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Developments
John Barlage
Director, Product Strategy and Business Development October 25, 2012
Our Beliefs
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Common AWD Driveline Architectures
Power Secondary
Transfer Drive Axle
Primary
Unit
Drive Axle
Transfer Case
(Part-Time, Full-Time
or On-Demand)
Secondary Primary
AWD
Drive Axle Drive Axle
Coupling
FWD
Active AWD
Passive
Active
RWD
AWD
Passive
AWD
What AWD Consumers Sense TC
Vehicle VW Tiguan Volvo XC60 Dodge Journey Ford Edge Toyota RAV4
Full driveline torque is not the norm = Opportunity to down size (mass reduction)
Rounding of City/High/Combined seems to negatively distort actual AWD FE penalty
*Source: www.fueleconomy.gov “2012 FEGuide for DOE-rev1-rel dates before 3-13-2012-no-sales-3-7-2012public3-20.xls”
** Using rounded data in calculation – what vehicle buyers see
Challenge Countermeasure
Acceptable AWD capability Accurate customer usage profile
AWD availability High thermal capacity
NVH System approach to avoid dampers
Driveline protection Torque accuracy & engine mgmt
Step-μ Vehicle Starts on Horizontal Surface
Closed Sump Electro-Magnetic Coupling Open Sump Electro-Hydraulic Coupling
Adaptive damage “counter” software
Temperature Shutdown after 5 starts No Temperature shut down
Mini series production Mini with Haldex G5
800 800
MD_GW_HI [Nm] MD_GW_HI [Nm]
600 600
0 0
50 100 150 200 250 50 100 150 200
100 100
Diff Speed [rad/s] Diff Speed [rad/s]
75 75
50 50
25 25
0 0
-25 -25
50 100 150 200 250 50 100 150 200
2E+05 2E+05
1.5E+05 1.5E+05
100000 100000
50000 50000
Source: http://www.icemakers.se/content/gallery.aspx
Accumulated Power [Joul] Accumulated Power [Joul]
0 0
50 100 150 200 250 50 100 150 200
80
40
Estimated Lamella Temp. [degC]
50 100 150 200
BW GenV
Centrifugal Electro-Hydraulic
(CEH) Actuator
*Depending on application
AWD Coupling
Moved to Side
New axle
design for
side
mounted
coupling
Challenge Countermeasure
System complexity Vehicle controls integration
Vehicle level cost implications Early system cost assessment
FE dependent on AWD duty cycle Optimal Auto Mode strategy
Driveline lash (clunk) Spline fits and gear tolerances
High disconnect efficiency RDM system drag < 1.4 Nm*
Transparent operation Driveline connect-ready: ~260 ms*
Driveline synchronization: ~80 ms
PTU connection: ~80 ms
AWD coupling at “touch point”: ~100 ms
Unlock
0.9
0.8
0.7
0.6
1 0.5
0.9 0.4
0.8 0.3
0.7 0.2
0.6 0.1
0.5 0
Aggressive
0.4
Low Mu
0.3
0.2
0.1
0 Normal High Mu
Aggressive
Driving Conditions
Envionment Conditions
Low Mu
Normal High Mu
Driving Conditions
Envionment Conditions
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