F2000IS003

Seoul 2000 FISITA World Automotive Congress

June 12-15, 2000, Seoul, Korea

ADM
A NEW DRIVE-TRAIN MANAGEMENT
Franz X. Stelzeneder, H. Aitzetmller
Steyr-Daimler-Puch AG
Antriebstechnik

The simplest ADM module is ASM (Anti-Slippage

Management). Applicable to vehicles with one axle
differential lock (4x2, 6x2). The differential lock is
controlled by a combination Anti-lock Braking System
(ABS)-ASM Electronic Control Unit (ECU) which
reduces cost and component complexity.

1. ABSTRACT
The new drive-train system Automatic Drive-Train
Management (ADM) controls all traction systems
present in a vehicle. Applications include the all wheel
drive feature in transfer cases and differential locks in
axles.

The ASM version of ADM will also include engine

monitoring and control. The ADM-ASM traction
control system can be adapted to any type of multitrack vehicle.

Compared to manually operated or automated traction

control systems ADM has the advantage of transferring
100 percent of the torque automatically.
The range of application for the ADM system would be
a 4x2 truck tractor to a 6x6 off-road vehicle.

The ADM system has been developed for heavy trucks

in excess of 15,000 pounds of gross vehicle weight.

A key feature of the ADM system is the synchronized

engagement of gears in a two-speed transfer case while
the vehicle is moving.

3 AUTOMATED SHIFTING OF THE SPEEDS IN

THE TRANSFER CASE

2. INTRODUCTION

3.1 THE STATE OF THE ART - The method of

shifting a two speed transfer case from high to low or
low to high gear is normally done through the use of
dog clutches. This dog clutch shifting usually requires
the vehicle to stop before actuation can be performed
and thus limits the mobility of the vehicle. Mobility
limitations for emergency vehicles are unacceptable for
their application.

The demand for safe and economical operation is a

requirement for all vehicles today. The fulfillment of
this demand relies on state-of-the-art technology and
monies available for the purchase of the vehicle.
Driver safety can be increased by automating the
vehicles traction control and allowing the driver more
time to concentrate on steering. This feature is
advantageous to both the trained and untrained driver.
Original equipment manufacturers have been
requesting an automatic traction control system for
some time. Manual traction control systems have been
designed but rely on well trained drivers using them in
the correct manner.
Specialty vehicles such as emergency, military, and
construction vehicles have strict demand requirements.
The technology applied to these vehicles is more
advanced and usually state-of-the-art design. However,
traction control systems have not been extensively
developed and the Steyr ADM system addresses this
need.

Fig. 1
High/Low Shifting on a Transfer Case, Existing
Solution with a Dog Clutch.

3.2 DEVELOPMENT AIMS - To increase vehicle

mobility in an economically acceptable manner with a
design adaptable to transfer cases.

Until now there has not been an economical solution to

the design and development of automatic traction
control systems.

Shifting high-low in the complete speed range of

the truck.

The ADM drive train management system offers a

solution to traction control problems through the use of
the latest technology.

Prevention of incorrect shifting.

Automatic shifting action.
Short actuation time.
Incorporate a series synchromesh unit.

 Adaptable to currently available transfer cases.

4. AUTOMATIC MANAGEMENT OF ALLWHEEL DRIVE AND DIFFERENTIAL LOCKS

Retention of all previous transfer case functions.

3.3 SOLUTION - With the aid of a synchromesh unit
and an electronic control unit, the driver is able to shift
from high to low gear and low to high gear. Shifting
can be accomplished while the vehicle is in full motion
and is actuated by the vehicles pneumatic system.

4.1 THE STATE OF THE ART

4.1.1 Manually Shifted Traction Systems - The use of
differential locks in axles is common for commercial
vehicles. The differential locks usually incorporate a
dog clutch type design.

The synchromesh unit is commercially available in

Steyrs VG1200 and VG750 transfer boxes (see Fig.2).

The advantage of such a system is to transmit 100

percent of the torque in the smallest possible package.
The dog clutch type design is also very economical to
manufacture.
The problem with driver operated axle differentials is
that the driver must know how and when to engage the
system. The ability of a driver to use the differential
lock correctly 100 percent of the time is virtually
impossible.
Incorrect actuation of the differential lock can result in
failure of drive-train components and may create a
dangerous driving situation.

Fig. 2

4.1.2 Automatic Traction Systems - The passenger car

industry uses friction style clutches for automatic
traction control systems. Adaptation of multi-disc style
clutches for truck manufacturers results in packaging
difficulties and unacceptable costs. Further more,
friction clutches are not used because of the inability to
transfer the large torque generated through truck drivetrains.
4.2 DEVELOPMENT AIMS - The new ADM traction
control concept combines the advantage of a dog clutch
design and the automation of a computer controlled
system.
The key development aims are:

Synchronized Shifting in a Transfer Box

3.4 SHIFTING-PROCESS - To initiate the shifting

process the driver turns a switch to the on position and
presses the clutch pedal. The electronic control unit
checks the engine rpm and the vehicles air pressure. If
the system checks are within acceptable limits, the
shifting occurs and an acoustic signal tells the driver
that he can release the clutch pedal.
The electronic system provides two (2) forms of
protection:

Automatic actuation based on tire rpm differences.

Transmission of 100 percent of the drive-train
torque.
Cost effective design.
Retrofitable into existing axle and transfer case
designs.
Engagement of the traction system when required.
Engagement of the system when vehicle stabilizing
is needed
Automatic disengagement when the effect is no
longer needed.
Compatible with ABS.
Engine control capabilities when the differential
locks are engaged (4x2, 6x2, and 6x4 vehicles).
To realize these aims, the electronic control unit is used
which activates each traction system in a vehicle on an
individual basis at the moment when a slip condition is
recognized and additional torque is required.

1. Prevents overloading of the mechanical system

(thus longer component life); and
2. Prevents the driver from experiencing potentially
dangerous situations such as shifting while the
engine is running at too high of rpm or failure of the
pneumatic system, thus locking the transfer case in
neutral.
The shifting time for the ADM system is the same as a
manually shifted system, about 0.7 seconds.
3.5 FURTHER DEVELOPMENT PROSPECTS - The
electronic control unit can also be used for vehicles
equipped with automatic transmissions. Prototype
vehicles have been built and are currently being
evaluated
with
various
original
equipment
manufacturers.

4.3 FUNCTION - The engaging of axle and

transmission differentials is done through the use of
curvic type gear teeth. The system is activated and
monitored by an electronic control unit.
Engagement of the gear teeth is performed for a few
seconds and complete engagement is aided by the
curvic coupling tooth design.
As soon as the torque transmitted becomes zero, a
spring releases the coupling engagement.
4.4 DEVELOPMENT - Bench testing was conducted
to evaluate and refine the ADM design.
Fig. 3

Development steps:

ADM System Diagram

4.4.1 Basic Research - Design and develop a system

which allows the engagement of two clutch parts that
are at some rpm difference. Bench testing and
experimentation determined what range of rpms the
clutch system could successfully engage.

4.5.1 Sensors
4.5.1.1 Tasks of the Sensors
The task of the sensor is to provide wheel rpms
measurements through an electrical signal to the ECU.

4.4.2 Prototype Building - The results of the bench

testing and experimentation provided the initial designs
for the clutch collars. Prototypes of these components
and the ECU were built and installed into test vehicles.
As a means of detecting low traction situations, ABS
sensors were selected to monitor the vehicles driving
conditions.

The rpm values from each wheel are compared in the

ECU and a decision is made whether or not to engage
the clutch collar.
The steering angle data is used to take the effects of
cornering into account in the calculation of slippage.

4.4.3 Testing - Extensive vehicle testing was conducted

under varying road conditions. The conditions ranged
from the cold and wet Swedish winter to the hot and
dry Egyptian summer. Testing was also conducted over
Austrian roads as well as at Steyrs Austrian test track.

Other driving parameters that are measured are the

position of the accelerator pedal, the braking-situation
and position of the clutch.
ABS wheel sensors were selected for the ADM system
because of the extensive development and testing
accomplished by the ABS manufacturers that has
resulted in highly reliable components.

In order to design a versatile system, high priority was

given to the universal usability of this new drive-train
system. Therefore the testing fleet contained vehicles
from truck tractors (4x2) up to vehicles with high offroad mobility (military 6x6). All these vehicles were
equipped with automatic differential locks and where
applicable automatic front wheel drive engagement
including the synchronized gearshift.

4.5.2 Electronic Control Unit

4.5.2.1 Tasks of the Electronic Control Unit
The task of the Electronic Control Unit is to:
Process signals from the sensors.

4.4.4 Optimizing - On the basis of the test results, only

minor changes of the electronic and mechanic
components were required. These changes resulted in
distinct improvements in performance of the system as
well as in reliability.

Recognize which system needs to be engaged.

Identify harmful conditions to the mechanical
system.
Control the shift mechanisms involved.

4.5 CONSTRUCTION OF THE ADM SYSTEM - The

basic construction of the system is exhibited in Fig. 3.

Act as an interface to other electronic control units

in the vehicle.
Recognize and display faults.

In the ECU the signals are filtered, the rpm differences

calculated, and the individual traction systems such as
all-wheel drive and differential locks are engaged.
Depending on the requirements, each system is
individually engaged and takes into account the driving
situation and follows a predetermined shifting logic.

The input for determining the engagement of all wheel

drive or locking of differentials is wheel slippage. The
slippage is calculated by comparing the rpm of each
wheel and adjusted by the steering angle to determine if
the apparent slippage is produced by different bend
radii of the individual wheels when cornering.

The ADM activation logic contained in the software,

was refined through development testing and an
understanding of the markets need.

The engaging of the individual ADM functions can be

limited through the driving-speed. Experience shows
that all-wheel drive can be useful in all speed ranges
because it often has the effect of stabilizing the vehicle.
This limit can be raised to the maximum speed of the
vehicle as long as no reasons specific to the vehicle or
to the operation require a decision to the contrary.

Failure Mode and Effects Analysis (FMEA) was

applied to the ADM system in an effort to address
possible failure modes and weak links in the system.
4.5.2.2 Criteria for Engaging - The criteria for
engaging was compiled from the safety, performance,
and durability concerns developed from the driving
tests.

The locking of the rear differential makes sense only up

to a speed of about 25 mph (40 km/h) because this
action only increases traction and has no stabilizing
function. When the engine is braking the vehicle
travelling downhill on a very slippery road the lateral
guidance of the wheels is needed on bends. For this
reason the differential on the rear axle is not locked in
this situation.
The use of the differential lock on the front axle brings
with it a marked reduction in steerability. If the driver
is not aware of this, critical driving situations can result.
For this reason and because of its relatively low effect,
a differential lock is found on the front axle only of
vehicles for extreme cross-country conditions where
the traction reserves have to be used to the fullest
extent.

Fig. 4
Criteria for Engaging All-wheel Drive

In order to rule out such critical driving-situations with

ADM, the differential on the front axle is locked only
up to a speed of approximately 10 mph (15 km/h) and
never when the engine and rear axle are working
against each other when travelling downhill and never
when braking.
The limitation in the activation of the dog clutches
through the rpm difference serves to protect the
clutches from mechanical destruction. The limits are,
however, so high that the functioning is not impaired
and only misuse can extend this function beyond the
design limits of the system.

Fig. 5
Criteria for Locking Differential on Rear Axle

In braking situations, a distinction is made between

vehicles with ABS and vehicles without ABS.
Whereas in vehicles with ABS all engagements are
prevented in the ABS control range but all-wheel drive
is permitted in the lowest speed range where the ABS
does not function. The engaging of all-wheel drive is
possible in all speed ranges in vehicles without ABS
when the calculation of the slippage indicates the
conditions for engagement.

Fig. 6
Criterion for Locking Differential on Front Axle

Axle differentials are never allowed to be locked

during braking.

4.5.2.3 Interlinking of Shiftings To address the misuse

of differential locks by vehicle operators, the Steyr
ADM system automatically controls the order of
engagement for a number of differentials located in the
drive-train.
The order for a 4x4 vehicle is as follows:
1. Engagement of all-wheel drive through the transfer
case.
2. Engagement of the differential on the rear axle.
3. Engagement of the differential on the front axle.
This controlled sequence guarantees the differential
locks are engaged when needed only, thus preventing
damage to the vehicles drive-train.
The command to engage the all-wheel drive before the
differential on the front axle is locked (see Fig. 6) is not
logical because slippage cannot occur on the front axle
until the all-wheel drive function is engaged. The ADM
is intended, however, to keep the front-wheel drive
engaged as long as the differential on the front axle is
locked.

Fig. 7
Operating Device, Transfer Case, Engaging of AllWheel Drive
4.5.3.1 Tasks of the Operating Device

4.5.2.4 Data Bus - The electronic control unit can be

expanded to interface with other electronic systems on
the vehicle. The connection with other systems can be
provided through a CAN bus and an ISO interface.
This feature will enhance growth potential for the
ADM to be incorporated into future electronic
developments

A quick reaction to signals

Sufficient operating-force
Low masses moved
Sufficiently high return force

A current application is the interface between ADM

and ABS wheel sensors. The same sensor is used for
both systems which eliminates the need for a separate
sensor for each system.

Possibility of high shifting-frequency

ADM was initially developed for use in heavy truck
applications using the standard pneumatic system. It
can now be expanded and applied to any size vehicle
containing a differential lock mechanism and wheel
sensors.

4.5.2.5 Error-Detection The error detection feature of

the ADM system is intended to enhance vehicle safety.
It detects partial engaging or disengaging of the dog
clutch and notifies the driver by a error light mounted
in the vehicle.

4.5.3.2 Pneumatic System - The differential locks

pneumatic system was optimized through measurement
of the shifting limits and time to engage.

4.5.3 Operating-Device - Defined as the components

involved in the engaging and release of the clutch
collar (See Fig. 7).

4.5.3.3 Shifting-Frequency - Results from testing

conducted in a sandy conditions of the desert provided
insight for the shifting frequency that would occur in
this type of environment. Fig. 8 shows the results from
a test conducted for eleven hours over a distance of 125
miles (200 km). The three individual clutch collars
were engaged independently for the duration of the test.

TESTVEHIC LE 4x4

FrontW heelD rive

RA D iff.Lock
FA D iff.Lock

5 m in
20 sec

4.5.4.3 Strength - Although the criterion of strength is

heavily dependent on the operating conditions of the
vehicle, the ECU acts as a safe guard against misuse
since the system cannot engage if the conditions are
beyond the fixed thresholds.

27 m in
Tim e engaged

5 50

Finite element analysis was conducted to evaluate and

optimize the component strength. The finite element
analysis allowed for an significant increase in strength
by diverting the force from the shifting toothing to the
engaging toothing for the sleeve of the shaft.

500
N um berofEngagem ents

Fig. 8
Result of Measurements of Engagements

5. CONCLUSIONS
POTENTIAL

AND

DEVELOPMENT

The combination of simple mechanics and state-of-theart electronics has led to an economical solution for
automatic traction control.

There is a factor of 10 between the number of

engagements of all-wheel drive and the locking of the
rear differential. There was also a factor of 10
difference between the number of engagements of the
rear and of the front differentials. These results indicate
that the majority of the additional traction required can
be covered by the all-wheel drive engagement and the
locking of the front differential is seldom required.

The ADM ECU is capable of communicating with all

other electronic control units in a vehicle by means of a
data bus connection. This capability opens up the
possibility of participation in and utilization of further
new electronic developments in commercial vehicles.
In future drivers will be relieved of driver fatigue
through the aid of electronically aided systems, such as
an electronic accelerator pedal, electronic clutch
systems, electronically controlled automatic gearboxes
and electronic engine control.

This result confirms the shifting-logic developed, in

which all-wheel drive now has to be engaged before a
differential is locked.
4.5.4 Dog Clutch
4.5.4.1 Function of the Dog Clutch

By the utilization of these systems, ADM can be still

further improved and increase safety even more. The
interplay of all the systems mentioned above is
necessary to bring the maximum benefit for driving
safety.

To transmit the maximum torque generated by the

power rain.
To shift while there is an rpm difference between
clutch halves.

The application of ADM is not limited to trucks. It can

be used in other vehicle applications from car to
construction machinery. The ADM software can be
easily modified for a wide range of applications and
use. It is only necessary to make the components
specific to the vehicle, such as the operating-device,
compatible with ADM.

To remain engaged under load.

To release freely when there is no clutch system
torque.
4.5.4.2 Functioning of the Shifting - A key design
criteria for ADM was to find a dog clutch which can be
engaged at a large rpm differences. Steyr testing has
found that large rpm engagement depends on the form
of the clutch teeth.

A large number of projects concerning the mounting of

ADM in the most varied types and brands of vehicles
are already running. A number of test vehicles of
renowned truck-manufacturers are already undergoing
tests with ADM.

Other desired characteristics are for the teeth to remain

in position under load and release once the torque
relaxes to zero.