Antonov« Terug naar discussie overzicht

1. Quantocosta 17 december 2002 12:23

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   5 pages www.sae.org/automag/features/transopt... +figures Samenvatting vd 5 pages Summary and recommendations Researchers at ZF evaluated many transmission-system types to determine the preferred applications for different passenger-vehicle driveline configurations. They considered the following parameters: fuel consumption, emissions, noise, performance, driving and shifting comfort, installation space, mass, and manufacturing costs. It was assumed that in the future, manual as well as automatic transmissions should be offered in each application. The table below shows the results of ZF's driveline configuration evaluations, including the preferred transmission applications, though there will be deviations in case of special applications and isolated cases, Wagner noted. Longitudinal engines—Five-speed manual transmissions have become the standard for longitudinal engines, though there is a clear trend toward six-speed transmissions in the future. Automated manual transmissions are reserved for the sports car market niche. According to Wagner, there will not be any real breakthrough for AMTs due to their harsh operation and the existing domination of automatic transmissions in this segment. And numerous tests of double-clutch transmissions for longitudinal drivelines have concluded that this technology is not applicable. In the North American market, a majority of the vehicles with longitudinal drivelines come standard with four-speed automatic transmissions. Due to greater demands for fuel, emissions, and noise reductions, as well as an increased emphasis on driving comfort, four-speed units will be replaced by five- and six-speed automatic transmissions in the next few years. This applies especially to standard drivelines and their derived all-wheel versions. Front- and rear-longitudinal driveline configurations with torque greater than 350 N•m (260 lb•ft) will receive six-speed automatic transmissions. CVTs will not succeed in standard drivelines due to their installation disadvantages and limited torque ratio, according to Wagner. However, the advantages that CVTs offer in regards to installation expenditure, mass, and manufacturing cost will mean an increase in their numbers in applications with front-longitudinal and rear-longitudinal drivelines having less than 350-N•m (260-lb•ft) output. Toroidal transmissions, whether in full- or half-toroidal configuration, do not have the potential to be produced in significant numbers. Disadvantages with respect to transmission size, weight, and manufacturing cost are so great in comparison to six-speed automatics that the production and distribution of this transmission is not likely. Transverse engines—The majority of current front-transverse drivelines feature five-speed manual transmissions as standard equipment. In the future, six-speed units will probably remain the exception due to the limited installation space and relatively extensive costs involved with adding a sixth gear. In cost-sensitive mini, small, and midsize cars with 1.0- to 1.8-L engines, for which the demand for comfort is not as great as in other segments, AMTs offer the possibility for reduced fuel consumption and emissions without considerably limiting the vehicle's performance. Shift-by-wire systems with electric motors will prevail due to installation and cost issues. Automatic transmissions in applications requiring less than 180 N•m (130 lb•ft) will not be broadly successful for the main reasons of cost and loss of efficiency and performance. For example, a 55-kW (74-hp) vehicle typically sees a loss of about 7 kW (9 hp) due to the automatic transmission at maximum engine speed; thus, about 13% of input power is lost within the transmission. This causes a negative effect on acceleration, maximum speed, and overall performance. This outlook changes for upper-class vehicles with front-transverse drivelines. To meet demands for further comfort, more automatic transmissions will be used, but this depends on the increased availability of five- and six-speed units. Five-speed transmissions are currently in production, while six-speed units with torque capacities greater than 350 N•m (260 lb•ft) are in development. CVTs will be applied predominantly in the middle-torque range—between 180 and 350 N•m (130 to 260 lb•ft). They offer optimal driving comfort paired with good fuel consumption and performance numbers. Furthermore, they are a good fit for east-west installations in front-transverse drivelines. In the future, both six-speed automatic and six-speed manual transmissions will be used on a greater scale with standard drives. The use of CVTs will increase for front-transverse drivelines. For manual-transmission applications, five speeds will dominate front-transverse driveline applications, and the degree of automation will increase. For engine-torque outputs up to 180 N•m (130 lb•ft), preference will be given to the use of automated manual transmissions. The range up to 350 N•m (260 lb•ft) will be predominantly covered by CVTs, while five- and six-speed automatic transmissions will subsist in the segment above 350 N•m (260 lb•ft) for transverse installations. Information was provided by Gerhard Wagner of ZF Getriebe GmbH.
2. durobinet 17 december 2002 12:40

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   Heb je al een conclusie getrokken Quanta? vr.gr. duro
3. [verwijderd] 17 december 2002 12:47

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   Een aantal van de nadelen van een automatische transmissie voor kleine motoren wordt ondervangen door de Antonov. Is deze man niet van het bestaan van Antonov op de hoogte, vindt hij de Antonov niet zo goed als wij hem vinden, of is hij gewoon dom en lui? Indien dit laatste niet het geval is, probeert hij dan de Antonov uit de markt te drukken omdat ZF niet tijdig bij Antonov is geweest en daarom straks slechts een van de velen wordt in plaats van marktleider? Ik wacht wel af. Groetjes Pacito
4. Quantocosta 17 december 2002 13:22

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   Durobinet, ik ben het met Pacito eens. Toch had ZF ook contacten met Antonov; ik weet niet uit het hoofd, of Antonov in de laatste berichten nog over ZF sprak. Deze ZF man negeert Antonov in dit verhaal. De rollen kunnen wel eens omgedraaid worden. groeten.
5. durobinet 17 december 2002 13:31

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   In dit stukje had hij Antonov kunnen noemen als alternatief, maar hij is niet gek natuurlijk om de concurrent in de kijker te plaatsen. vr.gr. durobinet ""In cost-sensitive mini, small, and midsize cars with 1.0- to 1.8-L engines, for which the demand for comfort is not as great as in other segments, AMTs offer the possibility for reduced fuel consumption and emissions without considerably limiting the vehicle's performance. Shift-by-wire systems with electric motors will prevail due to installation and cost issues.""
6. [verwijderd] 17 december 2002 13:44

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   Al eerder heb ik gepost dat Antonov eigenlijk voor de transmissie-producers pas voor vol wordt aangekeken na de afsluiting van het Honda contract. ZF is pas na de Frankfurtshow in okt 2001 belangstelling gaan tonen voor de AAD. ZF had toen juist zijn 6-speed in de BMW 7 serie geplaatst. Tot genoegen van Antonov hebben ze toen moeten erkennen dat de AAD meer potentie en mogelijkheden bood dan hun eigen 6-speed. Nu Antonov op de kaart staat, zullen ze hun visie op de toekomst moeten herzien en dat doet pijn. gr.ad