Module X Slide 0

Dual Clutches and Friction Materials

Wet DCT

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Content
Function of a Dual Clutch DC Architecture Clutch Sizing Thermal Simulation Wet versus Dry DC Wet Friction Material DC Trends and New Developments

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Dual Clutch Function

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Principle of Dual Clutch

2 clutches, each of them connected to a transmission shaft Independent opening and closing of clutches Very smooth shifting no power flow interruption Clutches = launch clutches; no TC required

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Dual Clutch main components

Pistons
Actuation of clutches

Clutch packs
Friction and Separator plates for torque transfer

Main hub
Distribution of oil flows

Clutch Hubs
Connection to transmission shafts

Return Springs
Open the clutches

Input hub
Connection to engine

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Actuation of Outer Clutch

Piston Ring OC movement

Pressure Oil

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Actuation of Inner Clutch

Piston ring IC movement

Pressure Oil

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Cooling of Clutches

Lube Oil

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Architecture of Wet Dual Clutches

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Traditional architectures Nested vs Parallel

Clutch packs

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Clutch pack architecture

nested more efficient use of cooling flow both clutches same thermal capacity shorter axial length smaller inertias to be synchronized lower cost smaller outer diameter parallel

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DualTronic PowerSplit Transmission

2 single clutches Driven by a chain Small and micro cars Compact transmission design Lower torque applications (~200Nm)

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Clutch concepts
w/o support with support

nested

parallel

Technically possible but long axial dimension

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Clutch Sizing

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Clutch capacity calculation

Md = * zf * p * AAp * rmean = friction coefficient

Zf = number of friction surfaces

pmax,st = pmax - pspr AAp = apply piston area rmean = 2 / 3 * (r3f,out r3f,in) / (r2f,out r2f,in) G = Md / p = * zf * AAp * rmean

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Clutch hydraulic balancing

Pressure chamber
Odd Clutch
Druck [bar]

Balance chamber

1.800 1.600 1.400 1.200 1.000 0.800 0.600 0.400 0.200 0.000
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 1000 1100 1200 resultierender Zentrifugaldruck 0 0 0

Drehzahl [U/min]

Federdruck Federdruck - res. Differenzdruck

Even Clutch
6.000 5.000 4.000 3.000 2.000 1.000 0.000 -1.000 -2.000 -3.000 -4.000

Fc = m * v2 / r

Druck [bar]

1000 2000 3000 4000 5000 6000 7000 8000 9000 1000 1100 1200 0 0 0

resultierender Zentrifugaldruck Federdruck

Drehzahl [U/min]

Federdruck - res. Differenzdruck

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Thermal Simulation

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Simulation (hill hold and launch)

4000 U/min @ 5s

2400 U/min

141 C

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Simulation (race start)

4500 U/min

142 C

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Wet vs Dry

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Main characteristics
Wet Clutch* compact size cooling lubricant high energy inputs possible all vehicle classes pump to circulate cooling oil required minimal wear
*w ith hydraulic piston actuation system

Dry Clutch** actuation system space demanding no lubricant limited use limited use ambient air cooled high wear
**w ith release system

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Projects in series production

rpm
9000

8000

7000
BW Wet DCT Wet DCT Dry DCT

6000

100

300

500

700

900

1100

Nm

Slide 22

Friction Material

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Current Trends in Transmissions and Requirements of Wet Friction Materials

TRANSMISSION TRENDS
Higher pressures Improved efficiency Smaller pump, lower ATF flow Reduce drag loss Higher energy facings, higher heat resistance at low lubrication flow Improved groove pattern design

WET FRICTION MATERIAL REQUIREMENTS

Low deformation, low lining loss

Reduced size/weight
Higher speeds, higher energies Continuous slip clutches ATF compatibility

Higher , increased heat resistance

Stable coefficients of friction, no hot spots Good V; no shudder; no noise Inert to chemical and physical interactions with fluids Better PVT stability, positive -V slope; reduced variation under various conditions

Better consistency of shift quality

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Development of Todays High Heat Resistance and High Performance Friction Materials
FRICTION PROPERTY
o, low speed dynamic coefficient i, initial dynamic coefficient at high speed Mechanical strength Heat resistance

WET FRICTION MATERIAL CONTROLLING FACTORS

Friction material ingredients and ATF additives adsorption Hydrodynamic effects / porosity / compression / roughness Fiber type, fiber fibrillation, fiber / resin bond strengths More synthetic fibers (aramid, carbon), higher porosity

Positive -V slope

Balance of paper ingredients with ATF additives adsorption and pore size

Hot spot resistance Glazing Compression set

Resiliency, oil film Ingredient compatibility with ATF additives, pore size Optimization of fibers/, fillers and resins type / amounts

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Controlling Factors for Engagement Torque Curve Slope

Lining Lining permeability permeability Compressibility Compressibility ATF ATFadditives additives effects Friction FrictionMaterial Material Chemical chemical effects Smoothness/uniformity Smoothness/uniformity

Groove effects Groove effects Surface Surface Smoothness Smoothness

300

ATF ATFfilm film

Total Torque

Torque (Nm) Torque(Nm)

200

Asperity Torque

100

Hydrodynamic Torque
0 0 0.2 0.4 0.6 Time (seconds) 0.8 1

Time (seconds)

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BWs Unified Friction System Model

R e g i o n I O i l F i l m R e g i o n I I O i l F i l m
R e g i o n I I I O i l F i l m

R e g i o n I V

DragTorque

R e g i o n I F u l l O i l S h e e t

R e g I I I R i v u l e t S h e e t

R e g i o n I V N o O i l S h e e t

InterfacTempratue-C

O i l F i l m

R e g I I T r a n s i t i o n

Optimized groove pattern for drag loss

Determine interface temperature

Interface Temperature vs Time

3 0 0 2 5 0 2 0 0 1 5 0 1 0 0 5 0 0

S i n g l e E v e n t

R P M A p p l y P r e s s u r e

R P M

2 0

4 0

6 0

8 0

1 0 0

Open Pack Drag Breakaway Coefficient

Effect of friction material permeability on the engagement of a wet clutch as predicted by hydrodynamic models
Torque Response Curve Shapes
450 400 350 300

Temperature Prediction ENGAGE_W Model Torque Model

T i m e S e c o n d s

Heat Transfer Coefficients Thermal Degradation

Thermoelastic Thermoplastic Instability Instability

Ring Sample

Increasing friction material permeability

Torque (Nm)

250
Pressure

200
Speed

150 100 50 0 0.0 0.2 0.4 0.6 0.8 1.0 1.2

63 mm 82 mm

Time (s)

Lateral Permeability Set Up

Permeability Test Set Up

Fluid: Water Fluid Pressure: 230 kPa Fluid Volume: 292 cm3 Sample Pressure: 620 kPa

Determine torque characteristics

TEI: No Functional Problem, Not Progressive

TPI: Distortion, Progressive Thermal Damage

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DCT Material Requirements

Durability Increase surface adsorption
for ATF modifiers No glazing Heat Resistance Ingredients Conventional friction material

Controllability
High lining dimensional stability Positive -v slope at various pressure and temperature

Deterioration

DualTronic friction material

Interface Temperature

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Oil flow effects on temperature

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DCT Material
ATF Flow

Surface Texture
Surface Friction Modifier/Filler

Anti-Shudder Characteristics

High Temperature Synthetic Fibers High Porosity

Improved Heat Resistance

Internal Structure

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Friction Coefficient after Durability Test

Friction Coefficient Positive m-v slope is desirable

Slip Speed [rpm]

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Materials and Groove Pattern

Conventional - lower porosity - simple groove pattern - standard materials DCT - high porosity, higher elasticity - complex groove pattern - special material composition

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DCT material launch charactertics

Launch torque curves 8L/min. oil, high temperature
Start of test Torque vibration

Start of test

Conventional material
End of test torque speed

DCT material
End of test

Stable, desirable torque shape

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Launch Durability 8 L/min. Oil

COF Gradient (500 rpm - 200 rpm) 0.0015 0.001 0.0005 0

More robust positive v gradient

-0.0005
-0.001 -0.0015 -0.002 -0.0025 3000 5000 7000 9000 11000 13000 Conventional DCT

Cycles

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Carbon Woven material not desirable

DCT Material
0.180 0.175 0.170 0.165
ICIE NT (? F ION COE F RICT F

Carbon Woven

Low coefficient
Negative -v, potential for shudder High lining loss due to compression

0.160 0.155 0.150 0.145 0.140 0.135 0.130 0.125 0.120 0.115 0.110 0.005 0.011 415 774 0.027 0.055 1933 SURFACE PRESSURE (kPa) 0.110 0.164 0.219 0.274 0.482 0.548 2956 0.712 0.958 SLIDING SPEED (m/s) 1.205 1.643

Sliding Speed

Sliding Speed

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Effect on -V Characteristics by Creating More ATF Additives Adsorption Sites for Friction Modifiers
0.20

New Oil Standard Plate

0.15
Coefficient-of-Friction

0.20

Mid Pressure (1.0MPa) at 90C

0.15
Coefficient-of-Friction

Degraded Oil Standard Plate

Mid Pressure (1.0MPa) at 90C

0.10

0.10

0.05

0.20

0.05

Mid Pressure (1.0MPa) at 90C

New Oil / New Material 0.00
Coefficient-of-Friction
Damaged FM Oil / New Material 0.00

0.15

0.1

0.2

0.3

0.4

0.5

0.1

0.2 Speed (m/s)

0.3

0.4

0.5

Speed (m/s)

0.10

Degraded OilSurface Enhanced Plates with more adsorption sites

0.05 0.00 0 0.1

Damaged FM Oil / Greater Surface Enhancement

0.2 Speed (m/s)

0.3

0.4

0.5

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DCT Material Analyses After Durability Test

Energy Densities (j/mm2) 5.83 Oil Temperature 100 C Speed (rpm) 3,300

Slip time (seconds ) 7-10 sec

#662

No Glazing
Counts

Porous surface

No surface accumulation of P.S from degraded ATF

Energy (KeV)

SEM/EDS X-ray

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Summary
High temperature launches Noise Resistance Creep resistance Good Durability

Enablers New Tribological Characterization Methods Advanced Friction Interface Phenomena Understanding Predictive Methods and Model DCT Shifting Clutches Slipping Clutches

High Performance DCT Composite Friction Material

Slide 38

Trends new developments

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Micro / Small Class Vehicle

Vehicle for Analysis
Main Vehicle Class Max Engine Torque Vehicle Weight Maximum Weight Trailer Weight
Micro, Small 140 Nm 1150 kg 1650 kg 1000 kg

Max Transmission Input Torque = 170 Nm

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High Efficiency DualTronic

Electric Flow Pump Optimized Groove Pattern Reduced Cooling Flow

Electro Hydraulic System

Drag Loss Reduction

High Pressure Actuation High Precision Cooling Flow Control Reduced Leakage

Smaller Pump Size

Clutch

Efficiency Improvement

Controls

Based on existing DualTronic Technology

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Efficiency
100%

MT HEDCT+HP

NEDC Transmission Efficiency [%]

95% 90% 85% 80% 75% 70% 65%

HEDCT
DRY DCT+HP WET DCT

DCTs with best overall efficiency from fuel to wheels

Transmissions 20%

AT (NIC+L/U) CVT-WSC AT CVT-T/C

19% 18% 17% 16% 15% 25%

Constant Overall Efficiency Lines

60% 19%

20%

21%

22%

23%

24%

NEDC Engine Efficiency [%]

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Wet High Efficiency Dry

MT
100%

New Friction Mat. Red. Leakage High Pre. Flow Ctrl.

96,8%

Ratio Limitation Higher Inertia

Fuel Consumption [%]

98%

96%

Pump On-Demand & Flow On-Demand 94,6%

93,3% 92,5%

94%

92%

90% WET DCT 2008 HEDCT HEDCT HP ACT. DRY DCT HP ACT.

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Break-up of Losses in NEDC

Energy [kJ] 800 700 600 500 400 300 200 100 0 Gearbox Losses DCT Inertia Drag (Hyd. + Bearings) Creep Torque Flow Pump Elec. Act. Pump Elec. Flow + Act. Pump Mech.

T.

DC

CT

ED

AC

W ET

CT

ED

CT

AC

TCU + Solenoid

T.

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Thank you!

better fuel economy reduced emissions great performance