Camless Technology already here
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Senior Member
Joined: Feb 2003
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From: Colorado,
Camless Technology already here
Was reading about this durring breakfast. What a exciting time to be alive.
This new camless technology would allow having a stock cam profile, full race or anywhere inbetween. All computer controlled at the flip of your chip.
Ford is already using this on the 6.0 L diesel engine in 2003 for there injectors.
Imagine the room that would save under the hood for more cubic Horsepower!
http://www.sturmanindustries.com/htm...actuation2.htm
This new camless technology would allow having a stock cam profile, full race or anywhere inbetween. All computer controlled at the flip of your chip.
Ford is already using this on the 6.0 L diesel engine in 2003 for there injectors.
Imagine the room that would save under the hood for more cubic Horsepower!
http://www.sturmanindustries.com/htm...actuation2.htm
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Joined: Oct 2002
Posts: 2,438
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this definately sounds interesting, and it's awesome in terms of engine performance. no more timing chains to spin, no cams, less wieght and less rotational mass to turn.
While thats all cool, and im glad its coming around, i can't help but laugh at the pic. Its liks some guy was at a dinner table with a napkin and just drew a vavle, put a square on top of it and said: "LOOK! NO CAM!"
While thats all cool, and im glad its coming around, i can't help but laugh at the pic. Its liks some guy was at a dinner table with a napkin and just drew a vavle, put a square on top of it and said: "LOOK! NO CAM!"
Senior Member
Joined: Mar 2002
Posts: 11,153
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From: Selden NY
The future is def looking bright,
Smart Transmissions
Adjustable Magnetic Ride control
And 6speed Manual (or Automatic if desired) hybrid transmissions.
The Manual/Automatic trannys + Mag Ride Control interest me the most. COMFORT AND PERFORMANCE without giving up either,
sounds like this new Cam design will do that too, very interesting indeed.
Audi has thee first Manual Automatic NOW on the showroom floor,
it's absolutly amazing, it's a 6 speed manual transmission that
allows paddle shifting from the steering wheel, or manual shifting
from the floor shifter OR a Automatic position that does the shifting 100% for you and acts as a Full Automatic Transmission.
The results are simply amazing, 100 % instant power shifts @ WOT WITHOUT A CLUTCH PEDAL missing a gear is a thing of the past. The shifter is the clutch and shifter all in one
It works flawlessly and they say we'll be seeing it in many cars
in the future. It has 1 3 5 + Reverse on one spindle, and 2 + 4 on the other
Here's some info on it:
The new Direct Shift Gearbox (DSG)
So how does this revolutionary transmission concept work? The basis for the new development is a 6-speed manual gearbox with high variability in the selection of the transmission ratio. Thanks to the use of an integrated twin multi-plate clutch with ingenious control system, two gears can be engaged at the same time. During dynamic operation of the car, one gear is engaged. When the next gearshift point is approached, the appropriate gear is preselected but its clutch kept disengaged. The gearshift process opens the clutch of the activated gear and closes the other clutch at the same time. The gear change takes place under load, with the result that a permanent flow of power is maintained.
The technology of this twin-clutch transmission, the only one of its kind in the world, has its roots in motor racing. As far back as 1985, Walter Röhrl successfully tested it in his Audi Sport quattro S1.
Today, the new design satisfies the exacting requirements of convenient gear-shifting and maximum operating life for everyday use in series production vehicles. This transmission has been developed at group level and is built at the Kassel transmissions plant. This compact transmission is capable of handling torque of up to 350 Newton-metres.
The control logic integrated into the transmission casing maintains optimum gearshift strategies that perform lightning-fast gearshifts that are nevertheless smooth and almost jolt-free. The driver can directly influence the gear selected and the gearshift timing at will, by means of the gear lever in the manual gate or the standard-fit shift paddles on the steering wheel.
In the automatic mode, the driver can shift from position D to the ultra-sporty S program, in which upshifts are retarded, downshifts advanced and the shifting process accelerated. A remote one-touch function accessed via the shift paddles on the steering wheel in addition temporarily calls up the manual mode even in automatic modes D and S.
High overall efficiency is thus combined with superlative road performance and ease of control to produce an exceptional drive concept. The user interface is reminiscent of the familiar gearbox gate of the Audi tiptronic or multitronic.
High tech in very confined conditions
As on conventional manual gearboxes, the transmission ratios are present on input and auxiliary shafts in the form of pairs of toothed wheels. In contrast to manual gearboxes, the input shaft is divided into two sections. It comprises an outer hollow shaft, and an inner shaft. The 1st, 3rd, 5th gears and reverse are located on the inner shaft. The hollow shaft handles the even-numbered gears.
Each of these shafts is selected by means of a separate multi-plate clutch running in oil. The two electronically controlled, hydraulically actuated clutches are packed inside each other for maximum space economy.
As well as their high efficiency and ability to transmit high torques, clutches of this type permit a wide range of starting characteristics. In other words, the multi-plate clutch can be controlled in such a way that every conceivable form of pulling away is possible, from an ultra-gentle edging along on a slippery surface to sports-style acceleration at full throttle.
The gearshifts it produces feel spontaneous and decisive, as if executed at the push of a button. The electronic-control throttle blip feature of the manual and S modes reinforces the impression of ultra-dynamic gearshifts.
A shift-by-wire control concept has been implemented. The mechatronic concept combines a control unit with an electro-hydraulic control unit. The resulting device is housed in the upper section of the transmission casing. The signals from ten individual sensors are processed centrally there, and the actuation values calculated using the relevant information on the momentary driving situation from the drive CAN bus. The application pressure of the two clutches is regulated by special solenoid-operated valves depending on the situation, and the gear positioners operated.
The electronics also calculate which additional gear is to be preselected by the corresponding positioning cylinder and selector forks, and manages all actuating elements and the oil cooling circuit via six pressure regulation valves and five on/off valves.
All in all, the entirely new concept results in a decidedly agile performance, with the added benefit of the typically low fuel consumption of an advanced 6-speed manual gearbox
Smart Transmissions
Adjustable Magnetic Ride control
And 6speed Manual (or Automatic if desired) hybrid transmissions.
The Manual/Automatic trannys + Mag Ride Control interest me the most. COMFORT AND PERFORMANCE without giving up either,
sounds like this new Cam design will do that too, very interesting indeed.
Audi has thee first Manual Automatic NOW on the showroom floor,
it's absolutly amazing, it's a 6 speed manual transmission that
allows paddle shifting from the steering wheel, or manual shifting
from the floor shifter OR a Automatic position that does the shifting 100% for you and acts as a Full Automatic Transmission.
The results are simply amazing, 100 % instant power shifts @ WOT WITHOUT A CLUTCH PEDAL missing a gear is a thing of the past. The shifter is the clutch and shifter all in one
It works flawlessly and they say we'll be seeing it in many cars
in the future. It has 1 3 5 + Reverse on one spindle, and 2 + 4 on the other
Here's some info on it:
The new Direct Shift Gearbox (DSG)
So how does this revolutionary transmission concept work? The basis for the new development is a 6-speed manual gearbox with high variability in the selection of the transmission ratio. Thanks to the use of an integrated twin multi-plate clutch with ingenious control system, two gears can be engaged at the same time. During dynamic operation of the car, one gear is engaged. When the next gearshift point is approached, the appropriate gear is preselected but its clutch kept disengaged. The gearshift process opens the clutch of the activated gear and closes the other clutch at the same time. The gear change takes place under load, with the result that a permanent flow of power is maintained.
The technology of this twin-clutch transmission, the only one of its kind in the world, has its roots in motor racing. As far back as 1985, Walter Röhrl successfully tested it in his Audi Sport quattro S1.
Today, the new design satisfies the exacting requirements of convenient gear-shifting and maximum operating life for everyday use in series production vehicles. This transmission has been developed at group level and is built at the Kassel transmissions plant. This compact transmission is capable of handling torque of up to 350 Newton-metres.
The control logic integrated into the transmission casing maintains optimum gearshift strategies that perform lightning-fast gearshifts that are nevertheless smooth and almost jolt-free. The driver can directly influence the gear selected and the gearshift timing at will, by means of the gear lever in the manual gate or the standard-fit shift paddles on the steering wheel.
In the automatic mode, the driver can shift from position D to the ultra-sporty S program, in which upshifts are retarded, downshifts advanced and the shifting process accelerated. A remote one-touch function accessed via the shift paddles on the steering wheel in addition temporarily calls up the manual mode even in automatic modes D and S.
High overall efficiency is thus combined with superlative road performance and ease of control to produce an exceptional drive concept. The user interface is reminiscent of the familiar gearbox gate of the Audi tiptronic or multitronic.
High tech in very confined conditions
As on conventional manual gearboxes, the transmission ratios are present on input and auxiliary shafts in the form of pairs of toothed wheels. In contrast to manual gearboxes, the input shaft is divided into two sections. It comprises an outer hollow shaft, and an inner shaft. The 1st, 3rd, 5th gears and reverse are located on the inner shaft. The hollow shaft handles the even-numbered gears.
Each of these shafts is selected by means of a separate multi-plate clutch running in oil. The two electronically controlled, hydraulically actuated clutches are packed inside each other for maximum space economy.
As well as their high efficiency and ability to transmit high torques, clutches of this type permit a wide range of starting characteristics. In other words, the multi-plate clutch can be controlled in such a way that every conceivable form of pulling away is possible, from an ultra-gentle edging along on a slippery surface to sports-style acceleration at full throttle.
The gearshifts it produces feel spontaneous and decisive, as if executed at the push of a button. The electronic-control throttle blip feature of the manual and S modes reinforces the impression of ultra-dynamic gearshifts.
A shift-by-wire control concept has been implemented. The mechatronic concept combines a control unit with an electro-hydraulic control unit. The resulting device is housed in the upper section of the transmission casing. The signals from ten individual sensors are processed centrally there, and the actuation values calculated using the relevant information on the momentary driving situation from the drive CAN bus. The application pressure of the two clutches is regulated by special solenoid-operated valves depending on the situation, and the gear positioners operated.
The electronics also calculate which additional gear is to be preselected by the corresponding positioning cylinder and selector forks, and manages all actuating elements and the oil cooling circuit via six pressure regulation valves and five on/off valves.
All in all, the entirely new concept results in a decidedly agile performance, with the added benefit of the typically low fuel consumption of an advanced 6-speed manual gearbox