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Design Technologies for Wheeled and Tracked Vehicles (MMBC) 2019 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 820 (2020) 012025 doi:10.1088/1757-899X/820/1/012025

Mathematical modelling of torque vectoring differentials

G Ankinovich1, A Verzhbitski1 and A Antonyan1,2

1
Bauman Moscow State Technical University

1
E-mail: [email protected]

Abstract. Active safety systems which distribute forces between the wheels are an integral part
of a modern vehicle. The vast majority of systems are based on the brake systems, and
reducing engine power, which certainly reduces the vehicle speed. However, the needs of car
owners are constantly changing, there is a need for devices capable of ensuring the distribution
of traction between the wheels without having to reduce speed. With this task perfectly cope
with the main transmission containing the mechanisms of power distribution (MPD). Power
distribution mechanisms have a greater impact on vehicle handling. More often meet term,
Torque Vectoring Differential (TVD). They began to be used for the first time since the mid-
1990s, and found their application in sports cars, and then in executive cars. The described
main gears are an integral part of dynamic stabilization systems. During the vehicle
development, these systems are developed and investigated using mathematical modeling
methods. Therefore, the paper describes the design, operation principle and kinematic design of
the most common. The equations systems describing the dynamics of the links and the
mechanism as a whole are also composed. The mathematical modeling of vehicles equipped
with TVD is modelled.

1. Introduction
Modern cars are equipped with various dynamic stabilization systems based on the operation of the
brake system or reducing engine power [1]. However, since the mid-1990s, Mitsubishi has been using
main drives with power distribution mechanisms known as Torque Vectoring Differential (TVD).
Their distinctive feature compared to conventional main gears, is that they are able to transmit more
torque to the high-speed wheel, thus creating an increased turning torque of the vehicle. Power
distribution mechanisms, in turn, contain additional links and controls that ensure the distribution of
torques [1–10].
PDM containing friction elements which activated by an electronic control system. However, to
ensure effective operation of the control system, first, at the design stage, conducting the mathematical
simulation of the vehicle motion [11–15], equipped with such a mechanism. In the development of
mathematical models of multilink final drives made the following assumptions: the links of the final
drive perfectly rigid, the losses in the gearing can be neglected, the ratio auxiliary links taken greater
than one.
Thus, the paper analyzes the existing mechanisms, their comparison and writing of equations
systems for mathematical modeling in the program MATLAB & Simulink.
2. Final drive Mitsubishi AYC

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Design Technologies for Wheeled and Tracked Vehicles (MMBC) 2019 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 820 (2020) 012025 doi:10.1088/1757-899X/820/1/012025

The final drive of Mitsubishi AYC was first used in 1996 on the Mitsubishi Lancer Evolution IV. [2]
This final drive is based on using bevel differential. PDM is located on the right and is connected by
one link to the differential housing and the right axle through friction clutches.

2.1. Final drive design

Mitsubishi AYC final drive design shown on the figure 1.
Figure 1. Mitsubishi AYC final drive
design:
1 – fist auxiliary link;
2 – second auxiliary link;
3 – differential housing;
4 – left half-axis;
5 – right half-axis;
CL1 – right clutch;
CL2 – left clutch.

In the final drive, depending on right friction clutch CL1 engaged, part of the torque from the
differential housing 3 is transmitted to the first auxiliary link 1 through a multiplier that accelerates the
rotation of the right half-axis 5. The increase in torque is due to the summation of torques from the
first auxiliary link 1 and the half-axial differential gear. Depending on left friction clutch CL2
engaged, part of the torque from the differential housing 3 will be transferred to the second auxiliary
link 2 through the gearbox, slowing down the angular speed of the right half-axis 5. The resistance
torque, which occurs on the left clutch CL2, creates a braking torque relative to the differential
housing 3.

2.2. Final drive equations system

To compile an equations system revealed that the mechanism of five moving links and three
gearing. Thus, it is necessary to make five dynamic equations and three kinematic equations. Let the
first two equations (1, 2) describe the dynamics of the auxiliary links:
J1  1 = M link 1 − M CL1 (1)
J 2  2 = M link 2 − M CL 2 (2)
J1 , J 2 first and second auxiliary links inertias, kg  m 2 ; 1 , 2 first and second auxiliary links
angular accelerations, rad / s 2 ; M link 1 , M link 2 , first and second auxiliary links torques N  m; M CL1 ,
M CL 2 , first and second clutches friction torques, N  m.
In equation (3) torques M link 1 и M link 2 written below:
M diff
J w  w right = − M link 1 + M link 2 − M right
dr (3)
2
M diff
J w  left = − M left
dr (4)
2
J w , wheel inertia, kg  m 2 ; w right , left , right and left wheel angular accelerations rad / s 2 ; M diff ,
differential housing torque, N  m; M right left right and left half-axis drag torques, N  m.
dr , M dr ,

Equations (5), (6), (7) describe links interaction which included in the final drive:

2
Design Technologies for Wheeled and Tracked Vehicles (MMBC) 2019 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 820 (2020) 012025 doi:10.1088/1757-899X/820/1/012025

w right + left
input = iFD  (5)
2
1
input = iFD  (6)
u1

input = iFD  2  u2 (7)

input , input shaft angular acceleration, rad / s 2 ; iFD , final drive gear ratio; u1 , u2 , ratio between
differential housing and first and second auxiliary links.
The equation of dynamics of the differential housing (8), reduced to the input shaft, is written
below:
M diff M link 1 M link 2  u2
J input  input = M input − − − (8)
iFD iFD  u1 iFD
The considered final drive equations system written bellow:
 J1  1 = M link 1 − M CL1 ;
J   = M
link 2 − M CL 2 ;
 2 2
 M diff
 J w  w right = − M link 1 + M link 2 − M right
dr ;

 2
 M diff
 J w  left = 2 − M left ;
dr


 w right + left (9)
 input = iFD  2
;

input = iFD  1 ;
 u1

input = iFD  2  u2 ;
 M diff M link 1 M link 2  u2
 J input  input = M input − − −
 iFD iFD  u1 iFD

3. Final drive Magna

The Magna final drive was first used in 2009 on the Audi S4 [2]. It contains a symmetrical conical
differential and multipliers located on the right and left.

3.1. Final drive design

Magna final drive design shown on the figure 2.
In the Magna final drive, when the right clutch CL1 is activated, part of the torque from the
differential housing 3 is transmitted to the first auxiliary link 1 through the first stage of the multiplier,
then through the friction right clutch CL1 to the second stage of the multiplier. This accelerates the
rotation of the right half-axis 5. The increase in torque is due to the summation of moments from the
first auxiliary link 1 and the right half-axis 5. In the case of activation of the left clutch CL2 part of the
torque from the differential housing 3 will be similarly transmitted to the left axle 4.

3
Design Technologies for Wheeled and Tracked Vehicles (MMBC) 2019 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 820 (2020) 012025 doi:10.1088/1757-899X/820/1/012025

Figure 2. Magna final drive design:

1 – fist auxiliary link;
2 – second auxiliary link;
3 – differential housing;
4 – left half-axis;
5 – right half-axis;
CL1 – right clutch;
CL2 – left clutch.

3.2. Final drive equations system

The equations describing the auxiliary units dynamics do not differ from the equations (1, 2) written
above. Next, dynamics equations of the half-axis are written bellow:
M diff M link 1
J w  w right = − − M right
dr ; (10)
2 u1
M diff M link 2
J w  w left = − − M left
dr ; (11)
2 u2
u1 , u2 , accordingly ratio between right and left half-axis and first and second auxiliary links.
Next, kinematic equations for auxiliary links are written bellow:
input = iFD  1  udiff ; (12)

input = iFD  2  udiff ; (13)

udiff , the gear ratio between the differential housing and supporting links. The dynamics equation of
the differential housing, reduced to the input shaft, is written, as well as (8).
 J1  1 = M link 1 − M CL1 ;
J   = M
 2 2 link 2 − M CL 2 ;
 M diff M link 1
 J w  w right = − − M right
dr ;

 2 u 1
 M diff M link 2
 J w  w left = − − M left
dr ;
 2 u2
 (14)
input = iFD  w right + left ;
 2
 = i  u ;
 input FD 1 diff
input = iFD  2  udiff ;

J  = M input −
M diff
−
M link 1
−
M link 2
 input input iFD  udiff iFD  udiff
 iFD

4
Design Technologies for Wheeled and Tracked Vehicles (MMBC) 2019 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 820 (2020) 012025 doi:10.1088/1757-899X/820/1/012025

4. Final drive ZF Torque Vectoring

The final drive ZF Torque Vectoring was first introduced in 2008 [2] and was installed on BMW cars.
Unlike the above-mentioned mechanisms, the power distribution is due to the planetary multipliers
located on the right and left.

4.1. Final drive design

ZF Torque Vectoring final drive design shown on the figure 3.
Figure 3. ZF Torque Vectoring final drive
design:
1 – right planetary multiplier carrier;
2 – left planetary multiplier carrier;
3 – differential housing;
4 – left half-axis;
5 – right half-axis;
6 – satellite unit;
7 – satellite unit;
B1 – right friction break;
B2 – left friction break.

In ZF Torque Vectoring through the activation of the right friction break B1, the right planetary
multiplier carrier. Due to this, the gear right half-axis 5 is accelerated with respect to the differential
housing 3. The increase in moments occurs by summing the moments from the half-axis gear and the
multiplier. However, in this mechanism, the closing of the brake link occurs on the final drive housing,
so part of the moment is transferred to the final drive housing. That is, the torque on the input shaft,
reduced to the drive axle, is the sum of the moments on the half-axis 4 and 5 minus the friction
moment in the brake friction. Similarly, there is an increase in speed and torque on the left axle 4.

4.2. Final drive equations system

The dynamics equations for links 15 and 16 are written below:
J carr  carr 1 = M carr 1 − M B1 (15)
J carr  carr 2 = M carr 2 − M B 2 (16)
J carr , planetary multiplier carrier inertia, kg  m 2 ; carr 1 , carr 2 , first and second planetary multiplier
carrier angular accelerations, rad / s 2 ; M carr 1 , M carr 2 , first and second planetary multiplier carrier
torques, N  m; M B1 , M B 2 , first and second planetary multiplier carrier friction breaks torques,
N  m.
Next, dynamics equations of the half-axes are written bellow:
M diff
J w  w right = − M sun right − M right
halfaxis dr (17)
2
M diff
J w  w lfet = − M sun left − M left
halfaxis dr (18)
2

right , right half-axle shafts sun gear torque 5: M sun right = k  M sun right , N  m; M sun left , left half-
halfaxis halfaxis diff halfaxis
M sun

left = k  M sun left , N  m.

halfaxis diff
axle shafts sun gear torque 4: M sun

5
Design Technologies for Wheeled and Tracked Vehicles (MMBC) 2019 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 820 (2020) 012025 doi:10.1088/1757-899X/820/1/012025

Below are the kinematics equations for planetary mechanisms:

right + k  carr 1
input = iFD  (19)
1+ k
left + k  carr 2
input = iFD  (20)
1+ k
The equations system describing ZF Torque Vectoring is written below:
 J carr  carr 1 = M carr 1 − M B1 ;
J  
 carr carr 2 = M carr 2 − M B 2 ;
 M diff
 J w  w right = − M sun right − M right ;
halfaxis dr

 2
 M diff
 J w  w lfet = 2 − M sun left − M left ;
halfaxis dr


 w right + left
input = iFD  ; (21)
 2
 right + k  carr 1
input = iFD  ;
 1+ k
 left + k  carr 2
input = iFD  ;
 1+ k
 M diff M carr 1 M carr 2
 J input  input = M input − i − −
 FD iFD iFD

5. Final drive mathematical modelling in MATLAB&Simulink

In this section, the simulation of the vehicle motion [16–20] with AWD system, on the drive axis of
which is the final drive with PDM. The final drive Mitsubishi AYC is used as an example. The total
vehicle weight is 1700 kg.

5.1. Study of the movement of vehicles with and without PDM

The vehicle motion on the road "ice with snow" (with the coefficient of friction of the wheel with the
support  s max = 0,35). The front wheels are steering. Start speed v = 25 км / ч, and limited
v = 35 км / ч. Figure 4 shows graphs of vehicle yaw rate.
Figure 4. Vehicle yaw
rate [rad/s]:
1 – equipped with
conventional final
drive,
2 – equipped with
conventional final
drive Mitsubishi AYC

6
Design Technologies for Wheeled and Tracked Vehicles (MMBC) 2019 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 820 (2020) 012025 doi:10.1088/1757-899X/820/1/012025

6. Conclusion
In the paper presents the analysis of kinematic designs of power distribution mechanisms, their
purpose, design and principle of operation. Also derived equations systems that can be used for
mathematical modeling and study of the vehicle motion. The vehicles yaw rates are presented.

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