D R I V E L I N E INTELLIGENCE Autumn 2017

WHERE E-DRIVE GOES NEXTGKN’s new multi-speed torque vectoring technology

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D R I V E L I N E I N T E L L I G E N C E

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W E L C O M E

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Nobody knows drivelines like GKN. We pioneered the mass production of the constant velocity joint and are now accelerating the development of exciting eDrive, all-wheel drive, and torque vectoring technologies. Our software and systems integration expertise is helping customers deliver driving experiences that are exceptional. Whatever challenges your next program presents, this special IAA issue of Driveline Intelligence shows how GKN’s expertise can set your ideas in motion.Jim Voeffray Senior Vice President Sales, Marketing & Program Management, GKN Driveline

CONTENTS

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GLOBAL BRIEFINGDevelopments and insights from around the world and GKN Driveline’s global footprint

INTERVIEW GKN Driveline CEO Phil Swash on how electrification is shaping the automotive agenda

CONSTANT VELOCITY JOINTHow the evolution of a key component has supported powertrain and architecture advances

ALL WHEEL DRIVETorque vectoring hardware and software developments offer new opportunities for brands

EXPERT OPINIONWhat China’s New Energy Vehicles mean for eDrive

COVER STORY: ELECTRIFICATIONHow GKN’s remarkable eTwinsterX system will ensure eDrives outpace conventional powertrains

EXPERT OPINIONWhy the public is now ready for plug-in hybrids

SOFTWAREExperts discuss the changing role of driveline software

ADDITIVE MANUFACTURINGHow additive manufacturing could affect automotive

INDUSTRY 4.0 Data is driving higher performance products and processes

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CONTRIBUTORS Tristan Honeywill / Marcelo Jr / Andrew Shaylor / David Mahoney / Luke Wilson / James Scoltock / Peter Crowther / Terrence Eduarte

Conceived and produced for GKN Driveline by Interstate Media, interstatemedia.co.uk

This publication may include statements about GKN’s expectations for the future. These expectations are subject to numerous assumptions, risks and uncertainties including those described in the most recent Annual Report of GKN available on the GKN website under “Newsroom” at http://www.gkn.com, including the information set forth under “Principal Risks and Uncertainties.” We do not undertake any obligations to publicly release any update or revision to any of the forward-looking statements.

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Shanghai, PR China The world’s fastest-growing market for electrified vehicles is to become a global production hub for GKN’s eDrive systems. GKN’s Chinese joint venture, Shanghai GKN HUAYU Driveline Systems (SDS) – will produce over 1 million eDrive units per year by 2025 for the country’s New Energy Vehicles

Munich, Germany The all-new 5 Series is now the second BMW using GKN Driveline’s new lightweight VL3 constant velocity joint system to improve efficiency and refinement. The innovative joint distributes torque more evenly thanks to a new S-shape track in the housing that widens the range of movement for its eight ball bearings.

Detroit, USA Automotive News has honoured GKN with a prestigious PACE Innovation Award for the company’s development of the integrated Coaxial G200C eAxle, which enables the Volvo XC90 to offer plug-in hybrid functionality as an option.

Aachen, Germany Streetscooter, the Deutsche Post subsidiary producing all-electric mail delivery trucks, is expanding production to reach 20,000 units per year. The innovative EV uses GKN’s 2,000Nm Coaxial Family 2 eDrive.

GKN GLOBAL OVERVIEW

Villagran, Mexico Production of all-wheel drive systems is ramping up at a new US$17.5 million facility serving the strong growth in local and global demand for AWD vehicles. The site is also producing a new, higher performance propshaft, the VLi, which can operate at higher rotational speeds.

(See page 15).GKN and SDS are also expanding the engineering resource at the JV’s new Technical Centre in Shanghai. The facility is recruiting more than 300 engineering and technical staff to work on local applications of GKN’s eDrive, All-Wheel Drive and Constant Velocity Joint system technologies.

D R I V E L I N E I N T E L L I G E N C E

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INSIDE STORIES“ Global mega platforms must now

support an increasingly broad range of vehicles with different weights, efficiency targets and dynamic characters. The driveline is an essential element in ensuring that every model delivers the right driving experience. Demand for more advanced solutions, such as the new VL3 sideshft, is driving expansion of our global footprint to support these programs.”

“ Global demand for all-wheel drive continues to grow strongly. For smaller vehicles, GKN is able to overcome the packaging and cost constraints to produce intelligent, highly differentiated drivelines. For larger platforms, the Twinster torque vectoring system can provide a stand-out selling point in a crowded, complex market.”

“ Automakers are looking to offer plug-in hybrid technology on smaller car platforms where space is at a premium. This is driving demand for eDrive systems that make packaging and final assembly simpler. Packaging the electric motor, power inverter and reduction gearbox within a single casing requires a level of systems integration expertise that only GKN can offer.”

“ Halo vehicles need to impress more than ever. For visionary brands, intelligent drivelines with software-driven functions are now essential, whether the vehicle is pure electric, plug-in hybrid or an all-wheel drive performance model. GKN’s motorsport DNA and software tuning expertise is helping set new records at the Nurburgring, on social media and in dealerships.”

Arnaud LesschaeveCEO of Constant Velocity Joint Systems

Ramon KuczeraSenior Vice President Engineering

Peter MoelggCEO of All-wheel

and eDrive

Jim VoeffraySenior Vice President, Sales,

Marketing & Programs

Bruneck, Italy Rising demand for GKN’s eDrive systems in Europe is driving expansion of this world-class production facility by around 60%.

Tokoname City, Japan Construction of a new eDrive facility is underway. From 2018, the plant will produce the Multimode eTransmission used by the Mitsubishi Outlander as well as all-wheel drive technologies and electronic torque vectoring systems.

Michigan, USA A new cold weather test facility is providing North American automakers with a local base for testing AWD and eDrive in cold, low-friction conditions. It also means GKN now has winter proving grounds on three continents.

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C H I N A

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I N T E R V I E W

T H E E L E C T R I F I C A T I O N A G E N D A

Electrification and autonomous vehicles have dominated the automotive agenda for the past two years. We asked GKN Driveline CEO Phil Swash how some of these major challenges are being addressed

You were appointed CEO in Autumn 2015, how much has the driveline agenda changed since then?The influence of disruptive technologies is definitely growing as vehicles become more connected, autonomous and electrified. Political pressure to phase out internal combustion engines is increasing and consumer confidence is shaken. We also have new players from Silicon Valley and China entering the market.

There are some big decisions to make about technology and investments, and driveline strategies are pivotal in all this.

How quickly will the industry shift to EVs?For any technological change, forecasts tend to overestimate the speed of any transition and underestimate the long-term impact. With more cities announcing plans to introduce zero-emission zones, expectations are increasing, but it is hard to say exactly how fast the market will shift.

We believe plug-in hybrid electric vehicles will accelerate far faster than pure electric vehicles (EVs) in the mid-term. Many still consider hybrids to be some kind of interim solution for the

transition to pure EVs, but hybrids will be around much longer and have a far greater impact on personal mobility before pure electric vehicles achieve mass-market volumes.

The transition to pure EVs will be longer than expected because people want flexibility. They want the same degree of flexibility as they enjoy today and hybrid electric vehicles provide both emission benefits and range freedom.

That said, as battery costs reduce, real-world driving range exceeds 300km, and speed and charging access cease to be limiting factors, then pure EVs will quickly accelerate. The key is to have everything the driveline needs to make the transition: from the right driveshafts and joints, to multimode transmissions and electric drive units.

How important is it to secure a share of future EV markets now?It has to be a fine balance of capturing that nascent market and consolidating positions. For GKN, this process started with a major reorganisation. Structuring operations regionally no longer makes sense; we now think in terms of global product lines.

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D R I V E L I N E I N T E L L I G E N C E I N T E R V I E W

Some things remain core to drivelines. Whether it’s gasoline, diesel, hydrogen, electricity or a hybrid, they all need to get power to the wheels. They may require more advanced driveshafts and joints to handle higher regeneration and to improve refinement and dynamics, but the fundamentals will be as important as ever to the driving experience. For GKN, that means continuing to invest and maintain our leadership in this key area.

How is GKN supporting the growth of all-wheel drive (AWD) and eDrive? AWD and eDrive have a dynamic period of change ahead of them with demand growing and technologies evolving faster than ever. GKN decided to group these two technologies together for a reason.

They are complementary, fast-growing technologies that must often co-exist on global platforms. Both have a huge impact on the driving experience and require real software expertise for them to shine in a vehicle.

Putting them together exposes our engineering teams to more advanced programmes, fast-tracking our software development and taking our system integration expertise to a completely different level. The focus we bring to our execution and the backing we were able to give these technologies was a game-changer for GKN.

What changes do you expect in AWD?GKN stepped up its investment in AWD in 2011 because our engineers recognised the technology was ready to move into the mainstream. Since

they are a considerable investment and a calculated risk on the volumes. For high volume platforms, that is too big a risk for most automakers.

We expect to see more hybrid architectures that have the ability to scale between combustion engines, hybrid and pure electric. Many automakers already have scalable architectures that can accommodate FWD, AWD and a hybrid eAWD. Making the same platform pure electric with an acceptable range is challenging.

What impact will autonomous vehicles have on drivelines?There will be some niche vehicles with full autonomy, but most will take a hybrid approach to autonomy, automating the most efficient tasks to improve safety and convenience. As with electric vehicles, we must not confuse the vision with the transition.

The most likely reality for some time will be degrees of autonomy in different aspects of the vehicle that will increase safety over time. The more autonomy, the more electric drive is used.

We have the right technology in place to support that strategy for automakers. If, for example, a market emerges for small autonomous pods for navigating cities, then we have an advanced concept with in-wheel motors that would be very relevant.

How important is software to driving experiences now? With AWD and eDrive on board, driveline software is now a real differentiator. GKN has invested in software because it differentiates the

then AWD has started to eclipse rear wheel drive as the set-up of choice in premium vehicles and we now have AWD in successful B-segment vehicles.

Once people have AWD, they rarely go back. Drivers love the safety, dynamics and all-weather stability. Demand for the systems is growing globally and is particularly strong in China.

GKN’s mission is to make sure more drivers can afford to enjoy AWD. This is what will drive change in the systems as we develop solutions that are as compact, low mass and cost-effective as possible.

How will eDrive systems develop? GKN has been working on eDrives and hybrid transmissions for plug-in hybrids and pure EVs since the early 2000s, pioneering the development of single and multi-speed eAxles. We have put more than 400,000 systems on the road, developing essential knowledge and experience as we have deployed the technology.

eDrive systems are not simple, standalone products or technologies; they are a systems integration challenge. GKN’s early investment means we understand the tight technical partnerships that are needed and we know how to deliver the right technical solutions, how to solve program challenges and how to help differentiate the driving experience.

How do you expect vehicle architectures to evolve? One would expect that there will be more flat-floor architectures, but because they only support pure EVs,

performance of our AWD and eDrive systems. It gives us more control over the efficiency, thermal management and torque delivery. More importantly, the software helps create driving experiences that get talked about – the drift mode in the Ford Focus RS is a good example of this.

The influence of software is perhaps most clear in the Fiat 500X and Jeep Renegade. They share identical drivetrains, yet deliver different driving experiences. The software creates two distinct personalities with different feel and performance.

How will the role of data evolve? Data from vehicles is a difficult issue. Driveline data gathered in the field will accelerate our development and open new opportunities for innovation, but the whole industry needs to come together to manage data in a way that is safe, secure and fair for everybody.

For GKN, our near-term focus is leveraging the digitisation of our operations; capturing data from our products in the development phase. We are the global leader in our three core product areas: CVJ driveshafts, AWD and eDrive with 50 factories in 23 countries that produce masses of data.

Industry 4.0, smart automation and digital management systems are taking our operations to the next level, helping processes to advance faster, enabling us to deliver higher quality straight from Job One. As eDrive volumes increase, suppliers with real mass production credibility and know-how will have a competitive advantage. ■

Phil Swash was appointed CEO of GKN Driveline in September 2015. He joined GKN in 2007 as CEO of GKN Aerospace, having previously held senior positions at Airbus. He applies more than 35 years of engineering and manufacturing experience to his leadership of GKN Driveline.

“ FORECASTS TEND TO OVERESTIMATE THE SPEED OF ANY TRANSITION AND UNDERESTIMATE THE LONG-TERM IMPACT. I BELIEVE THAT WILL BE TRUE FOR PURE ELECTRIC VEHICLES”

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E L E C T R I C V E H I C L E S

V E L O C I T Y A C C E L E R A T E D

T e x t T R I S T A N H O N E Y W I L LC G I P E T E R C R O W T H E R

PEOPLE GENERALLY ACKNOWLEDGE Karl Benz as the inventor of the modern automobile and Henry Ford’s Model T as the first to use mass production to make automobiles affordable. But it was the Mini that created a blueprint for car design in the mid-20th century that is followed to this day.

The Mini’s space-saving transverse engine and front-wheel drive layout enabled 80% of the floorpan to be used for the occupants. The little car was full of ingenious space-saving ideas: visible welding seams, external hinges and rubber cones instead of springs.

The biggest hurdle, however, was transmitting the power from a transverse engine into the front wheels with driveshafts that could move freely with the suspension. Getting the torque to the articulated wheels during cornering is what made the Mini’s remarkable layout possible.

The constant velocity joint needed to do this had been invented in the 1920s by Ford engineer Alfred Rzeppa. Rzeppa’s eponymous CV joint, patented in 1926, consisted of a circular inner race and an outer race connected to the wheel hub, both with six machined grooves housing six balls, held in place by a swivelling outer cage.

It was ideal, except nobody had really manufactured it successfully. GKN Driveline, then known as Hardy Spicer, made some fine adjustments to the design and developed some more precise production processes to make Rzeppa’s idea – and Mini’s vision – a reality.

In the decades since then, generations of front-wheel drive cars have been built upon the Mini’s fundamental driveline concept. Around 80% of the world’s cars are front-wheel drive with GKN’s global footprint supplying CV joints to the majority of them.

“Powertrains and vehicle architectures don’t evolve in isolation,” says Karl Berger, senior director of Constant Velocity Joints at GKN Driveline. “The fundamental importance of packaging, dynamics and efficiency mean that driveline advances remain a key enabling factor.”

Advances in CV joints and drive shafts that improve the performance and NVH have supported the introduction of automatic transmissions, more powerful compact cars and diesel engines. The focus on driveline efficiency, the need to support higher installation angles for SUVs and the need to handle unprecedented levels of torque from eDrive systems all drive current developments at GKN.

The complexity of driveline requirements and the need to deliver globally means few suppliers today have the right culture and resources to deliver the right kind of multi-functional approach.

“CV joints are now some of the most highly evolved elements in a vehicle,” says Berger. “Even with production experience measured in billions of units, each step forward in the design still takes thousands of man-years of development.”

Getting the power to the wheels is a basic vehicle functionality that, no matter how challenging, needs to be exceptional. For vehicle development teams seeking to introduce a game-changing new powertrain, vehicle architecture or just to build a better compact car, the CV joint is just as critical today as for the first Mini. ■

T E C H N O L O G Y

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A W DD R I V E L I N E I N T E L L I G E N C E

DEMAND FOR VEHICLES WITH all-wheel drive (AWD) is up worldwide in a trend that appears to be a permanent shift in buying habits. Intelligent electronic control of the AWD system and better integration of the system into vehicles has been game-changing.

Not long ago, AWD was used mainly just for traction, a go-anywhere feature particularly useful in colder climates. In recent years, the driveline has far surpassed this role. For a growing number of consumers, AWD is a fundamental part of the driving experience: they value its greater stability and capability and prefer the way a vehicle with AWD accelerates and corners.

The clearest indicator of the change is in the types of vehicles sold: SUV sales continue to rise globally. Hatchbacks, sedans, station wagons and MPVs still have a large share of the market and on these more traditional models AWD options are more common

and popular than ever. The phenomenon is affecting every vehicle segment, and is most evident in front-wheel drive (FWD) platforms with transverse engine layouts. The line-up at auto shows is loaded with new small crossover launches.

Advances in the software and control of systems have played a significant role in the public’s adoption of AWD. As vehicles become more intelligent, they need a driveline that can do more as well.

Traditional AWD set-ups simply received torque and sent it to the wheels, with the vehicle frequently controlling traction events with the brakes. Now that AWD systems play a more central role, fully integrating the driveline into the driving experience, it is more likely that the AWD is used to control traction events more intelligently, sending power and torque where it is needed.

Software now integrates AWD with the rest of the vehicle, communicating with subsystems like the ESC, ABS and yaw control behind the scenes. Controls are the interface with the customer, tuning all this to produce the desired feel, giving even identical vehicles completely different characteristics.

GKN’s software and control expertise has been the hidden force behind the company’s evolution in recent years. Besides being the only supplier that produces every link in the chain between the transmission and the four wheels, GKN’s software and control expertise means it serves as the system integration partner on programmes.

“We help deliver vehicles that are aligned to a brand’s DNA,” says Dr Ray Kuczera, GKN Driveline Senior Vice President of Technology and Engineering. “Our systems make hundreds of decisions every second to understand driver intent and distribute the torque to achieve the best possible driving experience. For the driver, this is all completely transparent: the vehicle just feels great to drive.”

The ability to read the driver’s intent is critical. The Ford Focus RS is a good example of GKN’s capability. The AWD system in the high-performance compact car monitors the driver’s throttle, brake and steering inputs – as well as the outside temperature, wheel speeds and yaw rates. It determines what the driver is intending

With all-wheel drive vehicles supporting growth worldwide, advances in the hardware, software and system integration present compelling new opportunities for brands

T e x t T R I S T A N H O N E Y W I L LP h o t o g r a p h y T O M S A L T

GROWTH VECTOR

“AWD NOW PLAYS A CENTRAL ROLE IN THE DRIVING EXPERIENCE... AS VEHICLES BECOME MORE INTELLIGENT, THEY NEED

DRIVELINES THAT CAN DO MORE”

GKN is the only supplier that produces complete all-wheel drive systems in-house – the company’s software and control expertise integrates the AWD with the rest of the vehicle

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the vehicle to do, what the vehicle is actually doing and then uses the driveline to intelligently route power to achieve the driver intent. This type of partnership between the driver, the driveline and the other vehicle systems is demonstrated to an extreme on the exciting and dynamic “Drift Mode”

Torque vectoring is the logical way forward as vehicles and drivelines become intelligent and capable. The potential role for the technology in safety is also starting to be better understood.

The next step, says Kuczera, will be to integrate torque vectoring into vehicle stability strategies and lane keeping functions. In automated driving modes, it could be more comfortable to perform highway lane changes using torque vectoring instead of turning the steering wheel.

As vehicles get smarter, it will be possible to do a lot more with torque vectoring than today. Changes to the way that driveline programs are sourced are also making that easier. Automakers are outsourcing more driveline and AWD integration to trusted partners.

The AWD programs for the Jeep Renegade and Fiat 500X B-segment SUVs, the first to be outsourced entirely to a Tier One supplier, are the shape of things to come, says Kuczera: “To meet customer expectations, new vehicle programs need driveline development partners with the right level of experience and integration expertise. That’s why more new vehicle programs are using GKN Driveline.” ■

All-wheel drive’s fuel efficiency has become a smaller factor in AWD buyers’ decision-making. Hardware advances and better software control have minimised the efficiency differences between AWD and FWD and made the performance benefits irresistible.

GKN’s Twinster AWD system with Active Connect shows how far the technology has come. The Twinster module enables dynamic torque vectoring functions by applying torque to one or both of the rear wheels via two hydraulically actuated clutches.

GKN’s AWD software varies the pressure at each clutch up to 500 times per second. The clutches move continuously between fully open and fully locked to provide fast, accurate torque control.

In winter conditions and off-road, the Twinster system sends torque to the wheel with the most traction. In dynamic cornering, Twinster moves the torque to the outer wheel to control the yaw moment, improving performance and reducing understeer.

The clutches have another function: during steady state cruising, the Twinster coupling opens to disconnect the rear wheels from the driveline. GKN’s Active Connect system also disconnects the propshaft and several sets of gears from the rest of the driveline, minimising system losses.

When the AWD’s extra traction is needed once more, the rear drive module comes back online, getting the torque back to the rear wheels in less than a quarter of a second.

The entire process is completely transparent. The driver gets the traction, stability, and dynamics they want – and the efficiency box is quietly ticked.

O P I N I O N : C H I N A

CHINA DOES NOT DIFFERENTIATE between battery electric vehicles and plug-in hybrids: it classifies both as “New Energy Vehicles” (NEVs). It is clear, however, that China wants 5 million of them on its roads by 2020.

The effect of this simple plan on China’s domestic market and industry is huge – and that’s the point. China sees NEVs as a chance to increase employment and exports, while also improving air quality and CO2.

China already accounts for around 30% of the world’s NEVs, with around 500,000 on its roads. So far, most have been small cars: pure electric A-segment vehicles and plug-in C-segment hybrids, but this is changing as demand for crossovers and SUVs soars.

For GKN, grouping EVs and plug-in hybrids together as NEVs makes complete sense. Our driveline electrification strategy has always been about making the transition from internal combustion to electric mobility as simple as possible.

We have long advocated electrifying the rear axle of front wheel drive platforms – P4 architectures that give consumers

electric all-wheel drive. The strategy works in rear wheel drive platforms as well: GKN’s PACE award-winning eDrive powers the BMW i8‘s front axle. In pure EVs, our eDrives integrate a park lock, putting everything the driveline needs in a single module.

That’s why our China strategy is our global strategy. The only real difference is China’s pace. The regulatory environment expects swift response and the market rewards fast-moving brands. It’s normal to kick off initial discussions with an SOP just two years away.

The pace means the role of suppliers is different in China. In Europe and the US, automakers build demonstrator EVs and plug-ins using their suppliers’ latest systems. In China, suppliers must deliver working demonstrators – and quickly.

That’s a challenge for some, but GKN’s driveline focus and all-wheel drive expertise means that vehicle integration is a real strength.

Conversations with automakers in China tend to focus on the use of eDrives for all-wheel drive plug-in hybrids. Automakers know that GKN is

“China’s New Energy Vehicle strategy positions the country as a major global hub for the development and production of eDrives”

Rainer LinkBUSINESS DEVELOPMENT DIRECTOR, AWD & EDRIVE

behind the eDrives in the Volvo XC90 and the Mitsubishi Outlander.

They have their own programme targets, but essentially want the same thing as the global brands: more torque, value and efficiency in a smaller, lighter package. They know how to get there as well.

It pays to speak from experience on NEVs in China. GKN brings more than a decade and over 400,000 units of eDrive module experience – and has been transferring this know-how into its joint venture, SDS, in China.

SDS will start production of GKN’s Multimode eTransmission for a domestic customer next year and of complete eDrive systems in 2019 for a European OEM’s global small car platform. By 2025, eDrive volumes at SDS will exceed more than a million units a year.

China’s NEV strategy positions the country as a major global hub for the development and production of eDrive technologies. We believe SDS has the best possible combination of global technologies and local know-how to get things done in a market that is demanding change and wants it right now. ■

ON-DEMAND DYNAMICS

GKN’s Twinster technology enables dynamic torque vectoring functions,

applying torque to individual wheels via two software-controlled clutches

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C H I N A

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D Y N A M I C S R E D E F I N E D Electrification will outpace and outmanoeuvre internal combustion engines to become the dominant powertrain choice. GKN’s eTwinsterX system shows how it can be done

T e x t T R I S T A N H O N E Y W I L L / C G I M A R C E L O J R

To make electrification more appealing and affordable, the auto industry needs a different kind of eDrive. The public may be growing more receptive to the idea of electrification and new forms of mobility, but people still need to buy in. Vehicle dynamics has a role to play in this. Unless electrification is more fun to drive, it will not feel like progress to the majority of consumers. They want the efficiency and acceleration that electric motor torque can bring to their driving experience, but few are willing to accept that the additional weight of the batteries may compromise driveability.

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D R I V E L I N E I N T E L L I G E N C E E L E C T R I F I C A T I O N

GKN Driveline could have the solution. The company has not only pioneered the development of more affordable and dynamic eDrive and torque vectoring technologies, it is also the world’s largest producer of driveline systems.

Developments at the company have accelerated significantly in the past few years. Having completed the system integration of the all-wheel drive and eDrive for the new Volvo XC90 SUV, developed the industry’s first two-speed eDrive for the BMW i8 and taken the company’s torque vectoring expertise to a different level with the Ford Focus RS programme, where do you go next?

The next step for GKN’s advanced engineering team was obvious, says Rainer Link, AWD & eDrive Business Development Director at GKN Driveline. A first prototype replaced a Volvo XC90 donor vehicle’s eDrive with a single-speed eTwinster electric drive. “The effect on the vehicle’s handling was remarkable,” says Link. “Everybody immediately noticed the difference in its response and stability.”

Taking the efficiency and dynamic benefits to another level, GKN has now developed the eTwinsterX. The innovative eDrive system integrates a two-speed seamless shift transmission, Twinster torque vectoring, and a 120kW downsized electric motor.

The system delivers maximum torque of 3,500Nm, vectoring up to 2,000Nm to each rear wheel and is able to operate up to maximum vehicle speeds of around 250kph.

MASS APPEALVehicles can use the eTwinsterX on both axles to create a pure electric all-wheel drive with a huge range of dynamic and safety advantages, but in the short term, eTwinsterX will feature most in axle-split

hybrids. Giving vehicles a higher-performance, more intelligent rear electric axle makes it possible to further downsize the combustion engine powering the front axle.

The first applications for the eTwinsterX are likely to be SUVs. Their size, price and relatively high CO2 make them ideal candidates. Replacing their rear drive unit with an eTwinsterX helps existing all-wheel drive architectures to reduce emissions and gives them a practical pure electric mode.

The SUV also gains a much higher-performance electric all-wheel drive. “We’re giving some quite heavy vehicles brilliant driving dynamics,” says Link.

TWO SPEEDS WINThe eTwinsterX’s two-speed concept provides the best overall size, cost and efficiency. Unlike combustion engines, eMotors do not need a lot of gears. Adding a third or fourth speed increases the unit’s size and the complexity of the shifting characteristics, but has no real performance benefits

A two-speed is enough to ensure the eDrive is never disconnected, so that its benefits are available from the vehicle’s top speed right down to zero.

“Our design is the most efficient two-speed arrangement possible,” says Theo Gassmann, Vice President of Advanced Engineering, GKN Driveline. “We achieved this by focusing on delivering the highest possible efficiency in second gear, where the eTwinsterX operates for the majority of its time.”

In second gear, the efficiency is the same as a single-speed eDrive. With its shifting clutch locked closed, the system has the same number of gears rotating and meshing and there are no additional plunging or slipping losses. First gear is less efficient than second, but is engaged only during high-torque launches, just 10-15% of the duty cycle.

“ THE IMPACT ON VEHICLE DYNAMICS IS REMARKABLE... GKN’S TECHNOLOGY MAKES LARGE, HEAVY VEHICLES SIMPLER TO CONTROL AND POSITION ON THE ROAD”

SPEED MATTERS: The two-speed eTwinsterX ensures the eDrive is always connected and able to regenerate brake energy at any speed. Single-speed eDrives must disconnect at 120kph, meaning no

kinetic energy can be recovered beyond this point

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D R I V E L I N E I N T E L L I G E N C E E L E C T R I F I C A T I O N

To achieve the 3,500Nm peak torque target, the design needed a first gear ratio of 1:17. “Packaging restraints meant that the co-axial design could not achieve such a ratio with helical gear,” says Gassmann. “So instead of adding an additional shaft and gear lash that would increase the cost, complexity and losses, eTwinsterX uses a planetary gear, which is set inside the second speed’s intermediate gear.”

The combination of a friction clutch for second and a lockable freewheel for first enables eTwinsterX to provide seamless up- and downshifts on-power with no interruption to the torque. It also minimises the number of moving parts and any clutch losses.

TORQUE VECTORINGMeeting demands for higher levels of electric torque will be no problem for the 3,500Nm eTwinsterX system. Each of the Twinster clutches is capable of channelling 2,000Nm, giving the system more torque vectoring capability than anything currently in production.

“When a large vehicle has more than 3,500Nm at its disposal, it makes sense to vector that torque,” says Gassmann. “Plug-in hybrid and pure electric SUVs have a lot more mass in the rear to manoeuvre. We have made sure the system can fully exploit the traction potential of the rear wheels, on- or off-road.”

The benefits of the system are greatest in corners. As the driver throttles off, eTwinsterX stabilises the vehicle and recuperates kinetic energy. In the corner, the system’s precise control of the yaw moment can provide the reassuring feeling of slight understeer or a more agile and sporty oversteer.

The technology also provides an efficient limited slip function. In any kind of split-mu situation,

instead of braking one side of the vehicle, the eTwinsterX just sends the power to the wheel with the most traction. With an axle-split architecture and two independent propulsion systems on board, a range of different dynamic effects and off-road functions can be programmed into the system, says Gassmann.

Electric mode is rear-wheel drive; hybrid is all-wheel drive with variable front-rear balance for optimum energy efficiency; and when coasting on long drives, the eDrive switches off, by shifting to neutral and the vehicle has an efficient front-wheel drive mode.

The eTwinsterX uses torque vectoring to make transitions between these different modes transparent at the steering wheel. The vehicle behaves consistently, transitioning intelligently from understeer to oversteer.

“Software control of Twinster has advanced to the point where the difference with full torque vectoring systems is almost impossible to detect,” says Gassmann. “When it is powered by an electric machine, there are even more opportunities and freedom to tune the vehicle dynamics.”

The eTwinsterX can produce a negative torque to slow the vehicle and, during regenerative braking, the system can use the traction potential of the wheels more effectively than a conventional differential. The eTwinsterX keeps the vehicle stable and increases recuperation on difficult surfaces by controlling the wheels individually.

As a result, the amount of energy available for regeneration is higher and overall efficiency improves. The vehicle is able to recover more energy that it can use for the next acceleration.

With two gears, the eTwinsterX can be used to improve efficiency, off-road capability, recuperation, boosting, and dynamics at any vehicle speed and in all conditions.

DYNAMIC RESPONSE: GKN’s eTwinsterX makes the most of the system’s 3,500Nm of torque in corners. As the vehicle slows, it stabilises the vehicle and recovers kinetic energy. Precise control

of the yaw moment makes curves in the road a lot more fun for drivers

“ WHEN GKN’S TWINSTER TECHNOLOGY IS POWERED BY AN ELECTRIC MACHINE, THERE ARE EVEN MORE OPPORTUNITIES AND FREEDOM TO TUNE THE VEHICLE DYNAMICS“

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D R I V E L I N E I N T E L L I G E N C E

BALANCE OF POWER: The eTwinsterX delivers maximum torque of 3,500Nm, vectoring up to 2,000Nm to each rear wheel. First gear is engaged only for high-torque launches, with second gear designed

to deliver optimum efficiency

O P I N I O N : E L E C T R I C V E H I C L E S

WHENEVER THE AUTO INDUSTRY introduces new technology, it takes a little time for the public to catch on. There are a lot of factors, but often outdated perceptions are the main hurdle. The concerns are usually that any new, more efficient powertrain will be less rewarding to drive. Nobody could see diesels challenging gasoline on driveability; downsizing could never truly compete with displacement.

Plug-in hybrids and eDrive technology have experienced the same healthy scepticism. But things are different. People are more ready to move forward and less invested in the status quo. The technology has taken a huge step forwards in the last few years as well. The torque density of eDrives has increased significantly and hybrid vehicle architectures have evolved.

When the first hybrids just added an electric motor to the main transmission, the main objection was that they

were no match for a turbocharged engine. Current hybrids still have the turbocharged diesel or gasoline engine driving the vehicle’s primary axle, but the electric drive is now added directly to the other axle. The two power sources blend “through the road”, not through a lot of complex machinery.

The key breakthrough – hybrid’s equivalent of common rail technology – is the electric axle drive. These eDrive systems are effectively just a compact transmission that takes the electric motor torque, passes it through a single or multi-speed gear train and sends it to the drive shafts. The gears enable smaller electric motors to deliver more torque to the wheels – and more immediately. Instead of compromising the transmission or the engine, this new generation of eDrives give the car an electric boost and an electric all-wheel drive system.

The challenge for automakers is that drivers need to install some kind

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“People are more ready to move forward and less invested in the status quo”

Theo GassmannVICE PRESIDENT OF ADVANCED ENGINEERING, GKN DRIVELINE

of charging point to enjoy this, but this need not be complex or costly. Indeed the installation work required for a plug-in hybrid can be a lot simpler than for a pure electric vehicle.

High-performance plug-in hybrids like the BMW i8 and Porsche 918 Spyder have won over many petrol heads. Tesla is encouraging even conservative buyers to consider some form of electrification. And Volvo’s statement that by 2019 every vehicle it launches will have an electric motor marks a potential shift in consumer expectations for premium brands. The plug-in is now an integral part of the dealer’s offer.

The key thing is delivering on the dynamics and getting people to experience how good these vehicles now are. Electrification is approaching a tipping point – and it’s not just due to the efficiency. It’s because normal cars can no longer match their driving experience. ■

ELECTRIFICATION ACCCELERATED“The impact on vehicle dynamics is remarkable,” says Link. “The eTwinsterX makes large, heavy vehicles easier to control and position on the road. It responds intuitively to different driving styles: some drivers will have a lot of fun in corners; others will just appreciate the additional stability, traction and controllability. Even in high-speed lane change manoeuvres, its yaw damping ensures large vehicles remain planted and predictable.”

The real question, however, is whether the technology really could help accelerate consumer acceptance of electrification.

For a technology to succeed in mass production it has to be better than the rest of the market – or

it needs to offer the same performance at a lower cost. With the eTwinsterX increasing the pure electric range by around 10% on the NEDC, GKN argues that the technology can pay its way. The system can also be used to downsize electric motors, improving packaging space.

The role of electric drives is changing too. The first generation of axle-split plug-in hybrids had power outputs of 60-80kW and 10kW/h batteries, giving vehicles a pure electric range of 30-50km. In the future, smaller, more powerful batteries will give vehicles more range and power – 100-150kW is forecast. As the role of eDrive functions in the driving experience grows, so will the strategic value of technologies like the eTwinsterX. ■

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B A R O M E T E RD R I V E L I N E I N T E L L I G E N C E

For all-wheel drive and eDrive programs, software development now often accounts for the majorityof the engineering effort and the role of code in thedriving experience is increasing faster than ever.

Software functions no longer just control the torque; they directly influence the vehicle’s overall attributes and functionality. And as vehicles become connected, the potential for drivelines to interface with other software functions and to receive over-the air updates is clear.

We asked industry experts how they see the current landscape – and what the future holds for driveline development. People are expressing their own personal opinions, not necessarily those of their employers…

HOW WILLDRIVELINESOFTWARE EVOLVE?

DRIVELINES ARE BECOMING more complex and consumer expectations are growing. As a result, driveline software’s role in the complete vehicle is becoming more important. Its main task is still optimal torque delivery and distribution but also includes NVH and driveability, as well as energy efficiency and emissions.

Software is becoming more complex, especially as we introduce plug-in hybrid electric vehicles, but software is also what enables us to manage the broadening demands of all of our vehicles efficiently.

Volvo is offering higher levels of personalisation with different Drive Modes, including an Individual Mode that the driver can configure to their own preferences. We could pursue this direction even further, but we need to be practical. Vehicles have to be easy for customers to understand and intuitive to operate.

We see more potential in forms of machine learning. Volvo is already using machine learning to varying degrees in different functions for prediction, adaptation and error handling. Linking these methods to the connected car infrastructure will bring interesting further improvements to the driving experience.

There’s a wide range of opportunities to link the driveline controls to the connected car. Drive cycle and traffic flow prediction would definitely be a significant benefit to energy optimisation and fuel savings.

CONTROL OF ELECTRIC drivelines does not differ much from conventional drivelines in principle, but differs a great deal in detail. The primary task is still torque delivery, but there is more potential to change the vehicle’s behaviour.

The biggest evolution is that more traction control can be achieved with the very high bandwidth control that electric motors provide. It is higher than even the brake system bandwidth and a lot better than just using spark or fuel timing in an internal combustion engine for traction control.

There is also more potential for behind-the-scenes strategies for items such as NVH. If it doesn’t matter which motor you use, using the one furthest from the driver will help keep the car quieter. Torque distribution also jumps around a surprising amount when you are chasing efficient points of operation.

Traditional development limitations remain in areas like processor capacity as we become more imaginative. Now is no different to Neil Armstrong’s famous “1202” error: engineers always want just 20% more, whether it is RAM or calculation capacity.

There are a lot of cybersecurity concerns, but I see them driving security features rather than limiting interaction, which has to be broadly inevitable, especially in the context of autonomous operation. You simply have to allow full authority operation

SOFTWARE DEVELOPMENT is exploding. Back in 2003 when we introduced a brand new five-speed automatic transmission, the control software came to around 155,000 lines of code. The new 10-speed in Ford F-150 has just over a million.

All-wheel drive is on the same trajectory. We used to just have two-wheel or four-wheel drive settings, now we have multiple modes that detect whether the customer is driving on a sandy or icy road, whatever the road conditions are. To give the customer an optimised all-wheel drive experience takes a lot more software.

When you add electric all-wheel drive and electric axles, the software requirement increases still more. Not just to control the electric machinery, but also to manage the interaction between different systems. When recovering kinetic energy, the eDrive is providing a lot of the vehicle’s braking and you have interactions between the driveline and the brakes that never existed before. All these factors stack up, requiring more code, processing power and memory with each model generation.

One issue is the expense. Chips that can survive in an automotive environment with extreme temperatures and vibration are not cheap. One challenge is deciding how much memory to put into a module because they have such long lead

times and the pace of innovation in driveline software is a lot faster.

The biggest limitation on software development is still recruiting engineers with the right training and experience. We are drawing on the same pool of talent as the consumer electronics world. Anybody who has children in college should advise them to go into embedded control: there are fantastic career opportunities for people who write code that controls mechanical devices.

I am excited about future over-the-air developments. We want to be able to offer customers faster software updates, but data security is the priority. In the coming years, we expect control software to integrate more with other systems in the vehicle. GPS navigation software is a natural progression so that the vehicle knows if it is approaching a hill or a corner and can respond intelligently.

THE AUTOMAKER GOINGALL-ELECTRIC IN 2019

EX-TESLA AND PRODRIVEDYNAMICS EXPERT

NORTH AMERICA’S TRUCK, SUV ANDCROSSOVER LEADER

Lutz StieglerSenior Director ofPropulsion Controls andCalibration, Volvo Cars

Damian HartyDirector of ChassisEngineering,Lucid Motors

Craig RennekerChief Engineer, FWD systems,transmission and driveline engineering, Ford

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B A R O M E T E R

commanded by an external interface.Software brings a great many

opportunities. Since over-the-air updates are possible, why wouldn’t you improve the behaviour of the car if you could? This does create a complexity problem, however. I’m not convinced the software community is ready for a safety critical product with a 10- or 15-year lifespan when it’s already difficult to keep a five-year-old laptop up to date.

Machine learning is everywhere but I am slightly sceptical. It is sometimes presented as a fix-all when actually algorithmic thinking can deal with a surprising range of things – particularly in terms of being predictable in the corner cases, which may be sparse in the training datasets.

I suspect the right balance will be to use machine learning for data-rich areas such as environmental recognition, with a simpler approach for safety-critical and well bounded elements such as the torque path.

There’s a lot of untapped potential between the driveline and the vehicle for delivering interesting behaviour in some specific corner cases, such as polished ice. But these are quite small in the grand scheme of things.

I think the biggest progress and effort will be in self-diagnosing and self-optimising through the life of the vehicle to give well controlled, highly extended maintenance patterns. These will be vital for brands offering mobility as a service in the future.

DRIVELINE SOFTWARE is becoming a significant differentiator in the driving experience. It is moving beyond the essential business of torque delivery and making contributions to CO2 strategies, dynamics and refinement.

The benefits that more advanced software functions can bring are obviously greater in AWD and electrified drivetrains, so it is encouraging that these are the architectures displaying the strongest future growth potential.

The main role is still delivering efficient and high performance AWD and eDrive functions. Customers expect each new model generation to deliver better performance than its predecessor.

Most of the innovations are behind the scenes: more intelligent disconnect strategies and smarter mechatronics. Around 90% of our software is not visible to the customer, although it must still meet their program targets.

More programs are starting to use torque vectoring AWD hardware to give themselves the means to create completely new driving behaviors for their vehicles.

In electric drive applications, the difference that software control of the torque delivery can make to a vehicle’s agility and stability is even greater. There are huge opportunities to add a lot of value to the driving experience.

With driveline and chassis systems becoming more active,

integration and interaction between them is more important. Low level functions to mitigate adverse driveline effects such as NVH or drag losses must interface seamlessly with higher level controls for the main system functions.

But integration goes further. There is a lot of interest in involving the driver more deeply in the driveline via an extended range of drive modes and more advanced real-time visualisation of vehicle dynamic functions.

Driveline software also needs to integrate with the vehicle’s E/E architecture, which is evolving faster than ever before. Megatrends such as electrification, cyber security, connectivity and big data, mean E/E driven software complexity has grown tenfold in the last five years.

Our experience in all-wheel drive software and system integration has been the basis for our work on eDrive controls. When we look at combining our Twinster torque vectoring system with our eDrives, it’s hard to see any real limitations on what is possible.

GKN is managing an increasing number of global programs that just deliver the driveline software. The hardware doesn’t change. We are upgrading the electronics and adapting the functionality in new software architectures. If future vehicles offer additional features in the field, like new drive modes, then software will evolve into a product in its own right. ■

WORLD’S BIGGEST DRIVELINE SUPPLIER

Michael SchomischManager, Software & Electronics,GKN Driveline

A D D I T I V E M A N U F A C T U R I N G

ADDITIVE MANUFACTURING IS ALREADY transforming the way engineers bring products to market. In aerospace, the technology is being introduced in components for everything from commercial aircraft to space rockets. Adoption is also increasing in electronics and healthcare.

Advances have enabled engineers to increase geometric complexity, reduce weight and shorten time to market. The higher volume and cost requirements mean automotive has been slower off the mark, but GKN says the time is right for additive manufacturing to play a bigger role in the sector.

“Just like in other sectors, additive manufacturing will accelerate automotive engineering processes, providing viable components earlier on for functional tests,” says Markus Josten, sales director in GKN’s additive manufacturing business. “There are clear opportunities to improve production tools and for applications in motorsport and premium vehicles.”

In the medium term, additive manufacturing will be a disruptive technology for aftermarket operations. On-demand, on-location manufacturing could also lower inventory costs and decentralise production at low to medium volumes. GKN has already taken a step in this direction with InstAMetal. The ecommerce platform makes additive manufacturing more accessible with design tools that make it faster and simpler to price and assess the feasibility of engineering prototypes.

Progress is also being made on one of the key challenges for automotive: the development of higher performance powder. GKN is the world leader in the production of atomized metal powders – the essential raw material for most additive manufacturing - and the company has recently developed a new low carbon alloy steel specifically aimed at applications in the automotive sector.

The material, called 20MnCr5, can be case-hardened to provide the high-strength, ductility, wear resistance and machinability needed in the sector. The manufacturing process is virtually unchanged, albeit with revised parameters. The component is then carburized, quenched and tempered to harden its surface.

“Step-by-step we are using our expertise from other sectors to push back the boundaries for automotive applications,” says Josten. “We can now produce parts made completely of the low carbon steel using hybrid methods that combine different process techniques with additive manufacturing.”

The first applications could be prototype gears for lubrication trials, and because the metal can be combined with weldable materials, there is real potential for low volume production. Future high-performance drive shafts could be a lightweight mix of carbon reinforced plastic and advanced printed metals.

Predicting the exact tipping point for mainstream additive manufacturing in automotive is difficult. However, it is clear that it is now a technology of today, not just an ambition for the future. ■

I N D U S T R I A L R E V O L U T I O NAdditive manufacturing is changing the way consumer goods are made – the technology also has strategic implications for the automotive industry

GKN’s Powder Metallurgy divisionis the world leader in powdermetal manufacturing. Advancesin materials and processes arebringing additive manufacturing to automotive

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R E A L I T Y C H E C K How data-driven production will accelerate future driveline developments at GKN

T e x t T R I S T A N H O N E Y W I L L / I l l u s t r a t i o n T E R E N C E E D U A R T E

D R I V E L I N E I N T E L L I G E N C E

Industry 4.0 will make live production data shareable,

closing the gap between product engineering and manufacturing

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INDUSTRY 4.0 HAS THE POTENTIAL to be a massive disruptive force in the automotive industry, but, like any production system, maturity and scalability are all-important.

Most manufacturers have a vision for their factory of the future, but execution is harder for some than others. For GKN, its driveline focus is a major advantage. The company’s clarity of purpose enables it to align its Industry 4.0 investments tightly with its corporate strategy to remain the world’s number one supplier of AWD and eDrive systems.

“Industry 4.0 is helping GKN find new ways to develop higher performance products, built to higher quality with shorter time-to-market,” says Mohammed Zameer, Vice President Global Manufacturing Engineering at GKN Driveline.“We are applying those lessons to eDrive systems to accelerate their transition from niche to mass production.”

The introduction of a new Manufacturing Execution System is at the heart of GKN’s Industry 4.0 strategy. By standardising its IT infrastructure to maximise compatibility and the flow of data, the company is introducing a series of solutions that will get live data into the decision making at the lowest possible levels of the organisation. Standard dashboards across the company already display the same real-time information to everybody, from operators to senior management.

The enhanced traceability of each component will make any recalls faster and more targeted, potentially limiting them to just a handful of vehicles each time, minimising the costs and any unnecessary disruption to consumers and customers.

Paperless factory environments are saving time by dispensing with printed drawings, instruction sheets and control plans. With

less information recorded manually and with corrections captured automatically, a big source of human error is being neutralised.

The longer-term competitive benefits are the real prize, however. Industry 4.0’s true value lies in finally closing the gap between manufacturing and engineering.

“When products are updated, everything needed for production, from the manufacturing drawings to the bill of materials, can flow to each plant,” says Zameer. “And having live production data come directly back to the design engineers will also shortcut a lot of the iteration and prototype validation time.”

Higher levels of automation and contactless quality controls are the key to ensuring that data is captured smoothly. GKN also expects to use more cobots to support human operators in its flexible final assembly processes.

It currently takes around three to four years to launch or upgrade a vehicle’s driveline – in a market that demands new product every two years. With solid data that flows better and the right analytical tools, time-to-market will reduce significantly.

“More effective use of our data is unlocking unimaginable new opportunities for innovation,” says Zameer. “The management of each product’s lifecycle is changing. From concept to end of life, the focus will be on turning data into information, decision making and predictions.”

In the future, field data from connected vehicles will take driveline performance even further. For that to happen suppliers must first demonstrate that they know how to manage that data securely and execute effectively. GKN’s strategy and its focus on delivery aims to secure its position at the head of the competition. ■

I N D U S T R Y 4 . 0

GKN Driveline’s digital transformation• Real time data for

faster, better decisions• Machines, plants,

suppliers, customers and internal functions connected

• Analytical tools, simulations and predictive analysis improve performance

CELEYA, MEXICO Industry 4.0 capability is online in three cells for propshafts, halfshafts and fixed races. Process monitoring, automatic measuring and data analysis support paperless manufacturing and piece-to-piece traceability at the site.

ORAGADAM, INDIA GKN’s Manufacturing Execution System delivers live information to stakeholders, minimising manual data collection and human error, improving decision making and freeing people to focus on the plant’s performance.

ZUMAIA, SPAIN Industry 4.0 measures include fully automated video inspection of CV Joint technologies, machine-to-machine communication, full part traceability and digital display boards with real-time data.

GKN 4.0