mae
`UOT
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`Page 1 of 32
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`EDITION
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`BMW v. Paice, IPR2020-00994
`BMW v. Paice, IPR2020-00994
`BMW1095
`BMW1095
`Page 1 of 32
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`‘|
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`.
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`AUTOMOTIVE
`HANDBOOK —
`
`we
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`BMW v. Paice, IPR2020-00994
`BMWv. Paice, IPR2020-00994
`BMW1095
`BMW1095
`Page 2 of 32
`Page 2 of 32
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`
`
`imprint
`
`Publlshed by:
`© Robert Bosch GmbH, 1996
`Postfach 3002 20
`D-76442 Stuttgart
`Automotive Equipment Business Sector,
`Department for Technical Information
`(KH/VDT).
`Management: Dipl.-Ing.(FH) Ulrich Adler.
`
`Editor in chief:
`Dipl.-Ing.(FH) Horst Bauer.
`
`Editors:
`Ing.(grad.} Arne Cypra,
`Dipl.-Ing. (FH) Anton Beer,
`Dipt.-ing. Hans Bauer.
`
`Production management:
`Joachim Kaiser.
`
`Layout:
`Dipl.-Ing.(FH} Ulrich Adler,
`Joachim Kaiser.
`
`Tragslation:
`Editor in chief:
`Peter Girling
`Translated by:
`IngenieurbOre fir Technische und
`Wissenschaftiiche Ubersetzungen
`Dr, W.-D. Haehl GmbH, Stuttgart
`Memberof the ALPNET Servicas Group
`William DB. Lyon
`
`Technica! graphics:
`Bauer & Partner GmbH, Stuttgart.
`Design, front cover, front matter:
`Zweckwerbung, Kirchheim u.T,, Garmany
`Technische Publikation, Waiblingan
`
`Distributlon, 4th Edition:
`SAE Society of Automotive Engineers
`400 Commonwealth Drive
`Warrendale, PA 15096-0001 U.S.A.
`ISBN 1-56091-918-3
`
`Reproductlon, 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 basls for design,installa-
`tion, and scope of delivery. We undertake
`no fiability 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 repra-
`sent the classification or preference for a
`particular manufacturer, Trade marks are
`notidentified as such,
`The following companies kindly placed
`picture matter, diagrams and other Infor-
`mative material at our disposal:
`Audi AG, Ingolstadt;
`Bayerische Motoren Werke AG, Munich;
`Behr GmbH & Co, Stuttgart;
`Brose Fahrzeugieilo GmbH & Co. KG,
`Coburg;
`Continental AG, Hannover;
`Eberspacher KG, Efjlingen:
`Fitterwerk Mann und Hummel,
`Ludwigsburg;
`Ford-Werke AG, Cologne;
`Alktiengesellschaft KOhnile, Kopp und
`Kausch, Frankental;
`Mannesmann Kienzle GmbH,
`Villlngen-Schwenningen;
`Mercedes-Benz AG, Stutigart:
`Pisrburg GmbH, Neuss;
`RWE Energle AG, Essen;
`Volkswagen AG, Wolfsburg;
`Zahnradfabrik Friedrichshafen AG,
`Friedrichshafen.
`Source of information for motor-vehicle
`specifications: Automobil Revue Katalog
`1995.
`
`Printed in Germany.
`Imprimé en Allemagne.
`
`4th Edition, October 1996.
`
`Editorial closing: 31.08.1996
`
`1
`Kurt K. Wendt Library’
`Juniversity of Wisconsin-Madisor
`215 N. Randall Avenue
`Madison, Wi_53706-1688
`
`™~
`
`MO
`BMW V.Paice, IPR2020-00994
`BMW v. Paice, IPR2020-00994
`BMW1095
`BMW1095
`Page 3 of 32
`Page 3 of 32
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`

`

`Authors of the 4th Edition ‘)
`
`Quantities, units
`Dipl.-Ing. G. Braggen
`Dipl.-Ing. W. Bazlen t
`Vibration and osclitation
`Dipl.-Ing. J. Bohrer
`Mechanics
`Dipl.-Ing. G. Braggen
`Strength of materials
`Dr.-Ing. M. Bacher-Héchst
`Acoustics
`Drrer.nat. W. Kelper
`Heat
`Dipl.-Ing. W. Daniel
`
`,
`
`-
`
`*
`
`.
`
`*
`
`Electrical engineering
`Dr.rer.nat. W. Draxler,
`Dipl.-Ing. B. Warner
`Electronles
`Drrernat. G. Matthai; Drrar.nat.
`P. Egelhaaf; Dr.rer.nat. U. Goebel;
`Drrernat. A. Schmid; Or-ing. F. Piwonka;
`Dr.-Ing. J. Marek; Dipl.-Ing. F. Raichte
`Sensors
`Dr.-Ing. E. Zabler
`Actuators
`Dr.-Ing. A. Heinz
`Electric machines
`Dr.-Ing. K. Harms
`Technical optics
`Dx.-Ing. F. Prinzhausen;
`Dirernat. H. Sautter
`
`Mathematics
`Dipl.-Ing. G. Braggen
`Quality
`Dipl.-Ing. M. Graf
`Engineering statistics/
`measuring techniques
`Dipl.-Math. H.-P. Bartenschlager
`Reilability
`Dr.rer.nat. E. Dilger;
`Drrer.nat. H. Weiler
`Data processing in motor vehicles
`Brrer.nat. S. Dais
`Control engineering
`Dipl.-Ing. A. Karrelmeyer
`
`“
`
`’
`
`‘
`
`‘
`
`‘) Unlass otherwise stated, the above are all
`employees of the Robert Bosch GmbH
`
`Authors 7
`
`Materials
`Drrer.nat. J, Wilmann; Grrer.nat.
`W. Draxler; Dr.-Ing. D. Wicke; Dipl.-Ing.
`D, Weidemann, Mercedes-Benz AG,
`Sindeltingen; Dr.rer.nat. H.-J. Spranger;
`Dr.rer.nat. H. P. Kech; Dipl.-lng. A. Mayer;
`Dipl.-ing. G. Lindemann; Dr.rer.nat.
`K. Mailer; Dipl.-Ing. H. Schneider;
`Dr.rer.nat. K. Kinberger, BASF, Minster;
`Dieter Herbst, BASF, Minster; Dr.rer.nat.
`G, Dornhéfer; Dr.rer.nat. B, Blaich;
`Dr.phil.nat. B. Peters
`Hardness, heat treatment
`Dr.-Ing. D. Liedtke
`Corrosion
`Dr.rer.nat. M. SchSnborn
`
`.
`
`Tolerances
`Ing. (grad.} Jirgen Pfander
`Stiding and rolling bearlngs
`Dr.-Ing. R. Heinz
`Spring calculations
`Dipl.-Ing. ©. Krickau
`Gears and tooth systems
`Dipt.-Ing. P-1. Pladek
`Belt drives
`C, Hansen
`Threaded fasteners
`Dipl.-Ing. O. Krickau;
`Dipl.-Ing. M. Nécker
`
`Joining and bonding techniques
`Dr.-Ing. M. Witt, Volkswagen AG,
`Wolfsburg
`
`Sheet-metal processing
`Ing. W. Gertler, Volkswagen AG,
`Wolfsburg; Dr.-Ing. M. Witt, Valkewagen
`AG, Wolfsburg
`
`Tribology, wear
`Dipl.-Ing, H. Scherr
`
`Motor-vehicle dynamics
`Dr.-tng. H. Hiareth, Mercedes-Benz AG
`Stuttgart; Dipl.-Ing. E. Siegert,
`Mercedes-Benz AG,Stuttgart
`
`Road-golng vehicle requirements
`Dipl.-Ing. E. Siegert, Mercedes-Benz AG,
`Stuttgart; Prof. Dr.-Ing. habil. E.-C. v.
`Glasner, Mercedes-Benz AG,Stuttgart:
`Dipl.-Ing. H. GeiBler, Mercedes-Benz AG,
`Stuttgart; Dr.-Ing. H. Steinkampf,Institut
`fir Betriebstechnik der FAL, Braunschweig
`
`Paice, IPR2020-00994
`BMW v. Paice, IPR2020-00994
`BMWv.
`BMW1095
`BMW1095
`Page 4 of 32
`Page 4 of 32
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`

`
`
`8 Authorsa
`
`Environmental stresses
`Dipl.-Ing. G. Adalbert
`
`Internal-combustion (IC) engines
`Dr.-Ing, H. Hlereth, Mercedes-Benz AG,
`Stuttgart
`
`Eng!ne cooling
`Dipl.-Ing. S. Janz, Behr GmbH & Co,
`Stuttgart: Dipl.-Ing. H. Martin, Behr
`GmbH & Co, Stuttgart
`
`Filters
`Dr.-Ing, O; Parr, Filterwerk Mann und
`Hummel, Ludwigsburg
`
`Turbochargers and superchargers
`Dipl.-Ing. A. Forster, Aktlengeselischaft
`KOhnle, Kopp und Kausch, Frankental
`
`Exhaust systems
`Dipl.-Ing. W. Steinle, Eberspachar KG,
`Efilingen
`
`Engine management for spark-Ignition
`(SI) engines
`Drrer.nat. H. Schwarz; Dipl.-Ing.
`G. Felger: Dipl.-Ing. M. Lembke; Dr.rer.nat.
`W. Huber; Ing. (grad.) L. Seebald;
`Dipt.-Ing. (FH) U. Stelnbrennar; Dr.-Ing.
`W. Richter, Dipl.-Ing. A. Gerhard
`Carburetors
`Dr.-Ing. D. GroBmann, Plerburg GmbH,
`Nauss
`Gasoline fuel-injectlon systems
`Dipl.-Ing. G. Felger; Dipl.-Ing. M. Lembka;
`ing. (grad.) _. Seebatd: Dipl.-Ing. H. Deichsel
`Ignition
`Dipi.-ing. R. Schteupen;Dipl.-Ing. D, Betz;
`Pr.-Ing. A. Niegel
`Integrated engine-management
`systems, Motronic
`Dipl.-Ing. (FH) U. Steinbrenner; Dipl.-Ing.
`O. Gldckler, Dipl.-Ing. M. Mezger; Dr.-Ing.
`N, Benninger
`Exhaust emissions trom spark-ignition
`(SI) engines
`Dipl.-Ing. O. Gléckfer; Dr.-Ing. G. Kdnig;
`Dipl.- ing. E. Schnaibel
`Spark-ignition (Si) engines
`tor alternative fuels
`J. van dar Weide, TNO Read-Vehicles
`ResearchInstitute, Delft, Niederlande;
`Ing. (grad.) L. Seebald;
`Dipl.-Ing. E. Schnaibel
`
`Engine management (diese! engines)
`Dr.-Ing. W. Polach; Dipl.-Ing. K. Hummel;
`Dipl.-Ing. U. Flaig; Dr.-Ing. B. Bonse;
`Dr.-Ing. techn. A. Eqger; Dipl.-Ing.
`W. Albracht; Ing. (grad.) J. Warga
`Auxiliary starting devices
`Dipl.-Ing. (FH) W. Teschner;
`Dr.rer.nat. H.-P. Bauer
`Exhaust emissions, diesel engines
`Dr.-Ing. W. Polach
`
`Starting systems
`Dr.-tng. T. Heiter
`
`Electric drives
`Dr.-Ing. B. Sporckmann, AWE Energie AG,
`Essen; Dipl.-Ing. E. Zander,
`RWEEnergie AG, Essen
`Hybrid drives
`Dr.-Ing. G. Bader, Mercedes-Benz AG,
`Stuttgart
`
`Drivetrain
`Dipl.-tng. M. Kirschner, Bayorische
`Motoren Werke AG, Manchen;
`Dipl.-Ing. W. Krager, Bayerische Motoren
`Werke AG, Manchen: Dipl.-Ing. P. Kopf,
`Zahnradiabrik Friedrichshafen AG;
`Drrernnat. M. Schwab, Zabnradfabrik
`Friedrichshafen AG; Dr.-Ing. G. Schmidt;
`Dr.-Ing. H. Schramm
`
`Steering
`Ing, (grad.) D. Elser, Zahnradtabrik
`Friedrichshafen AG, Schwablsch Gmond;
`Dipl.-Ing. (FH) W. Rieger, Zahnradiabrik
`Friedrichshafen AG, Schwablsch Gmind
`
`Suspension, suspensionlinkage
`Dipl.-Ing. P. Dick, Bayerische Motoren
`Werks AG, Minchen; Dipt.-[ng.
`A. Mrotzek, Bayerische Motoren Warka
`AG, Munchen; Dipl.-Ing. J. Wimberges,
`Bayerische Motoren Werke AG, Minchen
`
`Wheels
`Dipl.-Ing, R, Braun, Mercedes-Benz AG,
`Stuttgart; Prof. Dr.-Ing. habil.
`E.-C, v, Glasner, Mercedes-Benz AG,
`Stuttgart
`
`Tires
`Dipl.-Ing. B. Mail, Continental AG,
`Hannover, Prof. Or-ing. habil. E.-C. v.
`Glasner, Mercedes-Benz AG, Stuttgart
`
`Lo
`
`BMWv.Paice, IPR2020-00994
`BMW v. Paice, IPR2020-00994
`BMW1095
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`Page 5 of 32
`Page 5 of 32
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`

`

`
`
`Authors 9
`
`Braking systems
`Or.rer.nat. J. Brauninger; Prof. Dr.-Ing.
`habil. E.-C. v. Glasner, Mercedes-Benz
`AG, Stuttgart; Dipl.-Ing. W. Kruse,
`Mercedes-Benz AG,Stuttgart; Dr.-Ing.
`G. Schmidt; Dipl.-Ing. W. Brahmann;
`Dipl.-ing. W. Stumpe: Dr.-Ing. H. Schramm
`
`Vehicle Dynamics Control (VDC)
`Dr.-Ing. A. van Zanten; Dipl.-Ing. G. Pfaff;
`Dr. R. Erhardt
`
`Road-vehicle systematics
`Dipl.-Ing. D. Weidemann, Mercedes-Benz
`AG, Sindelfingen
`
`Vehicle bodies, passenger car
`Dipl.-Ing. D. Weidamann, Mercedes-Benz
`AG, Sindelfingen
`
`Vehicle bodies, commercial vehicte
`Dipl.-Ing. H. GeiBler, Mercedes-Banz AG,
`Stuttgart
`
`Lighting
`Dr.phil.nat. R. Neumann;
`Dipt-Ing. B. Worner
`
`Signaling devices and alarm systems
`Ing. (grad.} W. Hofer;
`Dipt.-lng. M. ThOrsam
`
`Windshield and headlamp cleaning
`Dr.-Ing. J.-G. Dietrich
`
`Haating, ventilation,
`and air-conditioning (HVAC)
`Dring. K. Molt, Behr GmbH & Co,
`Stuttgart; Dipl.-Ing. G. Schweizer,
`Behr GmbH & Co, Stuttgart
`Automoilve sound systems
`Dr. J. Siedler; V, Leuke, Blaupunkt-Werke,
`Hildesheim
`
`7
`
`Parking systems
`Ing. (grad.} D. Meyer
`
`Trip recorders
`Mannesmann Kienzla GmbH,
`PR-Abteilung,Villingen-Schwenningen
`
`Navigation systems
`Dipl.-Ing. E. PR. Neukirchner
`
`Mobile radio
`Dr.-Ing. J. Wazeck
`
`Board Information Terminal (BIT)
`Dr.rarnat. DB, Elke
`
`Safety systems
`Dipl.-Ing. B. Mattes
`
`Comfort and convenience systems
`Dipl.-Ing. (FH) W. Spie@; Dr.-Ing. G. Hartz
`
`Automotive hydraulics
`Ing. (grad.) W. Oworak; Dipl.-Ing.
`K. Griese: Dipl.-Ing. D. Bertsch;
`Dipi.-Ing. W. Kétter; Dipl.-Ing, H. Lédige:
`Dipl.-Ing. M. Bing; Ing. (grad.} H. Walter
`
`Automotive pneumatics
`Ing. {orad.) F. Berg
`
`Symbols, conductor-size calculations
`Dipl.-Ing. (FH) H. Bauer
`
`Powersupply
`Dipl.-Ing. F. Meyer
`
`Starter batteries, battery chargers
`Dr.-Ing. G. Richter;
`Ing. (grad) T. Meyer-Stautenblel
`
`Alternators
`Dring. K. G. Birger
`
`Controller Area Network (CAN)
`Dr.-Ing. K. H. Kalsar
`
`Electromagnetic compatibility (EMC)
`Dr.-Ing. W. Pfafi
`
`Testing technology
`Dipl.-Ing. W. Hummel
`
`Passenger-car specifications
`R. Helfer
`
`.
`Roadtraffic legislation
`Dipl.-Ing. K. Haffner, Technischer Uber-
`wachungs-Verein Sidwest, Filderstadt
`
`BMW v. Paice, IPR2020-00994
`BMW v. Paice, IPR2020-00994
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`Page 6 of 32
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`
`
`and induce motlon. Energy in chemical
`(fuals) or electrical (batteries, solar Cells}
`form is converted into mechanical energy 4
`within the power unit, with spark-lgnition 3
`and diesel internal-combustion engines
`-
`representing the powerplants of choice,
`Every power unit operates within aspect
`fic ravolution range as defined by two ex-
`tremities: the Idia speed and the mad
`mum rpm. Torque and power are not de
`livered at uniform rates throughout the
`operating range; the respective maxima
`are avallable only within specific bands.
`The drivetraln's conversion ratios adapt
`the available torque to tha momentary
`requirementfor tractive force.
`
`Drivetraln configurations
`The layout of the automotive drivetrain
`varies according to the position ofthe en-
`gine and the drive axle:
`
`'
`
`554 orivetrain'
`
`Drivetrain
`
`Quantities and units
`
`2E0EKASNEShenB_ARASS Rotational speed ratio
`
`
`
`Function
`The function of the automotive drivetrain
`is to provide the thrust and tractive forces
`required to avercome running resistance
`
`
`
`Available power = Tractive resistance at drive wheals {power requirement)
`Mey ++ Thee = m-p-f-cosa + mg-sina + e-m-a + Gyed ‘Brut
`|
`|
`Acceleration
`Aarodynamic
`Ascent
`Drive force
`Rolling
`resistance
`resistance
`
`at tlre resistance=rasistance
`contact patches
`
`
`
`
`
`Mt:
`
`Equilibrium relation betweon drive forces and tractive resistance
`
`
`The equation defining the equilibrium between drive forces and resistance factors
`Is applied to detémine various quantities, such as acceleration, top speed, climbing ability, etc.
`
`
`
`
`
`With rational inertia coeffic. ¢ = 1 +, and mass moment of Inertia J = Ja + in *Fa + fh Fig? Jn
`
`BMW v. Paice, IPR2020-00994
`BMWv. Paice, IPR2020-00994
`BMW1095
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`Page 7 of 32
`Page 7 of 32
`
`
`Acceleration
`Aerodynamic drag
`
`Rotational Inertia coefficlant
`Cooafficient of rolling resistance
`
`Gravitational acceleration
`
`Conversion ratlo
`
`Vehicle mass
`
`Rotatlonal speed
`
`Dynamic tlra radius
`
`ms
`Vehlole velocity
`
`me
`Frontal area
`
`kg « m?
`Mass momentof inertla
`
`N-m
`Torque
`
`kW
`Power
`
`a
`Ascent angle
`
`-
`Overdrve factor
`
`-
`Efficiancy
`
`-
`Power number
`
`-
`Conversion
`
`Density
`kg/m
`
`Angutar velocity
`rads
`
`Subscripts:
`m engine
`ms root mean
`@ pertaining to
`Equare
`max. Power
`total
`A drivetrain
`tot
`
`All-wheal
`front (rear
`hyd: hydraulic
`G transmission
`drive
`or center in
`
`max maximum
`P pump
`
`mln=ominimum FRieswheei
`h
`final drive
`T turbine
`
`
`
`Drive
`Engine
`layout
`position
`[standa’[front
`Front-wheel|
`front, langl-
`d
`tudinal or
`
`Driven
`axle
`
`
`
`

`

`555
`Drivetrain
`
`The transmission {gearbox) modifies the
`engine's torque and rpm to adapt them to
`the vehicle's momentary tractive require-
`ments, maintaining tha power P = Af-
`at a relatively constant level.
`.
`The overall conversion ratio is generally
`a composite of the ratios provided by
`a transmission (gearbox), wiih several
`available ratios {less commenly with in-
`finltely-variable arrangements), and a
`constant-ratio final-drive unit. Positive:
`transfer geéar
`transmissions aré more
`common than non-positive units due to
`their superior performance-to-weightratlo.
`Gear transmisslons generally fall
`into
`one of two categories: tha manually-shif-
`ted spur-gear transmission with main and
`countershaft (layshaft,
`idler shaft), and
`the planetary-gear unit featuring power-
`demand shifting (in automatic transmiss|-
`ons). The transmission also allows the
`selection of different rotational directions
`for forward and reverse operation.
`The differential allows laterally opposed
`axles and wheels to rotate at varylng
`tates during comering while providing uni-
`form distribution of the driving forces. Li-
`mited-slip fina! drives respondto slippage
`at one of the wheels by limiting the diffe-
`rential effect, shifting additional power to
`the whee! at which traction ls available.
`In the
`final-contro! ele-
`mants (actuators) and switches supervise
`
`
`
`Multipio-ratio transmission in drivetrain
`
`7 Engine, 2 Clutch, 3 Manual transmission,
`
`4 Final-orive unit, 5 Front spiftter unit,
`oy, altamatively, 6 Alear range group,
`7 Planeiary-gearset.
`
`
`
`
`
`
`Drivetraln elements
`The drivetrain 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 followlng require-
`ments:
`= achieving the transition from a statlo-
`nary to a mobile state,
`- converting torque and rotatlonal speed,
`- supplying forward and reverse motion,
`- compensating for wheel-speed varla-
`tions in curves,
`- ensuring that the power unlt remalns
`within a range on the operating curve
`commensurate with minimum fuel con-
`sumption and exhaust emissions.
`
`Stationary idle, transition to motion and
`interruption of the powerflow are all made
`possible by the clutch. The clutch slips to
`compensate for the difference In the rota-
`foal speeds of engine and drivetrain
`when the vehicle is being set in motion.
`When a change in operating conditions
`makes it nacessary to changé gears, the
`clutch disengages the engine from the dri-
`vatrain tor the duration of the procedure.
`automatic transmissions hydrodynamic
`clutches or torque converters assume re-
`sponsibility for the drive-engagementpro-
`cess.
`
`falne! 1a] Gear 2nd Gear 3rd Gear 4th Gear
`
`Tractive force/speed diagram
`
`3 z:i§
`
`4
`
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`Page 8 of 32
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`

`

`556 Drivetraln
`
`
`
`
`in this state, the clutch is angaged for po
`
`sitive torque transfer. To disengage ti
`
`clutch (e.g., for shifting), a mechanicaly |
`or hydraulically actuated throwout bew 2m
`
`ring applies force to the center ol te J
`pressure plate,
`thereby releasing the
`
`pressure at the periphery. The clutch & 3
`
`controlled either with 2 clutch pedal w am
`
`Cluteh with dual-masa flywheel
`1 Duat-mass flywheel, 2 Flaxible element,
`
`
`3 Pressure plata, 4 Diaphragm spring,
`
`
`5 Ciutch disk, 6 Throwout bearing.
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`executlon of the required ratio conversi-
`ons. The control-elements are actuated
`glther directly, by the driver, or automati-
`cally, as sensor signals are processedin
`an electronic or hydraulic control unit in
`accordance with a specific program.
`Torslon dampers, mass compliance
`systems and hydraulic transmission ele-
`ments are all available to attenuate high-
`frequency vibrations. These protect the
`powerunit from excessive loads and en-
`hance comfort by reducing vibration.
`
`Clutches and couplings
`
`Friction clutch
`The friction clutch consists of a prassure
`plate, a clutch disk —- featuring bonded or
`fiveted friction surfaces — and the se-
`cond friction surface represented by the
`engine-mounted flywheel. The flywhee!
`and pressure plate provide the thermal
`absorption required for frictlon 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 of a central spring plate, applies the
`force which joins the flywheel, pressure
`plate andclutch disk for commanrotation;
`
`Automatic cluten, fimited to clutch actuation
`
`
` 1 Engine
`
`
`
`2 Engine tpm sensor
`3 Clutch
`4 Transmission
`5 Servamotor
`
`6 Controf unit
`
`? Speed sensor
`& Acceleratorpedal
`§ Gluich pedal
`|
`
`
`
`
`
`2 ih in
`
`5Brey
`
`
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`

`Drivetrain
`
`557
`
`torque Mp
`input
`The dependence of
`and Input power Pp on D5 on the other,
`is characteristic for all hydropneumatic
`drive systems.
`The ratlo of turbine torque Ad; to impeller
`force Mp determines the torque-conver-
`slon factor = - My/Mp.
`The v factor is defined as tha ratio of
`turbine speed to Impeller speed;it axerci-
`ses a determining influence on both the
`performance index a and the conversion
`factor 4. The relevant equation: v = w/up.
`The slip factor s = 1 - v and the force
`conversion together determine the hy-
`draullé effictancy:
`yar = (1-5) = pv.
`Amongthe benefits offered by hydrody-
`namic couplings and torque converters
`are the following attributes:infinltely-va-
`rable, stepless variations in torque and
`rpm, vibration insulation, absorption of
`torque peaks and virtually wear-free po-
`wertransfer. These devices offer econo-
`mical operation when used together with
`mechanical variabla-ratlo transmissions;
`operation with non-positive engagement
`(slip)
`is limited In the interasts of effi-
`clency. Itis also possible.to divert torque
`flow from tha hydrodynamic element to a
`friction clutch to achleve further reduc:
`tions in undesirable slip, with commensu-
`rate improvements In the efficlency factor.
`
`
`
`Hydrodynamic coupling
`7 Turbine, 2 impalier,
`
`with an elactrohydraulic or electrome-
`chanical final-contral element. A single or
`multi-stage torsion damper, with or with-
`out a predamper, may be Integrated in the
`clutch plate to absorb vibratlon,
`A two-section (dual-mass) flywheel fea-
`turing a flexible Intermediate element can
`ba Installed forward of the clutch fer maxl-
`mum insulation agalnst vibratlons. Be-
`cause tha intrinsic resonant frequency of
`this spring-mass system is below the ex-
`gitation (ignition) frequency of the engine
`at
`idle,
`It
`lias outside the normal mpm
`range.
`It thus insulates the engine from
`the other drive-traln components ("low-
`‘pass filter"),
`When used together wlth an electronic
`control unit, the automatic clutch can pro-
`vide elther gradual engagementfor star-
`fing off, or it can be applied in conjunction
`with a servo-operated shifting mechanism
`0 form a fully-automatic transmission
`unit, Among such a device's other poten-
`tial functions are traction control under ac-
`celeration and interruption of powertrans-
`fer during brakIng.
`
`Hydrodynamic couplings and
`converters
`Hydrodynamic couplings and tarque 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:-
`ting from the powerunitinto 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=h-p- D>: w
`
`Pp=i-p- D> ae
`Performance index
`p Density of medium
`{ = 870 kg/m8 for hydraulic fluid)
`BD, Circuit diameter in m
`wp Angular velocity of impeller in rad/s
`
`BMW v. Paice, IPR2020-00994
`BMW v. Paice, IPR2020-00994
`BMW1095
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`Page 10 of 32
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`
`

`

`558 Drivetrain
`
`ler to produce fluid energy in the hydrau-
`Hydrodynamic couptings
`lic medium, while the turbine connected to
`in its standard configuration, the hydrody-
`the transmission input shaft transforms
`namic (or Féttinger) coupling is compo-
`this hydraulic energy back into mechari-
`sed of an Impeller and a turbine with (nor-
`cal force. A stator located between impel-
`mally) radial vanes. The impellerIs often
`ler and turbina diverts the hydraulic me-
`expanded to include a housing enclosing
`dium backto the input side of the impeller.
`the turbine. The absence of a stator
`This ralses the torque beyond theinitial
`means that thera Is no flow diversian
`engine output as exerted at the impeller.
`between turbine and impeller; thus the
`The degree of
`torque multiplication
`torque at
`the turbine Is equal
`to that
`y= M;/Mp increases as a function of the
`at the Impeller M7 = -Mp, This means
`difference
`in
`the respective rotating
`that p = 1 (force ratlo) and nye = v. The
`speeds (expressed as slip) of impeller
`factor v is daierrnined by vane geometry,
`and turbine. Maximum torque mulftiplica-
`although tha coupl!ing’s volumetric effi-
`tion Is achieved at v = 0,i.¢., with the tur
`clency may also exercise some Influence.
`bine at stall speed. Further increases ii
`The normal automotive operating range
`turbine speed are accompanied byavir"
`is around v ~ 0.95 with up to v = 0.98
`tually linear drop in multiplication until a
`possible In highway applications.
`torque ratio of 1:1 is reached at the coup-
`ling point. Above this point the statof,
`which is housing-mounted with a one-way
`clutch, freawheels in the flow.
`+
`A Féttinger torque converterfeaturing a
`centripetal turbine — the Trilok converter-
`has become the standard for automotive
`applications. The geometrical configura
`tion ofthis unit's biadas is selected to pro-
`vide torque multiplication in the range,of
`1.9...2.5 at stall spead (v = 0). The curve
`defining the hydraulic effictency factor
`Nya 2 ¥* win the conversion rangeis
`
`Hydrodynamic torque converters
`Tha hydrodynamic torque converter —
`also known as the Féttinger speed trans-
`former or converter -- consists of an im-
`peller, a turbine and a stator. The conver-
`ter is capable of operation in two distinct
`ranges, providing torque multiplication in
`thefirst stage, and functioning as a simple
`hydrodynamic coupling with no torque
`gain in the second. Operationis similar to
`that of the basic hydrodynamic coupling;
`the vehicle's power unit drives the Impel-
`
`
`
`Hydrodynamic converter with
`feckup clutch
`f Lockup clutch, 2 Turbina, 3 Impeller,
`4 Stator, 5 One-wayclutch.
`
`Trilok converter
`(typicalpassengar-car performance curve),
`
`‘
`,
`
`
`
`Positive engageme
`
`0
`Initia! motlon
`
`a
`
`'
`
`‘BMW v. Paice, IPR2020-00994
`BMW v. Paice, IPR2020-00994
`BMW1095
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`Page 11 of 32
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`
`

`

`roughly parabolic. Above the coupling
`point, at whichtheslip rateslie 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
`intial input element of 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
`[retion coupling between impelter andtur-
`bine to avoid the efficlency losses asso-
`ciated with slip under those conditions in
`which torque multiplication and damping
`are not required. The converter lockup
`cluich consists of a plunger with triction
`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
`comespond to those of the dry trictlon
`dutch. The transmission's valve body
`regulates tha direction in which the fluld
`flows through the converter to regulate
`coupling engagement.
`
`Engine performance curve with curves for
`running resistance
`(Exampia). Car engine with Py =100 kW at
`Wy + 800 rad/s and Trey, = 230 N+ m bel
`w = 250 rad/s.
`
`APE
`
`ERC
`EAE IN
`
`Angular velocity (rad/s)
`
`
`
`Drivetrain
`
`999
`
`Transmission (gearbox)
`The required total conversion range / is
`approximately:
`Im tana_-v
`C/G)eu" @
`tan am ls maximum hill-climbing ability, vp
`Is the power-specific top speed, (P/G)ar is:
`the effective specific output, ¢ is the over-
`drive factor, with
`~ (ifr,Jin,
`% Wal Va
`r dynamic tlre radius, (i/r)u, minimum
`conversion, w 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-
`ries, power losses, altitude loss). Special
`conditions, such as automobile trailer
`towing, must be factored into the weight
`G.
`g@= 1 when the curve for cumulative
`running resistance in top geardirectly in-
`tersects the point of maximum output. For
`passenger cars, the required conversion
`range /is 3...4 at @ = 1; for a truck with
`a minimum specific output of 4.5 kW
`the figure is 8...10, Because the » factor
`
`
` Operating diagram for truck with muitipie
`gearratios
`Specific ouiput 3.5 KWL Py Nominal output
`
`
`
`— &-speed transmission
`---- Expanded to 16 speeds
`200
`
`
`Ascent %
`
`45 Running
`
`
`rasistanceWTractiveforceF
`
`
`40
`80
`120 km/h
`Vehicla speed vu
`
`
`BMW v. Paice, IPR2020-00994
`BMW v. Paice, IPR2020-00994
`BMW1095
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`

`

`560 Drivetrain
`
`determines the relative positions of thé
`curves for running-resistance and engine
`output in top-gear operation, It also de-
`fines the etficlency level at which the
`engine operates.
`@ > 1 displaces operation into an ineffi-
`cient engine-performance range, but also
`enhances acceleration reserves andhill-
`climbing ability in top gear.
`In contrast,
`selecting ¢ < 1 will increase fuel economy,
`but only at
`the price of substantially
`slower acceleration and lower climbing
`reserves. Minimum fuel consumption is
`achieved on the operating Curve ‘top.
`@ > 1 teduces, p < 1 Increases the requi-
`red transmission conversion range /.
`
`
`
`
` a)
`Manually-shifted transmission
`romesh
`Singfe-band synch
`b) Dual-band synchromash
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`Multiple-ratio transmissions
`Gear
`transmissions
`featuring several
`flxed ratios can maintain a corraspondencs
`between the respective performancecur-
`ves for engine and vehicle at extremely
`high efficiency levels of up to 1 = 0.99.
`The correspondence with the hyperbola
`for 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 full-
`load torque curve.
`Gear selection on the multiple-ratic
`unit {s either manual or automatic. The
`
`S-apeed transmission forpassenger car with conventional drive layout (ZF Synchroma Soif}
`
`f fnput shaft, 2 Main shaft, 3 Selectorrail, 4 idler shaft, § Output shaft.
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`~ BMW v.Paice, IPR2020-00994
`BMW v. Paice, IPR2020-00994
`BMW1095
`BMW1095
`Page 13 of 32
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`

`

`Drivetrain
`
`561
`
`manuaily-shifted transmissions installed
`shafts. Before a shift can take place,it is
`necessary to synchronize the rotating
`in passenger cars and In most heavy
`vehicles are dual-shaft unjts with main
`speeds of
`the transmission elements
`being joined. When tha transmission in-
`and countershaft (layshaft, Idler gears).
`Transmissions in heavy commercial ve-
`corporates dog clutches (ofthe typestill
`hicles sometimes Incorporate two or even
`sometimes used in transmissions for
`heavy commercial vehicles),
`the driver
`three countershafts to reduce load factors
`on the individual gears. Such layouts
`performs this task by double-clutching on
`both upshifts and downshifts, with the lat-
`must incorporate special arrangements to
`ter belng accompanied by the application
`achieve uniform power cistributlon.
`A Slmpson planetary gear set (3 for-
`of throttle.
`Virtually all transmissions in passenger
`ward gears and one reverse)is frequently
`cars, and the majority of those in com-
`used in fully-automatic transmissions; this
`merelal vehicles, amploy tocklng synchro-
`type of unit can be coupled to additlonal
`planetary sets to obtain more ratlos. Aa-
`nizer assemblies. These includeafriction
`vigneaux and other types of planetary-
`coupling for Initial equalization of rotating
`gear arrangements are also employed.
`speed and a lockout machanism to pre-
`vent positive gear engagement prior to
`completion of
`the synchronization pro-
`cess;
`these are generally single-band
`designs. Multiplate
`and double-band
`synchronizers are sometimes employed
`in
`extremely demanding applications
`and/or to reduce shifting effort.
`Transmissions in passengercars 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 fransmission designs vary accor-
`ding to vehicle layout (conventional
`lay-
`out, front-wheel drive with transverse or
`longitudinal
`engine,
`four-wheel
`drive}.
`
`Manuathy-shiited transmissions
`The basic elements of the manually-shif-
`ted transmission are:
`- single or mulliplate dry clutch for Inter-
`tupting and engaging the power flow;
`actuation may be power-assisted to
`| deal with high operating forces,
`variable-ratlo gear transmission unit
`featuring permanent-mesh gears in
`one or several individual assemblies,
`= shift mechanism with shift lever.
`force required for gear selection is
`mitted via shift IInkage rods or cable,
`while dog clutches or synchronizer as-
`samblles lock the active gears tc the
`
`! input shaft, 2 Front-axla output, 3 Centar differential, 4 Centardifferential lock, 5 Floaraxte output,
`
`speediranamission forlongitudinal-engine Passengercar with 4ud (Audiquattro)
`
`BMW v. Paice, IPR2020-00994
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`

`

`562 Drivetrain
`
`
` 16-speed spiit-range truck transmission with integral retarder (ZF-16 S 220 Ecosplit)
`1 input shaft, 2 Gearchange connection, 3 Main shafi, 4 Selactor rail with shift fork,
`5 Pignatary-gear set, 6 Output shaft, 7 Layshafi, & Integral hydrodynamic retarder.
`A Splitter group, 8 Main group, C flange group.
`
`LO = low, H! = high
`
`
`clutch
`
`
`
`
`input
`Individual conversion ratios (optional
`lorqua
`
`
`
`ro]feofe[eofio][ofafro][rol[rolefro
`asYessaairsfiolfe
`
`
`Yaffmnfm[ommon|mae
`
`
`
`
`=N
`
`em
`
`Converter-cluteh unit (ZF Transmatic WSK 400)
`T
`ic
`torque converier
`with lockup clutch
`
`disconnect clutch
`4 Servo-assist for
`operation of dry
`
`
`BMW v.Paice, IPR2020-00994
`BMW v. Paice, IPR2020-00994
`BMW1095
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`

`563
`Drivetrain
`
`
`
`
`
`Thus the input and output shafts may
`share a single axis, or they may be mu-
`
`ually offset; the final-drlve and differential
`assembly may also be included in the
`
`ual”
`Transmissions In commercial vehicles
`
`tan have between 4 and 16 gears, de-
`
`pending upon the type of vehicle and the
`specific application. Transmissions with
`
`upsto 6 gear ratios feature a single-
`assembly design; the conversion range
`
`les between 4 and 9. Two assemblies(in-
`
`cuding a pneumatically-actuated range
`, group}