Concepts and Realized Design of an Optimized - ECS

Transcrição

Concepts and Realized Design of
an Optimized Drivetrain for
All-Terrain Vehicles
Roland Heimberger
Head of Drivetrain Design
Magna Powertrain, Engineering Center Steyr, Austria
www.ecs.steyr.com
EAWD´13 European All-Wheel Drive Congress
Graz, April 2013
High Mobility Drivetrain - Concepts and Actual Design
• Content (Roadmap):
– The Vehicle
– Drivetrain targets
– Concept
• Driving performance
• Ratio break down and impact on weight
• Hub reduction concepts
– Actual Design drivetrain and components
– Development process
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Load data acquisition
Simulation / Analyses
Testing on rigs
Vehicle testing
– Future Potentials
– Summary
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
2
• The vehicle:
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AMPV: Armored Multi Purpose Vehicle
OEM: KMW – RMMV – joint program
Mission: patrol vehicle
GVW: 10.000 kg
Wheelbase: 3450 mm
Tires: 335/80 R20
L/W/H: 5340 / 2240 / 2180 mm
Fording depth: 800 mm
Operating temp. range : -32°C to 49°C
Trailer: 3.500 kg
Vehicle to support the mission of the crew
New development from scratch
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
3
• Drivetrain Targets
– 4x4 high mobility drivetrain
– Drivetrain to support the driver
• automatized electronically controlled 100% diff locks
• high-low shifting on the fly
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Outboard brakes – easily maintainable
Parking brake
Central tire inflation system (CTIS)
Robust design
Minimum weight
Identical aggregates - as many as possible
Technical data:
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Date: 11.4.2013
Gradeabilty: > 60% @ GVW
vmin < 4 km/h
vmax = 90 km/h continous; vmax > 120 km/h tech.
Ground clearance > 350 mm @ axle drives
Towing up to vmax
ECS GB-A Heimberger
Graz, April 2013
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• Concept:
– Driving Performance – Overall ratio
• Definition of engine and gearbox
– Engine: 200 kW R6 3,2 Steyr Motors M16 SCI
– Gearbox: AT ZF 6HP28
• Criteria for layout
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Gradeability > 60%
vmin requirement (Torque Converter)
Heavy off-road drive-ability
Theoretical vmax @ nominal engine speed
Prepared for future payload increase
• Total spreading required: min. 8,5 (AT ~6)
• 2 speed transfer case (TC)
• Shifting strategy
– Conventional 6 speed low + 6 speed high (6+6)
– Overdrive shifting strategy (6+3)
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
5
• Concept:
– Driving Performance 6 speed TC – low
– 6 + 6 shifting strategy
– Gradebability > 100%
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
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• Concept:
– Driving Performance 6 speed TC – high
– vmax > 120 km/h
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
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• Concept:
– Driving Performance
– Full gradeability and vmax
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
8
• Overall ratio break down and impact on drivetrain weight
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2 speed transfer case
Single stage axle drive
Double stage axle drive
No hub reduction
Hub reduction with helical gear set
Hub reduction with helical internal gear set
Hub reduction with planetary gear set
– 10 different variants, dimensioned, conceptual designed
and weight evaluated
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
9
• Overall ratio break down and impact on drivetrain weight
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Planetary
hub reduction 180%
axle drive
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Helical
geared hub
160%
140%
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100%
80%
- 29 %
- 12 %
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-2%
120%
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60%
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40%
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20%
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TC: 2,08/3,02
AD: 4,56
Date: 11.4.2013
Helical internal
geared hub
12
-1%
Overall Ratio
200%
Wheel Hub Ratio
Axle Drive Ratio
Transfer Case Ratio
Weight
2 stage
ECS GB-A Heimberger
TC: 1,33/1,89
AD: 7,37
TC: 1,37/2,03
AD: 3,5
HR: 2,0
TC: 0,9/1,31
AD: 2,73
HR: 3,93
Weight
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TC: 1,02/1,96
AD: 1,91
HR: 4,64
Graz, April 2013
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• Concept hub reduction with helical gear set
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Simple CTIS passage
High wheel bearing base
Low ratios possible
High offset of input shaft necessary
• High CV-shaft angles at full jounce
• Conflict with control arm ball joint
• High scrub radius
– Packaging of brake disc and caliper difficult
– Limited strength
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
11
• Concept hub reduction with helical internal gear set
– Medium ratios possible
– Medium strength
– Acceptable offset of input shaft
• Increased CV-shaft angles at full jounce
• High scrub radius
– Packaging of brake disc and caliper difficult
– Limited wheel bearing base
– CTIS passage difficult
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
12
• Concept hub reduction with planetary gear set
– High ratio possible
– Concentric input shaft
• CV shaft bending angle optimized
• Control arm ball joint well positioned
• Low scrub radius possible
– High strength
– Sufficient wheel bearing base
– CTIS passage more difficult
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
13
• Actual Design
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Engine: 200 kW R6 3,2 Steyr Motors M16 SCI
AT - ZF 6HP28
2 speed transfer case
2 identical axle drives
4 identical hub reduction units
Shafts
• CV shaft AT to TC
• Identical propeller shafts TC to axle drives
• Identical CV shafts between axle drives and hubs
– ECS-T – “Electronically Controlled System for Traction”
• 100% diff lock system in TC and axle drives
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
14
• Transfer case - final design:
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2 speed synchronized (ihigh = 1,02; ilow = 1,96)
Fail safe shifting
3 shaft design
Center distance: 238 mm
50/50 differential
Automatized differential lock - ECS-T
Pneumatically actuated
Parking brake at rear output shaft
Oil: SAE 5W-30
Integrated oil pump for external cooling
Speed sensor
Integrated rubber mounts
Manually operated neutral position for towing
High level of identical parts
Weight: 67 kg (w/o brake)
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
15
• Axle drive - final design:
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Spiral bevel gear (no offset) i = 1,91
Automatized differential lock - ECS-T
Oil: SAE 5W-30
Identical design for front and rear drive unit
• Lubrication and venting
• Dimensioning of bearing
– Same differential as in TC
– Integrated rubber mounts
– Weight: 51 kg
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
16
• Hub reduction - final design
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Planetary wheel hub
i = 4,64
Max. axle load: 5500 kg
Central tire inflation system (CTIS)
2 piece wheel carrier
• Brake disc replacement w/o disassembling hub reduction gear set
• 4 identical Hub reduction sets
– 6 piston fixed caliper brake
– Weight: 96kg w/o brake
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
17
• Development process @ ECS
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Layout
Conceptual design
Load data acquisition
Dimensioning / analyses
Simulation
Drivetrain functional
and endurance testing on rig
– Structural endurance testing on rig
– Chassis dyno
– Vehicle endurance testing
by customer and by ECS
Date: 11.4.2013
ECS GB-A Heimberger
CONCEPT
ANALYSIS /
SIMULATION
FEM
ANALYSIS
DESIGN
DOCUMENTATION
ACOUSTICS
-NVH
ELECTRONICS
PROTOTYPING
PRODUCTION
VEHICLE
TESTING
FATIGUE
TESTING
FUNCTIONAL
TESTING
Graz, April 2013
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• Measurement of torsional and structural loads:
– Measured variables:
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Wheel forces Fx, Fy und Fz at 4 wheels
Steering forces
Spring travels and shock absorber forces
Accelerations
Strain
Torques, speeds, temperature
– 174 measured variables
– Measurement/Test tracks
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ECS test track St. Valentin
Trier WTD41
Schöckl – mountain
Katschberg-Tauern
– Load data generation:
• Data check
• Data evaluation
• Load spectra definition
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
19
• Simulation / Analyses:
– Driving performance simulation
• Layout of gear spread
• Detailed (high-low shifting, load data generation)
– Analyses of gears, synchronizers, dog clutch…
for fatigue life
– FEA
• Deformation / stress analyses (non linear)
• Static overload and durability prediction with
• Fatigue assessment by combination of load time
history with rotating loading conditions (wheel hub)
– MBS
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Gears -Transfer path simulation
Eigenmodes Analysis
Prop shafts - run up simulation
Virtual Iteration of Road Load Data to derive
interface forces for parts to be assessed
Fy pos.
Fz
Fy neg.
Fx pos.
Fx neg.
Mz pos.
Mz neg.
– Cooling layout of TC cooling with
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
20
• Drivetrain testing on rig:
– Functional testing
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Lubrication / venting
Oil pump
Temperature steady state
Cold climate
Shifting performance
Drag torque, inertia measurements
– Ultimate strength
– Durability testing
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Date: 11.4.2013
Durability TC, axle drive, hub reduction
Durability differential
Seal ring test
CTIS – seal ring test under different tire pressures
Shifting, synchronizer test
ECS GB-A Heimberger
Graz, April 2013
21
• Structural rig testing: Point of interest: chassis, suspension, body
interface / body structure
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Servo hydraulic fatigue test
Body fixed
Front module 10 channels (cylinders)
Rear module 8 channels (cylinders)
Full spring travel
Fz up to 170 kN real time
Frequency content up to 50 Hz
Min. 4 times faster than vehicle
testing
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
22
• Chassis dyno at ECS:
– Vehicle cooling package optimization
– Temperature behavior
• Hot climate 49°C
• Cold climate -20°C
• High/Low shifting -20°
– NVH investigation
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Date: 11.4.2013
Prop shaft
Transfer case
Axle drives
Hub reduction
ECS GB-A Heimberger
Graz, April 2013
23
• Vehicle testing by customer and by ECS:
– Functional testing
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TC shifting
ECS-T calibration
Gradeability
NVH measurements
Spring/damper tuning
Fording up to 800 mm
CTIS testing
Oil temperatures
– Endurance testing
• ECS test track
(Trier equivalent established)
• Trier WTD 41
• Differential misuse test
• Chile
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Date: 11.4.2013
High altitude engine-test
ECS-T validation
Sand evaluation
Customer performance tests
ECS GB-A Heimberger
Graz, April 2013
24
• Future potentials:
– Hybridization of powertrain
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Electrical power demand
Fuel economy improvement
Silent moving
Silent watching
– Transfer case power shiftable
– Application of drivetrain components
to other vehicles
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
25
• Summary
– Tailor made drivetrain developed by ECS
– Development currently in product verification phase
– Assembly line ready for production at ECS
– Reduced drivetrain weight
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Overall ratio break down
Load data generation
Advanced Simulation methods
Accurate Testing
– Improved customer satisfaction
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Excellent driving performance
High-Low shifting on the fly / overdrive strategy
Electronically controlled system for traction
Central tire inflation system for improved traction on different soils
Reduced logistics efforts by identical axle drives, shafts, hub reduction units
Improved brake maintainability
– Prepared for future potentials
• Hybridization
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
26
Thank you for your
attention
Roland Heimberger
Head of Drivetrain Design
[email protected]
Date: 11.4.2013
ECS GB-A Heimberger
Graz, April 2013
27

Concepts and Realized Design of an Optimized - ECS

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