`
`TAUIomofIVEE
`{HANDBOOK
`
`
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`
`
`
`
`441%
`
`EDITION
`
`BMW v. Paice, IPR2020-00994
`BMW v. Paice, |PR2020-00994
`BMW1095
`BMW1095
`Page 1 of 32
`Page 1 of 32
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`hé‘
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`3
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`I
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`§
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`-‘
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`I
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`.
`
`‘
`
`t
`
`..
`
`1:
`
`i.
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`.
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`‘
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`Automonv:
`Hnupggoxw-_
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`\_;.
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`BMW v. Paice, IPR2020-00994
`BMW v. Paice, |PR2020-00994
`BMW1095
`BMW1095
`Page 2 of 32
`Page 2 of 32
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`

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`
`
`Imprint
`
`Published by:
`© Ftobert Bosch GmbH. 1996
`Postiach 30 02 20
`
`0-70442 Stuttgart
`Automotive Equipment Business Sector,
`Department for Technical Information
`(KHNDT).
`Management: Dipl.—lng.(FH) Ulrich Adler.
`
`Editor in chief:
`
`Dipl.-Ing.(FH) Horst Bauer.
`
`Editors:
`
`Ing.(grad.) Arne Cypra,
`Dipl.—lng- (Fl-t) Anton Beer,
`Dipl.—lng. Hans Bauer.
`
`Production management:
`Joachim Kaiser.
`
`Layout:
`Dipl.-lng.(FH) Ulrich Adler.
`Joachim Kaiser.
`
`fianslatlon:
`Editor in chief:
`Peter Girling
`Translated by:
`lngenieurbflro iiir Technische und
`Wissenschaftiiche Ubersetzungen
`Dr. W.-D. Haehl GmbH, Stuttgart
`Member of the ALPNET Services Group
`William D. Lyon
`
`Technical graphics:
`Bauer a Partner GmbH. Stuttgart.
`Design. front cover. front matter:
`Zweckwerbung, Ki rchheim u.T.I Germany
`Teohnische Publikation. Waiblingen
`
`Distributlon. 4th Edition:
`SAE Society of Automotive Engineers
`400 Commonwealth Drive
`Warrenclale. PA 15096-0001 U.S.A.
`ISBN 1 -56091-918-3
`
`Reproduction. duplication and translation
`of
`this publication.
`including excerpts
`therefrom,
`is only to ensue with our
`previous written consent and with parti-
`culars of source.
`Illustrations. descrip-
`tions. schematic diagrams and other data
`serve only for explanatory purposes and
`for presentation of the text. They cannot
`be used as the basis for design. instalia~
`tion. and scope of delivery. We undertake
`no liability for conformity of the contents
`with national or local regulations.
`We reserve the right to make changes.
`
`The brand names given In the contents
`serve only as examples and do not repre-
`sent the classification or preference for a
`particular manufacturer. Trade marks are
`not identified as such.
`
`The following companies kindly placed
`picture matter. diagrams and other Infor-
`mative material at our disposal:
`
`Audi AG. Ingoistadt:
`Bayerische Motoren Works AG. Munich;
`Bohr GmbH 8; Co. Stuttgart:
`Brose Fahrzeugteile GmbH & Co. KG.
`Coburg:
`Continental AG. Hannover;
`Eberspacher KG. Eellngen:
`Filterwerk Mann und Hummel.
`Ludwlgsburg:
`Ford-Works AG. Cologne:
`Aidiengesellschatt Kflhnle, Kopp und
`Kausch. Frankental;
`Mannesmann Kienzle GmbH.
`Villingen-Schwenningen;
`Mercedes-Benz AG. Stuttgart:
`Pierburg GmbH. Neuss;
`FiWE Energle AG, Essen;
`Volkswagen AG. Wolfsburg;
`Zahnradfabrik Friedrichshafen AG,
`Friedrichshafen.
`Source of information for motor-vehicle
`specifications: Automobil Revue Katalog
`1995.
`
`Printed in Germany.
`lmprimé en Ailemagne.
`
`4th Edition, October 1996.
`
`Editorial closing: 31 33.1996
`
`Kurt K. Wendt may ‘
`unit/ersity of Wiscons‘ira-Midisofl
`215 N. Randall Avenue
`-
`Madison. Wl___53706—1688
`
`1
`
`In.
`
`BMW v'f'eaice, IPR2'o2o-00994
`BMW v. Paice, IPR2020-00994
`BMW1095
`BMW1095
`Page 3 of 32
`Page 3 of 32
`
`

`

`Authors of the 4th Edition 1)
`
`Quantities. units
`Dipl.—lng. G. Brflggen
`Dipl.-lng. W. Bazlen t
`Vibration and oscillation
`Dipl.-Ing. J. Bohrer
`Mechanics
`
`Dipl.-ing. G. Bn'Jggen
`Strength of materials
`Dr.-lng. M. Bacher-Hochst
`Acoustics
`Dr.rer.nat. W. Keiper
`Heat
`
`DlpI.-ing. W. Daniel
`
`'
`
`-
`
`-
`
`.
`
`Electrical engineering
`Dr.rer.nat. W. Draxler.
`Dipl.—|ng. B. worner
`Electronics
`Dr.rer.nat. G. Matthai: Dr.rer.nat.
`P. Egelhaaf; Dr.rer.nat. U. Goebel;
`Dr.rer.nat. Ft. Schmid; Dr.-lng. F. Piwonka;
`Dr.—ing. J. Marek; Dipl.—lng. F. Raichie
`Sansors
`Dr.-lng. E. Zabler
`Actuators
`
`Dr.-lng. Fl. Heinz
`Electric machines
`
`Dr.-ing. K. Harms
`Technical optics
`Din-Mg. F. Prinzhausen;
`Dr.rer.nat. H. Sautter
`
`Mathematics
`
`Dipi.—Ing. G. Brfiggen
`Quality
`DIpI.—lng. M. Graf
`Engineering statistics!
`measuring techniques
`Dipl.-Math. H.-P. Bartenschlager
`Reliability
`Dr.rer.nat. E. Dilger;
`Dr.rer.nat. H. Weller
`
`Data processing in motor vehicles
`Dr.rer.nat. S. Dais
`
`Control engineering
`Dipl.-lng. Fl. Karrelmeyer
`
`‘) Unless otherwise stated. the above are all
`employees of the Robert Bosch GmbH
`
`Authors 7
`
`Materials
`Dr.rer.nat. J. Ullmann; Dr.rer.nat.
`W. Draxler; Dr.-[ng. D. Wicks: DIpt.-lng.
`D. Weidemann. Mercedes-Benz AG.
`Sindeiiingen; Dr.rer.nal. H.-J. Spranger:
`Dr.rer.nat. H. P. Koch; DipI.-Ing. Fl. Mayer;
`DipI.-ing. G. Lindemann: Dr.rer.nat.
`K. Mfliler; Dipl.-Ing. H. Schneider:
`Dr.rer.nat. K. Kinberger. BASF. Miinster:
`Dieter Herbst. BASF. Mflnster; Dr.rer.nat.
`G. DornhOfer: Dr.rer.nat. B. Blaich;
`Dr.phi|.nat. B. Peters
`Hardness. heat treatment
`Dr.-lng. D. Liedtke
`Corrosion
`Dr.rer.nat. M. Schonborn
`
`.
`
`Tolerances
`
`lng. (grad) Jfirgen Pfénder
`Sliding and rolling bearings
`Dr.-lng. Fl. Heinz
`Spring calculations
`Dipl.—lng. 0. Krickau
`Gears and tooth systems
`DipL-lng. F’.-i. Pladek
`Belt drives
`C. Hansen
`Threaded fasteners
`
`DipI.-lng. O. Krickau;
`Dipl.-lng. M. Hooker
`
`Joining and bonding techniques
`Dr.-Ing. M. Witt, Volkswagen AG.
`Wolisburg
`
`Sheet-metal processing
`lng. W. Gertier. Volkswagen AG.
`Wolfsburg; Dr.-ing. M. Witt. Volkswagen
`AG. Woiisburg
`
`Triboiogy. wear
`Dipl.-lng. H. Schorr
`
`Motor-vehicle dynamics
`Dr.-lng. H. Hlareth. Mercedes-Benz AG
`Stuttgart; DipI.-Ing. E. Siegert.
`Mercedes-Benz AG. Stuttgart
`
`Head-going 1irehlcle requirements
`Dipl.-Ing. E. Siegert, Mercedes-Benz AG.
`Stuttgart: Prof. Dr.-lng. habil. E.—C. v.
`Gleaner. Mercedes-Benz AG. Stuttgart;
`Dipl.-Ing. H. GeiBler. Mercedes-Benz AG.
`Stuttgart; Dr.-lng. H. Steinkarnpi. lnstltut
`fl'Jr Betriebstechnik der FAL. Braunschweig
`
`BMW v. Paice, IPR2020-00994
`BMW v. Paice, IPR2020-00994
`BMW1095
`BMW1095
`Page 4 of 32
`Page 4 of 32
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`

`

`Authors
`8
`___________________—-—-——
`
`Environmental stresses
`Dipi.-lng. G. Adalbert
`
`internal-combustion (IO) engines
`Dr.-ing. H. Hiereth. Mercedes-Benz AG.
`Stuttgart
`
`Engine cooling
`D|p|.-|ng. S. Jenz. Behr GmbH & CO.
`Stuttgart: DipI.-lng. H. Martin. Behr
`GmbH 8: Co. Stuttgart
`
`Filters
`
`Dr.-|ng. 0: Parr. Fitterwerk Mann und
`Hummei, Ludwlgsburg
`
`Turbochargers and superchargers
`Dipl.-lng. A. FOrster, Aktlengeseilschafl
`KOhnle, Kopp und Kausch. Frankental
`
`Exhaust systems
`Dlpi.-lng. W. SteinIe, Eberspacher KG.
`Eriiingen
`
`Engine management for spark-Ignition
`(SI) engines
`Dr.rer.nat. H. Schwarz; Dipi.-ing.
`G. Feiger: DIpI.-Ing. M. Lembke: Dr.rar.nat.
`w. Huber: Ing. (grad) L. Seebaid;
`Dipl.-lng. (FH) U. Stalnbrenner; Dr.-lng.
`W. Richter, DipI.-lng. A. Gerhard
`Carburetors
`Dr.-ing. D. GroBmann. Plerburg GmbH.
`Nauss
`
`Gasoline tuel-lnlectlon systems
`Dipi.-lng. G. Feiger; DIpI.-lng. M. Lembka;
`ing. (grad) L Seebald: Dipl.-lng. H. Deichsel
`Ignition
`Dipi.-lng. Ft. Schleupen: Dipi.—ing. D. Betz;
`Dr.-lng. A. Nisgel
`integrated engine-management
`systems, Matronle
`Dipl.~lng. (FH) U. Steinbrenner: DIpI.-lng.
`O. Glockler; DipI.-lng. M. Mezger; Dr.-lng.
`N. Benninger
`Exhaust emissions trom spark-ignition
`(SI) engines
`Dipl.—Ing. O. Glbckier: Dr.-ing. G. Kanig:
`Dipl.— ing. E. Schnaibel
`Spark-ignition (Si) engines
`tor alternative fuels
`J. van darWelds. TNO Plead-Vehicles
`Research institute. Delft, Nlederlanda:
`lng. (grad) L. Seebald:
`DipI.-lng. E. Schnalbel
`
`Engine management (diesel engines)
`Dr.-Ing. W. Poiach; Dipl.-lng. K. Hummel:
`DlpI.-lng. U. Flaig: Dr.—lng. B. Bonse:
`Dr.—lng. tachn. A. Egger; Dipl.-lng.
`W. Albrecht; Ing. (grad) J. Warga
`Auxiliary starting devices
`Dipl.—|ng. (Fl-i) W. Teschner;
`Dr.rer.nat. H.-P. Bauer
`Exhaust emissions, diesel engines
`Dn-ing. W. Poiach
`
`Starting systems
`Dr.-lng. T. Heiter
`
`Electric drives
`Dr.-lng. B. Sporckmann, RWE Energie AG,
`Essen: DIpi.-lng. E. Zander,
`FlWE Energie AG. Essen
`Hybrid drives
`Dr.-lng. C. Bader, Mercedes-Benz AG.
`Stuttgart
`
`Drivetrain
`Dipl.-tng. M. Kirschner. Bayerische
`Motoren Werke AG. Miinchen;
`Dipl.—|ng. W. Kréger. Bayerische Motoren
`Wants AG. Mflnchen: Dlpl.-lng. P. Kept.
`Zahnradtabrik Friedrichshafen AG:
`Dr.rer.nat. M. Schwab. Zahnradfabrik
`Frisdrichshafen AG; Dr.-lng. G. Schmidt:
`Dr.-lng. H. Schramrn
`
`Steering
`lng. (grad) D. Elser. Zahnradiabrik
`Friedrichshafen AG. Schwablsch GmOnd:
`Dipl.-lng. (FH) W. Fileger, Zahnradiabrlk
`Frledrichshal‘en AG. Schwablsch Gmflnd
`
`Suspension. suspension linkage
`Dipl.-lng. P. Dick. Bayerlsche Motoren
`Werka AG, Mflnchen; DIpl.-Ing.
`A. Mrotzek. Bayerische Motoren Warlra
`AG. Mlinchen: Dipl.-Ing. J. Wimberger.
`Bayerlsche Motoren Werke AG. Munchen
`
`Wheels
`
`DIpI.—lng. Fl. Braun. Mercedes-Benz AG,
`Stuttgart: Prof. Dr.-ing. habll.
`E.-C. v. Glasner. Mercedes-Benz AG.
`Stuttgart
`
`Tires
`Dipl.-Ing. B. Meili. Contlnental AG.
`Hannover: Prof. Dr.-lng. habll. E.-C. v.
`Giasner. Mercedes-Benz AG. Stuttgart
`
`L _._H.
`
`"B'MWVQ Paice. 'IEE2020-00994
`BMW v. Paice, IPR2020-00994
`BMW1095
`BMW1095
`Page 5 of 32
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`

`

`
`
`Authors 9
`
`Braking systems
`Dr.rer.nat. J. Brfiuninger: Prof. Dr.-lng.
`habit. E.-C. v. Glasner, Mercedes—Benz
`AG, Stuttgart. Dipl.—Ing. w. Kruse.
`Mercedes-Benz AG, Stuttgart; Dr.-lng.
`G. Schmidt: Dipl.-lng. W. Bnihmann:
`Dipl.—ing. W. Stumps: Dr.-lng. H. Schramm
`
`Vehicle Dynamics Control (VDC)
`Dr.-lng. A. van Zanten; DipI.-lng. G. Pfafl;
`Dr. R. Erhard!
`
`Road-vehicle systematics
`DipI.-lng. D. Weidemann. Mercedes-Benz
`AG, Sindelfingen
`
`Vehicle bodies, passenger car
`Dipl.-Ing. D. Weidamann, Mercedes-Benz
`AG. Sindeifingen
`
`Vehicle bodies, commercial vehicle
`DipI.-ing. H. GeiBler, Mercedes-Benz AG,
`Stuttgart
`
`Lighting
`Dr.phil.nat. Ft. Neumann;
`DlpI.-ing. B. womer
`
`Signaling devices and alarm systems
`lng. (grad) W. Hofer:
`Dipi.-Ing. M. Thiirsam
`
`Windshield and headlamp cleaning
`Dr.-lng. J.-G. Dietrich
`
`Heating, ventilation,
`and air-conditioning (HVAC)
`Dr.-lng. K. Molt. Behr GmbH 8. Co,
`Stuttgart; Dlpl.-lng. G. Schweizer,
`Bohr GmbH 8‘ Co, Stuttgart
`
`Mobile radio
`
`Dr.—ing. J. Wazeck
`
`Board Information Terminal (BIT)
`Dr.rer.nat. D. Elke
`
`Safety systems
`DipI.-lng. B. Matias
`
`Comfort and convenience systems
`Dlp|.-lng. (FH) W. SpieB; Dating. G. Hertz
`
`Automotive hydraulics
`lng. (grail) W. Dworak; Dipi.-Ing.
`K. Griese: Dipleing. D. Benson;
`Dlpi.-lng. W. Kfitter; Dipl.-lng. H. Lfidige:
`DIpl.-lng. M. Bing: Ing. (greet) H. Waller
`
`Automotive pneumatics
`Ing. (grail) P. Berg
`
`Symbols, conductor-size calculations
`Dipi.-Ing. (Fl-i) H. Bauer
`
`Power supply
`Dlpi.-lng. F. Meyer
`
`Starter batteries, battery chargers
`Dr.-lng. G. Richter;
`Ing. (grad) T. Meyer-Stauienblel
`
`Alternators
`
`Dr.-lng. K. G. Bflrgar
`
`Controller Area Network (CAN)
`Dr.-lng. K. H. Kaiser
`
`’
`
`Electromagnetic compatibility (EMC)
`Dr.-Ing. W. Piafi
`
`Automotive sound systems
`Dr. J. Siedier; V. Lauke. BIaupunkt-Werke.
`Hildeaheim
`
`Parking systems
`Ing. (grad) D. Meyer
`
`Trip recorders
`Mannesmann Kienzle GmbH.
`PFi-Abteilung, Villingen-Schwanningen
`
`Navigation systems
`Dip|.-Ing. E. P. Neukirchner
`
`Testing technology
`DIpl.-Ing. W. Hummel
`
`Passenger-car specifications
`Ft. Halter
`
`.
`Road traffic legislation
`Dlpl.-lng. K. Haitner. Technlscher Uber—
`wachungs-Verein Sdeest, Filderetadt
`
`BMW v. Paice, IPR2020-00994
`BMW V. Paice, |PR2020-00994
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`Page 6 of 32
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`

`

`
`
`3.
`
`.'
`
`and induce motion. Energy in chemical
`(fuels) or electrical (batteries. solar cells}
`form is converted into mechanical energy
`within the power unit. with spent-ignition
`and diesel intemai-combustlon engines
`representing the powerplants oi choice;
`Every power unit operates within a sped-
`tic revolution range as defined by two ex-
`tremities: the idle speed and the maxi-
`mum rpm. Torque and pewer are not do
`livered at uniform rates throughout thl
`operating range: the respective maxima
`are available only within specific bands.
`The drivetrain's conversion ratios adapt
`the available torque to the momentary
`requirement for tractive force.
`
`Drivetraln configurations
`The layout of the automotive driveirain
`varies according to the position of the en-
`gine and the drive axle:
`
`Front-wheel
`drhre
`
`front. longi-
`tudlnai or
`
`
`
`drive
`
`front {rear
`or center in
`isolated
`applications) {between single 5
`and two-am
`drive}, gradual
`transition also
`possible
`
`Acceleration
`
`Aerodynamic drag
`
`Rotational inertia coefficient
`
`
`Gravitational acceleration
`Conversion ratio
`Vehicle mass
`Rotational speed
`Dynamic tire radius
`Vehicle velocity
`Frontal area
`Mass moment of inertia
`Torque
`Power
`Ascent angle
`Overdrive factor
`Efficiency
`Power number
`Conversion
`Density
`Angular velocity
`Rotational speed ratio
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`nus
`m2
`kg - m2
`N - rn
`kw
`°
`—
`-
`—
`—
`harm:i
`radfs
`
`‘
`
`
`
`dettrz-en‘oaatudnaa—vw‘wngo
`
`m engine
`0 pertaining to
`max. power
`drlvetrain
`transmission
`3 pump
`wheei
`T turbine
`
`AG
`
`Subscripts:
`rms
`root mean
`square
`total
`tot
`hydr hydraulic
`max maximum
`min minimum
`h
`final drive
`
`Function
`The function of the automotive drivetrain
`is to provide the thrust and tractive forces
`required to overcome running resistance
`
`554 Drlvetrain -
`__—___—_._——.—-—————
`
`Drivetrain
`
`Quantities and units
`
`
`
`
`
`Equilibrium relation between drive forces and tractive resistance
`
`
`The equation defining the equilibrium between drive forces and resistance factors
`is applied to determine various quantities. such as acceleration. top speed. climbing ability, etc
`
`
`
`
`
`
`Available power = Tractlve resistance at drive wheels {power requirement]
`Mir—Fm... = m-g-f-ooau + org-sine 1- c-m-c r» m‘A'B'Ua
`2
`l
`l
`1
`Drive force
`Rolling
`Ascent
`resistance
`at tire
`resistance
`contact patches
`
`Acceleration
`resistance
`
`Aerodynamic
`resistance
`
`With rational inertia ooeflicent +-—J- and mess momentoilnertiarulp the!“ main“...
`rrr-r:
`
`BMW v. Paice, IPR2020-00994
`BMW v. Paice, |PR2020-00994
`BMW1095
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`Page 7 of 32
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`

`

`555
`Drivetrain
`
`Drivetraln elements
`
`The drhretrain components must satisfy
`the basic requirements associated with
`vehicle operation in all ranges, from the
`stationary state and through all desired
`operating points up to top speed. This
`entails satisfying the following require»
`ments:
`- achieving the transition from a static-
`nary to a mobile state.
`- converting torque and rotational speed.
`- supplying forward and reverse motion,
`— compensating for wheel-speed varia-
`tions in curves.
`— ensuring that the power unit remains
`nithin a range on the operating curve
`commensurate with minimum fuel con-
`sumption and exhaust emissions.
`
`Stationary idle. transition to motion and
`hierru ption of the power flow are all made
`possible by the girlish. The clutch slips to
`compensate for the difference in the rota-
`tional speeds of engine and drivetrain
`when the vehicle is being set in motion.
`Wl'len a change in operating conditions
`makes it necessary to change gears. the
`clutch disengages the engine from the dri-
`vatrain for the duration of the procedure.
`in automatic transmissions hydrodynamic
`clutches or torque converters assume re-
`sponslbillty for the drive-engagement pro-
`cess.
`
`mam forcafspssd diagram
`
`'I
`
`min-i 1st Gear 2nd Gear 3rd Gear 4th Gear
`
`".
`U .—_-—_———'_I—-.w___._ ._.
`210
`so
`150
`Hosdspeedtnltmm
`
`sopo
`
`The transmission (gearbox) modifies the
`engine's torque and rpm to adapt them to
`the vehicle's momentary tractive require-
`ments, maintaining the power P = M - m
`at a relatively constant level.
`.
`The overall conversion ratio is generally
`a composite of the ratios provided by
`a transmission (gearbox), with several
`available ratios (less commonly with in-
`finitely-variable arrangements). and a
`constant-ratio final-drive unit. Positive-
`transfer gear
`transmissions are more
`common than non-positive units due to
`their superior pertorman ce-to-weight ratio.
`Gear transmissions generally tall
`into
`one of two categories: the manually-shil-
`ted spur-gear transmission with main and
`countershatt (layshatt.
`idler shaft). and
`the planetary—gear unit featuring power-
`demand shifting (in automatic transmissi-
`ons). The transmission also allows the
`selection of different rotational directions
`for forward and reverse operation.
`The djfjatantial allows laterally opposed
`axles and wheels to rotate at varying
`rates during cornering while providing uni-
`form distribution of the driving forces. Li-
`mited-slip final drives respond to slippage
`at one of the wheels by limiting the diffe-
`rential effect. shitting additional power to
`the wheel at which traction is available.
`In the
`final-control ele-
`ments (actuators) and switches supervise
`
`Multiple-ratio transmission in driven-sin
`1 Engine, 2 Grinch, 3 Manual transmission.
`4 Final-drive unit. 5 Front splitter unit,
`or. affemativeijr: 6 Rear range group.
`
`7 Planetary-gear set.
`
`BMW v. Paice, lPR2020-070994
`BMW v. Paice, IPR2020-00994
`BMW1095
`BMW1095
`Page 8 of 32
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`

`
`556 Drivetraln
`
`
`
`
`
`
`
`,
`
`in this state. the clutch is engaged for pet
`sitive torque transfer. To disengage-lit!
`clutch (e.g., for shifting). a mechanical: -
`or hydraulically actuated throwout bee _
`ring applies force to the center cl In _
`pressure plate,
`thereby releasing the
`
`.
`pressure at the periphery. The ciutdi is
`controlled either with a clutch pedal or 2-.
`
`
`crutch with dual-mass
`
`1 Dual-mass- r‘iwrheer‘, 2MB element.
`
`
`3 Pressure plate, 4 Diaphragm spring,
`5 Clutch disk. 6 Throwouf bearing.
`
`execution of the required ratio conversi-
`ons. The control-elements are actuated
`elther directly, by the driver, or automati-
`cally. as sensor signals are processed in
`an electronic or hydraulic control unit in
`accordance with a specific program.
`Torsion dampers. mass compliance
`systems and hydraulic transmission ele-
`ments are all available to attenuate high-
`frequency vibrations. These protect the
`power unit from excessive loads and en—
`hance comfort by reducing vibration.
`
`.
`
`
`
`Clutches and couplings
`
`Friction clutch
`
`
`
`The friction clutch consists of a pressure
`
`plate. a clutch disk -- featuring bonded or
`
`riveted friction surfaces — and the se-
`
`cond friction surface represented by the
`
`engine-mounted flywheel. The flywheel
`
`and pressure plate provide the thermal
`
`absorption required for friction operation
`
`of the clutch: flywheel and pressure plate
`
`are connected directly to the engine.
`
`while the clutch disk is mounted on the
`
`transmission's input shaft.
`
`A spring arrangement. frequently In the
`
`form at a central spring plate. applies the
`
`force which joins the flywheel, pressure
`
`plate and clutch diskfcr common rotation:
`
`
`Automatic crutch. limited to clutch actuation
`1 Engine
`2 Engine rpm sensor
`
`
`3 Clutch
`4 Transmission
`5 Servomotor
`
`6 Controfunft
`
`7 Speadsensor
`
`8 Accefemforpedaf
`9 Cirrtchpedaf
`,
`
`
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`BMW v. Paice, |PR2020-00994
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`

`

`557
`Drivetrain
`—-_——__________E—__
`
`torque Mp
`input
`The dependence of
`and input power Pp on D5 on the other,
`is characteristic for all hydropneumatic
`drive systems.
`The ratio of turbine torque MT to impeller
`force Mp determines the torque-conver-
`sion factor a = - MTIMP.
`The v factor is defined as the ratio of
`turbine speed to impeller speed; it exerci—
`ses a determining influence on both the
`performance index 7i. and the conversion
`factor n. The relevant equation: v - (In-Imp.
`The slip factor .5- = 1 — v and the force
`conversion together determine the hy—
`draulic efficiency:
`
`tinvm=itl1-5)=ll'v-
`
`Among the benefits offered by hydrody-
`namic couplings and torque converters
`are the following attributes: infinitely-va-
`riable. stapless variations in torque and
`rpm. vibration Insulation. abSOrpticn of
`torque peaks and virtually wear-free pc—
`wer transfer. These devices offer econo~
`mical operation when used together with
`mechanical variable-ratio transmissions;
`operation with non—positive engagement
`(slip)
`Is limited in the interests of effi-
`ciency. It is also possibleto divert torque
`flow from the hydrodynamic element to a
`friction clutch to achieve further reduct
`tions in undesirable slip. with commensu—
`rate improvements in the efficiency factor.
`
`
`Hydrodynamic coupling
`1 Turbine, 2 impeller.
`
`with an eiectrohydraulic or electrome'
`chanlcal final-control element. A single or
`mum-stage torsion damper. with or with-
`out a predamper. may be Integrated in the
`clutch plate to absorb vibration.
`A two-section (d uaI-mass) flywheel fea-
`luring a flexible Intermediate element can
`be installed forward of the clutch for maxi-
`mum insulation against vibrations. Be-
`cause the intrinsic resonant frequency of
`this spring-mass system is below the ex-
`citation (ignition) frequency of the engine
`at
`idle,
`It
`lies outside the normal rpm
`range.
`It thus Insulates the engine from
`the other drive-train components (“low-
`‘pass filter").
`When used together with an electronic
`control unit, the automatic clutch can pro-
`vide either gradual engagement for star-
`ting off. or it can be applied in conjunction
`with a servo-operated shifting mechanism
`lo form a fully-automatic transmission
`unit. Among such a device's other poten-
`tial functions are traction control under ac-
`celeration and interruption of power trans-
`fer during braking.
`
`Hydrodynamic couplings and
`converters
`
`Hydrodynamic couplings and torque con-
`verters employ the force represented by
`a moving fluid to transmit engine torque.
`Because these devices compensate for
`differences in the rotating speeds of
`engine and drivetrain, they are ideal for
`effecting the transition from stationary
`to mobile operation. The torque converter
`also multiplies torque. First, an impeller
`converts the mechanical energy emana-
`fing from the power unit into fluid energy
`(hydraulic fluid — ATF — is the preferred
`medium); a second transformation. back
`into mechanical energy, occurs at the
`blades within the turbine.
`torque Mp and
`The impellers input
`input power Pp are calculated as follows:
`
`Mp=l-p-Dfi-m§
`
`Pp=l-p-D5-w3
`
`1. Performance index
`p Density of medium
`(- 870 kgfmta for hydraulic fluid)
`D. Circuit diameter in m
`up Angular velocity of impeller in radls
`
`BMW v. Paice, IPR2020-00994
`BMW v. Paice, |PR2020-00994
`BMW1095
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`Page 10 of 32
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`

`

`
`
`Il'l
`
`558 Drivetrain
`
`
`Hydrodynamic couplings
`in its standard configuration. the hydrody-
`namic (or Feltinger) coupling is compo-
`sed of an impeller and a turbine with (nor-
`mally) radial vanes. The impeller Is otten
`expanded to include a housing enclosing
`the turbine. The absence of a stator
`means that there is no flow diversion
`between turbine and impeller; thus the
`torque at
`the turbine Is equal
`to that
`at the Impeller M1- = -Mp. This means
`that p = 1 (force ratio) and m“. = v. The
`factor v is determined by vane geometry.
`although the coupling's volumetric effi-
`ciency may also exercise some Influence.
`The normal automotive operating range
`is around v .. 0.95 with up to v — 0.93
`possible in highway applications.
`
`Hydrodynamic torque converters
`The hydrodynamic torque converter -
`also known as the FOttinger speed trans-
`iormer or converter - consists oi an im-
`peller. a turbine and a stator. The conver-
`ter is capable of operation in two distinct
`ranges. providing torque multiplication in
`the first stage. and functioning as a simple
`hydrodynamic coupling with no torque
`gain in the second. Operation is similar to
`that of the basic hydrodynamic coupling:
`the vehicle's power unit drives the Impel-
`
`ler to produce fluid energy in the hydrau-
`lic medium, while the turbine connected to
`the transmission input shaft transforms
`this hydraulic energy back into mechani
`cal force. A stator located between impel-
`ler and turbine diverts the hydraulic me—
`dium back to the input side oi the impeller.
`This raises the torque beyond the initial
`engine output as exerted at the impeller.
`The degree oi
`torque multiplication
`p =- MTIMp increases as a function of the
`ditierenoe in
`the respective rotating
`speeds (expressed as slip) of impeller
`and turbine. Maximum torque multiplica-
`tion is achieved at v a O. i.e.. with the im-
`bine at stall speed. Further increases in'
`turbine speed are accompanied by avir-'
`tually linear drop in multiplication until a
`torque ratio of 1 :1 is reached at the coup
`ling point. Above this point the staloi.
`which is housing-mounted with a one-way
`clutch. freewheeis in the flow.
`4“
`A Fohinger torque converter featuring a
`centripetal turbine - the Trilok converteri
`has become the standard for automotive
`applications. The geometrical configura!
`tion of this unit's blades is selected to pro-
`vide torque multiplication in the rangepi
`1.9...2.5 at stall speed {v . 0). The curve
`defining the hydraulic efficiency tactpr
`11m, =- v . p in the conversion range is
`
`Hydrodynemic converter with
`lockup crutch
`t Lockup dutch, 2 Turbine. 3 impeller.
`4 Stator, 5 One-way clutch.
`
`Tiriiok convertcr
`(typicaipassengier-car permanence curve).
`
`‘
`
`I l
`
`
`
`3MW v. Paice, IPR2o2o-ooss4
`BMW v. Paice, IPR2020-00994
`BMW1095
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`
`'
`
`

`

`559
`Drivetraln
`—-———-———._____,________
`
`roughly parabolic. Above the coupling
`point, at which the slip rates lie in a range
`of 10...15% the efficiency level is equal to
`the rpm ratio v reaching levels around
`97% at high rpm. Fluid couplings form the
`initial input element oi automatic trans-
`missions (where they operate together
`with planetary-gear sets. clutches. brake
`bands and one-way clutches). They are
`also used in converter-clutch units for
`semiautomatic transmissions.
`
`Converter lockup clutch
`The converter lockup clutch provides a
`friction coupling between impeller and tur-
`bine to avoid the efficiency losses asso-
`ciated with slip under those conditions in
`which torque multiplication and damping
`are not required. The converter lockup
`clutch consists of a plunger with trlctlon
`surface: this is connected to the turbine
`hub via a torsion damper. As far as basic
`principles are concerned, both the layout
`and the operation of the torsion damper
`correspond to those oi
`the dry friction
`clutch. The transmission's valve body
`regulates the direction in which the fluid
`flows through the converter to regulate
`coupling engagement.
`
`Engine Nonsense curve with curves {or
`running resistance
`(Example). Car engine with P0 aloe kw at
`“a saw racifs soar”. 3230 N- mbei
`u = 250 rad/s.
`
`
`
`Angular velocity [radial
`
`
`
`Transmission (gearbox)
`
`The required total conversion range i is
`approximately:
`1 _ tan Em“ trl1
`(Pl/G)“. - to
`tan am Is maximum hill-climbing ability. us
`Is the power-specific top speed. (PIG)... is
`the etfective specific output, q: is the over-
`drlve factor. with
`q: _ (yrzmm
`wanu
`
`:- dynamic tlre radius, (ii/rim minimum
`conversion. mg is the engine's rated angu-
`lar velocity.
`
`Calculations of effective specific output
`should always be based on the power P
`which is actually available for tractive ap-
`plication (net power minus driven ancilla-
`rles, power losses. altitude loss). Special
`conditions. such as automobile trailer
`towing. must be factored into the weight
`G.
`q: - 1 when the curve for cumulative
`running resistance in top gear directly in-
`tersects the point of maximum output. For
`passenger cars. the required conversion
`range i is 3...4 at q) = 1: for a truck with
`a minimum specific output of 4.5 kWit
`the figure is 8...10. Because the q: factor
` Operating diagram for Weir with multipie
`
`
`gear ratios
`Specific output 8.5 irW/i. Pp Nominai output
`
`
`
`— B-speed transmission
`--- - Expanded to 16 speeds
`
`200 Ascent‘iil
`
` Running
`resistanceWTractlve
`forceF
`
`
`4O
`
`
`
`120 kl'l'li' h
`
`Vehicle speed 1:
`
`80
`
`BMW v. Paice, IPR2020-00994
`BMW v. Paice, |PR2020-00994
`BMW1095
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`

`

`560 DI‘I‘UOUBII‘I
`
`determines the relative positions of the
`curves lor running-resistance and engine
`output in top-gear operation. It also de-
`fines the etticlency level at which the
`engine operates.
`tp s 1 displaces operation into an ineffi-
`cient engine-performance range. but also
`enhances acceleration reserves and hill-
`ciimbing ability in top gear.
`In contrast,
`selecting q} < 1 will increase fuel economy.
`but only at
`the price of substantially
`slower acceleration and lower climbing
`reserves. Minimum iuel consumption Is
`achieved on the operating curve no“.
`q: > 1 reduces. cp < 1 increases the requi-
`red transmission conversion range I.
`
`
`
`
`
`
`Manually-shined transmission
`a) Shula-band synchromesh
`
`
`b) Dual—band synchrornesh
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`Multiplevratlo transmissions
`Gear
`transmissions
`leaturing several
`fixed ratios can maintain a correspondence
`between the respective performance cur—
`tree for engine and vehicle at extremely
`high efficiency levels of up to n =- 0.99.
`The correspondence with the hyperbole.
`tor maximum engine output will be accep-
`table or indeed quite good. depending
`upon a multiplicity of factors including the
`number of available gears. the spacing of
`the individual ratios within the required
`conversion range. and the engine's lull-
`ioad torque curve.
`Gear selection on the multiple-ratio
`unlt is either manual or automatic. The
`
`
`5-9pm transmission for passanger car with conventional drive layout (ZF Syndrome 8511i]
`1 input shall. 2 Main shaft, 3 Selector rail. 4 idler shaft, 5 Output shaft.
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`" BMW v. Paice, |PR2026-—00994 '
`BMW v. Paice, IPR2020-00994
`BMW1095
`BMW1095
`Page 13 of 32
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`

`

`manually-shifted transmissions installed
`in passenger cars and In most heavy
`vehicles are dual-shaft units with main
`and countershatt (layshati.
`idler gears).
`Transmissions in heavy commercial ve-
`hicles sometimes Incorporate two or even
`three ccuntershafts to reduce load factors
`on the individual gears. Such layouts
`must incorporate special arrangements to
`achieve uniform power distribution.
`A Simpson planetary gear set (3 for-
`ward gears and one reverse) is frequently
`used in fully-automatic transmissions; this
`type of unit can be coupled to additional
`planetary sets to obtain more ratios. Fla-
`ytgneaux and other types of planetary-
`gear arrangements are also employed.
`
`Manually-shifted transmissions
`The basic elements of the manually-shif-
`ted transmission are:
`
`- single or multiplate dry clutch for Inter-
`rupting and engaging the power flow;
`actuation may be power-assisted to
`I deal with high operating forces.
`variable-ratio gear transmission unit
`featuring pennanent-mesh gears in
`one or several individual assemblies.
`1 shift mechanism with shift lever.
`force required tor gear selection is
`‘ mitted via shift linkage rods or cable,
`while dog clutches or synohronizer as-
`semblies lock the active gears to the
`
`Drivetraln
`
`561
`
`shafts. Before a shift can take place. it is
`necessary to synchronize the rotating
`speeds of
`the transmission elements
`being joined. When the transmission in-
`corporates dog clutches (of the type still
`sometimes used in transmissions for
`heavy commercial vehicles).
`the driver
`performs this task by double-clutching on
`both upshltts and downshifts. with the lat-
`ier being accompanied by the application
`of throttle.
`
`Virtually all transmissions in passenger
`cars. and the majority of those in com-
`mercial vehicles. employ locking synchro-
`nlzer assemblies. These include a friction
`
`coupling for initial equalization of rotating
`speed and a lookout mechanism to pre-
`vent positive gear engagement prior to
`completion oi
`the synchronization pro-
`cess;
`these are generally single-band
`designs. Multiplate
`and double-band
`synchronizers are sometimes employed
`in
`extremely demanding applications
`andior to reduce shitting effort.
`Transmissions in passenger cars include
`4 or 5. occasionally even 6 forward ratios.
`The conversion range lies between approx.
`3.8 and 5.5. depending upon the number
`and respective ratios of the gears.
`Indi-
`vidual
`transmission designs vary accor-
`ding to vehicle layout (conventional
`lay-
`out, front-wheel drive with transverse or
`longitutfinal
`engine.
`four-wheel
`drive).
`
`peed remission for longitudinal-engine passenger car with 4nd {Audi quarto}
`li inputshsft, 2 Front-axle cutout. 3 Center differential. 4 Center diflersntfafiodg 5 Rear-side output.
`
`
`
`BMW v. Paice, IPR2020-00994
`BMW v. Paice, |PR2020-00994
`BMW1095
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`

`

`562 Driveiraln
`
`
`
`its-speed spur-range truck transmission with Integral retarder(ZF-16 S 220 E
`l
`1 Input shaft, 2 Gearmange connection, 3 Main shaft 4 Selects: raft with Shh? fork,
`
`
`5 PIanetarngear set, 6 Oumur shaft 7 Layshafl. 8 Integral hyflrodjmamic rem:
`
`A Splitter group. B Mafn grow, 0 Range group.
`
`
`
`Input
`3'3”?"
`
`
`
`Lo . law. HI - hIgh_
`Immal oumrarslun mun: (muons!)
`
`
`
`
`
`mun-lulnnnnnnnnn
`MIIlIIIIIIIWfl
`
`“Wfillllfiflflfifififlflflflfifi
`
`
`
`Converter-clutch unit (2F Transmatrb WSK 400}
`1Wk:
`torque converter
`with lochrp crutch
`2 Hair! pump
`3 Medianfcd
`dkoonnecr crutch
`4 Serra-assist for
`operation of dry
`enrich
`
`
`
`
`BMW v. Paice, IPR2020-00994
`BMW v. Paice, IPR2020-00994
`BMW1095
`BMW1095
`Page 15 of 32
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`
`

`

`563
`Drivetraln
`
`Thus the input and output shafts may
`share a single axis. or they may be mu-
`tually offset: the final-drive and differential
`assemny may also be included In the
`unit-
`Transmissions in commercial vehicles
`ten have between 4 and