468 469

North American Fuel-Efficient Mobility

US CAFE Demonstrator
O S GB Z N J I O P S DC V F EWC V T E E F J G I O J E RU I NK O P J EWL S PN Z A D F T O I E OHO I O O ANG A D F J G I O J E RU I NK O P O ANG A D F J G I O J E R
E Q R I U Z T R EWQ L K J H G F D S AMO DN O I E R N GMD S A U K Z Q I N K J S L O G DWO I A D U I G I R Z H I O G DN O I E R N GMD S A U K NMH I O G DN O I E R N G
WT RD X E S YWA T P HC E Q A YWS X Z Q Y X CNK F NK R EWS P L O C Y Q DMF E F B S A T B G P DRDD L R A E F B A F V NK F NK R EWS P D L RNE F B A F V NK F N
J H LMO T N I J UHB Z G V T F C R D X V B A F V NK F NK R EWS P L O C Y Q DMF E F B S A T B G P DBDD L R B E Z B A F V R K F NK R EWS P Z L R B E O B A F V NK F N

32
G L E T U R A D G J L Y C B M W R Z I P V O J K L P O I U Z T R E W Q Y X C Q I N K J S L W O I E P Jeff
N NHemphill
B A U A H I O G D N P I E R N GMD S A U K Z Q H I O G D NW I E R N GMD
T O I Z R A L L T W H E E L Y D R I V E G B O I P R N G M D S A U K Z Q I N K J S L W O Q T V I E P Philip
NZ R George
A U A H I R G DNO I Q RNGMD S A UK Z QH I O G DNO I Y RNGMD
W U U M P N Z R W O U Z T W H N E D K U N W L N C A W Z Y K F E Q L O P N G S A Y B G D S W L Z U K Spencer
O G I KHockeborn
C K PMN E SWL N C UW Z Y K F E Q L O P PMN E SWL N C T W Z Y K
K P S D F S H J K L P O I U Z T R E W Q Y X R V L G R A K G E C L Z E M S A C I T P M O S G R U C Z Philip
G ZM O Q O DN V U S G R V L G RMK G E C L Z EMDN V U S G R V L G R X K G
Severyn
S Y K J HM F D S A Y V N P I Z RWQ S C G A Z T E F N A X J R C N I F Z KMN D A B O N Y A M E C R J G N I N E E OMN Y A Z T E WN L X J R C N I F E E OMN Y A Z T E WN Y X
K O I EM I S S I O N S MN E SWL N C X WC L V V V HN V U A J K U V X E S Y MN R E EWC L OME P S C V C Y L I N EWC L V V F HN V O A J K U V Y L I N EWC L V V F HN V
O G N T Z S S Q OMG D N V U S G R V L G R F X T J G L D Q F H B V T G U PWQ V Z E S L N F A MU A N J Y Q Y O B R N L N F X T J O L D Q F H BWN G O B R N L N F X T J O L D Q
N R L U J S D I N G R E X OMN Y A Z T EWF V BN C T E N A O D F E C K T A C T S V Q D E F BN I MB L P O P Q A Y C B E F V BN R T E N A O D F E C Q A Y C B E F V BN R T E N
C E S O P I N V C S E Y L J N E WC L V V F L N C A P Z Y K F E Q L O P N G F G R G H NW E DWC Y Q B E B G B A Y X S WA D C B P L M I J N T B G H U A Y X S WA D C B P L M I J
Y A H I NO Z Q Y J A O B R E L N F X T J O UH G F T S A C V B O F E T Z HN A X C F T J K J ZMH Z DHNBNU I O P L K UH G F D S A C V B O F E T U I O P L K UH G F D S A C
C R O E T NWP O I U Z T R EWQ H G F D L G E ND R R T C A S N I N R O A X E V E D K D L A G Q SW I E R T R Q H G F D L G E ND E R T C A S N I N R Q H G F D L G E ND E R T C
B E F SH S C E F HO KH E S C BU P S KU P P L U Y G S G E B E R Z Y L I ND E R Z NUB F I MB CH S E H E BU P S KU P P L UNG S G E B E R Z Y BU P S KU P P L UNG S G
S O B P I O S G B Z N J I O P S D C V F EWC V T E E NM Z G O H A S E D C K L P S X WEWC E C B S T P O I O D C V F EWC V T E B NM Z G O H A S E D C V F EWC V T E B NM Z
F E I WR E Q R I U Z T R E W Q L K J H G F D S A M O B V C X Y M L M O K N I J B H U Z G F D G V T Q U J X R E L K J H G F D S A MM B V C X Y M L M O L K J H G F D S A MM B V C
CWD A Y WT R D X E S Y WA T P H C E Q A Y WS X Z E C R F V E G B Z HNU J M I K O Q A Y LMR T X A G Y WP H C E Q A Y WS X E E C R F V E G B Z P H C E Q A Y WS X E E C R
P J M F I J H L MO K N I J U H B Z G V T F C R D X V S NWA S R E C V F H K N U T E Q T F C X V N H O U B I J B Z G V T F C R D X E S NWA S R E C V B Z G V T F C R D X E S NW
C G T V D G L E T U O A D G J L Y C B MW R Z I P V O NM I Q W U R T O I J E U H B Z G W R Z V T F L U J A D G Y C B MW R Z I P S F H K T V N Z L M O Y C B MW R Z I P S F H K T
J T Z G E T O I Z RWQ E T U OMB C Y N V X A D G B L K H E S Y S C B F GMH T I L QN V X D B P O R U T E T MB C Y N V X A D G J L K H E S Y S C BMB C Y N V X A D G J L K H
V WM C R W U U M P I Z R W O U Z T W H N E D K U NW P O N C A L V I K N D V S G W J P N E D C S K U P O W R W Z T W H N E D K U NW P O N C A L V I K Z T W H N E D K U NW P O N
A K D P J K P S D F G H J K L P O I U Z T R EWQ Y X C V BNM I QWU R T Z B C S D G T R E H K L P F L K J K O I U Z T R EWQ Y X C V B NM I QWU O I U Z T R EWQ Y X C V B
L S J T D S Y K J H G F D S A Y V N P I Z RWQ S C G Z N J I MN S T R E C L P Q A C E Z RWD X A Y H A S G S V N P I Z RWQ S C G Z N J I MN S T R V N P I Z RWQ S C G Z N J
E K J R C K O I J G R D C K I O PMN E SWL N C X W Z Y K F E D I O P N G S A Y B G D SWL Z U K O G I K C K PMN E SWL N C X W Z Y K F E D I O P PMN E SWL N C X W Z Y K
MO T Y Q O GN T Z D S Q OMG DN V U S G R V L G R V K G E C E Z EMS A C I T PMO S G RUC Z G ZMQ G O DN V U S G R V L G R V K G E C E Z EMDN V U S G R V L G R V K G
T N U E I N R L U J G D I N G R E X OMN Y A Z T E WN F X J L R N I F Z KMN D A B O I Z Q A T S L O K Z I N E X OMN Y A Z T E WN F X J L R N I F E X OMN Y A Z T E WN F X
D C O O V C E S O PMN V C S E Y L J N EWC L V V F HN V R D J K U V R E S Y MN R E Z WC L OME P S C V C Y L J N EWC L V V F HN V R D J K U V Y L J N EWC L V V F HN V
J Y I Z Q Y A H I N CWQ Y J A O B R E L N F X T J OWN F X J L R N I F Z KM V Z E G L N F A MU A N J Y Q Y O B R E L N F X T J O L S Q F H B Q F G O B R E L N F X T J O L A Q
N J K V N J R A K D O B N J O R O I D F N G K L D F M F H N V R D J K U V R E S Y R X WN G KMN S R D O J N J O I D F N G K L D F MG O I Z PM F D R O I D F N G K L D F MG O I
A A OOU ANDONG I U A RNH I O GDNO I E RNO L K Q F HBQ F G E PWS L T OMP L I E PNNR A U A H I O GDNO I E RNGMT S A UK Z QH I O GDNO I E RNGMK
U DMB B D B HMG R E B D P B D L R B E F B A F V NMG O I Z PM F D R X Q B Q GM F E F B S A T B G P D B D D L R B E F B A F V N K F N Q R EWS P D L R B E F B A F V N K F N
A A O E U AND ONG I U A RNH I O G DNO I E RNNGMG S A UK Z Q T NK S LW I K A P I E PNNR A U A H I O G DNO I E RNGMD S A L K Z QH I O G DNO I E RNGMD
MO TMQ O GN T Z D S Q OMG DN V U S G R V L G RNK F NK R EWS P C O C T PMO S G R U C Z G ZMO Q O DN V U S G R V L G R V K G E C L Z EMDN V U S G R V L G R V K G
U DMT B D BHMG R I B D P B D L R B E F B A F V NNGMD S S O F TWA R E Q DMF E F B S A T B G P D B D D L R B E F B A F V NK F NK R EWS P D L R B E F B A F V NK F N
F E I D R E Q R I U Z T R E W Q L K J H G F D S A MM R V K G E C L Z E M F A C B H U Z G F D G V T Q U O T R E L K J H G F D S A MM B V C X Y M L M O L K J H G F D S A MM B V C
C I MN S T R E C L P Q A C E Z R W D X A Y H B MW R N K F N K R E W S P E O C M I K O Q A Y L M R T X A Z Y W P H C E Q A Y W S X E E C R F V E G B Z P H C E Q A Y W S X E E C R
P J MN I J H L MO K N I J U H B Z G V T F C R D X E MB V C X Y M L MO K N I U T E Q T F C X V N H O U B I J B Z G V T F C R D X E S NW A S R E C V B Z G V T F C R D X E S NW
C G T J D G L E T U O A D G J L Y C B MW R Z I P S F H K T V N Z L M O I J E U H B Z G W R Z V T F L U J R D G Y C B MW R Z I P S F H K T V N Z L M O Y C B MW R Z I P S F H K T
J T Z U E T O I Z RWQ E T U OMB C Y N V X A D G J L K H E S Y S C B F GMH T I L QN V X D B P O R U T E T MB C Y N V X A D G J L K H E S Y S C BMB C Y N V X A D G J L K H
V WM O R W U U M P I Z R W O U Z T W H N E D K U NW P O N C A L V I K N D V S G W J P N E D C S K U P O W R W Z T W H N E D K U NW P O N C A L V I K Z T W H N E D K U NW P O N
A K D L J K P S D F G H J K L P O I U Z T R EWQ Y X C V BNM I QWU R T Z B C S D G T R E H K L P F L K J K O I U Z T R EWQ Y X C V B NM I QWU O I U Z T R EWQ Y X C V B
L S J A D S Y K J H G F D S A Y V N P I Z RWQ S C G Z N J I MN S T R E C L P Q A C E Z RWD X A Y H A S E S V N P I Z RWQ S C G Z N J I MN S T R V N P I Z RWQ S C G Z N J
E K J I C K O I J G R D C K I O PMN E SWL N C X W Z Y K F E D I O P N G S A Y B G D SWL Z U K O G I K C K PMN E SWL N C X W Z Y K F E D I O P PMN E SWL N C X W Z Y K
L S J A D S Y K J H G F D S A Y V N P I Z RWQ S C G Z N J I MN S T R E C L P Q A C E Z RWD X A Y H A S U S V N P I Z RWQ S C G Z N J I MN S T R V N P I Z RWQ S C G Z N J
E K J I C K O I J G R D C K I O PMN E SWL N C X W Z Y K F E D I O P N G S A Y B G D SWL Z U K O G I K C K PMN E SWL N C X W Z Y K F E D I O P PMN E SWL N C X W Z Y K
MO TMQ O GN T Z D S Q OMG DN V U S G R V L G R V K G E C E Z EMS A C I T PMO S G R U C Z G ZMO X O DN V U S G R V L G R V K G E C E Z EMDN V U S G R V L G R V K G
T N U G I N R L U J G D I N G R E X OMN Y A Z T E WN F X J L R N I F Z KMN D A B O B N X Z P E WN QM I N E X OMN Y A Z T E WN F X J L R N I F E X OMN Y A Z T E WN F X
D C O S V C E S O PMN V C S E Y L J N EWC L V V F HN V R D J K U V X E S Y MN R E I WC L OME P S C V C Y L J N EWC L V V F HN V R D J K U V Y L J N EWC L V V F HN V
MO TMQ O GN T Z D S Q OMG DN V U S G R V L G R V K G E C E Z EMS A C I T PMO S G R U C Z G ZMA X O DN V U S G R V L G R V K G E C E Z EMDN V U S G R V L G R V K G
A A O RU A ND ONG I U A RNH I O G DNO I E RNGMD S A U K Z Q I NK J S LWO ZWU I E P NNR A U A H I O G DNO I E RNGMD S A U K Z Q H I O G DNO I E RNGMD
470 CAFE Demonstrator 32 471

Introduction best combination of friction reduction unit) and RDU hypoid gear meshes and the
technologies? prop-shaft to rest. This functionality is
Against this background, Schaeffler set achieved via a synchronizing clutch placed
out to build a demonstration vehicle which in the PTU, and a rear axle disconnect be-
Global fuel economy standards are driv- would: tween the RDU and driver side rear wheel.
ing a push for energy-saving technology. – Demonstrate by measurement an ef- The PTU clutch system is comprised of a
At the same time, the consumer cannot fective combination of friction reduction stacked series of Schaeffler wedge clutch
afford large price increases for the vehi- technologies plates. The clutch operates in two modes;
cle. Therefore, high value technology is – Provide a platform to experience new synchronizing and lockup. During synchro-
needed, especially in markets such as technologies developed for the North nization, friction material affixed to the
North America, where fuel prices are low. American market plates’ surfaces is compressed with a hy-
For example, a consumer who trades in a – Improve and verify Schaeffler system draulic piston. Once synchronized, a cam
car meeting the 2020 CAFE (Corporate simulation and calibration tools mechanism switches the clutch to lockup
Average Fuel Economy) standard for a – Provide 5 years of progress against the mode whereby the clutch plates become
car which meets the 2025 standard, will US CAFE standard at < $ 40/% fuel self-energizing to carry full driveline torque.
only save $80 per year in fuel costs. The saved The PTU clutch is shown in Figure 2.
technology required to make that jump This vehicle is based on the Ford Escape Stop-start technology reduces the total
currently costs several thousand dollars, AWD, model year 2013, which utilizes a time the vehicle spends idling, thus lowering
which means the consumer cannot re- 2.0-liter engine and 6 speed 6F35 auto- Figure 2 PTU Disconnect unnecessary fuel consumption. Hardware
cover his investment. Friction reduction matic transmission. designed to achieve a comfortable stop-
offers a relatively high value in fuel saving start event includes a wrap spring perma-
but often raises the question: what is the Hardware selection nently engaged starter (PES) and a latching
valve designed to hold pressure in the
transmission forward clutch during engine
shutoff. These components are shown in
The technologies used in the demonstrator Figure 3.
vehicle were developed primarily in North
America, with a few components supplied
from Germany. A new TC (torque convert-
er) damper was used which permits a
lower lockup speed, or lower lugging lim-
its. Clutch slip is often required to achieve
anacceptable NVH subjective rating, how-
ever with a lower spring rate damper, it
was possible to completely eliminate slip,
further improving fuel economy and main-
taining the overall capacity. The friction
reduction components include coated
camshaft tappets, a new balance shaft
module with low friction bearings, and low
rolling resistance tires.
An AWD (all wheel drive) disconnect
system was introduced as an additional
friction reduction enabler. The system al-
lows the driver to select between AWD or
FWD at the flip of a switch. The AWD dis-
Figure 1 2013 NA CAFE Demonstrator Car connect brings the PTU (power transfer Figure 3 Wrap spring PES and latching valve
472 CAFE Demonstrator 32 473

Engine coolant temperature 100 tappets provide a 7 % improvement. The

is controlled by a Schaeffler AWD disconnect system provides a 95 %
thermal management mod- 80 improvement in friction, because the prop-

Savings in %
ule, and serves to heat the shaft is brought to rest. Low rolling resis-
60
engine up more rapidly. It is tance tires offer a 25 % improvement in roll-
designed to precisely con- 40 ing effort. Finally, the upgraded torque
trol engine coolant flow converter damper permits the elimination of
through the engine block, 20 torque converter clutch slip and allows for a
achieving active control of more aggressive lugging limit, a 20 % im-
temperature. The module 0 provement over baseline.
replaces the traditional wax Technology The United States EPA FTP and HWFET
element thermostat at the Balance Shaft Bearings tests were simulated to get a combined
coolant inlet. The thermal Coated Camshaft Tappets improvement number. Simulations of the
management module is AWD Disconnect European NEDC and the new worldwide
LRR Tires
shown in Figure 4. harmonized light vehicles test procedure
TC Damper Upgrade
Figure 4 Thermal management module class 3 (WLTP) were also carried out to
Figure 6 Bar chart of technology savings capture the fuel economy improvement
on a global scale.
Simulations sentation of the entire vehicle. The baseline Figure 7 shows the US EPA FTP driving
vehicle and NA CAFE demonstrator vehicle Figure 6 shows the effective friction reduc- cycle and corresponding total fuel con-
were constructed using data supplied by tion savings of the selected technologies for sumption lines over the cycle. The grey line
the customer, benchmark data, compo- phase 1. The savings are a function of represents the driving cycle over time. The
nent level test data and measurements. torque and energy with respect to the base- dark green line represents the total fuel con-
Vehicle modeling Sub-systems containing Schaeffler tech- line vehicle. Improved balance shaft bear- sumption of the baseline vehicle, the green
nology were modeled in greater fidelity to ings offer a 33 % improvement in friction line is phase 1 and the light green line is
Vehicle system level models were created accurately capture fuel savings. The goal reduction and low-friction coated camshaft phase 2.
to simulate the fuel economy driving cycles for phase 1 was CAFE year 2020 require-
in DyFaSim. Figure 5 is a graphical repre- ments; phase 2 is CAFE year 2025. 100

80

Total fuel consumed

60

Speed
Vehicle data, engine maps
gear shift map, auto driver 40

20

TC and 0
transmission 0 200 400 600 800 1,000 1,200 1,400 1,600 1,800
Time
Engine and
accessory drive Vehicle speed Phase 1 fuel consumed
Driveline Baseline fuel consumed Phase 2 fuel consumed

Figure 5 Vehicle system level model Figure 7 US FTP cycle

474 CAFE Demonstrator 32 475

Total fuel consumed

Figure 11 is a plot of combined fuel econ-

Combined Fuel Economy in mpg

100 120 CAFE

Total fuel consumed

37
100 omy, in miles per gallon, versus vehicle Year
80
footprint. The lines represent each CAFE 2025
80
Speed

33

Speed
60 year fuel economy target. The baseline
60 vehicle starts off just just below year
40
40 2015 target. The measurements con- 29
20 20 ducted for phase 1 achieve CAFE year 2020
0
2020 standards. Preliminary simulation 25
0
0 200 400 600 0 200 400 600 800 1,000 results show that we are on target to
2013
Time Time reach CAFE 2025 with phase 2, with the 21
Vehicle speed Vehicle speed aid of some of the off-cycle credits pro- 3,8 4,0 4,2 4,4 4,6
Baseline fuel consumed Baseline fuel consumed vided by the EPA. Footprint in m²
Phase 1 fuel consumed Phase 1 fuel consumed Baseline Vehicle EPA Combined
Phase 2 fuel consumed Phase 2 fuel consumed
Phase 1 Vehicle EPA Combined
Phase 2 Vehicle EPA Combined
Figure 8 US HWFET cycle Figure 9 The New European Driving Cycle
Software
(NEDC) Figure 11 Combined fuel economy as a
Figure 8 shows the US EPA HWFET driving function of vehicle footprint for
cycle with total fuel consumption traces The phase 1 simulation percent improve- CAFE years
over time. Figure 9 shows the New European ment estimations for each cycle are: The phase 1 software development pro-
Driving Cycle with total fuel consumption – US FTP = 18.7 % cess began after the initial fuel economy stopped. The piston at the transmission
traces over time. – US HWFET = 15.5 % simulations were completed. Development forward clutch is positioned to the touch
Figure 10 shows the Worldwide harmo- – US combined = 17.5 % work on the software for the demonstrator point of the clutch pack and is held with
nized Light vehicles Test Procedure (Class 3) – NEDC = 18.2 % was divided into four stages; strategy de- hydraulic pressure via a latching valve
driving cycle with total fuel consumption – WLTP = 17.2 % termination, software development, SIL when the engine shuts down. During
traces over time. (software in the loop) simulations, and soft- engine shutdown, hydraulic pressure
ware implementation. The Schaeffler Engi- throughout the transmission is no longer
140 neering PROtroniC ClassicLine control unit available, but the latching valve holds the
housed the software used to control the clutch in place by trapping fluid behind the
120 systems added to the demonstrator. piston. The clutch consequently need not
be repositioned to the touch point during
Total fuel consumed

100 startup, allowing for faster restarts. An en-

Strategy determination gine which has not yet reached normal
80
Speed

operation temperature can result in re-

Technologies like coated tappets, new start instability, as well as requiring a rich
60
balance shaft bearings, and low rolling re- mixture for starting, therefore the stop-
40
sistance tires do not require a control start events should only be executed
strategy. The new TC lockup schedule while the temperature is above an accept-
20 was simply fl ashed on to the vehicle’s able threshold. Constant stopping and
powertrain control module (PCM) with the starting can also negatively impact fuel
0 help of the customer and did not require economy, as well as the starter’s durabili-
0 200 400 600 800 1,000 1,200 1,400 1,600 1,800 software strategy development. Control ty, so a minimum vehicle speed must be
Time strategies were necessary for the stop- reached after each stop-start event. This
Phase 1 fuel consumed
start, AWD disconnect and thermal man- protects the vehicle from rapidly occurring
Vehicle speed
Baseline fuel consumed Phase 2 fuel consumed agement. restarts in stop-and-go traffic.
The stop-start system requires the en- AWD disconnect provides the greatest
Figure 10 The global harmonized world light test procedure (WLTP) gine to shut down when the vehicle is friction reduction benefits out of all the tech-
476 CAFE Demonstrator 32 477

nologies in the demonstrator. The driver has temperature control. There is a small by- software checks the engine temperature, ing the incorrect output was studied until
the option of keeping the AWD permanently pass circuit which allows a small quantity the maximum speed achieved, the stop- the problem was corrected. The production
engaged, permanently disengaged, or of coolant to pass through continuously for start switch and several other inputs before code for the PROtroniC was auto-generat-
switching between the two on the basis of a accurate temperature management when shutting the engine down for a start-stop ed from the software model on completion
predetermined strategy. The strategy mode the TMM is closed. The actuator used to event. The vehicle will not execute a stop- of the SIL tests.
attempts to provide fuel economy benefits control the coolant flow is set to the re- start event if not all of the conditions are
with the advantages of AWD. The rear quired temperature and controlled via tem- met. Cold starts are inefficient, so the sys-
wheels and propshaft are disconnected at perature feedback. tem would not engage the start-stop strat- Implementation
higher speeds via the PTU disconnect egy if the engine temperature is too low.
clutch and the rear axle disconnect. AWD is PI (proportional, integral) control loops The auto-generated code was compiled
connected at lower speeds, high throttle Software development are used for events that require active con- and flashed onto the PROtroniC using
demand and when the front and rear wheels trol strategy. The stop-start system requires Schaeffler Engineering’s PROtroniC soft-
rotate at different rates. Switching between The software design was created primarily control of the forward clutch actuation, ware suite. The function and operation of
engaged and disengaged is not possible in the Mathworks Simulink environment. which is originally managed by the vehicle’s each component and system was verified.
during a start-stop event as clutch actuation The control strategies were developed us- transmission valve body. A solenoid con- Once the calibration phase was complete,
at the PTU requires hydraulic pressure, ing Model Based Design (MBD) – a design trols the flow of pressure to the clutch based the vehicle was ready for official fuel econ-
which is not available when the engine is method using flow diagrams to represent on the programming inside the PCM. The omy measurements.
switched off. The clutch actuation must be handling inputs and outputs for each sys- PROtroniC control unit intercepts the origi- Fuel economy was measured at an in-
smooth enough for the driver not to experi- tem. A screenshot of the MBD for the dem- nal solenoid signal coming from the PCM dependent, non-affiliated lab. Two FTP and
ence any adverse NVH events. onstrator is shown in Figure 12. and the Schaeffler strategy is forwarded to two HWFET cycles were run for the baseline
The thermal management system The majority of the software consists of solenoid in its place. vehicle, then repeated again once phase 1
brings the engine up to temperature faster logic gates and event-driven control algo- Multiple systems in the demonstrator re- was complete. A 16 % improvement in
than the original strategy by modulating rithms. Certain vehicle situations prompt quire active control, necessitating multiple combined fuel economy was measured, at-
coolant flow through the engine. The main the control unit to execute a series of forms of feedback through the PROtroniC. taining the CAFE model year 2020 target.
coolant flow to the engine block is cut off checks, resulting in a fixed action. When the The proper gain values for the PI controls
during warm-up, but modulated during vehicle is stopped for two seconds, the could only be estimated in the initial devel-
opment and would later be explicitly deter-
mined through calibration. Testing the con- Transmission-driven
trol strategies through ‘software in the loop’
simulations was the next step before flash-
accessories
ing the software on to the PROtroniC.

Phase 2 of the demonstrator project con-

SIL simulations sists of drivetrain hybridization and ride-
height adjustment. Ride-height adjustment
Simulations were performed once the initial is accomplished with a ball screw adjust-
software design was complete. The nec- ment system that can actively vary the ride
essary inputs for the control strategies were height of the vehicle. Variable positioning
taken from different driving cycle data files can reduce the vehicle’s drag coefficient
and fed into the model in order to simulate throughout a drive cycle. The hybridization
various driving conditions. The behavior of component is achieved through a Schaef-
the different systems was observed through fler concept entitled Transmission Driven
the outputs of the design, allowing for mod- Accessories, or TDA. The technology will
el adjustments that assured each system improve fuel economy by adding engine
acted according to its strategy. Each time boosting and the ability to disconnect the
an error occurred and the predicted outputs vehicle accessories from the drive-train,
Figure 12 Example of MBD used in Demonstrator were not achieved, the control strategy govern- greatly reducing engine drag.
478 CAFE Demonstrator 32 479

TDA mechanical architecture Battery and motor calculations decelerating involved. Less time decelerat-
ing means more aggressive regenerative
The TDA architecture consists of two Simulations for phase 2 required infor- braking and a less aggressive boosting
clutches, one connecting the engine mation on the additional electrical systems strategy. City cycles spent more time decel-
crankshaft to the accessories (engine ac- necessary for hybridization. The new 48-volt erating, requiring less aggressive regenera-
cessory clutch) and one connecting the battery and MGU were added to the simu- tive braking and more boosting. However,
transmission input shaft to the accessories lation to perform boosting and model the there was more idling during the city cycle,
(transmission accessory clutch). A 48-volt charging and discharging effects through- which required the MGU to run the access-
battery and a 12 kW MGU (Motor-Genera- out the drive cycles. ories during a stop-start event, thus drain-
tor Unit) is used to boost the engine and The boosting option is achieved with the ing the battery further. As seen in Figure 11,
provide independent power to the access- MGU through the engine accessory clutch, phase 2 simulations project fuel economy to
ories when needed. The TDA architecture decreasing the amount of fuel required for reach the 2025 standards.
can be seen in Figure 13. the engine to achieve certain torques.
One accessory clutch is connected Boosting also discharges the 48-volt bat-
at a time. The transmission accessory tery, limiting the amount of boost assist be-
clutch will be connected during decel- fore the battery must be charged. A balance Conclusion
eration for regenerative braking purpos- between charging and boosting is needed
es, but only at effective transmission to ensure optimal fuel benefits and a healthy
speeds above engine idle. Both clutches battery life cycle.
are disengaged while decelerating, The battery is charged by the MGU The NA CAFE Demonstrator project serves
when transmission speeds are below through regenerative braking. During ve- as an example of the system level engineer-
idle, during which the MGU powers the hicle deceleration, the engine accessory ing and development expertise of Schaeffler
accessories at idle speed. The engine clutch opens and the transmission access- North America. Systems modeling, simula-
accessory clutch connects when the ory clutch closes. The MGU induces a drag tion, software and controls development,
48-volt battery state of charge (SOC) torque that decelerates the vehicle and calibration, hardware design and develop-
drops below the minimum threshold and charges the battery simultaneously. The ment were all primarily executed in North
during boosting. amount of regenerative braking torque is America. It demonstrates Schaeffler’s ability
dependent on the to take an idea from the early stages of sim-
battery’s SOC (state ulation through to functioning vehicle com-
of charge) and the ponents in a short amount of time.
Vacuum

AT Pump

driver’s input. Following the success of stage 1, the

Pump

The levels of stringent requirements of phase 2 of CAFE

boosting and re- 2025 will be quite challenging. Schaeffler
generative braking has proven to be a reliable customer-driven
Water
Pump

n = 2.7 : 1
were manipulated in supplier, focusing on systems level hard-
order to achieve our ware aimed at fuel economy reduction for
fuel economy goals efficient future mobility.
AC

6F35
Trans Vehicle
and the proper final
12 kW
MGU

Starter SOC. Certain driv-

ing situations pre-
sented particular
challenges. High-
48 V 1 kWh
Battery

way cycles tended

to decrease the
battery SOC faster
because there was
Figure 13 TDA architecture less braking and