Fuel Efficient AWD

Hang on Systems

ECO2-TWINSTER & ECO2-BOOSTER

Michael Hck
GKN Driveline
 Agenda
Motivation
Efficiency Improvement Potential on AWD Driveline
Development Targets
Concept and Design
System Technique
Vehicle Test Results
Hazard Investigation
Influence on Fuel Consumption / CO2 reduction
Summary / Outlook

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Fuel Efficient AWD Hang on Systems

MOTIVATION
 USA and EU Regulations
USA Regulations
CAFE for Pass. Car / Light Truck
MY 2011: 30.20 mpg / 24.10 mpg
MY 2012: 31.70 mpg / 25.30 mpg
MY 2013: 33.30 mpg / 26.60 mpg
MY 2014: 35.00 mpg / 27.90 mpg
MY 2015: 36.70 mpg / 29.30 mpg
MY 2016: 39.00 mpg / 30.00 mpg
Penalty for failing to meet CAFE: 5.50 US$ per tenth of a mile per gallon
EU Regulations
Long term target: 2020
for the new car fleet of average emissions of 95g CO2/km
Phase in 2012-2018:
vehicle 120g C02/km, engine 130g CO2/km (current level 160g CO2/km)
2012 -> 65% of the average fleet
2013 -> 75%
2014 -> 80%
2015 -> 100%
2012-2018 payment
5 for the first gram CO2
15 for the second gram CO2
25 for the third gram CO2
95 from the fourth gram CO2
2019
95 for each gram CO2
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Fuel Efficient AWD Hang on Systems

EFFICIENCY IMPROVEMENT
POTENTIAL ON AWD
 Road map

Efficiency Improvement

Weight Reduction

Parasitic Loss
AWD Disconnect Reduction

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 Efficiency Improvement
Weight Reduction by:
Light weight materials
Design optimization, function integration into axle components
Ring gear welding, coupler integration, propshaft joint interface
Size down / reduce torque capacity / smaller parts

Parasitic Loss Reduction by:

Bearing concept optimization
Reduce pre load on bearings
Introduce high efficiency bearings on PTU and RDU
Ring gear pinion offset reduction (package depending)
Sealing concept optimization
Reduction of sealing friction losses (new materials)
Reduction of oil splash losses
Package coupler from inline on axle side (absolute speed reduction)

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Effects on Efficiency by Axle Torque Reduction

1650 Nm 1100 Nm
Standard AWD Downsize AWD Delta

Parameter
Input Torque 1650 Nm 1100 Nm -550 Nm
Gear Set
Weight PTU 16,6 kg 12,8 kg -3,8 kg
Bearing
Weight RDU incl.
Differential Coupler
26,4 kg 19,3 kg -7,1 kg

Oilvolume Oilvolume PTU 0,75 l 0,45 l -0,3 l

Geometry of Housing Oilvolume RDU 0,7 l 0,45 l -0,3 l
Lubrication Concept
Dragloss
100% 83%- 74% -17% - 26%
RDU + PTU

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Fuel Efficient AWD Hang on Systems

AWD SEAMLESS DISCONNECT

DEVELOPMENT TARGETS
 Development Targets
Reduction in fuel consumption
Target > 0,2 l/100 km
Seamless
Driver should not feel a traction deficit (slip on one wheel or axle)
No negative influence on vehicle stability
Comparable in NVH to standard AWD no jerking or clunk
Low friction on driveline components in disconnect mode
No increase in weight (ECO2-BOOSTER) compared to state of the art AWD
Identical or better performance in mobility and drivability
Low current consumption in AWD on and off mode
Cost efficient

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Fuel Efficient AWD Hang on Systems

AWD SEAMLESS DISCONNECT

CONCEPT AND DESIGN
 Overview Driveline Lay Out

*DC=Dog Clutch
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State of the Art AWD

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ECO2- BOOSTER

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ECO2-TWINSTER

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 Modular RDU Concept

Disconnect Mode

Parts are rotating

Parts are on down time

BOOSTER BOOSTER&DC* TWINSTER

*DC=Dog Clutch
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Page not published
RDU Production Intended Modular Design

ECO2- BOOSTER ECO2-TWINSTER

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Page not published
Package RDU State of the Art and TWINSTER RDU

Weight incl. Actuator:

TWINSTER: 23 kg
Hang on + eLSD: 24 kg

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Fuel Efficient AWD Hang on Systems

AWD SEAMLESS DISCONNECT

SYSTEM TECHNIQUE
 Function Principle Hydraulic Actuator / Coupling

E-motor driven hydraulical pump

No hydraulic accumulator needed
Self bleeding system

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 Clutch Pack

Excellent package through high surface pressure 6N/mm2

High friction level (compared to i. e. woven carbon)
Good capacity for high power and energy impacts
Applicable in different oil e.g. ATF and hypoid
Good NVH behaviour
Low wear
Low run-in wear
High thermal capacity
High misuse potential
Highly flexible in terms of different groove patterns (cut, milled, stamped)
Low drag losses

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Optimization on parasitic losses on coupling arrangement

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Lubrication Concept

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Page not published
Lubrication Concept

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Page not published
Lubrication Concept

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Page not published
 Hydraulic Actuator
Brushless DC Motor
Valve controlled pressure 0-40 bar
Current draw at 40 bar: 7 A
Average current draw: <2 A
No accumulator needed
Pressure build up time: 100ms
Part Communality to DCT technique
As stand alone or integrated available

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Page not published
ECO2-TWINSTER Hydraulic Layout
Max pressure 40 bar
Valve controlled couplings
Self bleeding system
One Pump & e-motor unit for complete system

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Page not published
 Control Strategy for AWD Disconnect

Serial Control Strategy for AWD on / off

For AWD off
1. hang on coupling off
2. PTU off
For AWD on
1. PTU on
2. hang on coupling on
Serial disconnect strategy is essential because a parallel actuation of coupler
and PTU can lead to braking forces on rear wheels by accelerating
stillstanding masses of PTU and RDU (inertia). The braking forces can
generate instability on the rear axle during driving on low-
Detection of AWD demand is mainly done by slip control function. The slip
control philosophy avoids AWD on when not needed
Currently at 0 km/h AWD
Speed> 20 km/h and no slip AWD off
If no slip occurs AWD comes back when speed 0 km/h
If slip >x% AWD is on for 5 sec minimum
Therefore it is essential to be able to actuate very fast <300ms

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 Control Philosophy
TWINSTER is a wheel torque dependent active
yaw system to reduce power understeering during
cornering generated by reduction of side force
capacity on FA

By varying RA Wheel forces independently an

additional yaw moment can be generated

At high speed Demand for TV is very low

Stability instead of agility

To generate a positive yaw moment during

cornering the centre of the primarily driven FA
needs to be faster than the outer wheel of the RA.

Control system acts dependent on FA slip to avoid

negative TV effects

System Response can be increased by ratio offset

between FA and RA

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 Control Philosophy

Low 250 6

5
200
Wheel Torque Level

Slip FA Centre / RA Outer

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max Speed km/h

150

100
2

50
1

max. Speed at 300 STA

High 0 0
0 50 100 150 200 250 300 350 400 450 500 550 600
Steering Angle

Low Speed: High Wheel Torque High Wheel Slip Capacity

High Speed Low Wheel Torque Low Wheel Slip Capacity

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Fuel Efficient AWD Hang on Systems

AWD SEAMLESS DISCONNECT

VEHICLE TEST RESULTS
Measurement: AWD on / off at 160 km/h vehicle speed

10^3 /min 2.5

2.0
PTU Input Speed
1.5
1.0
0.5 PTU Output Speed
0.0
bar 50
40 On
Synchro Switch Demand
30
20
10 Off
0
km/h 200
Vehicle Speed
150

100

50
0
1.010 1.015 1.020 1.025
10^3 s

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 Zoom of AWD switch on phase
10^3 /min 2.5
2.0

1.5 PTU Input Speed

1.0

0.5 PTU Output Speed

0.0
bar 50 Synchro Switch Demand
40

30 180 ms
20

10
0
km/h 200 Vehicle Speed
150

100

50

0
1.0257 1.0258 1.0259 1.0260
10^3 s

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Traction improvement by eLSD functionality on -split gradient 18%

% 100
80

60

40

20
0
kNm 1.5

1.0
RDU
0.5 Delta Torque 1300 Nm

0.0

-0.5
km/h 75
60

45

30

15
0

42 44 46 48 50
s

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Selfsteering behaviour during acceleration on const. corner radius

125

100

ECO2- BOOSTER
(open Differential)
Steering Angle

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Reduced steering angle demand

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ECO2-TWINSTER +15%
Lat. Acceleration
25

0
0 2 4 6 8 10
Lateral Acceleration m/s

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Fuel Efficient AWD Hang on Systems

HAZARD INVESTIGATION
 20 bar Step Actuation on one coupler during acceleration

Compensation Steering Angle: < 5

Yaw speed: < 1.5/s
10 10 deg/s deg/s 10 10

0 0 0 0
Steering Angle & Yaw Speed Steering Angle & Yaw Speed
-10 -10 -10 -10
% 100 % 100

50 50

0 Pressure 0 Pressure
bar 30 bar 30
20 20

10 10
0 0
Nm 500 Nm 500

0 0

-500 Torque Front & Rear left -500

Torque Front & Rear left
km/h 200 km/h 200

100 100

0 0
54 56 58 60 62 245 250 255

Low- s
High- s

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Fuel Efficient AWD Hang on Systems

INVESTIGATION ON FUEL
EFFICIENCY / CO2 REDUCTION
How often is AWD really demanded?
RLD on public roads with disconnect control strategy on
Country roads
Motorway / Autobahn
City
Snow low- roads

Driving style
normal

Country Road and Autobahn

City

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Road Load Data Evaluation

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Rolling Road Measurement
Testprogramm
AWD und AWD Disconnect
NEDC Cold
NEDC Hot
Constant Speed (hot)
50, 100, 150 km/h

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 Result on NEDC Cold / Hot (Bag Analysis)

AWD ECO2-TWINSTER

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Fuel Consumption [l/100km]

8,5
8
7,5
7 Saving
- 0,54 l/100km
- 14,2 g/km CO2 Saving
6,5 - 0,54 l/100km
- 6.3 %
6 - 14,2 g/km CO2
- 7.1 %
5,5
5
NEDC "Cold" NEDC "Hot"

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 Result on Constant Speed Hot (Bag Analysis)

AWD ECO2-TWINSTER

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10
Fuel Consumption [l/100 km]

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Saving
6 - 0,4 l/100km
- 10,6 g/km CO2
- 3,7 %
Saving
4 Saving
- 0,4 l/100km
- 10,6 g/km CO2
- 0,65 l/100km - 6,0 %
2 - 17,0 g/km CO2
- 11,4 %

0
50 100 150
Const. Vehicle Speed [km/h]

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How much Fuel can be saved by Disconnect AWD in
Real World Condition?

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Fuel Efficient AWD Hang on Systems

SUMMARY / OUTLOOK
 Summary
Two main strategies to reduce driveline losses:
Reduce parasitic losses no disconnect (limited)
Disconnect AWD (PTU and RDU)

Cost and weight optimized disconnect system realized by:

Integration of coupler into RDU
Disconnect function integrated into AWD coupling(s) & PTU
Eliminate open differential (TWINSTER only)
One actuator to power one synchronizer and two clutch packs
Adoption of synergies on DCT know how
Synchronizer, ECU, pump, motor, valve

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 Summary
System acts seamless
Driver does not detect different vehicle behaviour in on and off
mode

NEDC Measurement with ECO2-TWINSTER showed reduction of

0,54 l/100km
14,2 g/km CO2

System is easy marketable to end customer:

driveline status can be displayed or selector switch thinkable etc.
. what is not needed - is off

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 Summary
ECO2-BOOSTER provides:
AWD disconnect functionality
Hang on coupler function

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 Summary
ECO2-TWINSTER provides:
AWD disconnect functionality
Hang on coupler function
Limited slip differential function
Active yaw support (torque led system)
Accommodates perfect with mobility and vehicle dynamics
demands:
High Traction Potential
High yaw support capacity at low speed
Low yaw support capacity at high speed
Yaw damping by eLSD functionality
Smooth and harmonic handling by slip dependent yaw control
Driver can control yaw support by throttle
Hazard investigation showed insensitive for failure mode
Potential for agility improvement by gear ratio offset between
front and rear axle

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 Outlook
One Platform with different Customer Target Groups can be met by modular Driveline
Basis Efficient Performance Efficient & Performance
BOOSTER ECO2 BOOSTER TWINSTER ECO2 -TWINSTER

+ AWD Disconnect
+ Torque Vectoring + Torque Vectoring
agile Handling agile Handling
+ AWD Disconnect + Traktion (eLSD) + Traktion (eLSD)
AWD Hang on AWD Hang on AWD Hang on AWD Hang on

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Thank you for your attention

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