2015-05-07 | 000-005-812 DE-DE
SCHAEFFLER AG, HERZOGENAURACH/WIEN
Schaeffler Technologie-Vorstand Prof. Gutzmer h lt Plenarvortrag zur Er ffnung des Wiener Motorensymposiums
Die Zukunft des Motors kommt ber das Getriebe
Schaeffler Motoren- und Getriebeentwickler m ssen k nftig noch enger zusammenarbeiten, um signifikante Verbrauchseinsparungen zu erzielen. Dazu rief Prof. Peter Gutzmer, Technologievorstand und Stellvertretender Vorstandsvorsitzender von Schaeffler, in seinem Er ffnungsvortrag auf dem 36. Internationalen Wiener Motorensymposium auf. Es gilt, Verbrennungsmotor, elektrische Komponenten und Getriebe im Verbund zu betrachten , sagte Gutzmer vor den mehr als 1.000 Teilnehmern.
Wie sich die fortschreitende Elektrifizierung und die Getriebekonzeption gegenseitig beeinflussen, zeigen Simulationen, die Schaeffler-Experten durchgef hrt haben. In der ersten Berechnung wird ein Fahrzeug des C-Segments mit und ohne 48-Volt-Hybridsystem gegen bergestellt. Der 1,4-Liter-Ottomotor ist in beiden F llen identisch. W hrend jedoch das nicht-elektrifizierte Fahrzeug mit einem Siebengang-Getriebe ausger stet ist, verf gt der 48-Volt-Hybrid ber vier G nge. Im k nftig geltenden Testzyklus WLTC (Worldwide harmonized Light Vehicles Test Cycle) ergibt sich durch den Einsatz des elektrifizierten Getriebes ein Verbrauchsvorteil von 18 Prozent.
In einer zweiten Simulation untersuchte Schaeffler ein SUV (Sport Utility Vehicle), ausger stet mit einem V6-Motor mit 3,0 Litern Hubraum. W hrend das konventionelle Fahrzeug mit einem Achtgang-Planetengetriebe ausger stet ist, wird in der elektrifizierten Variante ein 41 (Spitzenleistung), beziehungsweise 24 kW (Dauerleistung) leistender Elektromotor in ein F nfgang-Automatikgetriebe eingebaut. Die Verbrauchseinsparung im WLTC betr gt in diesem Fall 14 Prozent.
Doch auch ohne Elektrifizierung sind signifikante Einsparungen zu erzielen. Die Optimierung des Verbrennungsmotors hat daher f r Schaeffler weiterhin einen sehr hohen Stellenwert , sagte Prof. Gutzmer. Als Beispiel zeigte er, wie sich bei Einsatz eines vollvariablen Ventiltriebs der Verbrauch durch Ver nderung der Ventil ffnungs- und Schlie zeiten beeinflussen l sst. So kann der Motor bei niedriger Last entdrosselt betrieben werden, was den Verbrauch in bestimmten Betriebspunk ten um mehr als acht Prozent absenkt. Bei hoher Last k nnen durch l ngeres ffnen des Einlassventils die Klopfneigung und der Anfettungsbedarf verringert werden. Weitere Einsparungen in allen relevanten Betriebsbereichen w ren durch den Einsatz einer variablen Verdichtung m glich. Variabilit t ist im Sinne der Energieeffizienz sinnvoll , so Gutzmer. Sie muss jedoch stets im Zusammenhang mit der Gangzahl, dem Elektrifizierungsgrad und den Systemkosten bewertet werden.
Durch die Elektrifizierung steigt die Zahl der realisierten Antriebsarchitekturen. Angesichts der Vielfalt m glicher Kombinationen stellt sich f r die Automobilindustrie die Frage nach der richtigen Antriebsarchitektur immer dringender , sagte Prof. Gutzmer. Der Automobilzulieferer Schaeffler erarbeitet daher technische L sungen, um den Gesamt-Wirkungsgrad des Antriebstrangs zu steigern. Dazu geh ren Komponenten und Systeme f r moderne Effizienzmotoren mit hoher Leistungsdichte genauso wie Kupplungen und Lager f r Getriebe. Zudem erm glicht Schaeffler eine effiziente Elektrifizierung in jeder Spannungslage, vom 48-Volt-Hybrid bis Plug-in-Hybrid mit Hochvolttechnik.
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2015-05-07 | 000-005-812 DE-DE
