Left-Right Torque Vectoring Technology

as the Core of Super All Wheel Control (S-AWC)

Kaoru SAWASE* Yuichi USHIRODA* Takami MIURA*

Abstract
The Super All Wheel Control (S-AWC) system is an integrated vehicle dynamics control system
that maximally exploits the capability of all four tires in a balanced manner to realize predictable
handling and high marginal performance. A direct yaw moment control technology that effects
left-right torque vectoring (this technology forms the core of S-AWC system) can control cornering
maneuvers as desired during acceleration, steady-state driving, and deceleration. Various left-right
torque vectoring mechanisms have been proposed for the direct yaw moment control technology.
These mechanisms are identical in terms of theoretical efficiency, but each has distinct characteris-
tics owing to the employed elemental technology. It is conceivable that various left-right torque
vectoring systems will emerge as various elemental technologies are improved.

Key words: Torque Split, Four Wheel Drive (4WD), Vehicle Dynamics, Integrated Control

1. Introduction a four-wheel steering system, four-wheel independent

suspension, and a four-wheel ABS (these systems were
All Wheel Control (AWC) is a Mitsubishi Motors highly advanced for the time), thereby dramatically
Corporation (MMC) four-wheel dynamic control philos- improving dynamic performance(1). MMC has since
ophy for maximally exploiting the capability of all four realized various other technologies including a trace-
tires of a vehicle in a balanced manner to realize pre- control function that controls engine output for stable
dictable handling and high marginal performance, cornering(2) and an electronically controlled center-dif-
which in turn yield the driving pleasure and utmost ferential-type full-time 4WD system that controls the
safety that MMC sees as fundamental in producing front/rear torque distribution for heightened traction
vehicles. As shown in Fig. 1, the AWC philosophy is put performance and cornering performance(3).
into practice by means of three forms of control. Notably, in 1996 MMC led the industry by equipping
The first form of control is control over the four tires’ the world’s first production vehicle with an Active Yaw
vertical loading, by means of which each tire is kept in
firm contact with the road surface for consistently max-
imal grip. The vehicle’s basic specifications and its
body and suspension technologies are exploited for this
purpose.
The second form of control is control over the four
tires’ slip ratios and slip angles (control that is effected
over the respective slip ratios and slip angles of the four
tires such that the longitudinal force and lateral force
produced by each of the four tires are maximized in a
balanced manner). An Anti-lock Braking System (ABS),
a Traction Control (TCL) system, and steering-system
control technologies are exploited for this purpose.
The third form of control is control over the four
tires’ force assignment (control that is effected over the
distribution of longitudinal forces and lateral forces
among the four tires such that the tires are uniformly
loaded for well-balanced utilization). Powertrain and
braking-system control technologies are exploited for
this purpose.
In line with this development philosophy, MMC in
1987 equipped the Mitsubishi GALANT with a center-
differential-type full-time four-wheel drive (4WD) sys-
tem (this system incorporated a viscous coupling unit), Fig. 1 AWC philosophy

* Drivetrain Engineering Dept., Development Engineering Office

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 Left-Right Torque Vectoring Technology as the Core of Super All Wheel Control (S-AWC)

tional barriers that make it difficult for the vehicle to

exceed its performance limits. Control over the braking
system has been used as the primary means of advanc-
ing the practical implementation of the system. In rela-
tively recent years, arrangements have emerged in
which control over the braking system is supplemented
by control over the steering system for seamless
enhancement of driving stability from normal driving
conditions right up to the vehicle’s performance limits.
Unfortunately, placing the braking system at the
heart of integrated control creates a conflict with the dri-
Fig. 2 S-AWC concept ver’s desire to exploit the vehicle’s running capability
(one of the three fundamental vehicle capabilities, the
others of which are turning and stopping). Such an
Control (AYC) system that controlled the vehicle’s yaw arrangement thus represents a handicap with respect
moment by vectoring torque between the left and right to driving pleasure.
wheels in accordance with a totally new concept. On the other hand, a 4WD system offers certain
Thanks to the appearance of this technology, it became major advantages as the basis of a dynamics control
possible for the first time for the load distribution arrangement. By transmitting torque to all four wheels,
among a vehicle’s four tires to be controlled during all a 4WD system gives better running stability than a two-
vehicle operation. As a result, cornering could be con- wheel drive system. And if a 4WD system’s distribution
trolled as desired(4). Since then, MMC has continuously of torque to the wheels is appropriately controlled,
worked on to turn the AWC philosophy into reality by enhancement of cornering performance is possible.
refining and evolving AYC hardware and software and Notably, cornering control effected by means of a 4WD
by developing integrated control arrangements that system brings great merits. It does not conflict with the
control not only the AYC system but also a center dif- driver’s acceleration and deceleration operations,
ferential, an ABS, and other items. The ultimate embod- meaning that it can be exploited not only near the vehi-
iment of the AWC philosophy is the S-AWC system, a cle’s performance limits but also in normal driving con-
4WD-based integrated vehicle dynamics control system ditions.
that MMC unveiled in the Mitsubishi Concept-X vehicle Consequently, MMC focused on the aforementioned
at the 2005 Tokyo Motor Show. As with earlier embodi- merits of 4WD-based control in development of its AYC
ments of the AWC philosophy, AYC plays a central role systems and in development of an Active Center
in this system. Differential (ACD)(8). As shown in Fig. 2, MMC used
Left-right torque vectoring technologies exemplified 4WD control as the core of the S-AWC integrated vehi-
by MMC’s AYC systems are, owing to flexibility they cle dynamics control system.
realize in cornering control, a focus of great interest in Fig. 3 shows the configuration of the S-AWC system
Europe and North America. In recent years, various left- in the Mitsubishi Concept-X. This system is based on
right torque vectoring mechanisms providing the same 4WD control effected by a combination of a Super AYC
function as MMC’s AYC systems have been pro- system and an ACD. It also incorporates an Active
posed(5)(6). Most of these mechanisms are based on an Brake Control system, an Active Steering System, and a
arrangement in which a differential is combined with Roll Control Suspension system. Integrated control of
planetary gears and two or more clutches or brakes. all system elements ensures that the vehicle gives pre-
Their operation and distinct characteristics are difficult dictable handling and high marginal performance even
to intuitively ascertain. when it is operating near its performance limits and
The remainder of this paper, then, gives an overview with all four tires slipping.
of the S-AWC system and describes the benefits of the
direct yaw moment control yielded by this system’s left- 3. Direct yaw moment control yielded by
right torque vectoring technology. It also describes, left-right torque vectoring
using the velocity diagram method(7) (a method used in
analysis of the shift control of automatic transmissions), When control over the distribution of torque to a
the respective characteristics of various mechanisms vehicle’s four wheels is considered, the typical
that realize left-right torque vectoring. Plus, it discuss- approach is to focus on the proportions of torque to be
es possible future developments. transmitted to the respective wheels and then work out
a mechanism and control logic to realize those propor-
2. The S-AWC system tions. With this approach, however, decreases in
engine torque (including engine braking force) toward
Various vehicle dynamics control technologies have zero are accompanied by decreases toward zero in the
been developed since the 1980s. From the viewpoint of potential for control over the vehicle’s dynamics. And
active safety (safety that it intended to reduce the likeli- during constant-speed driving, no control effect can be
hood of accidents), the main purpose of these technolo- obtained. Further, appropriate distribution of torque
gies has been to stabilize the vehicle by erecting func- when the engine torque is high requires an unduly large

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Left-Right Torque Vectoring Technology as the Core of Super All Wheel Control (S-AWC)

Fig. 3 S-AWC system configuration

When left-right torque vectoring is implemented on

the rear wheels of a 4WD vehicle, it yields two main
benefits. One is enhancement of cornering perfor-
mance by means of tire load equalization between the
left and right rear wheels. The other is enhancement of
cornering performance by means of tire load equaliza-
tion between the front and rear wheels as a result of
direct yaw moment control.
An example of tire load equalization between the left
and right rear wheels is shown in Fig. 5. While the vehi-
cle is cornering, a load vectoring between the left and
Fig. 4 Left-right torque vectoring concept right wheels causes the loading on the cornering inside
tire to decrease and the loading on the cornering out-
side tire to increase. Thus, a difference is created
between the left and right wheels in terms of capacity
mechanism since the torque designated as a control to vector force to the road surface. At the same time,
object is large. however, the differential mechanism located between
In light of the aforementioned factors, MMC realized the left and right wheels’ respective drive shafts distrib-
that the ideal mechanism to enable cornering to be con- utes torque uniformly (discounting the effects of tran-
trolled as desired was one capable of controlling the sient conditions and mechanism friction) to the left and
yaw moment (in other words, a mechanism capable of right wheels. If the torque increases, therefore, the cor-
controlling torque differences between wheels, not one nering inside tire, whose capability has decreased,
that controlled the torque distribution). Based on this reaches its grip limit and starts to slip, meaning that no
realization, MMC devised the concept of left-right further improvement in dynamic performance can be
torque vectoring and put the concept into practice with obtained (Fig. 5 (a)). By controlling the torque transmit-
an AYC differential. ted to the left and right wheels such that it is optimally
As shown in Fig. 4, the left-right torque vectoring apportioned, it is possible increase the load margin rel-
concept involves vectoring torque between the left and ative to the tire capability, thereby improving cornering
right wheels such that braking force is generated on one performance (Fig. 5 (b)). Fig. 6 shows the results of a
side and driving force of the same magnitude is gener- simulation conducted for verification of the rear corner-
ated on the other. Consequently, it is possible to direct- ing force margin relative to the torque difference
ly control the yaw moment as desired at any time with- between the left and right rear wheels. As the left-right
out the control being dependent upon the level of torque difference increases, the cornering force margin
engine torque and without their being any conflict increases up to a certain point. Any excessive torque
between the control and the driver’s acceleration and vectoring reduces the benefit. As shown, however, the
deceleration operations. slope is extremely gentle in the vicinity of the optimal

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 Left-Right Torque Vectoring Technology as the Core of Super All Wheel Control (S-AWC)

Fig. 5 Tire load equalization between left and right rear

wheels
Fig. 7 Tire load equalization between front and rear wheels

Fig. 6 Cornering force margin of rear tire

Fig. 8 Cornering force margin of front tire

value, meaning that an ample benefit can be obtained

even if the optimal value is not determined with strict increasing the left-right torque difference between the
precision. rear wheels causes the respective cornering force mar-
An example of tire load equalization between the gins of the front and rear wheels to increase up to a cer-
front and rear wheels is shown in Fig. 7. Fig. 7 (a) indi- tain point such that the vehicle’s cornering performance
cates understeer where further cornering is not possi- improves. It can also be seen that increases in the yaw
ble. Here, the capability of the front tire is being maxi- moment yielded by the left-right torque difference
mally employed but there is a margin of capability in between the rear wheels are accompanied by increases
the rear tire. If the cornering force of only the rear in the front tire cornering force margin such that the
wheel were increased, the moment (yaw moment) bal- vehicle’s turnability improves. The benefits can be
ance about the center of gravity would break down such obtained not only during acceleration but also during
that cornering could not be continued. Notwithstanding steady-state driving and during deceleration.
the margin in the rear tire, therefore, the capability of To maximize the benefits, a torque vectoring mech-
the rear tire cannot be more greatly exploited. By anism such as the AYC differential (a mechanism capa-
imposing a yaw moment by means of a left-right torque ble of controlling the left-right torque difference regard-
vectoring, it is possible to increase the cornering force less of whether the vehicle is accelerating, moving at a
of the rear tire and reduce the cornering force of the constant speed, or decelerating) is clearly desirable.
front tire by the same magnitude with no breakdown in
the moment balance about the center of gravity such 4. Analysis of torque vectoring mechanism
that the load margin of the front tire is increased and
cornering performance is improved (Fig. 7 (b)). Fig. 8 The AYC differential and other torque vectoring
shows the results of a simulation conducted for verifi- mechanisms are combinations of multiple gears and
cation of the front tire cornering force margin relative clutches, so their operation and distinct characteristics
to the torque difference between the left and right rear are difficult to understand. MMC employs the velocity
wheels. As shown, increases in the left-right torque dif- diagram method as before, which is also used for analy-
ference are accompanied by increases in the front tire sis of the shift mechanisms of automatic transmissions,
cornering force margin. as an effective analysis tool for visually ascertaining the
From the aforementioned points, it can be seen that operation of such complex mechanisms. With the

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Left-Right Torque Vectoring Technology as the Core of Super All Wheel Control (S-AWC)

Fig. 10 Velocity diagram of AYC differential

or downward in accordance with their respective rota-

tion conditions. They retain their straight-line relation-
ship. Note that the diagram corresponds to leftward
cornering. The speed reduction/increase mechanism
consists of three sun gears, three pinion gears (these
turn as one body), and a carrier C, which holds the sun
gears and pinion gears. The carrier C is held in posi-
tion, so the speed reduction/increase mechanism has
four elements and one degree of freedom. In light of
the relationships between the gear ratios, the diagram
shows the right sun gear SR, left sun gear SL, and cen-
ter sun gear SC positioned in that order from left to right
along the straight line that begins at the carrier C. The
two gear mechanisms (the differential mechanism and
speed reduction/increase mechanism) are linked by the
Fig. 9 Structure of AYC differential differential mechanism’s input shaft I and the speed
reduction/increase mechanism’s left sun gear SL. The
left clutch CL is located between the differential mecha-
velocity diagram method, a single gear set is represent- nism’s right output shaft R and the speed
ed by a single straight line; the rotation speed of each reduction/increase mechanism’s right sun gear SR. The
rotating element positioned on a straight line can be right clutch CR is located between the differential mech-
visually ascertained. In the text hereafter, expansion of anism’s right output shaft R and the speed
this technique for application to a left-right torque vec- reduction/increase mechanism’s center sun gear SC.
toring mechanism is explained with reference to the The clutch elements each transmit torque from the
AYC differential. faster-turning side to the slower-turning side. In the sit-
The AYC differential consists of a differential mech- uation shown in Fig. 10, with the right clutch CR
anism, a speed reduction/increase mechanism, and two engaged, torque is transmitted from the center sun gear
clutches (Fig. 9). The differential mechanism has three SC to the right output shaft R such that the torque at the
elements and two degrees of freedom. In the velocity right output shaft is increased. With the left clutch CL
diagram in Fig. 10, the AYC differential is represented engaged, conversely, torque is transmitted from the
by the straight line that has the input shaft I positioned right output shaft R to the right sun gear SR such that
in the middle and the left output shaft L and right out- torque at the right output shaft R decreases. It can be
put shaft R equidistantly positioned on the respective seen, then, that if the rotation speed of the right output
sides. The vertical axis of the diagram indicates rota- shaft R is between that of the center sun gear SC and
tion speeds, and the relative positions (higher or lower) that of the right sun gear SR, torque vectoring is possi-
of items in the lateral axis indicate opposite directions ble toward either side (left or right). With the AYC dif-
of rotation. The elements can each move only upward ferential, then, the driving conditions in which torque

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 Left-Right Torque Vectoring Technology as the Core of Super All Wheel Control (S-AWC)

Fig. 11 Force balance during torque vectoring

vectoring is possible are determined by the respective the differential mechanism and the balance of moments
rotation speeds of the center sun gear SC and right sun as follows.
gear SR, making the gear ratio settings of the speed
reduction/increase mechanism crucial with respect to TL = TI /2 – (ZPC /ZSC) / (ZPL /ZSL) / 2·TCR
the AYC differential’s performance. TR = TI /2 – (ZPC /ZSC) / (ZPL /ZSL) / 2·TCR + TCR
The text hereafter describes the torque acting upon
each element during torque vectoring. With the veloci- where
ty diagram method, the straight line corresponding to a Z: Number of gear teeth
gear set is treated as a single lever and the torque at
each element is expressed as a vertically acting force(s). In this way, the velocity diagram method enables
It is possible to deduce the torque at each element from the respective rotation speeds of individual elements to
the balance of the upward and/or downward be visually ascertained and facilitates deduction of the
direction(s)s of the force(s) acting on each element and relationships between the acting torques. Since the
the balance of moments. By way of example, engage velocity diagram method gives a straight-line represen-
the right clutch CR in a torque vectoring from the left tation of a gear set, it is possible for gear sets with dif-
output shaft L to the right output shaft R in a situation ferent structures to be represented in the same way as
where torque TI is being applied to the differential each other. Once a given mechanism has been
mechanism’s input shaft I (Fig. 11). The torque trans- expressed in the form of a velocity diagram, therefore,
mitted by the right clutch CR (this torque is designated it is easy to find structural variations. It can be seen,
TCR) acts upon the right output shaft R in the direction then, that the velocity diagram method can be applied
that increases the speed of rotation (upward in the dia- not only to shift analysis with automatic transmissions
gram) and upon the center sun gear SC in the direction but also to analysis of complex torque distribution
that reduces the speed of rotation (downward in the dia- mechanisms. Plus, the velocity diagram method is a
gram). In the speed reduction/increase mechanism, valuable tool for devising new structures.
torque TCR acting upon the center sun gear SC is
opposed by torque TX , which acts upon the left sun 5. Distinct characteristics of various torque
gear SL such that the moments about the C element bal- vectoring systems
ance. Since the left sun gear SL is linked to the differ-
ential mechanism’s input shaft I, the reaction force The respective characteristics of the AYC differential
caused by TX acts upon the differential mechanism’s and other torque vectoring systems that have the same
input shaft I. At this time, the reaction forces acting type of functionality are shown in the form of velocity
upon the left and right output shafts L and R (in other diagrams in Table 1. 2 in Table 1 is the Super AYC as
words, the left and right shafts’ respective torques TL the core of the S-AWC.
and TR) can be deduced from the balance of forces in Assuming (a) the driving conditions in which torque

21
Left-Right Torque Vectoring Technology as the Core of Super All Wheel Control (S-AWC)

Table 1 Comparison of various left-right torque vectoring systems

2 MITSUBISHI 4 RICARDO
System 1 MITSUBISHI AYC Super AYC (9)
3 HONDA ATTS (10) 4 MAGNA MDT-II (5) Torque Vectoring Differential (6)

Schematic

Velocity diagram

Clutch capacity Large Medium Small Small Small

Clutch speed
Small Medium Large Large Large
difference
Energy losses Small Small Small Small Small
Controllability High High Middle Middle Low

vectoring is possible are the same for all of the systems elemental technologies are refined, various systems are
and (b) the magnitude of the creatable left-right torque likely to be implemented.
difference is the same for all of the systems, the energy If advances are made in efficiency improvements
losses resulting from torque vectoring are the same and cost reductions with new elemental technologies,
with all of the systems. In other words, the theoretical left-right torque vectoring systems employing electric
system efficiency is the same for all torque vectoring motors or hydraulic pumps (rather than clutches or
mechanisms that use clutches or brakes regardless of brakes) as actuators may emerge. Notably, a system
structure; the merits and demerits of each system in employing an electric motor would offer advantages in
practice are determined by the effects of the elemental terms of controllability and efficiency since it could use
technology whose employment is dictated by the struc- a single electric motor to effect left-right torque vector-
ture. ing and to lock the left and right drive shafts together.
An illustration: The AYC differential requires greater A number of basic structures have already been pro-
clutch capacity than the other systems shown in Table posed. Provided electric vehicles and hybrid electric
1, but it also has merits. The differences in rotation vehicles become more widespread, higher power sup-
speeds in its clutches are the smallest, meaning that its ply voltages are adopted, and inverters are made more
clutch clearances can be made small for superior con- compact and less costly, the day when an electric-
trol response without creating any cause for concern motor-based torque vectoring system is realized may
about clutch drag. With systems that use brakes (for not be far away.
example, systems 3, 4, and 5 in Table 1), on the other
hand, it is possible to make the brake capacity small and 6. Summary
the physical dimensions concomitantly compact but a
number of measures to enhance the elemental tech- Using AYC left-right torque vectoring technology,
nologies are needed. For example, large differences in MMC added high cornering control potential to 4WD
speeds of rotation necessitate measures to prevent control. By doing so, MMC heightened vehicle dynam-
drag, and enhancements in control precision are need- ics control from a dimension in which 4WD gave a good
ed to enable large left-right torque differences with balance of traction performance and cornering perfor-
small control inputs. mance to a dimension in which cornering performance
Even though they have the same theoretical efficien- and turnability are vastly enhanced. The technology
cy, then, systems that use clutches and systems that use forms the core of the S-AWC system – an integrated
brakes each have distinct merits and demerits. As the vehicle dynamics control system that offers a superla-

22
 Left-Right Torque Vectoring Technology as the Core of Super All Wheel Control (S-AWC)

tive drive. (6) Weals et al: SUV Demonstration of a Torque Vectoring

Although various similar technologies are likely to Driveline and New Concepts for Practical Actuation
be implemented, MMC intends to continue basing its Technologies, JSAE Annual Congress, No. 38-05 194,
efforts on AYC, supplementing its extensive know-how 2005
with new ideas in pursuit of ever-higher levels of dri- (7) Nagayoshi et al: Dynamic Analysis of Automatic
ving pleasure and utmost safety. Transmission during Gear Shifting through Velocity
Diagram on Planetary Gears, Mitsubishi Motors Technical
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Integrated Chassis Control, Mitsubishi Motors Technical (10) Shibahata et al: Development of Left-Right Torque
Review, No. 3, 1990 Distribution System, HONDA R&D Technical Review, Vol.
(3) Sawase et al: Development of 4WD with Integrated 9, 1997
Torque Control, Journal of JSAE, Vol. 46, No. 10, pp. 7 –
13, 1992
(4) Sawase et al: Active Yaw Control Employing Driving
Force and Braking Force, JSAE symposium proceedings,
No. 9702, 9730894
(5) Mohan: Torque Vectoring Systems: Architecture,
Stability Performance and Efficiency Considerations, 6th
All-Wheel Drive Congress Graz, 2005

Kaoru SAWASE Yuichi USHIRODA Takami MIURA

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