid powertrain for the model year 2016 Chevrolet Malibu Hybrid vehicle, which was designed to achieve excellent fuel economy, performance, and drive quality. The powertrain shares the transmission architecture with the 2016 Chevrolet Volt extended range electric vehicle, but includes changes to optimize the system for engine driven charge sustaining operation in the range of conditions represented by the US EPA 5 cycle fuel economy tests. In this paper, we describe the Malibu Hybrid propulsion system features and components, including the battery pack, transaxle, electric motors and power electronics, engine, and thermal system. The modifications between the Volt and Malibu Hybrid propulsion systems are discussed and explained as resulting from the differences between the primarily electric and gasoline powered applications. Additionally, operation of the propulsion system under nominal and cold fuel economy driving conditions is explained, and we present and discuss the efficiency and performance benefits and results of the new propulsion system.
Conlon, Brendan, Barth, Mindy, Hua, Charles, Lyons, Clifford, Nguy, Dan, Palardy, Margaret
Development and Validation of A High Fidelity Distributed Loss Powersplit Transaxle Model2015-01-11534/14/2015
The powersplit transaxle is a key subsystem of Ford Motor Company's hybrid electric vehicle line up. The powersplit transaxle consists of a planetary gear, four reduction gears and various types of bearings. During vehicle operation, the transaxle is continuously lubricated by a lube oil pump. All these components consume power to operate and they contribute to the total transaxle losses which ultimately influences energy usage and fuel economy. In order to enable further model-based development and optimization of the transaxle design relative to vehicle energy usage, it is essential to establish a physics-based transaxle model with losses distributed across components, including gears, bearings etc. In this work, such a model has been developed. The model accounts for individual bearing losses (speed, torque and temperature dependency), gear mesh losses, lube pump loss and oil churning loss. The losses are implemented as physics based equations as opposed to 2D or 3D table data, to enable smooth acausal simulation. Required bearing loss data are initially obtained from bearing suppliers. To aid the model development process, transaxle spin loss and torque loss tests were conducted. The test data was used to calculate unknown component loss information. The developed model was calibrated to match the transaxle test data. The model was also validated through comparison of dynamometer test data with vehicle level fuel economy simulations of the standard EPA City, Highway, US06 and FTP20 drive cycles and detailed energy analysis.
Samuel, Kingsly, Brigham, David, Jennings, Mark
The Next Generation “Voltec” Extended Range EV Propulsion System2015-01-11524/14/2015
The Chevrolet Volt is an electric vehicle (EV) with extended-range (ER) that is capable of operation on battery power alone, and on power generated by an on-board gasoline engine after depletion of the battery charge. For 2016, GM has developed the next generation of the Volt vehicle and “Voltec” propulsion system. Building on the experience of the first generation Volt, the second generation targeted improved all-electric range, improved charge sustaining fuel economy, and improved performance. All of this was to be accomplished while maintaining the EV character of the first generation Volt which customers clearly valued. This paper describes the next generation “Voltec” system and the realized improvements in efficiency and performance. The features of the propulsion system components, including energy storage, transaxle, electric motors and power electronics, on-board charging, and engine are described and compared with the previous generation. Next, the transaxle powerflow is discussed and operation under typical driving conditions is explained. Finally, system efficiency and performance data, based on component tests, is presented and compared with the previous generation. This system includes a battery pack with greater energy density, a new transaxle with integrated power electronics and motors, and an engine with optimized displacement, direct injection, and other advanced features. As a result of these improvements, the second generation Volt vehicle is projected to achieve a 30% increase in EV range, an 11% improvement in charge sustaining label fuel economy, and improved vehicle performance both as an electric vehicle, and in extended range mode.
Conlon, Brendan M., Blohm, Trevor, Harpster, Michael, Holmes, Alan, Palardy, Margaret, Tarnowsky, Steven, Zhou, Leon
Thermal Flow Analysis of Hybrid Transaxle Surface Using Newly-Developed Heat Flux Measurement Method2015-01-16524/14/2015
This research developed a new measurement technology for thermal analysis of the heat radiation from a hybrid transaxle case surface to the air and improved the heat radiation performance. This heat flux measurement technology provides the method to measure heat flux without wiring of sensors. The method does not have effects of wiring on the temperature field and the flow field unlike the conventional methods. Therefore, multipoint measurement of heat flux on the case surface was enabled, and the distribution of heat flux was quantified. To measure heat flux, thermal resistances made of plastic plates were attached to the case surface and the infrared thermography was used for the temperature measurement. The preliminary examination was performed to confirm the accuracy of the thermal evaluation through heat flux measurement. The oil in the transaxle was heated and the amount of heat radiation from the case surface was measured. The input energy and heat radiation amount were compared. As a result, it was found that the measurement was accurate to be within about 13%. In addition, thermal analysis with conditions simulating an actual vehicle was performed. The surface temperature distribution and heat flux distribution were measured and results were obtained that reflected the effects of internal oil flow path layout and cooling air flow. Based on these results, locations with a large potential for improved heat radiation performance were identified and it became possible to effectively improve heat radiation performance by installing fins at those locations to enlarge the heat radiation surfaces.
Ozaki, Yukikatsu, Sekiya, Keisuke
Design Optimization, Development and Manufacturing of General Motors New Battery Electric Vehicle Drive Unit (1ET35)2014-01-18064/1/2014
The General Motors (GM) 1ET35 drive unit is designed for an optimum combination of efficiency, performance, reliability, and cost as part of the propulsion system for the 2014 Chevrolet Spark Electric Vehicle (EV) [1]. The 1ET35 drive unit is a coaxial transaxle arrangement which includes a permanent-magnet (PM) electric motor and a low loss single-planetary transmission and is the sole source of propulsion for the battery-only electric vehicle (BEV) Spark. The 1ET35 is designed with experience gained from the first modern production BEV, the 1996 GM EV1. This paper describes the design optimization and development of the 1ET35 and its electric motor that will be made in the United States by GM. The high torque density electric motor design is based on high-energy permanent magnets that were originally developed by GM in connection with the EV1 and GM bar-wound stator technology introduced in the 2Mode Hybrid electric transmission, used in the Chevrolet Volt and in GM eAssist systems. The 1ET35 transaxle provides high power density and low system loss over a wide speed range, resulting in a class-leading combination of vehicle performance and vehicle range on a variety of global drive cycles.
Hawkins, Shawn, Holmes, Alan, Ames, David, Rahman, Khwaja, Malone, Rodney
Validating Volt PHEV Model with Dynamometer Test Data Using Autonomie2013-01-14584/8/2013
The first commercially available Plug-In Hybrid Electric Vehicle (PHEV), the General Motors (GM) Volt, was introduced into the market in December 2010. The Volt's powertrain architecture provides four modes of operation, including two that are unique and maximize the Volt's efficiency and performance. The electric transaxle has been specially designed to enable patented operating modes both to improve the electric driving range when operating as a battery electric vehicle and to reduce fuel consumption when extending the range by operating with an internal combustion engine (ICE). However, details on the vehicle control strategy are not widely available because the supervisory control algorithm is proprietary. Since it is not possible to analyze the control without vehicle test data obtained from a well-designed Design-of-Experiment (DoE), a highly instrumented GM Volt, including thermal sensors, was tested at Argonne National Laboratory's Advanced Powertrain Research Facility (APRF). In this paper, we first describe the vehicle instrumentation and the test results. The vehicle control algorithm is analyzed from the test data and designed in Simulink. Finally, the Autonomie Volt component models and control strategy are validated, using APRF vehicle test data.
Kim, Namdoo, Duoba, Michael, Kim, Namwook, Rousseau, Aymeric
Shift System Inertia Mass Optimization Techniques to Minimize Double Bump for Manual Transmission2012-01-19999/24/2012
The demand of gear shift quality in vehicles has increased considerably in the past few years. The gear shift is the key interface between driver and vehicle transmission. The essential criterions for the operating quality of the gear shift is the operating force and feel on the gear shift knob at each stage of gear shift, starting from start of gear shift to the end of gear shift. This paper deals with techniques to reduce secondary force due to synchronizer sleeve hitting on dog ring at the end of gear shift which is also known as Double Bump. The double bump ratio should be less than 0.4 to achieve the best in class shift feel for passenger car segment. Normal driver will not feel if double bump ratio is less than 0.6. Inertia mass mounted on shift system of manual transmission helps to generate momentum at the end of gear shift to nullify the double bump force. An iterative technique is established to increase the shift mass inertia on shift system and objective data measurement using Gear Shift Quality Assessment (here after referred as GSQA) instrument to optimize the inertia of shift mass for achieving best in class double bump ratio target for inline transmission as well as transaxle with minor add/delete of mass on shift system.
Sharma, Manish Kumar, Savla, Jinesh
Selection of Gear Ratio for Smooth Gear Shifting2012-01-20059/24/2012
Manual transmissions are characterized by gear ratios that are selectable by locking selected gear pairs to the output shaft inside the transmission. Top gear is selected to get a maximum speed and is limited by the engine power, speed and the fuel economy. Lower gears are selected to get maximum speed at maximum gradient. Lower gears are also expected to give creeping speed to avoid usage of clutch and brake in city traffic. Selection of intermediate gears is such that it provides a smoother gear shift. Gear spacing is done in geometric progression. Spacing between the higher gears is usually closer than in the lower gears because drivers shift more often between the lower gears. This is opposed to the conventional idea of progressive spacing where higher gears had more space between them. An objective method is provided for selecting gear ratios for use in vehicle transmission having multiple selectable gears. The method includes selecting gear ratios for a specific application followed by calculating a low gear ratio and a high gear ratio based upon vehicle parameters and performance requirements. The total ratio spread is determined by dividing the low gear ratio by the high gear ratio. Using the total ratio spread a geometric sequence is created with a plurality of terms, such that each of the terms respectively represents the ratio steps between the gears. Lastly, each gear ratio is divided by its respective ratio step plus one to find the gear ratio for the next gear. This method provides an objective method for selecting gear ratios, such that the steps between each of the ratios are uniformly progressive. Not only the procedure is generalized and validated but also a performance prediction tool is developed in house for quick validation and results. The theoretical gear ratio thus calculated was formulated and made using ROMAX as indicated in fig. 1. Thus, for a range of torques different gear boxes like 5 MT- 320Nm transmission, 6MT transmission, 6MT transaxle, 5MT-100Nm were tested. Performance prediction for vehicles with the designed gear ratios was rigorously done and required parameters were recorded and compared. An experience with the wide range of gear boxes with different number of gears and varying engine torques has proved that the above adopted method of gear selection is optimum and can be made a standard for gear selection. With this standard method of gear ratio selection the optimum gear ratio can be selected with ease and best results can be obtained.
Singh, Jaideep, Srinivasa, k.v.v. rao, Singh, Jagmindar
Flywheels for Engine-Mounted Torque ConvertersJ927_201206 (Current)6/11/2012
This SAE Recommended Practice defines flywheel configuration to promote standardization of flywheels for engine flywheel mounted torque converters. Tables 1A and 1B and Figure 1 give dimensions for flywheels mounted-type torque converters. For torque converters using drive ring overcenter type disconnect clutch, see SAE J620.
Automatic Transmission and Transaxle Committee
Hydrodynamic Drives TerminologyJ641_201206 (Historical)6/4/2012
Since the torque converter and fluid coupling are commonly used components of automatic transmissions in industry, the SAE appointed a committee to standardize terminology, test procedure, data recording, design symbols, and so forth, in this field. The following committee recommendations will facilitate a clear understanding for engineering discussions, comparisons, and the preparation of technical papers. The recommended usages represent the predominant practice or the acceptable practice. Where agreement is not complete, alternates have been included for clarification. This SAE Recommended Practice deals only with the physical parts and dimensions and does not attempt to standardize the design considerations, such as the actual fluid flow angle resulting from the physical blade shape.
Automatic Transmission and Transaxle Committee
Development of New Hybrid Transaxle for Sub-Compact-Class Vehicles2012-01-06234/16/2012
Recently, due to mounting concerns regarding the environment and energy conservation, demand for compact and hybrid vehicles with good fuel economy has been increasing. Toyota Motor Corporation has developed its first hybrid transaxle for installation in sub-compact class vehicles. This new hybrid transaxle is both smaller and lighter than the P410 hybrid transaxle for compact class vehicles, including the 2009 Prius. This was accomplished by creating new designs of the gear train, motor, and motor cooling system, and by adopting advanced technology. This paper describes the major features and performance of this transaxle in detail.
Furukawa, Tomoaki, Ibaraki, Ryuji, Kimura, Hiroaki, Kondo, Koichi, Watanabe, Masato, Mizutani, Tatsuhiko, Hattori, Hiroyuki, Takasaki, Akira
Methodology for Assessment of Alternative Hybrid Electric Vehicle Powertrain System Architectures2012-01-10104/16/2012
Hybrid electric vehicle (HEV) systems offer significant improvements in vehicle fuel economy and reductions in vehicle generated greenhouse gas emissions. The widely accepted power-split HEV system configuration couples together an internal combustion engine with two electric machines (a motor and a generator) through a planetary gear set. This paper describes a methodology for analysis and optimization of alternative HEV power-split configurations defined by alternative connections between power sources and transaxle. The alternative configurations are identified by a matrix of kinematic equations for connected power sources. Based on the universal kinematic matrix, a generic method for automatically formulating dynamic models is developed. Screening and optimization of alternative configurations involves verification of a set of design requirements which reflect: vehicle continuous operation, e.g. grade test; and vehicle dynamic operation such as acceleration and drivability. Only the former are consider in this paper. The method automatically defines a design parameter space for each configuration which eventually would allow configuration evaluation and optimization, e.g. sizing of power sources or optimization of transaxle gear ratios.
Zaremba, Alexander T., Soto, Ciro, Jennings, Mark
Automotive Engineering International 2011-11-0111AEID110111/1/2011
Driving the pace of change Engineers speak out on software's impact on the automotive industry in online survey. Inside ZF's nine-speed transaxle for 2012 AEI travels to Friedrichshafen for an exclusive look at the development and technology behind the 9HP--the industry's first nine-speed transaxle slated for MY2013 production. Technology crosses industry borders Between the commercial- and military vehicle markets, knowledge sharing and tech transfer benefits both in areas such as vehicle electrification and altenative fuels. Cutting the cost of carbon Automakers streamline production to reduce the price premium for lightweight carbon fiber.
New Drivetrain for Toyota's Flagship Lexus LFA Sports Car2011-01-14274/12/2011
Toyota Motor Corporation has developed a new drivetrain for their flagship Lexus LFA sports car. Passionate driving experience was pursued at the forefront of development. Superior vehicle performance, handling, and responsiveness that seem to anticipate the driver's intentions are achieved. Special vehicle packaging and component placement are adopted in the LFA in order to realize such performance. The engine, clutch, and front counter gear are positioned at the front of the vehicle, and the transaxle at the rear. The engine and transaxle are connected by a rigid torque tube. The transaxle is an automated manual transmission equipped with an electrohydraulic actuator for controlling both the shift and clutch operations. This actuator enables accurate control of the transmission and extremely quick response to shift paddle operation by the driver. This paper describes a general outline of the drivetrain and each component that has significantly contributed to LFA product appeal.
Kobayashi, Takahide, Masaru, Morise, Kano, Tomoyuki, Imafuku, Mizuki, Yamada, Masanobu
Automatic Transmissions - Schematic DiagramsJ647_201004 (Historical)4/23/2010
The following schematic diagrams reflect various methods of illustrating automotive transmission arrangements. These have been developed to facilitate a clear understanding of the functional interrelations of the gearing, clutches, hydrodynamic drive unit, and other transmission components. Two variations of transmission diagrams are used: in neutral (clutches not applied) and in gear. For illustrative purposes, some typical transmissions are shown.
Automatic Transmission and Transaxle Committee
SAE Off-Highway Engineering 2010-01-1410OFHD01141/14/2010
Software takes center stage Programs for hydraulics must combine reliability and flexibility. Technical Innovations Carraro launches concept variable transmission transaxle. Original Eqipment Case CE says new crawler dozer offers big performance, not weight.
Adaptive nth Order Lookup Table used in Transmission Double Swap Shift Control2008-01-05384/14/2008
The new Chrysler six-speed transaxle makes use of an underdrive assembly to extend a four-speed automatic transmission to six-speed. It is achieved by introducing double-swap shifts. During double-swap shift, learning the initial clutch torque capacity of the underdrive assembly's subsystem has a direct impact on the shift quality. A new method is proposed to compute and learn the initial clutch torque capacity of the releasing element. In this paper, we will outline a new mathematical method to compute and learn the accurate starting point of the clutch torque capacity for double swap shift control. The performance of the shift is demonstrated and the importance of the adaptation to shift quality is highlighted. An nth order lookup table is presented; this table contains n rows and m columns. Every row defines a relationship between the dependent variable such as actuator duty cycle and one independent variable such as transmission oil temperature, input torque or battery voltage. For given values of the independent variables, one dependent variable is computed as a function of weighted linear combination of n different interpolations. An example is given to calculate the initial duty cycle based on two independent variables (transmission oil temperature and the input torque). Based on shift results, this method is demonstrated to be effective, and accurate.
Dourra, Hussein, Mourtada, Ali
Park Standard for Automatic TransmissionsJ2208_200710 (Historical)10/22/2007
To provide a Recommended Practice for validating the function and integrity of an automatic transmission park mechanism with its associated control system and environment.
Automatic Transmission and Transaxle Committee
Cast Iron Sealing Rings (Metric)J1236_200710 (Historical)10/22/2007
The purpose of this SAE Recommended Practice is to establish specifications for use as a guide to the automatic transmission and hydraulic systems designer, helping him to select cast iron sealing ring width, thickness, coatings, and other accepted design details.
Automatic Transmission and Transaxle Committee
Automatic Transmissions—Manual Control SequenceJ915_200710 (Historical)10/22/2007
The scope and purpose of this SAE Recommended Practice is to provide a standard pattern or sequence for the manual control of automatic transmissions in passenger cars and light-duty trucks. This generally refers to left hand drive mechanical shift applications.
Automatic Transmission and Transaxle Committee
Passenger Car and Light Truck Automatic Transmission and Automatic Transaxle Test CodeJ651_200506 (Historical)6/22/2005
To provide a means of obtaining the performance characteristics of automatic transmissions and automatic transaxles. It outlines dynamometer tests that map the steady-state characteristics over a range of operations of an automatic transmission/automatic transaxle and provides a method of presenting test data. This procedure must be followed, with similar test facilities so that results obtained from different laboratories are comparable. For this SAE Recommended Practice, the transmission is defined as the complete automatic transmission or transaxle assembly between the engine and the driveshaft(s) used to effect a ratio change in transmitting power. This test procedure deals with the aspect of conducting complete transmission and transaxle assembly testing. However, by its very nature a transmission should be viewed as a compilation of three major component systems: pump, torque converter, and gearbox (all ratio change elements). From a design perspective, it is important that the losses associated with each of these components be determined by conducting separate tests of each component under controlled test conditions that simulate the in-transmission operating conditions. Torque converter testing is described in SAE J643. If done with strict attention to detail it is possible to subtract off the pump and torque converter losses from the transmission assembly losses in order to obtain gearbox losses only, eliminating the need to conduct a separate gearbox test.
Automatic Transmission and Transaxle Committee
Application of Transmission Systems for Different Driveline Configurations in Passenger Cars2001-01-08823/5/2001
The most common driveline configurations in cars are the standard drive with front longitudinal engine and rear wheel drive and the front-transverse drive with east west installed powertrain as well as all-wheel drive variants derived from these. These driveline configurations are used in different vehicle segments. The transmission systems mainly used today are automatic transmissions with 4 or 5 speeds and manual transmissions with 4, 5 or 6 speeds. A small number of automated manual transmissions (AMT) and continuously variable transmissions (CVT) are in production. Various systems of automated manual transmissions, powershift transmissions designed as double clutch transmissions and toroidal transmissions are currently being developed. A brief explanation will be given about the structure of all different driveline configurations and the transmission systems will then be considered for specific applications in these different drivelines. The installation situation with transmission structure and space, potential for fuel savings with overall ratio and efficiency, reduction of emissions and noise levels, performance, drive comfort, transmission weight and manufacturing costs are considered as the main aspects within this paper. This leads to an assessment and recommendation for the use of certain transmission systems for the various driveline configurations. In the future, both 6-speed automatic transmissions and 6-speed manual transmissions will be used on a wider scale with standard drives. The use of continuously variable transmissions will increase for front transverse drive. In the field of manual transmissions the 5-speeds will dominate in front transverse drive applications. The degree of automation will increase in this segment. For torque levels of up to approximately 180 Nm, preference will be given to the use of automated manual transmissions. The range of up to 350 Nm will be predominantly covered by CVT's, five and six-speed automatic transmissions will subsist in the segment above 350 Nm for transverse installation.
Wagner, Gerhard
Hydrodynamic Drive Test CodeJ643_200005 (Historical)5/16/2000
The range of test conditions on the dynamometer shall be sufficient to determine the primary operating characteristics corresponding to the full range of vehicle operations. The characteristics to be determined are: a. Torque ratio versus speed ratio and output speed b. Input speed versus speed ratio and output speed c. Efficiency versus speed ratio and output speed d. Capacity factor versus speed ratio and output speed e. Input torque versus input speed
Automatic Transmission and Transaxle Committee
One-Way Clutches--Nomenclature and TerminologyJ1087_200005 (Historical)5/16/2000
The definitions and illustrations in this SAE Information Report are intended to establish common nomenclature and terminology for automotive transmission one-way clutches.
Automatic Transmission and Transaxle Committee
Automatic Transmission Functions--TerminologyJ649_200005 (Historical)5/16/2000
The following is a list of the most common terminology used in describing automatic transmission functions.
Automatic Transmission and Transaxle Committee
Symbols for Hydrodynamic DrivesJ640_200003 (Historical)3/10/2000
The following system of symbols is recommended for use in technical papers and engineering reports dealing with hydrodynamic drives.
Automatic Transmission and Transaxle Committee
Hydrodynamic Drives TerminologyJ641_200003 (Historical)3/10/2000
Since the torque converter and fluid coupling have become commonly used components of automatic transmissions in industry, the SAE appointed a committee to standardize terminology, test procedure, data recording, design symbols, and so forth, in this field. The following committee recommendations will facilitate a clear understanding for engineering discussions, comparisons, and the preparation of technical papers. The recommended usages represent the predominant practice or the acceptable practice. Where agreement is not complete, alternates have been included for clarification. Example - Two systems of blade angle designations are described. Consequently when a blade angle is specified, the system should be designated. This SAE Recommended Practice deals only with the physical parts and dimensions and does not attempt to standardize the design considerations, such as the actual fluid flow angle resulting from the physical blade shape.
Automatic Transmission and Transaxle Committee
Manual Transmissions and Transaxle High-Speed Lubrication, Unbalance, and Seizure EvaluationJ2132_199909 (Historical)9/9/1999
It is anticipated that this SAE Recommended Practice will be only one step in a comprehensive evaluation of the vehicle/transmission application. This document alone is not adequate "due care" to insure against high-speed seizure or other high-speed problems. The notes printed in bold print throughout the practice convey important information about the test itself or the results and should be considered carefully. All references to transmissions also apply to transaxles, except for the unbalance evaluation which applies only to rear-wheel-drive transmissions with propeller shaft output.
SAE IC Powertrain Steering Committee
Manual Transmission and Transaxle Efficiency and Parasitic Loss MeasurementJ2453_199908 (Historical)8/30/1999
Because of the intense focus on CAFE and fuel emission standards, optimization of the automobile drivetrain is imperative. In light of this, component efficiencies have become an important factor in the drivetrain decision-making process. It has therefore become necessary to develop a universal standard to judge transmission efficiency. This SAE Recommended Practice specifies the dynamometer test procedure which maps a manual transmission's efficiency. The document is separated into two parts. The first compares input and output torque throughout a specified input speed range in order to determine 'in-gear' transmission efficiency. The second procedure measures parasitic losses experienced while in neutral at nominal idling speeds and also churning losses while in gear. The application of this document is intended for passenger car and light truck. All references to transmissions throughout this document include transaxles.
SAE IC Powertrain Steering Committee
Methodology: Automatic Transaxle Lash Study for Park Disengagement Clunk1999-01-17655/17/1999
The purpose of this paper is to explain a methodology for diagnosing noise and vibration of internal components of the automatic transaxle and particularly for park disengagement clunk. The method for determining contributing lash is three-fold. First the lash values are physically measured. Secondly, in-vehicle test data is taken using accelerometers, microphones, and stress gages. The data is taken at a baseline condition and then when various lash interfaces are set at zero. Thirdly, component impact testing can be done to identify noise contributing parts. For the condition of park disengagement clunk this method helps to diagnose the source of the noise. When a vehicle is parked on an incline and the transaxle put in park, there is an energy transfer of the weight of the vehicle through the transmission and onto the suspension of the vehicle. When the transmission is pulled out of park, the released energy results in a loud clunk. The clunk has a high and low frequency content. This study shows how the higher frequency responses of the transaxle internals can be identified. The suggestion that this method makes of grouping components together to find particular NVH contributors is significant for reducing costs and test time. The result is an opportunity for reducing the specific lash(es) that contribute to automatic transaxle noise and vibration. The methodology is demonstrated on the park disengagement clunk problem and can also be used for other transaxle NVH phenomena such as tip-in and back out clunk. It can be used to diagnose noise and vibration for rear wheel drive transmission applications as well.
Volinski, Bridget
Automatic Transmission Hydraulic Pump Test ProcedureJ2311_199901 (Historical)1/28/1999
This SAE Recommended Practice provides a method to determine the performance characteristics of the hydraulic oil pumps used in automatic transmissions and automatic transaxles. This document outlines the specific tests that describe the performance characteristics of these pumps over a range of operating conditions and the means to present the test data. This document is not intended to assess pump durability.
Automatic Transmission and Transaxle Committee
Rectangular Cross Section Polymeric Sealing Rings (Metric)J2310_199901 (Historical)1/1/1999
The purpose of this SAE Recommended Practice is to establish guidelines for the automatic transmission and hydraulic systems Engineer to design rectangular cross section seals for rotating and static grooved shaft applications. Also included are material property comparisons of polymeric materials suitable for these applications. Material covered in this document is not intended to include aluminum applications.
Automatic Transmission and Transaxle Committee
Automotive Transmission TerminologyJ645_199707 (Historical)7/1/1997
The following listed definitions are intended to establish terminology and criteria for describing the various kinds of automotive transmissions. A specific arrangement may be described by a combination of several of these definitions.
Automatic Transmission and Transaxle Committee
Transmissions-Schematic DiagramsJ647_199707 (Historical)7/1/1997
The following schematic diagrams exemplify the SAE recommended method of illustrating automotive transmission arrangements. They were developed to standardize industry practice and facilitate a clear understanding of the functional interrelations of the gearing, clutches, hydrodynamic drive unit, and other transmission components. Two variations of diagrams are used: Transmission in neutral and in gear. For illustrative purposes, some typical transmissions are shown.
Automatic Transmission and Transaxle Committee
Passenger Car and Light Truck Automatic Transmission and Automatic Transaxle Test CodeJ651_199601 (Historical)1/1/1996
To provide a means of obtaining the performance characteristics of automatic transmissions and automatic transaxles. It outlines dynamometer tests that map the steady-state characteristics over a range of operations of an automatic transmission/automatic transaxle and provides a method of presenting test data. This procedure must be followed, with similar test facilities so that results obtained from different laboratories are comparable. For this SAE Recommended Practice, the transmission is defined as the complete automatic transmission or transaxle assembly between the engine and the driveshaft(s) used to effect a ratio change in transmitting power. This test procedure deals with the aspect of conducting complete transmission and transaxle assembly testing. However, by its very nature a transmission should be viewed as a compilation of three major component systems: pump, torque converter, and gearbox (all ratio change elements). From a design perspective, it is important that the losses associated with each of these components be determined by conducting separate tests of each component under controlled test conditions that simulate the in-transmission operating conditions. Torque converter testing is described in SAE J643. If done with strict attention to detail it is possible to subtract off the pump and torque converter losses from the transmission assembly losses in order to obtain gearbox losses only, eliminating the need to conduct a separate gearbox test.
Automatic Transmission and Transaxle Committee
Automatic Transmissions - Schematic DiagramsJ647_199506 (Historical)6/1/1995
The following schematic diagrams exemplify the SAE recommended method of illustrating automotive transmission arrangements. They were developed to standardize industry practice and facilitate a clear understanding of the functional interrelations of the gearing, clutches, hydrodynamic drive unit, and other transmission components. Two variations of diagrams are used: Transmission in neutral and in gear. For illustrative purposes, some typical transmissions are shown.
Automatic Transmission and Transaxle Committee
Cast Iron Sealing Rings (Metric)J1236_199505 (Historical)5/1/1995
The purpose of this SAE Recommended Practice is to establish specifications for use as a guide to the automatic transmission and hydraulic systems designer, helping him to select cast iron sealing ring width, thickness, coatings, and other accepted design details.
Automatic Transmission and Transaxle Committee
Flywheels for Engine-Mounted Torque ConvertersJ927_199503 (Historical)3/5/1995
This SAE Recommended Practice defines flywheel configuration to promote standardization of flywheels for engine flywheel mounted torque converters.
Automatic Transmission and Transaxle Committee
Park Standard for Automatic TransmissionsJ2208_199306 (Historical)6/1/1993
To provide a Recommended Practice for validating the function and integrity of an automatic transmission park mechanism with its associated control system and environment. To define the requirements for parking mechanisms of automatic transmissions through evaluation in designed ratios.
Automatic Transmission and Transaxle Committee
Cast Iron Sealing Rings (Metric)J1236_199304 (Historical)4/1/1993
The purpose of this SAE Recommended Practice is to establish specifications for use as a guide to the automatic transmission and hydraulic systems designer, helping him to select cast iron sealing ring width, thickness, coatings, and other accepted design details.
Automatic Transmission and Transaxle Committee
Automatic Transmissions-Manual Control SequenceJ915_199304 (Historical)4/1/1993
The purpose and scope of this SAE Recommended Practice is to provide a standard pattern or sequence for the manual control of automatic transmissions in passenger cars and light duty trucks.
Automatic Transmission and Transaxle Committee
Cast Iron Sealing RingsJ281_199212 (Current)12/1/1992
Automatic Transmission and Transaxle Committee
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