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Vehicle Dynamics EXPO Stuttgart, June 22nd 2010 Torque Vectoring for improved vehicle dynamics Peter van Vliet Bosch Engineering GmbH Bosch Engineering GmbH 1 BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.
- Page 2 and 3: Bosch Engineering GmbH Combustion C
- Page 4 and 5: Contents unique benefits regarding
- Page 6 and 7: Raise the limiting cornering speed
- Page 8 and 9: Virtual reduction of the moment of
- Page 10 and 11: The compromises in chassis tuning T
- Page 12 and 13: Contents unique benefits regarding
- Page 14 and 15: Experimental results - E-motors - s
- Page 16 and 17: Experimental results - brake - race
- Page 18 and 19: Experimental results - brake - race
Vehicle Dynamics EXPO Stuttgart, June 22nd 2010<br />
<strong>Torque</strong> <strong>Vectoring</strong><br />
<strong>for</strong> <strong>improved</strong> <strong>vehicle</strong> <strong>dynamics</strong><br />
Peter van Vliet<br />
Bosch Engineering GmbH<br />
Bosch Engineering GmbH<br />
1<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
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2<br />
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<strong>Torque</strong> <strong>Vectoring</strong> – Actuators<br />
Differential<br />
Brake<br />
E-Motors<br />
yaw torque<br />
yaw torque<br />
yaw torque<br />
active differential<br />
brake<br />
electric motor<br />
Bosch Engineering GmbH<br />
3<br />
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distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
Contents<br />
unique benefits<br />
regarding <strong>vehicle</strong> lateral<br />
<strong>dynamics</strong><br />
less compromises<br />
driver<br />
raise per<strong>for</strong>mance<br />
objectively<br />
Bosch Engineering GmbH<br />
4<br />
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distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
<strong>Torque</strong> vectoring – range of action<br />
TV electric motors<br />
TV differential<br />
TV brake<br />
TV brake<br />
ESC<br />
ESC<br />
understeering<br />
dynamic state of the <strong>vehicle</strong><br />
oversteering<br />
Bosch Engineering GmbH<br />
5<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
Raise the limiting cornering speed<br />
without torque vectoring<br />
- understeering setup -<br />
with torque vectoring<br />
- neutral -<br />
front axle reaches<br />
the limit first<br />
60<br />
yaw torque reduces<br />
lateral slip at front axle<br />
60<br />
limiting<br />
speed<br />
limit not<br />
reached<br />
friction potential is not<br />
utilized completely<br />
increased usage of friction<br />
potential at rear axle<br />
6<br />
Bosch Engineering GmbH<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
Raise the limiting cornering speed<br />
without torque vectoring<br />
- understeering setup -<br />
with torque vectoring<br />
- neutral -<br />
front axle reaches<br />
the limit first<br />
60<br />
limiting<br />
speed<br />
70<br />
limiting<br />
speed<br />
friction potential is not<br />
utilized completely<br />
Full usage of<br />
friction potential<br />
Improvement<br />
of traction!<br />
7<br />
Bosch Engineering GmbH<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
Virtual reduction of the moment of inertia<br />
without torque vectoring<br />
steering angle<br />
yaw rate<br />
time<br />
with torque vectoring<br />
steering angle<br />
yaw rate<br />
time<br />
Bosch Engineering GmbH<br />
8<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
Contents<br />
unique benefits<br />
regarding <strong>vehicle</strong> lateral<br />
<strong>dynamics</strong><br />
less compromises<br />
driver<br />
raise per<strong>for</strong>mance<br />
objectively<br />
Bosch Engineering GmbH<br />
9<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
The compromises in chassis tuning<br />
<strong>Torque</strong> vectoring alternatives<br />
lower center of gravity<br />
torque vectoring<br />
Benefit<br />
► less load transfer improves traction and<br />
agility<br />
Compromises<br />
► chassis needs to be adapted<br />
► stiffer springs affect com<strong>for</strong>t<br />
► less ground clearance<br />
Benefits<br />
► torque vectoring does not affect<br />
driving com<strong>for</strong>t<br />
► chassis tuning can be focused more<br />
on aspects like com<strong>for</strong>t and stability,<br />
since agility and traction are already<br />
<strong>improved</strong><br />
10<br />
Bosch Engineering GmbH<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
The compromises in chassis tuning<br />
<strong>Torque</strong> vectoring alternatives<br />
increased camber angle at front wheels<br />
torque vectoring<br />
Benefit<br />
► more grip at front axle: increased agility<br />
Compromises<br />
► loss of driving stability at high speeds<br />
► no <strong>vehicle</strong> <strong>dynamics</strong> control<br />
► tire wear<br />
Benefits<br />
► agility improvements are situation<br />
dependent (sensor in<strong>for</strong>mation)<br />
► agility at low speeds, simultaneously<br />
stability at high speeds<br />
► adaptive control on dry or wet<br />
asphalt and low-μ<br />
11<br />
Bosch Engineering GmbH<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
Contents<br />
unique benefits<br />
regarding <strong>vehicle</strong> lateral<br />
<strong>dynamics</strong><br />
less compromises<br />
driver<br />
raise per<strong>for</strong>mance<br />
objectively<br />
Bosch Engineering GmbH<br />
12<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
Experimental results – TV e-motors and TV-brake<br />
Coupé (Bosch Engineering)<br />
Sports car (OEM)<br />
► torque vectoring actuator: 4 e-motors<br />
► total power:<br />
4 x 60 kW<br />
► maximum wheel torque: 700 Nm<br />
► acceleration 0-100 km/h: ca. 7 s<br />
► maximum speed: 130 km/h<br />
► weight:<br />
1970 kg<br />
► battery capacity: 45 KWh<br />
► torque vectoring actuator: brake<br />
► combustion engine power: > 350 kW<br />
► maximum speed: > 250 km/h<br />
► weight:<br />
ca. 1550 kg<br />
► driven wheels:<br />
rear axle<br />
13<br />
Bosch Engineering GmbH<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
Experimental results – E-motors – slalom course<br />
cone distance = 18m<br />
Speed difference<br />
several attempts to find out<br />
maximum drive-through<br />
speed<br />
TV e-motors:<br />
no TV:<br />
70 km/h<br />
66 km/h<br />
steering wheel angle [°]<br />
200<br />
150<br />
100<br />
50<br />
0<br />
-50<br />
-100<br />
-150<br />
TV e-motors<br />
no TV<br />
-200<br />
-40 -20 0 20 40<br />
yaw rate [rad/s]<br />
14<br />
Bosch Engineering GmbH<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
Experimental results – brake - skid pad testing<br />
radius = 50m<br />
speed<br />
slowly increasing until the<br />
<strong>vehicle</strong> leaves the circular<br />
path<br />
lateral acceleration (m/s 2 )<br />
12<br />
11<br />
10<br />
9<br />
8<br />
7<br />
6<br />
TV - brake<br />
no TV<br />
1 m/s 2<br />
50 60 70 80 90 100 110 120<br />
Steering wheel angle (°)<br />
15<br />
Bosch Engineering GmbH<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
Experimental results – brake – race track driving<br />
lap distance:<br />
2.2km<br />
number of laps: 2<br />
lap times reproducibility: < 0.2s<br />
Bosch Engineering GmbH<br />
16<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
Experimental results – brake – race track driving<br />
speed [km/h]<br />
180<br />
160<br />
140<br />
120<br />
TV brake<br />
no TV<br />
speed level is<br />
raised by TV<br />
brake [bar]<br />
100<br />
40<br />
20<br />
0<br />
driver brakes earlier due<br />
to higher speed<br />
earlier on-throttle at corner exit<br />
throttle [%]<br />
100<br />
50<br />
0<br />
600 700 800 900 1000 1100 1200<br />
distance [m]<br />
17<br />
Bosch Engineering GmbH<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
Experimental results – brake – race track driving<br />
speed [km/h]<br />
180<br />
Measured improvement of lap times<br />
160<br />
Lap time reduction lap 1:<br />
140<br />
Lap time reduction lap 2:<br />
120<br />
Lap distance: 2.2 km<br />
100<br />
Lap time improvement by torque vectoring strongly depends on:<br />
40<br />
► Chassis setup of <strong>vehicle</strong> (this case: understeering)<br />
20<br />
► Engine 0 capacity: possibility to maintain the speed offset after corner exit (this case: > 350kW)<br />
► Capability of the driver to push the <strong>vehicle</strong> to the limit (this case: world class driver)<br />
brake [bar]<br />
1.1 seconds<br />
0.95 seconds<br />
throttle [%]<br />
100<br />
50<br />
0<br />
Remember that<br />
Nordschleife is 21km…<br />
5600 5700 5800 5900 6000 6100 6200<br />
distance [m]<br />
18<br />
Bosch Engineering GmbH<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
Conclusion<br />
<strong>Torque</strong> vectoring<br />
--- An efficient method to improve <strong>vehicle</strong> <strong>dynamics</strong> ---<br />
► Improvements in agility, safety, traction<br />
► Chassis tuning without compromising on stability or com<strong>for</strong>t<br />
► Benefits can be measured objectively<br />
► Proven maturity of brake actuation concept<br />
► Extended opportunities in multi-motor electric <strong>vehicle</strong>s<br />
Thank you <strong>for</strong> your attention<br />
peter.vanvliet@de.bosch.com<br />
19<br />
Bosch Engineering GmbH<br />
BEG-CD | 6/22/2010 | © Bosch Engineering GmbH 2010. All rights reserved, also regarding any disposal, exploitation, reproduction, editing,<br />
distribution, as well as in the event of applications <strong>for</strong> industrial property rights.
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