Diesel Transmissions Of Tomorrow

Diesel enthusiasts of the future will look back at us and wonder how we ever got along with just a few fixed gears and drivelines unable to store bursts of power. Young whippersnappers will scoff at our transmission coolers and wonder why we didn't use that energy for powering the wheels instead of dumping it as heat into the air. Since Diesel Power is always teetering on the edge of what's next, here's a look at transmissions that could transform and unlock the expanding capability of diesel engines.   |   The Allison 1000 transmission has an adapter that bolts into the unused power take-off (gray). The Torotrak CVT (blue) transfers power to and from the Ricardo Kinergy system (brown). Researchers are targeting a 20-percent decrease in fuel consumption with this bolt-on system. Hydraulic Hybrid
Lighting Hybrids' HyPER Assist system is supposed to be capable of increasing fuel economy by more than 40 percent. This system can be installed in most trucks in about a day, and everything is placed under the bed so you won't lose any storage or underhood space. The total package weighs less than 450 pounds. The reason for the substantial performance increase is because a hydraulic system is added in parallel to the stock automatic transmission. The HyPER Assist system uses a variable-displacement pump connected to the transmission and is capable of providing 350 lb-ft to supplement the diesel engine's power. This same device harnesses braking energy by pumping hydraulic pressure into a composite tank under the vehicle. On one complete charge of the tank, the truck can accelerate to 30 mph twice on hydraulic power alone. Once installed, the HyPER Assist system is automatically controlled and tuned in to the vehicle's computers for total optimization. The system starts at $17,999 for light-duty trucks (not including installation). The systems are available for GM 2500, 3500, 4500, and 5500 vehicles (gas and diesel). More information at:www.lightninghybrids.com Hydraulic Power
According to the National Fluid Power Association (NFPA), there's been more advances in hydraulics in the last 10 years than in the 50 years prior to that. The main reason for this increase is because a hydraulic system is 10 times more energy dense than an electrical one. Plus, hydraulics don't rely on expensive, rare earth materials; they last longer; and they are 80 percent efficient at storing braking energy as compared to batteries (which are only 30 percent efficient).   |   Lightning Hybrids' HyPER Assist (hydraulic propulsion and energy recovery) retrofit kit stores braking energy and applies it to the driveline. The vehicle's stock automatic transmission (A) has its torque converter removed, and the bellhousing is modified with an opening to accept the power transfer module (B). Inside this device is an internal hydraulic clutch that engages the belt connecting the engine to a common hydraulic variable-displacement pump (C) via a short driveshaft (D). The integral high- and low-pressure tank (E) is controlled by the valve manifold (F). Hydraulic Accumulator

• High-pressure tank found in lightning Hybrids system: Type 3
• Capacity: 22 gallons
• Empty weight: 150 pounds
• Length and diameter: 74 inches and 11.85 inches
• Operating Pressure: 6,000 psi
• Durability: 500,000 cycles between 2,500 and 5,500 psi (currently testing up to 3 million cycles)
• Burst testing: 22,500 psi
• Minimum burst pressure: 18,600 psi
• Female outlet port: -24 AN (other porting options available)
• Valve: Poppet anti-extrusion
• Bottom-load bladder: Buna-N (other materials available), 2,000-psi maximum nitrogen charge
• Liner: 6061-T6 aluminum
• Shell: Carbon and epoxy
• Failure mode: Inherent leak-before-burst fatigue failure
• Optimal operating temperature range: -40 to 180 degrees F outside ambient temperatures
• Price: $5,200

Flywheel-Powered Mechanical Hybrid
The British government helped finance a program called Flybus, which uses a mechanical-flywheel hybrid system (similar to what's been used in Formula 1 racing). This bolt-on system is said to have twice the efficiency of a typical battery-based electric hybrid in a package that is half the size, half the weight, and a quarter of the cost. Led by Torotrak, the group developing the technology includes Ricardo, Optare (a bus manufacturer), and Allison. Its technology involves spinning a small and very light flywheel to 64,000 rpm. This momentum is cased inside a Ricardo-developed, hermetically sealed unit with magnetic gearing and coupling. The stored power is then transmitted by Torotrak's continuously variable transmission to the Allison via the unused power take-off (PTO). Right now, this demonstrator is only for buses, but this could become original equipment on all types of vehicles-and there are even plans for retrofit kits. More information at:www.torotrak.com   |   Since Ricardo's compact and high-speed flywheel doesn't have a lot of mass, it makes up for it with speed-64,000 rpm. The Universal Transmission
According to VMT Technologies, its Universal Transmission is the world's first and only positively engaged, infinitely variable transmission (PE-IVT) and could reduce fuel consumption by 30 percent or more. Its working CAD-designed prototype transmission features an engaged Neutral that requires no clutch or torque converter-both traditional coupling devices that tend to wear out and waste energy. The Universal Transmission's metal-to-metal design uses gears and a chain that are in constant contact. The load is never separated from the engine, so power can be applied constantly. Since the transmission is infinitely variable (because of what the company calls "compensating Moongears"), it means a diesel engine, electric motor, or wind turbine could operate at its sweet spot, always providing maximum power and efficiency. Since this transmission is said to use an internal torque splitter, designs are already available for applications up to 1,575 hp. More information at:www.moongears.com   |   The Flybus demonstrator uses an 80hp system that stores 400 kJ of energy, while saving the brake pads from wear. Future plans call for upgrading the flywheel so it'll make 147 hp and store 1 MJ of energy. The Perfect Transmission For Diesel Power

• Type: VMT Technologies UT-301 HT
• Engine range: 5.9L to 12.0L
• Maximum input horsepower: 525 hp
• Maximum engine torque: 1,150 lb-ft
• Maximum input torque: 1,700 lb-ft
• Maximum output torque: 4,100 lb-ft
• Maximum input speed: 5,100 rpm
• Weight: 595 pounds
• Gear ratios forward: 0.59 to infinity
• Gear ratios reverse: 6.1 to infinity
• Length: 38.7 inches
• Height: 14.7 inches
• Width: 28.5 inches

Automatic vs. Manual Transmissions
Early diesel trucks came almost exclusively with manual transmissions connected directly to the engine with a clutch. With today's pickups, the opposite is true-automatic transmissions dominate the market and they use a torque converter to connect to the engine. Torque converters use a paddle and turbine to transmit power via automatic transmission fluid, which creates heat and therefore inefficiency. Automated-manual transmissions, like Freightliner's AMT3 use an automated clutch and therefore promise the best of both worlds. Automated-manual transmissions (like the AMT3 and Volkswagen's DSG) offer the ease of an automatic without the slippage and excess heat, because of the mechanically connected drivetrain. According to Freightliner, ditching the torque converter delivers on average a 9 percent increase in fuel efficiency.   |   Gary Lee invented the Universal Transmission because of his unsatisfying experiences with snowmobiles burning up belts because of the friction-based CVT drivetrain. Key features of his transmission include: the engine never being disconnected from the load, no clutches or torque converters, and ease of operation.