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BMW Develops Compact Electric Power Transmission System
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By Counterman
link hidden, please login to viewannounced it is now offering Advantage automated series clutch and Cummins flywheel kits for the Eaton-Cummins Endurant automated manual transmission (AMT). The two will be sold in the same kit for the first time, according to Eaton. An
link hidden, please login to viewnews release announcing the product launch explained that a flywheel, which is the interface between the engine and clutch, is bolted to the engine and spins when in operation. The clutch cover, which is bolted to the flywheel, also spins, and the driven disc of the clutch engages against the flywheel, which over time can cause wear. “Today’s manufacturers recommend that flywheels should be replaced, rather than the previous practice of resurfacing worn flywheels,” said Leandro Girardi, director, aftermarket, Eaton’s Mobility Group. “This ensures the flywheel fits correctly to engage with the clutch, and prevents fault codes, excessive wear and vibrations.”
Eaton said its Advantage Automated clutch is the original equipment clutch used in the Endurant transmission.
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By Counterman
Electric power steering systems have gained widespread popularity in the U.S. since their introduction in 1990, primarily due to the increasing number of hybrid and electric vehicles in today’s market. Like any new(er) technology, each manufacturer has a slightly different method of achieving the same goal, in this case effortless power steering assist, and some are better suited than others for certain applications.
The first (but never fully-realized in production) was an electro-hydraulic system intended for the 1989 Pontiac Fiero. When GM decided that 1988 would be the last year for the Fiero, the system was shelved for later use in its short-lived EV-1 battery electric vehicle. Electro-hydraulic power steering (EHPS) is itself a sort of hybrid, with an electric motor-driven hydraulic pump replacing the belt-driven unit common to “traditional” power steering systems, but retaining the familiar hydraulic rack and pinion assembly, the associated hoses and hard lines, and often a system-specific hydraulic fluid. Found across a wide variety of marques, EHPS remains relevant today as we find ourselves transitioning between ICE, hybrid and BEV technologies.
Fully-electric power steering systems use DC motors rather than hydraulic pressure to provide the assistive force required to turn the wheels. Electric motors are long-wearing and quiet, eliminating the squeals and groans common to hydraulic systems, and the power losses associated with belt-driven accessories. These features make them an ideal choice for luxury cars as well as those quiet-running BEVs and hybrids. When compared to hydraulic systems, EPS also represents a weight reduction, adding to vehicle efficiency. Current EPS designs fall into three general categories, based upon the location of the assist motor(s).
C-EPS, or “column assist” systems are commonly found in compact vehicles. The motor, sensors and other electronics are integrated into the upper steering column assembly. This location maximizes underhood space, with the bulk of the assembly hidden below the dashboard, and still allows for integration with ADAS features like self-parking, lane assist, handsfree and self-driving technologies. This system is the only one of the three EPS designs that does not attach to or integrate with the rack and pinion. With no plumbing or wiring, the C-EPS rack unit is effectively a manual steering gear.
R-EPS, also known as “rack assist” systems feature assist motors integrated into or attached in parallel to the rack body. A recirculating ball gear and toothed rubber belt convert the assist motor’s rotation into a linear (side-to side) motion. Capable of high applied force, this “parallel axis” design is used primarily in light trucks, SUVs and other vehicles where extra steering effort is required. The rubber belt is a common failure point for this type of rack, but repair kits are widely available for many domestic applications, and offer substantial savings when compared to the cost of a complete steering gear.
The last category is the “pinion-assist” or P-EPS system. Single-pinion designs locate a relatively large assist motor at the lower end of the steering column, and force is applied directly to the pinion gear at the input shaft. Due to space and safety considerations, many manufacturers have eliminated this system in favor of a dual-pinion setup. The input pinion gear connects to the column, but the assist motor drives a second pinion gear at the opposite end of the rack, isolating the motor from the column, and resulting in improved steering feel. Limited mostly to mid-size cars, P-EPS is not powerful enough for use in heavy vehicles and most light trucks.
Vehicle electrification will continue to drive future EPS technologies, but existing ICE vehicles have already proven the advantages of these systems across multiple platforms. The progression from manual to hydraulic to electric power steering systems leaves us on the verge of the next technology, known as “steer by wire.” Just as “throttle by wire” has largely replaced the accelerator cable with a pedal position sensor, engineers are removing the physical linkage between the steering wheel and the steering gear. Steering angle sensors, torque sensors and vehicle speed sensors contribute information to the steering module, which determines the amount of assist required under different driving conditions. This data is sent to actuators in the rack unit that perform the commanded steering functions. Once the realm of science fiction, SBW can now be found in the Infiniti Q60, the Lexus RZ and the Tesla Cybertruck.
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By Counterman
Electric power steering systems have gained widespread popularity in the U.S. since their introduction in 1990, primarily due to the increasing number of hybrid and electric vehicles in today’s market. Like any new(er) technology, each manufacturer has a slightly different method of achieving the same goal, in this case effortless power steering assist, and some are better suited than others for certain applications.
The first (but never fully-realized in production) was an electro-hydraulic system intended for the 1989 Pontiac Fiero. When GM decided that 1988 would be the last year for the Fiero, the system was shelved for later use in its short-lived EV-1 battery electric vehicle. Electro-hydraulic power steering (EHPS) is itself a sort of hybrid, with an electric motor-driven hydraulic pump replacing the belt-driven unit common to “traditional” power steering systems, but retaining the familiar hydraulic rack and pinion assembly, the associated hoses and hard lines, and often a system-specific hydraulic fluid. Found across a wide variety of marques, EHPS remains relevant today as we find ourselves transitioning between ICE, hybrid and BEV technologies.
Fully-electric power steering systems use DC motors rather than hydraulic pressure to provide the assistive force required to turn the wheels. Electric motors are long-wearing and quiet, eliminating the squeals and groans common to hydraulic systems, and the power losses associated with belt-driven accessories. These features make them an ideal choice for luxury cars as well as those quiet-running BEVs and hybrids. When compared to hydraulic systems, EPS also represents a weight reduction, adding to vehicle efficiency. Current EPS designs fall into three general categories, based upon the location of the assist motor(s).
C-EPS, or “column assist” systems are commonly found in compact vehicles. The motor, sensors and other electronics are integrated into the upper steering column assembly. This location maximizes underhood space, with the bulk of the assembly hidden below the dashboard, and still allows for integration with ADAS features like self-parking, lane assist, handsfree and self-driving technologies. This system is the only one of the three EPS designs that does not attach to or integrate with the rack and pinion. With no plumbing or wiring, the C-EPS rack unit is effectively a manual steering gear.
R-EPS, also known as “rack assist” systems feature assist motors integrated into or attached in parallel to the rack body. A recirculating ball gear and toothed rubber belt convert the assist motor’s rotation into a linear (side-to side) motion. Capable of high applied force, this “parallel axis” design is used primarily in light trucks, SUVs and other vehicles where extra steering effort is required. The rubber belt is a common failure point for this type of rack, but repair kits are widely available for many domestic applications, and offer substantial savings when compared to the cost of a complete steering gear.
The last category is the “pinion-assist” or P-EPS system. Single-pinion designs locate a relatively large assist motor at the lower end of the steering column, and force is applied directly to the pinion gear at the input shaft. Due to space and safety considerations, many manufacturers have eliminated this system in favor of a dual-pinion setup. The input pinion gear connects to the column, but the assist motor drives a second pinion gear at the opposite end of the rack, isolating the motor from the column, and resulting in improved steering feel. Limited mostly to mid-size cars, P-EPS is not powerful enough for use in heavy vehicles and most light trucks.
Vehicle electrification will continue to drive future EPS technologies, but existing ICE vehicles have already proven the advantages of these systems across multiple platforms. The progression from manual to hydraulic to electric power steering systems leaves us on the verge of the next technology, known as “steer by wire.” Just as “throttle by wire” has largely replaced the accelerator cable with a pedal position sensor, engineers are removing the physical linkage between the steering wheel and the steering gear. Steering angle sensors, torque sensors and vehicle speed sensors contribute information to the steering module, which determines the amount of assist required under different driving conditions. This data is sent to actuators in the rack unit that perform the commanded steering functions. Once the realm of science fiction, SBW can now be found in the Infiniti Q60, the Lexus RZ and the Tesla Cybertruck.
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By Counterman
The terms manual, standard or stick shift all refer to the same exact thing: a type of transmission that requires the driver to select and change the gears. Even though there are few new cars today that require this input from the driver, it is preferred by many, and there are still many of them on the road.
Automatic transmissions are in the majority of all new vehicles, however a manual transmission has some advantages in efficiency and performance, and during the last 20 years, even if a car outwardly appears as if it’s an “automatic,” it might actually be a dual clutch transmission, or DCT for short.
A DCT is basically an automated manual transmission. As the name suggests, it has two clutches. The traditional manual transmission that we’ve known for years has one clutch that you engage or disengage by using the clutch pedal to the left of the brake pedal, and you also use a manual shifter to select the gears. They also have one input shaft, which is splined to a clutch disc, that transfers power from the engine into the transmission.
A DCT has two clutches, but also two input shafts, each one splined to its own clutch, and that’s the key in how they work. The clutches and the shifter in a DCT are controlled by a combination of electronics and hydraulics, so no clutch pedal or input from the driver is needed. It’s all done by a computer.
What does this mean to you as a counter-professional? DCT clutches are often clutch packs, and while theoretically share the same functional aspects, they generally differ from the clutches of a traditional manual transmission. These traditional manual transmissions are popular among enthusiasts and their clutches are still a common service item, so let’s take a look at how they work.
There are three main components involved, the flywheel, friction disc and pressure plate. The flywheel is bolted to the crankshaft and has a machined surface for contact with the friction disc.
The pressure plate, which is an assembly made up of the clutch cover, pressure plate and diaphragm spring, bolts to the flywheel, so the flywheel and pressure plate are always moving at engine speed. The friction disc is sandwiched in between the two and it’s the friction disc that is splined to the input shaft of the transmission.
When the clutch is engaged, the diaphragm spring applies force to the pressure plate to tightly grip the friction disc between it and the flywheel, so the power of the engine flows into the transmission. When the clutch is disengaged, a throw-out bearing pushes on the center of the diaphragm spring, causing it to pull the pressure plate away from the friction disc, letting it slip freely so no power flows into the transmission.
The throw-out bearing is located on the end of the clutch fork, a lever that transfers the motion from the control side of the clutch system, which can be linkage, cable or hydraulically operated.
Due to the advantage of smooth operation and low maintenance, hydraulic clutch control systems are the most popular today, utilizing a master cylinder at the clutch pedal and slave cylinder at the clutch fork. Some systems eliminate the clutch fork, integrating the throw-out bearing onto the end of the slave cylinder.
When a customer is replacing a clutch, the most important aspect of the service is that they get a complete kit with a new friction disc, pressure plate and throwout bearing. Flywheels can often be resurfaced, and they should be resurfaced or replaced. Reusing a flywheel can cause immediate damage to a new disc and at minimum shorten the life of the clutch.
Depending on the design of the transmission, there may be a pilot bearing or bushing located in the end of the crankshaft which supports the input shaft of the transmission. Be sure this is replaced at the same time, and it’s also a good time to replace the flywheel and pressure plate bolts, as well as inspect and replace any worn clutch control components.
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-
By Counterman
The terms manual, standard or stick shift all refer to the same exact thing: a type of transmission that requires the driver to select and change the gears. Even though there are few new cars today that require this input from the driver, it is preferred by many, and there are still many of them on the road.
Automatic transmissions are in the majority of all new vehicles, however a manual transmission has some advantages in efficiency and performance, and during the last 20 years, even if a car outwardly appears as if it’s an “automatic,” it might actually be a dual clutch transmission, or DCT for short.
A DCT is basically an automated manual transmission. As the name suggests, it has two clutches. The traditional manual transmission that we’ve known for years has one clutch that you engage or disengage by using the clutch pedal to the left of the brake pedal, and you also use a manual shifter to select the gears. They also have one input shaft, which is splined to a clutch disc, that transfers power from the engine into the transmission.
A DCT has two clutches, but also two input shafts, each one splined to its own clutch, and that’s the key in how they work. The clutches and the shifter in a DCT are controlled by a combination of electronics and hydraulics, so no clutch pedal or input from the driver is needed. It’s all done by a computer.
What does this mean to you as a counter-professional? DCT clutches are often clutch packs, and while theoretically share the same functional aspects, they generally differ from the clutches of a traditional manual transmission. These traditional manual transmissions are popular among enthusiasts and their clutches are still a common service item, so let’s take a look at how they work.
There are three main components involved, the flywheel, friction disc and pressure plate. The flywheel is bolted to the crankshaft and has a machined surface for contact with the friction disc.
The pressure plate, which is an assembly made up of the clutch cover, pressure plate and diaphragm spring, bolts to the flywheel, so the flywheel and pressure plate are always moving at engine speed. The friction disc is sandwiched in between the two and it’s the friction disc that is splined to the input shaft of the transmission.
When the clutch is engaged, the diaphragm spring applies force to the pressure plate to tightly grip the friction disc between it and the flywheel, so the power of the engine flows into the transmission. When the clutch is disengaged, a throw-out bearing pushes on the center of the diaphragm spring, causing it to pull the pressure plate away from the friction disc, letting it slip freely so no power flows into the transmission.
The throw-out bearing is located on the end of the clutch fork, a lever that transfers the motion from the control side of the clutch system, which can be linkage, cable or hydraulically operated.
Due to the advantage of smooth operation and low maintenance, hydraulic clutch control systems are the most popular today, utilizing a master cylinder at the clutch pedal and slave cylinder at the clutch fork. Some systems eliminate the clutch fork, integrating the throw-out bearing onto the end of the slave cylinder.
When a customer is replacing a clutch, the most important aspect of the service is that they get a complete kit with a new friction disc, pressure plate and throwout bearing. Flywheels can often be resurfaced, and they should be resurfaced or replaced. Reusing a flywheel can cause immediate damage to a new disc and at minimum shorten the life of the clutch.
Depending on the design of the transmission, there may be a pilot bearing or bushing located in the end of the crankshaft which supports the input shaft of the transmission. Be sure this is replaced at the same time, and it’s also a good time to replace the flywheel and pressure plate bolts, as well as inspect and replace any worn clutch control components.
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