Steyr S-Matic The Future CVT System
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1 Seoul 2000 FISITA World Automotive Congress June 12-15, 2000, Seoul, Korea F2000A130 Steyr S-Matic The Future CVT System Heinz Aitzetmüller Steyr Antriebstechnik, Schönauerstraße 5, 4400 Steyr, Austria Steyr Antriebstechnik, an independent supplier of transmissions for agric tractors and trucks, has developed a Continuously Variable Transmission (CVT) on the basis of a hydrostatic mechanical power split. The intelligence of the S-Matic is based on a splitting of power from the drive unit into a mechanical and a hydrostatic part. This takes place at the transmission entry. The continuously variable transmission modulation is accomplished by the variable displacement pump, which is back to back assembled to the fixed displacement motor. By adjusting the swash plate, variable rotational speed results at the hydrostat motor output, which is between the maximum opposite and equal speed and direction to the purely mechanically driven gears. Both of the power parts are brought together in the summary planetary gear, where the revolutions coming directly from the engine and the hydrostatic rotational speed are superimposed. In order to achieve sufficient transmission spread and to limit the hydrostatic power component, the S-Matic gear system operates with four mechanical transmission ranges. To minimize frictional losses, all clutches are designed as dog clutches. Shifting from one range to the next one is done at synchronuous speed. All transmission functions are controlled electronically. The result is a continuously variable output speed from vehicle standstill to maximum speed. Major advantages of this driveline system are: - Fully automized drive train from the engine to wheels - Highest driver s comfort, no shifting required - Save operation under all driving conditions by permanent torque connection (geared neutral) - Smooth vehicle acceleration from standstill to maximum speed - Very good overall efficiency by keeping the hydrostatic power portion at low level - Easy to operate by controlling engine and transmission by vehicle electronics. Introduction Today, ever-increasing demands are being made on municipal, special and agricultural vehicles. In addition to performance and price, safety, economy and comfort are of increasing importance as criteria for product selection. As a result of high technical and functional requirements, over the years the complexity of drive and transmission systems have steadily increased. Advanced driving skills and user know-how developing into prerequisites for the utilization of such systems. Especially in vehicles working in frequent stop and go traffic, the availability of smooth and constant torque results in a significant increase of the vehicle s performance, comfort and safety. The Steyr Antriebstechnik in Austria, a company with proven innovation culture, has accepted this challenge. Therefore, the Steyr CVT was developed with the objectives of treating the entire drive system from the engine to the wheels as an integrated unit and controlling it centrally, without the intervention of the user, in a way that would guarantee the optimum operational mode of the entire system in every driving situation. The key component of this automatic drive line is the STEYR S-Matic transmission. This transmission is part of a brand new generation of automatic transmissions working on the basis of hydrostatic mechanical power splitting. The specific conception of S-Matic transmission guarantees maximum customer advantages through the highest levels of functionality and optimum levels of efficiency. h.aitzetmueller@sat.steyr.com 1
2 How it works The S-Matic CVT is working on the basis of hydrostatic mechanical power splitting. The transmission scheme is shown in the following figure: The principle of power superimposition in the summarising planetary gear set under three significant conditions is shown in the next picture. The engine speed is assumed to be constant. Figure 3: Functional principle of power superimposition in planetary gear Figure 1: Transmission Scheme S-Matic The torque on the input shaft drives on one hand the ring gear on the summarising planetary set, on the other hand it drives the pump of a variable axial piston pump. A constant piston motor is connected back to back to the piston pump and is driven by the oil flow generated by the variable pump. By variation of the swash plate angle on the piston pump, the rotation speed and rotation direction of the piston motor can be varied continuously. The gear on the output shaft of the piston motor is meshing with a gear connected to the sun wheel of the summarising planetary set. In the summarising planetary gear P1, which is a 5 shaft planetary gear set with two input shafts and three output shafts, the mechanical power branch (ring gear) and the hydrostatic power branch are combined. Figure 2: Arrangement of input shaft, hydrostatic unit, summarising planetary gear The ring gear driven by the gear on the input shaft is rotating at constant speed. The speed of the sun gear, driven by the hydro motor can be varied depending on the angle on the swash plate of the piston pump. In the left picture, the sun gear is rotating in the opposite direction to the ring gear. The speed of the sun gear is adjusted to compensate the rotation of the ring gear. This means that the rotation speed of the planetary carrier under these conditions is zero. So the output speed of the system can be controlled actively to be zero, although the components in the system are rotating at high speeds. This geared neutral condition enables the system to hold the vehicle at standstill even on slopes without activating the brakes. Additionally the vehicle can be accelerated very smoothly with a minimum of dynamic effects in the drive line by varying precisely the speed of the sun gear. By variation of the output speed of the hydro motor from maximum speed in opposite direction to the same speed and direction in comparison to the ring gear, the speed of the planetary carrier is increasing continuously from zero to maximum output speed. If the speed of the sun gear is zero, the power is transmitted purely mechanically. Under this condition, the transmission is working in the best efficiency area as the power losses in the hydrostatic branch are at a minimum. When the speed of the sun gear has reached the same speed as the ring gear, the whole summarising planetary gear set is rotating in blocked condition. For achieving sufficient overall ratio in the transmission and for keeping the hydrostatic power portions at low levels, four mechanical ranges are arranged at the output shafts of the summarising planetary gear. All gear ranges are shifted by use of dog clutches. Synchronous speeds at the dog clutches are achieved, when the swash plate of the hydrostatic pump has reached a maximum positive or negative angle. In the four ranges, the power flow through the transmission is shown in the following schemes: 2
3 Range 1: Torque is transferred from the ring gear H1B of the summarising planetary gear through the planetary gear set P3. Torque flow is activated by connecting the ring gear and the housing by activating the dog clutch K1. In range 1 the transmission has a geared neutral function by adjusting the rotation speed of the sun gear electronically to achieve zero speed at the ring gear on the output side of the summarising planetary gear set. All clutches K1 to K4 and also the clutches KF (forward) and KR (reverse) are dog clutches (figure 4), which are engaged hydraulically and are disengaged by disk springs. Range 2: Torque is transferred from the sun gear S1B through the planetary gear set P4. Torque flow is activated by connecting the ring gear and the housing by activating the dog clutch K2 when synchronous speed at the dog clutch K2 is achieved. Synchronous speed occurs, when the summarising planetary gear set rotates in block. During shifting of one range to the next one, both dog clutches K1 and K2 are activated. K1 is disengaged after torque has been taken over from K1 to K2. Range 3: Torque is transferred from the carrier of the summarizing planetary gear set directly to the output shaft by locking the dog clutch K3. Synchronous speed at K3 is achieved, when the sun gear at the summarizing planetary gear rotates in opposite direction to the ring gear with adjusted speed. Range 4: Torque is transferred by connecting the sun gear S1B to the output shaft. This is done by activating the dog clutch K4 at synchronous speed. In the fourth range maximum output speed is reached. Figure 4: Dog clutches used in the S-Matic transmission Using dog clutches instead of friction disks results in best efficiencies by reduction of power losses to a minimum at opened clutches. Furthermore dog clutches don t need any servicing activities during the whole transmission lifetime. Shifting of dog clutches is done at synchronous speeds. At the shifting points the next dog clutch is engaged additionally to the active dog clutch. By variation of the swash plate angle in the hydrostatic unit, torque is transferred from one dog clutch to the other one. After this torque transfer, the previous dog clutch is disengaged and the transmission ratio can be varied continuously within the gear range by changing the output speed of the hydrostatic motor. This procedure provides, that there is no torque interruption from standstill to maximum speed. For avoiding unacceptable discontinuities during acceleration or deceleration, shifting of one range to the other has to be done within 0,2 seconds. During the shifting time, the transmission ratio has to be kept constant. With the S-Matic transmission, shifting times of 150 milliseconds can be achieved, which aren t noticeable by the driver at all. Speed diagram Due to the power flow described, a characteristic speed diagram shown in the following figure is resulting. Constant input speed is presumed. The diagram shows the effects of speed variation of the motor of the hydrostatic unit. At vehicle standstill the sun gear is starting at 2900 RPM and changes speed to RPM at the end of gear range 1. After having passed the synchronous condition for shifting from range 1 to range 2, the swashplate of the hydro- pump moves again to the opposite angle. So for achieving maximum output speed, the swashplate angle moves 2 times from maximum negative to maximum positive angle. 3
4 100% Rotation Speed [RPM] Abtrieb Sonne P1a Sonne P1b = Sonne P4 Hohlrad P1b = Sonne P3 Steg P1 Efficiency 90% 80% 70% 60% % Vehicle Speed [km/h] Figure 6: T/M efficiency as a function of vehicle speed Vehicle 30 speed Figure 5: T/M speed diagram Forward / Reverse Planetary Gear The output shaft of the 4 range gear is connected to a forward / reverse planetary gear. During forward driving, the sun gear is connected to the output shaft by activating the dog clutch KF. Electronics concept and operator controls The S-Matic transmission is equipped with an electronic control unit directly integrated in the transmission housing. This control unit handles all transmission internal functions and communicates with the vehicle electronic system via CAN bus. For reverse operation, the planetary carrier is connected with the housing and the output speed is converted to negative direction. During standstill of the vehicle both dog clutches KF and KR can be locked simultaneously, which gives the possibility of keeping the torque flow and geared neutral function active even when shifting from forward to reverse and opposite. Transmission efficiency Due to the fact of keeping the hydraulic power portions at low levels under all operating conditions by utilizing the four mechanical gear ranges, the transmission efficiency is excellent in comparison to pure hydrostatic drives. The transmission efficiency as a function of vehicle speed is shown in the following figure. The influence of the hydrostatic unit to the efficiency graph is significant at the middle of every gear range, where the hydrostatic power portion transferred is zero. At these operating points, the power is transferred purely mechanically. Figure 7: Electronics concept in the S-Matic system Signals from the operator controls shown in the sketch are interpreted in the vehicle control unit. Information to other vehicle systems like ABS, ADM are exchanged via CAN bus. Benefits of the S-Matic system for the user The S-Matic transmission is the key component in a fully automated drive train from the engine to the wheels. The mayor advantages are: No manual gear changing Continuous speed variation between standstill and maximum speed Geared neutral function, no brakes required for holding the vehicle at standstill on slopes. No torque interruption during shifting from forward to reverse. Very smooth and soft acceleration from standstill even under severe conditions. Engine speed can be adjusted completely independent from the vehicle speed. This function offers best conditions for all kinds of PTO works. 4
5 No additional gears for creeper or similar functions are required. No interruption of traction from standstill to maximum speed. Prevention of operational errors and overloading through electronic control. Additional functions are available in the S-Matic system: Cruise control with optimised co-ordination of engine and transmission. Different driving strategies depending on driver s preferences (e.g. best efficiency of the whole drive line, maximum working speed, kick down function) For these reasons the S-Matic drivetrain system is ideal for all vehicles working under severe conditions. Best comfort and safety is provided to the driver due to the fact that there is a permanent torque connection from the engine to the wheels from standstill up to maximum speed. Even during shifting from forward to reverse, the service brake is not required. The vehicle speed can by controlled by the driving pedal or by cruise control. The coordination of engine and transmission is done automatically by the vehicle control unit. The driver can concentrate on the working procedures. Increased power throughput due to optimum engine/transmission synchronization is achieved. Fuel savings can be achieved by adjusting the engine to run at it s best operating conditions. Industrial applications and future development Applications range from agricultural tractors, special trucks, municipal vehicles, construction machinery to city buses and delivery vans. Wherever a large number of shifting operations are needed, e.g. in stop and go traffic, or a wide speed range has to be covered, the S- Matic concept has significant advantages for the user. Prototypes of S-Matic transmissions are currently available in agricultural tractors and municipal vehicles. Figure 8: S-Matic cartridge Design concept With the target of cost effective and quick integration into existing drivelines, the S-Matic transmission has been designed as a fully functional cartridge. Using this preassembled and tested transmission unit, the adaptation to the individual applications can be done within reasonable time by maximum utilizing of tested and proven components. Figure 9: Installation drawing S-Matic cartridge 5
6 Figure 10 : S-Matic test vehicle Conclusion With the continuously variable transmission S-Matic, the STEYR Antriebstechnik has developed a new generation of driveline system for special vehicles, municipal vehicles, city buses and agricultural vehicles on the functional principle of hydostatic- mechanical power splitting. Excellent efficiency is achieved by keeping the hydrostatic power portions at low levels by using 4 mechanical gear ranges. Shifting from one gear range to the other is done by hydraulically engaged dog clutches shifted at synchronous speeds. Electronic transmission and vehicle control with influence to the engine provides significant benefits to the driver due to handling, comfort and safety. The transmission is designed as a fully functional cartridge, which can be integrated into existing driveline concepts by maximum usage of tested and proven components.. References /1/ Aitzetmüller, H., Wöntner, G., Schachner, K.: Steyr S-Matic- Stufenlostechnologie in Modulbauweise. VDI Tagung Landtechnik 1998, Garching bei München. /2/ Leitner, J., Aitzetmüller, H., Marzy, R.: Planetengetriebe im stufenlosen Fahrzeuggetriebe S-Matic VDI Fachtagung Planetengetriebe März 10-11, 1999, Wiesloch, Germany. /3/ Ulbrich, P.: Neues, stufenloses, hydrostatischmechanisches Verzweigungsgetriebe für Traktoren. Landtechnik Tagung 1994, Stuttgart- Hohenheim 6
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