WALCHAND COLLEGE OF ENGINEERING, SANGLI.

(An Autonomous Institute)

DEPARTMENT OF MECHANICAL ENGINEERING

A seminar on

ALL WHEEL DRIVE

Presented by,

Mr. NIKHIL D. OTAVANEKAR

Roll no. 06 T.Y. B.TECH MECHANICAL

Under guidance of

PROF.P. B. SHINDE

All Wheel Drive

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CERTIFICATE
THIS IS TO CERTIFY THAT THE SEMINAR WORK ENTITLED

ALL WHEEL DRIVE

SUBMITTED BY

Mr.NIKHIL D. OTAVANEKAR
IN PARTIAL FULLFILMENT OF THE REQUIREMENT FOR THE DEGREE OF B.TECH INMECHANICAL ENGINEERING
FROM

WALCHANDCOLLEGE OF ENGINEERING SANGLI

(An Autonomous Institute)

This Seminar work is a record of students own work carried out by him under my supervision and guidance during the session 2009-10.

PROF. P. B. SHINDE
GUIDE DEPARTMENT OF MECHANICAL ENGINEERING ENGINEERING

PROF. DR. S. P. CHAVAN

H.O.D DEPARTMENT OF MECHANICAL

All Wheel Drive

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ACKNOWLEDGEMENT

I would like to thank all authors of books and websites mentioned in the reference pages, for the completion of my seminar without them it was not possible. My deepest thanks to PROF. P. B. SHINDE, for his time to time guidance and correction of my mistakes in seminar with great attention and care, as it was of great importance in making of my semester.

NIKHIL D. OTAVANEKAR

All Wheel Drive

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INDEX

SR.NO. 1 2 3 4 5 6 7 8 INTRODUCTION HISTORY COMPONENTS OF 4WD MODES OF 4WD

CONTENT

PAGE.NO. 7 9 11 14 15 17 18 19

MERCEDEZ AWD SYSTEM- 4MATIC WORKING OF 4MATIS SYSTEM CONCLUSION REFERENCES

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LIST OF DIAGRAMS

SR.NO. 1 2 3 4 5 6

NAME OF FIGURE /DIAGRAM FOUR WHEEL DRIVE THE 1903 SPYKER COMPONENTS OF FOUR WHEEL DRIVE THE TRANSFER CASE DIFFERENTIAL 4MATIC GEARBOX

PAGE.NO. 07 09 11 12 13 15

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ABSTRACT

Coming into the twenty-first century, a world without the automobile cannot be imagined, a world devoid of mobility and personal freedom it offers, or the virtually unlimited horizons it has created. In this century, where automobile is not just means of travelling from one point to another, they state who you are and what you want to become. Over the period of last century automobiles have underwent complete overhaul and the newer technologies have just added to driving comfort, safety and overall pleasure. All Wheel Drive ( AWD) is one of them. Mainly used for luxury and sports car, AWD has enhanced the driving experience by greater traction and thus control. Now a days, AWD is being used in high end cars only, but surely it will replace other technologies. AWD provides driving safety by providing greater traction on surfaces like snow. That is why AWD is mainly employed for off-road vehicles. The main concern that hinders widespread use of AWD system is the cost associated with it. Also increased numbers of components such as differential make functioning quite complicated. But whenever there are harsh driving conditions, AWD is just irreplaceable.

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CHAPTE 1 T CT

-wh l d iv -wh l d iv , 4 , or 44 ("four by four") i a four-wheeled vehi le with a drivetrai that allows all four wheels to receive torque from the engine simultaneously. While many people associate the term with off-road vehicles and Sport utility vehicles, powering all four wheels provides better control than normal road cars on many surface and is an s, important part in the sport of rallying.

Four-wheel drive system

In abbreviations such as 44, the first figure is normally taken as the total number of wheels and the second is normally taken as the number of powered wheels (the numbers are actually axle-ends to allow for more than one wheel on each end of an axle). 42 means a four-wheel vehicle in which engine power is transmitted to only two axle-ends: the front two in front-wheel drive or the rear two in rear-wheel drive. The term four-wheel drive typically describes truck-like vehicles that may allow the driver to manually switch (sometimes with an automatic option) betw two-wheel drive een mode (if available) for streets and four-wheel drive mode for low-traction conditions such as ice, mud, snow, or loose gravel. All-wh l d iv All-wh l d iv (AWD) is often used to describe a "full time" 4WD that may be used on dry pavement without damaging the differentials, although the term may be abused when marketing a vehicle.[3] AWD can be used on dry pavement because it employs a center differential, which allows each axle to rotate at a different speed. This eliminates driveline binding, wheel hop, and other driveline issues associated with the use of 4WD on dry pavement. For vehicles with more than four wheels, AWD means all wheels drive the All Wh l Dri P 7

vehicle, to varying degrees of engagement, while 4WD means only four of the wheels drive the vehicle continuously. For example, an AWD vehicle with six wheels is often described as a 66, the M35 2 ton cargo truck being one of the best-known examples (dual wheels on the rear axles are not counted as additional drive wheels). Because all 4 tires in a full time AWD system are connected by a system of differentials, they are potentially very susceptible to torque reduction when a wheel loses traction. Without sophisticated traction control systems, they would become immobilized when any one of the four tires lost traction. A traditional part time 4WD system does not connect the front and rear via a differential, and therefore does not suffer any front/rear torque reductionif a front tire loses traction, it does not reduce torque delivered to the rear tires, even without traction control systems. Part-time 4WD systems are mechanically simpler, cheaper, and tougher than AWD systems. Also, a part-time 4WD transfer case is usually equipped with a reduction gear setting that provides for higher torque at lower speeds, a vital feature for vehicles that will see much off-road use. The drawback is that because it lacks a center differential, a part-time 4WD system can only be used in low traction situations where the wheels have the ability to slip as needed. For these reasons, full-time AWD is appropriate for improving on-road handling and is seen on cars and car-based crossover SUVs, while traditional part-time 4WD systems without center differentials, or with locking center differentials, are better for heavy-duty use such as off-road or in deep snow and are commonly seen on trucks and truck-based SUVs. Manufacturers often use these terms interchangeably, and the English word all is when referring to a set of four wheels. In typical use, obviously equivalent to the word f the terms are used as described above, but they are not fixed or legal definitions, and some manufacturers, such as Honda, often use the term "four wheel drive" when referring to systems that include center differentials. These terms are therefore not always very reliable for assessing the features and capabilities of a given drivetrain. Identical drivetrain systems are commonly marketed under different names for upmarket and downmarket branding and, conversely, different drivetrain systems are commonly marketed under the same name for brand uniformity. Audi's quattro, MercedesBenz's 4Matic, BMW with the xDrive, Saab's XWD, and Volkswagen's 4motion, for example, can mean either an automatically-engaging "on-demand" system with Borg-Warner ITM 3e magnetic or Haldex Traction hydraulic clutch, or a continuously-operating permanent 4WD system with a Torsen (torque-sensing) or other type of a differential.

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CHAPTE 2 HIST Y

The 1903 Spyker 60 H.P. 4WD The true inventor of four-wheel drive is not really known; the history of such was not well recorded. In 1893, before the establishment of a modern automotive industry in Britain, English engineer Bramah Joseph Diplock patented a four wheel drive system for a traction engine, including four-wheel steering and three differentials, which was subsequently built. The development also incorporated Bramah's Pedrail wheel system in what was one of the first four-wheel drive automobiles to display an intentional ability to travel on challenging road surfaces. It stemmed from Bramagh's previous idea of developing an engine that would reduce the amount of damage to public roads. Ferdinand Porsche designed and built a four-wheel driven Electric vehicle for the k. u. k. Hofwagenfabrik Ludwig Lohner& Co. at Vienna in 1899, presented to the public during the 1900 World Exhibition at Paris. An electric hub motor at each wheel powered the vehicle. Although clumsily heavy, the vehicle proved a powerful sprinter and record -breaker in the hands of its owner E.W. Hart. Due to its unusual status the so-called Lohner-Porsche is not widely credited as the first four-wheel driven automobile. The first four-wheel drive car, as well as hill-climb racer, with internal combustion engine, the Spyker 60 H.P., was presented in 1903 by Dutch brothers Jacobus and Hendrik -Jan Spijker of Amsterdam.The two-seat sports car, which was also the first ever car equipped with a six-cylinder engine, is now an exhibit in the Louwman Collection (the former NationaalAutomobiel Museum) at the Hague in The Netherlands. Designs for four-wheel drive in the U.S., came from the Twyford Company of Brookville, Pennsylvania in 1905, six were made there around 1906; one still exists and is displayed All Wh l Dri P 9

annually.[6] The second U.S. four-wheel drive vehicle was built in 1908 by (what became) the Four Wheel Drive Auto Company (FWD) of Wisconsin (not to be confused with the term "FWD" as an acronym for f t w l i ). FWD would later produce around 15,000 of its four-wheel drive Model B trucks for the British and American armies during World War I.[7] Approximately 11,500 of the Jeffery or Nash Quad models (19131919) were similarly used. The Quad not only came with four-wheel drive and four-wheel brakes, but also featured fourwheel steering. The Reynolds-Alberta Museum has a four-wheel drive "Michigan" car from about 1905 in unrestored storage. The Marmon-Herrington Company was founded in 1931 to serve a growing market for moderately priced four-wheel drive vehicles. Marmon-Herrington specialized in converting Ford trucks to four wheel drive and got off to a successful start by procuring contracts for military aircraft refueling trucks, 44 chassis for towing light weaponry, commercial aircraft refueling trucks, and an order from the Iraqi Pipeline Company for what were the largest trucks ever built at the time.

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CHAPTE 3 Components that makeup a Four wheel drive

Engine Transmission Transfer Case Differentials (Front and rear)

INE
Modern vehicles have engines that are typically fuel injected and controlled by an

electronic control unit. Ignition spark control allows the engine power to be controlled in small ranges, but with quicker response times and Direct fuel control affords a wider range of power regulation

THE T ANSMISSION
Manual transmissions - As the name implies, the control is left up to the driver.

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Automatic transmissions Shifting of gear ratios depending on vehicle speed and engi e load n or throttle opening

THE T ANSFE

CASE

This is the most important component that makes a car a 4WD. Its an additional gearbox used to get the 4WD architecture. The ratio of the front axle torque (F%) to the rear axle torque (R%) is called the torque split ratio of the transfer case. Typical transfer cases are designed to have multiple modes of operation.

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DIFFE ENTIALS

When powering two wheels simultaneously the wheels must be allowed to rotate at different speeds as the vehicle goes around curves. The problem is even more complicated when driving all four wheels. A design that fails to account for this will cause the vehicle to handle poorly on turns, fighting the driver as the tires slip and skid from the mismatched speeds. A differential allows one input shaft to drive two output shafts independently with different speeds. The differential distributes torque (angular force) evenly, while distributing angular velocity (turning speed) such that the average for the two output shafts is equal to that of the input shaft. Each powered axle requires a differential to distribute power between the left and the right sides. When all four wheels are driven, a third differential can be used to distribute power between the front and the rear axles. The described system handles extremely well, as it is able to accommodate various forces of movement, and distribute power evenly and smoothly; making slippage unlikely. Once it does slip, however, recovery is difficult. If the left front wheel of a 4WD vehicle slips on an icy patch of road, for instance, the slipping wheel will spin faster than the other wheels due to the lower traction at that wheel. Although the amount of torque applied to each wheel will be identical, the amount of traction at each driven wheel will be limited to that of the wheel with the least traction (at least one wheel on ice in this case). This problem can happen in both 2WD and 4WD vehicles, whenever a driven wheel is placed on a surface with little traction or raised off the ground. The simplistic design works acceptably well for 2WD vehicles. It is much less acceptable for 4WD vehicles because 4WD vehicles have twice as many wheels to lose traction, increasing the likelihood that it will happen. 4WD vehicles may also be more likely to be driven on surfaces with reduced traction

All Wh l Dri

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CHAPTER
VARIOUS MODES OF WD
Two Wheel Drive (2WD) Mode

In this mode only one axle (typically the rear axle) is driven. The drive to the other axle is disconnected. The operating torque split ratio is 0:100. Four Wheel Drive (4WD) Mode

Here, the torque is transferred to all the four wheels and depending on the nature of road conditions the torque distribution range from 30% to 70%.

Four W eel Dri e ( WD) Mo es a. Part-time Mode The front and rear axle drives are rigidly coupled in the transfer case. Since the driveline does not permit any speed differentiation between the axles and would cause driveline wind-up, this mode is recommended only for part-time use in off-road or loose surface conditions where driveline wind-up is unlikely. Depending on the road condition and the weight over the axles, up to full torque could go to either axle. b. Full-time Mode Both axles are driven at all times,but an inter-axle differential permitsthe axles to turn at different speeds as needed. This allows thevehicle to be driven full-time in thismode, irrespective of the nature ofthe road surface, without fear of driveline wind-up. With standard bevel gear differentials, the torque split is 50:50. A system that operates permanently in the full-time mode is sometimes called the All-the-Time 4WD, 'All-Wheel-Drive' or AWD. If the inter-axle differential is locked out, then the mode reverts to a part-time mode. c. On-Demand Mode In this mode, the transfer case operates primarily in the 2WD mode.Torque is transferred to the secondaryaxle on-demand or as needed, by modulating the transfer clutch fromopen to a rigidly coupled state, whileavoiding any driveline wind-up. The system has a clutch across the center differential, capable ofmodulating the front axle torque from aFull-time mode with the 30:70 torque split of the center differential rather than from the 0:100 torque split of the 2WD mode.
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CHAPTE 5

4Matic is the name of an AWD four-wheel drive system developed and used by Mercedes-Benz. It is designed to increase traction in slippery conditions. Almost all Mercedes-Benz vehicles featuring this system have an automatic transmission as standard equipment (except 260 and 300 gasoline and aspirated 300 D were standard with manual transmission); the name is derived from 4-wheel drive and automatic. The first design of 4Matic system was introduced in 1986 on the W124 series (E Class) saloons (four door) and estate (station wagon) cars. It was available with the 2.6 L and 3.0 L 6 cylinder petrol (gasoline) and diesel engines.

4Matic Gearbox Some newer versions of 4Matic are true AWD as the system remains active at all times. Sophisticated engine management and ABS systems control the amount of torque transferred to each wheel allowing the system to be effective at any speed. The first generation 4Matic system was originally a complex electronically controlled system with automatically engaging four-wheel drive (4WD), the system employs locking central and rear differentials to provide additional traction in slippery conditions. The centre differential, also known as the transfer case, contains two clutches. Each hydraulically enabled clutch is controlled separately to allow for three modes of operation: 2WD (mode 0) where 100% of available torque is available to the rear axle while the front axle is All Wh l Dri P 15

disconnected, and two 4WD modes which allow for 35/65 front/rear axle torque split (mode 1) or 50/50 front/rear axle torque split (mode 2). The rear differential lock, previously known as ASD on Mercedes-Benz models, can also be locked (mode 3) if rear wheel slip is still present when the transfer case 50/50 4WD mode 2 is engaged. Due to safety and stability concerns there is no front differential lock. The 4Matic system uses inputs from the three channel ABS system and a steering wheel angle sensor to decide when to intervene. 4WD is disengaged automatically if the ABS service brakes are applied. Engine throttle control is not inherent in the W124 system. Two W124 variants of the 4Matic system were produced: the first system (19861991) used a mechanical pressure test lever to disable the system hydraulically while the second system variant (1992/1993) used an electrical test switch to break power to the system. The latter system variant when in test mode allows for continued operation of the rear shock self-levelling system (SLS) when installed. Plagued with reliability problems at first, the multi-plate clutch central differentials were prone to failure; it was withdrawn in 1993. The four wheel drive system was developed in conjunction with Steyr-Daimler-Puch (now Magna Steyr), who manufactured the Mercedes-Benz G-Class in Austria. The second generation of 4Matic was re-introduced on the W210 series in 1998/1999. Available only in left hand drive the cars were again manufactured at the Magna-Steyr plant in Austria. The second generation of 4Matic used a full time 4 wheel drive system with three open differentials front, centre and rear. Traction control is achieved using ETS (Electronic Traction System). This employs the ABS system with additional valves to monitor and then partially brake any wheel which loses traction. This much simpler system is also used in the Mercedes-Benz M-Class SUV. The second and third generation 4Matic systems are currently available on the EClass, C-Class, R-Class, S-Class, Viano and the entire Mercedes-Benz SUV range. These latter systems include engine and automatic stability controls.

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CHAPTER 6 WORKING OF WATIC S STEM

W ile

eler ting n br

ing

The basic 4MATIC mechanism with a 45:55 percent torque split between the front and rear axles along with the multiple-disc limited-slip centre differential with a basic locking torque of 50 Nm adds up to an ideal solution. This basic design is used to deliver high traction to the rear wheels since more drive torque is required at the rear axle due to the dynamic shift in axle load toward the rear axle that occurs during acceleration. Meanwhile, the multiple-disc limited-slip centre differential can also variably shift the drive torque from 30 to 70 or 70 to 30 percent between the front and rear axle, whenever the road conditions so dictate.

W ile Cornering While cornering, the Road conditions are detected by the 4MATIC system and with the interventions of the 4ETS the driving torque at each wheel is adjusted to achieve the greatest possible acceleration while minimizing wheel slip, ensuring optimum directional stability in the process. And if you happen to face twisting roads covered with snow and ice, the ASR control thresholds are adjusted according to the driving situation based on the vehicle's longitudinal and lateral dynamic readings as continuously measured by the ESP sensor system.

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CONCLUSION

Four Wheel Drive system have definitely made the cars more safer to drive in all kinds of road conditions. However, drivers should keep in mind that despite all the engineers' efforts, it is only up to them to determine how safe they are on the road. No matter how good the system is, the driver should not rely entirely on it. Drivers should always adapt their driving style in accordance with the road conditions and ensure that their vehicle is suitably equipped.

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REFERENCES AND BIBLIOGRAPH

1. AUTOMOBILE MECHANICS By DR. N. K. GIRI 2. 3. 4. 5. 6. www.howstuffworks.com TRENDS IN AUTOMOBILE ENGINEERING By A. S. Rangawala www.google.co.in www.wikipedia.com MOTOR VEHICLE By Newton, Garett

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