All-Wheel Drive Efficiency

Developments

John Barlage
Director, Product Strategy and Business Development October 25, 2012

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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 Base RWD Based

2 Copyright © 2012 BorgWarner Inc.

Global LV Production – RWD & FWD

FWD Based AWD Continues to grow as the dominant architecture

Source: IHS & BW October 2012

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Global LV AWD Vehicle Segment Trend

LV AWD Production: By Segment LV AWD Production: By Sub-Segment

Segments C & D continue to lead in volume and growth with majority

being SUV/CUVs, Pickup Trucks and increasing Passenger Cars

Source: IHS & BW October 2012

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AWD Active and Passive Technology Trend

FWD
Active AWD

Passive

Active
RWD
AWD
Passive

Active (electronically-controlled) systems continue to grow

Active systems tend to be On-Demand AWD
Source: IHS & BW October 2012

5 Copyright © 2012 BorgWarner Inc.

AWD Consumer Perspective

AWD Provides What Consumers Want

 Expands the range of stable acceleration and
cornering
 An integral part of overall safety and handling
 Assured mobility

AWD
What AWD Consumers Sense TC

 A 1 to 2 MPG penalty for AWD ABS ESC

 Perceived as both Safety and Performance feature*

 Market level price of $2,000 dampens interest*
 While $1,000 pricing would further expand market
share*

*Source: Harris Interactive: “Consumers Perspective of All Wheel Drive, 2011”

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FWD AWD Vehicle Benchmark Examples

Vehicle VW Tiguan Volvo XC60 Dodge Journey Ford Edge Toyota RAV4

Engine/Trans 2.0 T / A6 3.2L I6 / A6 3.6L V6 / A6 3.5 V6 / A6 3.5L V6 / A5

Max. Veh. Weight 2,210 kg 2,505 kg 2521 Kg 2,333 kg 2,207 kg

Max. Rear Axle Load 1,160 kg 1,087 kg 1315 Kg 1,245 kg 1,058 kg

Rear Skid Torque @ μ = 1 3,904 Nm 3,828 Nm 1537 Nm 4,559 Nm 3,603 Nm

Max Available Driveline

3,811 Nm 2,709 Nm 1026 Nm 2,900 Nm 1,651 Nm
Torque
Available Rear Axle
98% 71% 66% 64% 46%
Torque as % of Skid
EPA Combined MPG
23.63 / 23.39 21.01 / 20.38 25.44 / 23.64 21.91 / 20.52 22.10 / 21.68
FWD / AWD*
AWD MPG Reduction
0.24 [ 1 ] 0.63 [ 1 ] 1.8 [ 1 ] 1.39 [ 1 ] 0.42 [ 0 ]
[w/ rounded data]**
AWD FE Reduction
1% [ 4.2% ] 3% [ 4.8% ] 7.1% [ 4.0% ] 6.4% [ 4.5% ] 1.9% [ 0% ]
[w/ rounded data]**

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

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FWD AWD Fuel Economy Strategies

 Mass Reduction: Driveline Downsizing

 Purpose designed (“right sized”)
 Parasitic Loss Reduction: Fixed
 High efficient driveline design

 Parasitic Loss Reduction: Variable

 Driveline disconnect systems (High efficient 2WD mode)

8 Copyright © 2012 BorgWarner Inc.

Mass Reduction: Driveline Downsizing

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

400 Vehicle restart 400

Over heated activating AWD
200 200

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

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Mass Reduction: AWD Coupling Example

New electro-hydraulic actuator

eliminates accumulator, solenoid
control valve and filter resulting in:
 Up to 28% weight reduction (4 lbs or
1.8 kg)*
 Up to 25% cost reduction*
BW GenIV
 Equivalent hydraulic actuation
performance
 Reduced design and manufacturing
complexity
 Finalist for the 2012 PACE Award
Centrifugal Over-
Flow Valve

BW GenV
Centrifugal Electro-Hydraulic
(CEH) Actuator
*Depending on application

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 Parasitic Loss Reduction: Driveline Disconnects

RWD AWD FWD AWD

Dodge Charger BorgWarner Demonstrator Example

Front axle disconnect PTU w/ added disconnect

added* and actuator function**

AWD Coupling
Moved to Side
New axle
design for
side
mounted
coupling

BW AWD and FAD AWD Coupling w/

AWD and PTU
Synchronization and Auto BW On-Demand added low drag
Synchronization and Auto
Mode Controls AWD Transfer features
Mode Controls ** Source: Linamar
Case (Existing)
Red highlighted
components = non-
* Source: Chrysler rotating in 2WD
Mode

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Parasitic Loss Reduction: FWD AWD Disconnect
Challenge
 System complexity
 Vehicle level cost implications
 FE dependent on AWD duty cycle
 Driveline lash (clunk)
 High disconnect efficiency
 Transparent operation
12
Countermeasure
 Vehicle controls integration
 Early system cost assessment
 Optimal Auto Mode strategy
 Spline fits and gear tolerances
 RDM system drag < 1.4 Nm*
 Driveline connect-ready: ~260 ms*
 Driveline synchronization: ~80 ms
 PTU connection: ~80 ms
 AWD coupling at “touch point”: ~100 ms
*Vehicle type dependent Copyright © 2012 BorgWarner Inc.
Driveline Disconnect Auto Mode Execution

AWD Driving Variables + AWD Environment Variables

 Aggressive Launch  Ambient Temperature
 Unintended Clutch Slip  Windshield Wipers
 Excessive Lateral / Longitudinal  Driving Surface Friction
Acceleration Coefficient
 Aggressive Steering Maneuvers  Hill Detection AWD AWD
Exit
Exit MapMap


Unlock

ABS ESC Events

AWD Entrance
AWD Entrance Map Map
Lock 1

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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Driveline Disconnect System Applicability

Vehicle AWD Duty Efficiency Gain Driveline Disconnect

Vehicle Attributes
Type Cycle From Disconnect Recommendation
Rotating Mass High ++
High GVW Base Driveline Efficiency Low ++
Potential candidate
SUV Traction Need High Med -
Dynamics Need Low Low ++
Rotating Mass High +
Potential business
Perf. Base Driveline Efficiency High -
case dependent on
Sedan Traction Need Base Low +
duty cycle
Dynamics Need High High --
Rotating Mass Low --
Base Driveline Efficiency High --
B-Seg SUV Difficult business case
Traction Need Base Low +
Dynamics Need Low Low +

 Not necessarily “one size fits all”

 GVW, base driveline efficiency and usage profile will drive the business case
 On average, on-cost for disconnect FE benefit is targeted at less than $100
over base AWD (total system cost)

14 Copyright © 2012 BorgWarner Inc.

FWD AWD Fuel Economy Developments
NexTrac 100 Electro-Magnetic Coupling: Base
• Cost effective base performance in a compact package
• Typically limited thermal capacity

GenV Electro-Hydraulic Coupling: ~1-2%*

• High torque density, reduced mass
• Enhanced torque accuracy, response and thermal capacity (optimizes driveline downsizing)

GenV + EcoMode: ~0.5%*

• Active sump management; high efficient bearings and seals
• Reduced parasitic losses; complements high efficient driveline strategy

Driveline Disconnect System: ~1-3%*

• High efficient 2WD mode and automatic controls
• FE performance dependent on base vehicle and usage

Electrified Secondary Axle (eAWD): ~20+%*

• Enables vehicle hybridization (TTR Hybrid)
• Electric drive axle plus torque vectoring

Increasing Fuel Economy

*Vehicle type and duty cycle dependent

15 Copyright © 2012 BorgWarner Inc.

Summary

 AWD will continue to be in demand by consumers

 AWD will be an integral part of future drivelines – its “shape and form” will
likely change
 AWD systems will need to be more purpose designed to deliver specific
performance with optimum Fuel Economy
 There are strategies to enhance FE by 1% to 3% depending on vehicle type
and usage and greater than 20% when combined vehicle electrification
 AWD clutch actuation and control systems play a critical role in enabling
system level optimization
 Driveline disconnects are not necessarily a universal solution with the OEM
value proposition dependent on vehicle type and usage
 Much closer collaboration between suppliers and OEMs is a must
 AWD has never been more innovative and exciting!

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Thank You

better fuel economy

reduced emissions
great performance

17

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