www.mInsmission-symposium.tom
`
`Valeo Exhibit 1106, pg. 1
`
`Valeo Exhibit 1106, pg. 1
`
`

`
`Herausgeber I
`Publisher
`
`Car Training Institute (CTI)
`lnfonna Deutschland SE
`Westhafen Tower
`Westhafenplatz 1
`D - 60327 Frankfurt am Main.
`Tet: +49 (0)69 I244 327-0
`Fax: +49 (0)69 I244 327-1000
`Web: www.i' de
`
`In Zusammenarbeit mitt
`In cooperation with
`
`lnstitut fur Fahrzeugtechnik (lfF)
`Technische Universitat Braunschweig it
`institute of Automotive Engineering
`Technical University of Braunschweig
`Hans-Sommer-Slralée 4
`D — 38106 Braunschweig
`Tel.: +49 (0)531 I391-2610
`Fax: +49 (0)531 I391-2601
`Email: |fEzg@tu-bs.de
`Web: www.ifl‘.tu—bs.de
`
`Vertrieb I
`Distribution
`
`Car Training Institute (CTI)
`tnforrna Deutschland SE
`Westhafen Tower
`Westhafenplatz 1
`D — 60327 Frankfurt am Main.
`Tet: +49 (0)69 I 244 327-0
`Fax: +49 (0)691 244 327-1000
`Web: www.iir.de
`
`Einzelreferate: Autoren
`Single presentations: authors
`Alte Rechte vorbehatten it All rights reserved
`
`Gruflwort
`Sehr geehrte Damen und Hem:-n,
`
`in den to-tzten zehn Jahren wurocn irn Bereich der Falirzeuggetnebe vcirn Kunden wahrnehmbaie und rnessbare Fortschntle BFZIBIL
`die beoeutenil grotter sind als in den 50 Jahren zuvor, Sine Gespiache ober sieoen. acrit und mehr Gangs heute vfiltig
`setbslverstandlich. waren diese tor Pkw-Siutengetriebe noch voi zehn Jahren so gut wte inaiskulabel Das Getiiooe Ieistet daniit
`einen signitikanten Beilrag zur besseren Oliotogie und C-konnmie sci.-iiie zurn Fahrspats und zur Sicherheit unseier Fahrzeuge.
`Die Elektiitizierung des Getriebes hot im Konrexl oer Disltussion uber nachhattige Mobililat Iarigsl begonnen, Scrrvohl Fahrzeuge mil
`Hybrid- oder EIEKIIOBGIFIOD, atso auch sotctie mit konventionellen-i Antriebstrang. bonoligen Getiiebe mil ideaten Eigenschatlen
`Wichtig sind hielbfltwllkuflgsglfid.LEISIUTIQSQEWICHI.B3ul'3t}fl'|,K0m[(1t.Ot.I3H3\. Bedienung und Kosten. Die etliziente und
`eflektive Enlwicklung und Produktion dieser Getiiiztie ertordert
`oplimate werkzeuge und Prozessc. Diese Themen htloan den Kerri des diasiahrigen Syinposiums.
`Erstrnals werden rm Rahrrien dos Symposiurris ainon Einblick in die wichtigen Zuliunttsmarkto Asiens gegehen
`Die Pocliumsdisliussion wird sich wieder mit den Aussichlen an! die kunflige Gelrieoeenhuidriung beschalligen. Diesmal vor dem
`Hiritergruno sieigendor Eriergie- one Olpreise. oer onterschiedlicheri Fahrzeug— und Itntricbskonzeote sowia ctr.-r
`Kaufkraftenlwicklung in den verschiedenen Markten.
`
`Mit seinerri uinlangrorcrien Programm und oer angeschlossenen Transmission Expo bielel das T. Internationale Gelnebesymposium
`erneut ein wichtiges Forum zum Me<nungs- und Ertahrungsaiaslausch lui inteinationale Getrieoe und Antriebslachleute.
`
`Ich lreue rniori fiber Ihre Teitriatime unit wunsche lhnen iiiele nulztiringende Gesnrache und zahtreiche lcihnende Anregungen
`Mil lreundlichen Grfiiken
`
`Prot. Dr,-lng. Fenll Ki‘ir;ijlray
`Geschaltsluhrender Letter
`lnslitut [fir Fahrzeugtechnik
`Technische Universitat Eliaunschwnig
`
`Welcome Address
`Dear Sir or Madam.
`
`Measurable progress has been achieved in the last ten years in the field of automotive transmissions whirh can be perceived by the
`customers and which is much more significant than in the 50 years hetore. Talks about seven, eight or even more gears are possible
`today. but could not he considered tor stepped transmissions in passenger cars ten years ago The transmissions lhus contribute
`considerably to better ecology and economy as well as to driving fun and automotive salety.
`The electrilication ol the transmission has already hegun with regard tolhe discussion about sustained mobility Vehicles with hybrid
`or electric drive as welt as tliosewith conventional drive trains need ideal transmissions. Etticiency. weight-to-power ratxo. space
`requirements. comlort, quaiily. control and costs are important here. The efficient and elfective development arid production of these
`transmissions require optimal tools and processes. This year's symposium focuses on these topics.
`The Syrriposrum furthermore will give an rnsight into the znioortant Asian (more markets tor the lirst |l|'TlE!
`
`The panel discussion will again deal with the chances ol Iuture transmission developments: this time against the background 01
`increasing energy and oil prices. diverse vehicle and drive concepts and the deveiopment ot purchasing power in difteient rnarliets,
`With the extensive programme and the accompanying Transmission Expo. the 7th International Transmission Sympostuni is again
`an important Iorurn tor international transmission and onve train experts to exchange opinions and experiences.
`I am looking lorward to your participation and Iwish you a tot of tiuittul talks and beneficial motivations.
`Best regards
`Prof. Dr.-Ing. Ferit Kiicijkay
`
`Valeo Exhibit 1106, pg. 2
`
`

`
`Prof. Dr. Peter Tenberge. Director of Machine Elements. TU Chemnitz. Germany
`
`Dr. Wolfgang Reik. Executive Vice President LuK Group Rat). LuK GmbH & Co. oHG,
`Germany
`
`Axle Split — A scalable hybrid system for various vehicle applications of the
`GETRAG—Bosch cooperation
`Christian Kohler. Project Director. Robert Bosch GmbH and
`Dr. Ulrich Knijdel_ Vice President Research. GETRAG Innovations GmbH. Germany
`
`I2 ............................................................................................................................. .. 517
`Etficiency-, cost- and weight-potential through reduced line pressure in DCT's
`with s_ervo synchronizers
`Thomas Hacki. Chief Technical Olficer. Hofer Powertrain GmbH. Austria
`
`Solution Forum SH
`A parallel mild hybrid configuration with small diesel engine and ultraefficient
`dry clutch powershift transmission
`Dr. ir. Roéll van Druten, CEO. Drivetrain Innovations b.v.. The Netherlands
`
`399
`
`H3 ........................................................................................................................... .. 403
`Anti-jerk control in the hybrid drive trains
`Dr. Wei-Lung Lee. Development Engineer. Continental Automotive GmbH. Germany
`
`Full-toroidal variable drive transmission systems in mechanical hybrid systems —
`from Formula 1 to road vehicles
`Chris Brockbank. Business Manager, Torotrak (Development) Ltd.. United Kingdom
`
`H5 ........................................................................................................................... .. 437
`Calibration strategies for a parallel-hybrid power train
`_
`Peter Janssen. Department Manager Powertrain Application, FEV lvlotorentechnik
`GmbH. Germany
`
`H6 ........................................................................................................................... .. 465
`Driveiine and energy management strategy of the Touareg Hybrid SUV
`Dr. Kai Philipp. Project Leader Function Development Hybrid and
`Norbert Schulz. Design Engineer. Volkswagen AG. Germany
`
`Solution Forum Sl ................................................................................................. .. 529
`Analysis of the thermal and mechanical behaviour of multi-cone
`synchronisations
`Knut Erdmann. Development of Synchronislng Systems, DIEHL lvietail
`Stiftung :5‘: Co. KG. Germany
`
`Whining noise reduction in final drive of hub reduction axle
`Vaseem Momin, Design & Development of Axles. TATA Motors. India
`
`l4 ............................................................................................................................. .. 561
`Volvo Trucks and Hybrids today and in the future
`Prof. Mats Alakiila. Senior Scientific Advisor Hybrid Technology.
`Volvo Powertrain, Sweden
`
`l5 ........................................................................................................................... __ 56?
`Clutch concepts for high engine torques in commercial vehicles
`Wolfgang Zieglmaier, Department Manager Development Power Train Gearbox.
`MAN Nutzfahmeuge AG and
`Klaus Steinel, Chief Engineer R&D Unit Powertrain Components CV,
`ZF Sachs. Germany
`
`............... .. 595
`16 ...........................................................................................................
`\r'lAB®— An innovative system for automated manual transmissions combining
`wear-free start-up and wear-free braking in one single component
`Martin Becke. Team Leader Development Starting Devices.
`Voilh Turbo GmbH 8. Co. KG. Germany
`
`Valeo Exhibit 1106, pg. 3
`
`

`
`Valeo Exhibit 1106, pg. 4
`
`Valeo Exhibit 1106, pg. 4
`
`

`
`Dr.-lng. Wolfgang Reik
`LuK GrnbH 3. Co. oHG
`{"953
`Studies of physics at the University of Karlsruhe
`
`1 979
`
`1979
`
`-ibilities
`
`Engineering degree from the Institut far Werkstoffkunde
`I (Materials Engineering Institute 1) at the University of
`Karlsruhe
`
`Dr. Reik joined LuK in Biihl, a supplier to the automotive
`industry and a specialist for clutches and passenger car
`drivetrain solutions. Dr. Relk held various entry-level
`positions at LuK and was later appointed manager of the
`testing department.
`' Executive Vice President for Research 8: Development
`
`Dr. Relic has also been responsible for managing the
`Automotive Advanced Development department for the
`Schaelfler Group which consists oi iNA. LuK and FAG
`' Executive Vice President LuK Group Research 5
`Development
`= Executive Vice President Advanced Development Schaeifler
`Group Automotive
`
`Valeo Exhibit 1106, pg. 5
`
`

`
`Dr.-lng. Wolfgang Reik
`LuK GmbH 8. Co.OHG
`Bertrand Pennec
`LuK GmbH 8 C.0HG
`
`the increasing shortage of cnide oil resources and the harmful effects of
`a wam1ing are forcing vehicle manufacturers to develop drivetrains with
`better fuel consumption. The conventional drivetrain based on an internal
`inn is coming under additional pressure by the possibilities of electric-only
`have now con1e within tangible reach.
`It is only the fact that battery capacity
`that is delaying the introduction of electric cars.
`‘ -. the intemal combustion engine a chance of survive! in the long term. the poor
`nt drivetrains must be drastically improved.
`barely more than 20% of the inherent fuel energy reaches the wheel and can
`used for driving will be unacceptable in future.
`.trarismissions must therefore be refined to achieve maximum efficiency.
`measures that are being discussed in this context and are conceivable
`= ularities in torque and speed affecting the crankshaft.
`powerrtorque per unit of cylinder capacity
`average pressures
`"fuel-efficient combustion processes
`cylinders with identical power
`5 torque curves, allowing operation at the lowest possible speed
`of holding the irregularity at its current level is through considerably greater
`in of inertia of the flywheel masses. This would, however, come in conflict with
`u for lightweight constmction.
`st potential lies in the engine with its efficiency of barely more than 20%.
`are also necessary in transmissions, whose efficiency is of the order of 90%
`__ the type. The causes of power loss must be optimized or completely removed.
`;fl'lt:tion in bearings and tooth meshes
`: - splashing tosses
`-v - - hydraulic components such as pumps
`ant of hydraulic actuators by optimum efficiency. electromechanical
`ems
`, however, make it more difficult for the drlvetrain to damp out the vibrations
`:
`the engine irregularity and thus avoid rattle and boom noise. Current torsion
`I no longer appear adequate to this task.
`= pers are therefore confronted with the situation where urgently required
`‘..I'educe consumption cannot be effectively implemented because the dnvetrain
`no longer be overcome.
`manufacturers who have clearly recognised this problem have therefore set
`. the task of developing new isolation and damping concepts since the
`torsion dampers currently used in the dual mass flywheel and converter lockup
`reaching their physical limitations.
`
`_
`
`Valeo Exhibit 1106, pg. 6
`
`

`
`Engine development can look back on considerable progress in the last decade [1
`torque relative to engine capacity has significantly lnCl'Ba5Ed and the curves have
`more generous, i.e. such high torques are available at speeds of barely more lhan1|.! -
`that fue|—efficient driving is possible and even promoted in these ranges (Figure 1).
`
`‘tour 3000.
`32! Nm
`.
`nlvoosign
`
`Year 2010.
`52ll lllm
`Biislnudhul air infill
`
`
`
`-_'3::iv.~.a.-uri1:.-_-.2-.Eic.-(1
`
`
`
`
`
`Engine‘torque[Mm]
`
`zwo
`
`J“?
`Speed [1l'mi .1;
`
`33
`
`Fig 1'
`
`Iron‘!
`Torque
`Engine
`in
`Increase
`Based on the Eirampio ol a 4 cylinder. 2.!) litre Diesel Engine
`
`Year
`
`2000
`
`This leads, unfortunately, to correspondingly higher irregularity at the cranl-ishal1(F'
`
`Yeariflofl,
`gm ""1
`eqmiiiioiui our auigii
`
`Year 2010.
`510 Nm
`Camrelltional ii-«room»
`
`
`
`
`
`luzel.Aiiiplltude2"‘ordetIlI:|'I’lEE2
`
`and lllli-iii‘!
`
`Resiiiiirig
`and
`Excitation
`Erigme
`I1
`lliaeoso
`fined onthe Example of a -1 Cylinder, 7.0 Ilre Diesel Engine
`
`Transmission
`
`torsional
`
`solved with the existing damper technology, which uses torsional elasticity to
`considerably larger
`torsion angles must be achieved in order
`give better isolation at lower speeds.
`_
`- in a qualitative manner how the damper capacity must be increased in order
`._,chal|engas [2]. This would require considerably greater spring volumes, for
`is available. As a completely separate issue. it would hardly be possible to
`-- ble driving with such enormously long curves, since the torsional damper
`. extremely
`wind
`up
`under
`full
`Iii-me-inni-oi:-is:
`
`;1
`.r ninja}
`I
`
`main sumq me
`
`mid iocqif,’
`
`I
`
`II’
`
`III
`
`II M II
`run. |q
`
`B I
`
`ll
`
`In
`so
`‘Mud-i.pl'iqlI[']
`
`Fig_ 2
`
`Resulting
`and
`Excitation
`Engine
`in
`lnnrease
`Based on the Earample ola ocytinder. 2.0Iriie Diesel Engine
`
`Transmission
`
`4.‘
`
`New Requirements for Damper Design tor modern engine
`
`Valeo Exhibit 1106, pg. 7
`
`

`
`_
`_
`Apart from torsional elasticity-based decoupling uSIfl_Q {=1 l°r5'°"'3'
`possibilities for vibration isolation. The fundarnenlal principles are shown in FIG"-"5 5
`
`F.g_ 5-
`
`nilfereril ways to achieve vibialloil lS0l3"°”
`
`' iod ct'on of the dual mass flywheel, only torsional dampers _‘-Vela
`th
`‘
`Zlllihuiiisci I;-ircl vlilerle completely adequate in terms of isolation effect at high?‘
`Since the resonance speed of drivetraifl it'll-I5 equipped tfi "1 the |'3"99 b'3“::9t':la1i
`2000 rpm.
`isolation cannot be achieved below about 2000 rpm. a site
`particularly important for fuel-efficient dnving.
`_ _
`N of me
`improvements can be achieved by iirovidinsi an 3dd|*'°_""3'_"ia5-‘f "“°"_"e
`..
`primary side. The irregularity of the engine is reduced In line with this addttiom
`order to fulfill current isolation requirements. however. unrealistically "'9" add”
`would be required.
`.
`.
`About 20 years ago, the problem was solved by the dual mass fIyv::Eeelk‘:1 l:l1l
`dimensioned torsional damper was arranged between two mas
`-
`resonance speed was pushed below the lCllll‘lQ 5PEEd-
`I
`Good isolation of the torsional vibrations was thus P°55'bl3 3‘ ‘mm’ Speeds mm
`
`0”
`.
`_
`1000 rpm.
`Over two decades, the dual mass flywheel was til? P37331393 ft" V|’0_i3l'°" F"
`dnvetrain noise and was successfully |mP'emE"'“3d in manual “a“5“'''55'°“5 5' "
`classes of vehicles.
`_
`_
`.
`.
`In automated transmissions with converters,
`in which the 0'93‘ ‘"355 p”_"°'ple
`implemented 50 aa5i|y_ the specific slip in the lockup clutch was utilised In addi
`conventional torsional dampers in the converter |_oci<UP '3lUl°h95_-
`d
`dent on
`According to Coulomb's. Law of Friction, the fnclionallorce is not
`epenns The
`speed. A slipping transmission element does rtotl!aI'I5|'fl|13|"-Y l°|Ti'-1'9 Y:r':"|:;"s -which
`required is directly dependent on the magnitude of the torsrona vi
`relatively high losses at low speeds.
`
`+-l
`
`e rs can be considered as a further measure. They are elastically coupled
`ses that lie outside the torque flow path. This type of absorber can. at its own
`: - ency, generate oscillations that directly counteract and thus cancel out the
`_ generated. This effect only occurs, unfortunately, at the absorber frequency
`at a very specific speed. In addition, two new resonance points are created, so
`- r can only be applied in a very limited way to remove torsional vibrations.
`a need for a speed-adaptive absorber whose resonance frequency adapts
`-to the speed and thus the excitation frequency.
`
`[the centrifugal pendulum absorber
`
`effective method of reducing vibrations is an absorber that comprises a mass
`ans of springs. When correctly adjusted, this mass generates vibrations that
`excitation and thus act to cancel out the vibrations at the point to which the
`“attached. However. the absorber oniy acts at a certain frequency, namely its
`cy. which is determined by Lt] = if krm At
`lower or higher excitation
`_ absorber does not act as desired and can even act to amplify the problem.
`of this type with a resonance frequency proportional to the speed is very difficult
`means of springs and masses. The example in Figure 6 shows how this can
`achieved by replacing the springs.
`
`‘From Damper to pendulum absorber
`
`is shown on the left of the picture. The
`of such an absorber arrangement
`mtdlation would excite the vehicle to horizontal vibrations.
`If the absorber is
`,_ checl to the excitation frequency,
`it generates vibrations that are precisely in
`the excitation frequency. The vehicle itself is brought to rest Such absorbers
`I many mechanical installations where the requirement is to eliminate a very
`.o ‘vs frequency.
`
`Valeo Exhibit 1106, pg. 8
`
`

`
`in the nomial absorber, the potential energy is held in the springs of the absorber,
`:
`%!;7l°§}”li:'lg“;it"’€ii‘i.13nL“.i.Tf§§;§"li’lli’2felS::e$:l:,Zi'li;‘.““‘°““"””"“
`However, the pendulum initially has a very defined natural frequency and is therefore -v .
`unsuitable for broadband absorption.
`The formula for the natural frequency to = w} gll shows that this is dependent only oi
`length of the pendulum and the force at gravity. better described as the gravitationall
`the Earth. On the Moon,
`the same pendulum would vibrate much more slowly
`mathematical and physical relationships still apply if the gravilatlonal field of the
`replaced by any other field.
`It would be possible to use, for example. electrical or me
`fields, with which absorbers could be created whose frequency could be adju .
`adjusting the strength of the field.
`to the speed
`In drivetrains where the excitation frequency is always proportional
`inlemal combustion enine. there is another possibility whose principles were laid
`about 80 years ago.
`if the pendulum is mounted on a rotating disc, the acceleration due to gravity g is repl
`centnfugal acceleration a = r 0’ (Figure 6, right).
`The natural frequency of such a pendulum is then directly proportional to the speed. It is
`possible to achieve broadband absorbers that can cancel out, or at
`least sign’ ,-
`attenuate the effect of whole excitation orders over a wide speed range.
`'
`I
`This is the simpler part of the theory of the centrifugal pendulum absorber. that is only
`met.
`for small pendulum angles. for which sino = o is fulfilled.
`In general, this precondition
`
`‘
`
`I"
`
`According to the theory behind the absorbers. the amplitude of the absorber increases
`force curve opposing the excitation is established.
`In the least favourable case. a
`components may be destroyed it the amplitudes become too great,
`In order to limit
`amplitudes, various measures must be implemented.
`sufticiently
`First.
`the pendulum mass
`selected must be lare enough that
`counterexcitatioris can be created at all. The effect of the centrifugal pendulum :2
`becomes smaller and smaller at
`low speeds since the centnfugai acceleration r-
`smaller. At low speeds.
`the pendulum tries to compensatethis through particularly
`oscillation amplitudes.
`Normally, path curves are therefore selected in preference that deviate from the an:
`larger angle. The aim here is to ensure that the penduium frequency remains constant
`amplitudes of 45".
`If even higher amplitudes occur, the natural frequency is then --
`deturied such that
`the amplitudes remain limited. This prevents sinking noise or
`destruction.
`in a closer mathematical analysis, further forces must be taken into considera
`particular, the Coriolis force induces additional forces that. under large vibration angle
`to deviations in the absorption force curve and. for example. prevent complete absorb‘ l
`elimination.
`1'
`Actual centrifugal pendulum absorbers can therefore only be designed by -. 4
`simulations taking account of all the forces acting on the pendulum.
`-
`
`-
`
`'
`
`'
`’
`
`-
`
`E:';$,mlfi2°,f',Lf§2§§g",?:,?,:,§;Z,§EE}"$§:',§§3:”;f??,:f:,?e§;:;fe:
`A urn.
`'
`'
`
`'-
`
`‘
`
`(1937) proposed a blfilar suspension arran
`"19 93"“? (desired) Pam (F5901? 5)-
`
`.
`
`:
`
`sliiiarsuspeneron arrangernenlby serazin (1937)
`
`‘
`
`-
`
`-designs of the cenlnfugal nendulurn absorber are a further development of this
`'
`flflafigemenl SHE“ Centrifugal Pefldl-Ill-W 8b5°|‘b9F5 We“? Used in aifcfafl F-‘“Qifi95
`World War 2 (Figure 9).
`
`‘W-91
`
`C9|'|l'-lflllgal pendulum absorber with birrlar suspension on the crankshaft of an aircralt engine [R1820
`cyclone} lrnm Pi-an 3. vlrniiney :5]
`
`Valeo Exhibit 1106, pg. 9
`
`

`
`In car engines {Figure 10), these pendulums were also generally installed on a cra -«
`
`the pendulum is arranged on the secondary flywheel mass. This allows
`
`Fig. fl]:
`
`Crankshaft used in the engine with two pendulum attached (Ian) and one ofthe pendulum nu
`used on the crankshaft inght}. Ford Motor Co [6]
`
`Following this. no further developments took ptace on the centrifugal pendulum ab o
`a long period. For a time,
`it was possible to overcome the vibration problem using
`simple: solution 5.
`It is only in recent years that the centrifugal pendulum absorber has come back on the
`as the p-erforrnance and thus the irregularity of internal combustion engines has in
`while at the same time the requirements for comfort levels have grown.
`Several attempts have been made in recent years to revive the centrifugal pa
`absorber. An absorber based on the Salomon rollers was offered under the name ‘R
`TCI Automotive
`(Figure 11‘).
`
`I2.‘ Centrifugal penmlum absorber WIII1 bililar stlspensinn In the flywheel [T]
`
`Allnr inmananpariouri
`
`.1-i
`
`I
`
`r~ti~r-£
`
`Fig lt.M:sorberwith rollers & a centrifugal pendulum aosorbertbl
`
`Freudenberg made attempts. by means of pendulums with bifilar suspension in a it
`directly reduce the irregularity ot the crankshaft (Figure 12). However, pendulum
`several kilograms were required since the pendulurris had to counteract the total
`torque peaks during ignition.
`While this system was effective in principle, it could not be successfully implemented.
`Based on this experience, it became clear that future requirements for vibration
`cannot be fulfilled with an acceptable outlay by means of centrifugal pendulum ab -
`their own.
`Efforts were therefore made to achieve a suitable combination with conventional
`dampers.
`
`-
`
`t'
`I
`'
`f
`mass fwheel with “S 5Dli"9 Coupling gives the first sta e
`flywheel mass is typically subjected only to torque amplitudes?bQ|O0Ut:s5oDaP£?nn-w-Eli}:
`acting directly on the crankshaft i
`t’
`-
`in parucuian may be we“ over fiorggrarmimes the mean engine torque and. in
`at pendulum absorber arranged on the secondary flywheel mass must in contrast
`— to the residual irregularity and only requires much smaller masses,
`
`7 been clarified at which point namely after a torsional dam
`per. the centrifugal
`-
`V
`7
`absorber should usefully be arranged, the precise design must now be defil-.ed_
`
`Valeo Exhibit 1106, pg. 10
`
`

`
`A more precise anal5F5i§ 5‘
`rollers rotate during oscillation and
`energy (Figure 14).
`
`It
`.
`Hg 14- cu.-mrugat Pendulurnabsorhera win Salomon Ro era
`-
`-
`'
`'
`is only the speed alone the:
`and the energy for translational rnotron is thus lacking
`bsorption __
`the pendutum that generates centrifugal force and thus contributes to an a
`
`. it
`
`.
`
`E. E-
`1
`1.
`_
`..i...
`l
`am:
`_u .1.»‘:1
`
`..
`‘
`_
`70.1-InI.|I'|“
`,
`
`,
`
`no
`
`.1
`Flu 15: A carnage acquires a gl'e:IlB13P¢E'd 9" 3"‘ “am” Plane
`
`than a roller.
`
`' cl'ned plane. From the
`t
`-
`.
`.
`_
`in FIQUFE 15 “"5 '5 5h°w"."5mg mtfirgsiingreeatgr Slgelend than the roller.
`height on the rafl'|P- ma 53771399 3°“
`-
`h‘
`t
`tion of the pendulum itsell occurs are
`A“ Petr}du|:1rrsc;:|rt::r1;l:E1;e"lPhpisnsst’l ‘avPl‘>l|:‘1rI13Sr(teatime physical Pendulum ‘F‘9“"’ 153'
`an op imu
`-
`
`also significant that relatively large elements of the mass are arranged around
`system (bolt) and thus do not contribute to the pendulum effect.
`he to allow effective oscillation of the total available mass. The best way of
`afier the mathematical pendulum that cannot be realised in practice. is a blfilar
`urangement. In the simplest design, the oscillating mass can oscillate over two
`arranged in kidney-shaped recesses in the mass and in the carrier. The shape
`selected to give an appropriate pendulum path.
`
`Ilournenl of bllilar pendulum
`
`total mass moves without rotation. Each point describes the same path, so
`can be presented as a point type mass at the centre of gravity moving along
`
`imitates the mathematical pendulum and ailows the greatest effect for a given
`
`'
`
`masses are advantageously arranged on both sides of a carrier flange and
`;- aadt other by 2 or 3 rivets such that sufficient axial clearance is present and the
`move without external friction and damping.
`
`Valeo Exhibit 1106, pg. 11
`
`

`
`in the dual mass flywheel. the large diameter area is reserved as before for the bow
`The pendulums are located on the flange inboard of these springs and thus a
`secondary flywheel mass {Figure 18).
`
`be further reduced by more than half. It can be seen directly from the curves
`-ric maximum permissible variation range of the transmission input speed
`ing tree from rattle and boom noise. the minimum engine speed can be
`I hundred revolutions per minute.
`benefits apply to the converter and its torsional damper in the lockup clutch.
`=
`tional dampers do not yet include the dual mass flywheel effect.
`
`Fig. 16: Dual mess flywheel with pendulum absorbers
`
`ln the ccnvaflar. the centrifugal pendulum absorber can be integrated with the
`damper in the lockup clutch. Effort is made here too to locate the pendulum
`suspension on the largest possible diameter, Based on the torque flow path,
`torsional damper must be arranged in front of the centrifugal pendulum absorber IF‘
`
`Cyl
`4
`—
`Simulation
`Load
`_IlI
`siflerncompanson IJIBIC DMF. DMF with rman-tamper and with Pendulum
`
`,;
`
`not only the speed amplitude of the engine but also of the transmission
`decisive for boom noise.
`tional double torsional damper cannot eliminate the turbine natural mode, at
`around ‘I300 rpm. A turbine torsional damper. in which the torsional elasticity
`torque flow path of
`the turbine (hence the name) gives a significant
`«that is. nevertheless. not sufficient in various vehicles.
`’ pendulum absorber gives the major benefit here and allows boom-free driving
`down to 1000 rpm.
`
`".1-‘=5?-'-'-'5.‘-2""
`
`:-vr.-..
`
`Fig. 19: Torque Convener with Loclsup-Clrrlch with pend ururn absorber
`
`Measurements
`
`tNth a centrifugal pendulum absorber on the secondary flywheel mass of a
`flywheel. a further improvement in vibration isolation can be achieved. Figure 20
`using the example of a 4 cylinder diesel engine with 400 Nm, the speed fluctua
`engine and transmission input for various dual mass flywheel types. A zoom of
`speed variations is shown on the right.
`
`Valeo Exhibit 1106, pg. 12
`
`

`
`
`
`up-adAmplauduDiflnrnrlinl[lunlnl
`
`
`
`
`
`Werner K., Eckel. H.-G. Der drehzahladaptive Ttlger DAT,
`iesprung im Antriebsstrang, 2001_ ATZ N. 9. 758-764
`J .»Q0 ._
`
`Fig 2|:
`
`Full load simulation - fioyl. dread 450 Nm
`System comparison basic torque converter.
`pendutum
`
`turbine dampen, doubie camper and dome -
`
`Conclusion
`
`The requirements for fuel-efficient drivetrains are continually increasing as a _
`discussions about climate wenning and scarcity of resources.
`Many of the fuel-efficient drive concepts increase the irregularity of the engine’
`sensitivity of transmissions to these periodical variations of speed and torque.
`torsional dampers are therefore required. The centrifugal pendulum absorber is a
`whose resonance speed increases in proportion to the speed. In order to keep the
`size within acceptable boundaries, the centrifugal pendutum absorber should be I
`the secondary mass of'l1'1e dual mass flywheel.
`The effect of such pendulums in dual mass flywheels and a|so_in converters is
`Signifiaantly improved isolation effects can thus be achieved.
`'
`
`Literature
`
`[1]
`
`[2]
`
`[3]
`
`[4]
`
`[5]
`
`Reik_ W5. Kupplung, Wandler + Schwingungsdampfer — Die Bindeglieder -
`Motor und Getriebe bei neuen Antriebsstrangkonzapten, cti-Symposium 2001 _
`
`LuK Drehmomentwanoler - Strategiotahige Wandler
`Muller, B.:
`Automatikgetriebe,
`VDI 2008. Friedrichshafen
`
`Salomon. UK-Patent401.962 - 1932
`
`Sarazin. UK-Patent 2,0T9.226 - 198?
`
`McCutcheon. Kimble D.: The Stmggle to Develop the R-2800 - _Doubl_e
`Crankshaft
`
`Valeo Exhibit 1106, pg. 13
`
`

`
`Valeo Exhibit 1106, pg. 14
`
`

`
`Valeo Exhibit 1106, pg. 15
`
`

`
`Valeo Exhibit 1106, pg. 16
`
`

`
`Valeo Exhibit 1106, pg. 17
`
`

`
`Valeo Exhibit 1106, pg. 18
`
`

`
`Valeo Exhibit 1106, pg. 19
`
`

`
`Valeo Exhibit 1106, pg. 20
`
`

`
`Valeo Exhibit 1106, pg. 21
`
`

`
`Valeo Exhibit 1106, pg. 22
`
`

`
`Valeo Exhibit 1106, pg. 23
`
`

`
`Valeo Exhibit 1106, pg. 24
`
`

`
`Valeo Exhibit 1106, pg. 25
`
`

`
`Valeo Exhibit 1106, pg. 26
`
`

`
`Valeo Exhibit 1106, pg. 27
`
`

`
`Valeo Exhibit 1106, pg. 28
`
`

`
`Valeo Exhibit 1106, pg. 29
`
`

`
`Valeo Exhibit 1106, pg. 30