24 results about "All-wheel drive" patented technology

The invention relates to a method for controlling an electric all-wheel drive train of a motor vehicle, in which an electronic computing device determines a total torque to be implemented by the driver and a current axle speed of the motor vehicle (V1), a motor torque to be provided by the respective electric traction motors of the motor vehicle to achieve the total torque is determined using a predetermined characteristic map (V2), and the respective electric traction motors are individually controlled (V3) to trigger the provision of the determined respective motor torque by the respective electric traction motor, wherein the characteristic map contains values ​​for different combinations of total torques and axle speeds of the motor vehicle desired by the driver.The respective motor torques to be provided individually by all electric traction motors of the motor vehicle are specified.

A container handling vehicle (601) for operation on a track system (108) of an automated storage and retrieval system (1), comprising a first set of wheels (601b) for travel in a first direction (X) and a second set of wheels (601c) for travel in a second direction (Y); wherein each of the first set of wheels (601b) and the second set of wheels (601c) comprises a respective first pair of wheels (601b ', 601c') located on the same side of the vehicle and a respective second pair of wheels (601b '', 601c '') located on the other same side of the vehicle, and the first and second pairs of wheels (601b ', 601c', 601b '', 601c '') are each formed by a respective co-force transmission element (606 '; 606 ', 606' ', 607', 607 ''), and wherein the container handling vehicle (601) comprises a wheel motor arrangement, and wherein each force transmission element (606 ', 606' ', 607', 607'') is connected to the wheel motor arrangement.

Disclosed is a method of controlling a two-speed AWD vehicle. According to the present embodiment, control may be performed on an electric vehicle by outputting AND control torque to a propeller shaft by means of detailed torque control in a 4H or 4L mode.

The invention belongs to the technical field of mowing equipment, and discloses a robot chassis, a mowing robot and a control method. The chassis comprises a body, a first wheel set and a second wheel set, the first wheel set and the second wheel set are arranged at intervals in the first direction, the first wheel set comprises a first driving wheel and a second driving wheel which are arranged at intervals in the second direction and rotationally connected to the body, and the second wheel set comprises a third driving wheel and a fourth driving wheel which are arranged at intervals in the second direction and rotationally connected to the body. The first driving wheel can rotate around the first rotating shaft and can steer around the first steering shaft, the second driving wheel can rotate around the second rotating shaft and can steer around the second steering shaft, an all-wheel-drive steering chassis structure is constructed through the first driving wheel and the second driving wheel which can steer, and organic combination of all-wheel driving and steering capacity is achieved. The chassis has high traction performance, high obstacle crossing performance, high maneuverability and low abrasion performance, and can well meet the increasing performance requirement for the chassis in the complex and unstructured environment.

Method for predicting and activating AWD on a route, where a process - Receives weather data (401) and uses this data to determine whether AWD and / or 4WD should be automatically activated or deactivated, and at the - any areas on the route corresponding to gravel, dirt or otherwise unpaved roads are considered first (403), with a flag being set (405) for each of these areas, and - wherein a predetermined distance or time before reaching these areas the process activates AWD, wherein the process also checks whether any weather warnings indicating possible upcoming weather over regions of the route exist for the time the vehicle is predicted to travel (407), wherein the process sets a flag for AWD or 4WD for these areas (409) if there are any weather warnings for any regions of the route, and wherein if and when the vehicle encounters an area with a flag set (411), the process checks whether a timestamp is associated with the area (413), and if there is no timestamp, activates AWD (417) shortly before the vehicle enters the area with a flag set, or wherein alternatively, a point on the route is set at which AWD is to be activated and another point at which AWD is to be deactivated.

Method and system for torque control of an all-wheel-drive vehicle. The method for torque control of an all-wheel-drive vehicle comprises the following: Step S1, sensing a coefficient of static friction of a reference wheel and other wheels in response to a vehicle skidding condition; Step S2, sensing a target drive torque to prevent wheel spin of the reference wheel based on the coefficient of static friction of the other wheels; Step S3, sensing a linear wheel speed of the reference wheel in response to the reference wheel not spinning, and using the linear wheel speed as the vehicle's reference speed; and Step S4, adjusting the drive torque of the other wheels based on the vehicle's reference speed.A target drive torque to prevent a reference wheel from spinning is obtained from the coefficient of static friction of other wheels, and a wheel speed of the reference wheel is used as the reference vehicle speed, thereby reducing the loss of drive force and the generation of a yaw moment.

The present application relates to the technical field of computer, in particular to a kind of posture adjustment method, equipment and medium of half wheel foot type obstacle mechanism.The method comprises: controlling half wheel foot type obstacle mechanism to drive to the step front, judge whether half wheel is stuck by step, when half wheel is stuck by step, the half wheel stuck by step is recorded as first half wheel, control mechanism retreats to drive to full wheel drive mode and the direction of first half wheel towards ground, and calculate the retreat distance;Another half wheel is recorded as second half wheel, the distance required for the second half wheel to be in the maximum obstacle height state when the mechanism drives forward to the step front is calculated, and the wheel arm calibration included angle is used as the variable in the forward distance;Based on retreat distance and forward distance, determine wheel arm calibration included angle;Control mechanism based on wheel arm calibration included angle forward drive.Based on the motion information of mechanism itself, the posture of mechanism is quickly adjusted, the influence of external environment is avoided, and the complexity of half wheel foot type obstacle mechanism posture adjustment is reduced.

The utility model relates to a driving device for an all-wheel drive vehicle and the vehicle. The driving device is provided with a driving unit, a first gate type transmission device and a second gate type transmission device, wherein the driving unit comprises a driving machine and a central shaft unit. The central shaft unit is operatively connected to the drive machine to receive the driving force and has first and second central output elements for outputting the driving force. The first and second gate transmissions are operatively connected to the drive unit via the first or second gate transmissions, respectively, to receive the driving force. The first and second gate transmissions each have a gate output element which is operatively connected to the first or second drive axle via a first or second transmission element for outputting a driving force. The first and second gate-type output elements are respectively arranged in offset directions with respect to the rotational axis of the first or second central output element.

A method for controlling a two-speed AWD vehicle is disclosed. According to the present embodiment, control of an electric vehicle can be carried out by outputting an AWD control torque to a driveshaft by means of a detailed torque control in a 4H or 4L mode.

The invention provides an all-wheel drive vehicle which can easily suppress heat generation of a transfer case in a structure provided with a horizontal power source. The transfer case comprises a gear chamber for accommodating the transfer case input gear and the transfer case output gear; a connection chamber for accommodating the connection member; a first communication oil passage; and a second communication oil passage. The first communication oil passage causes the lubricating oil to flow from a space above the connection chamber to a space above the gear chamber. The second communication oil passage causes the lubricating oil to flow from the gear chamber to the connection chamber. As a result, the lubricating oil is cooled by the coupling member that scrapes the lubricating oil in the coupling chamber, and the scraped lubricating oil circulates from the coupling chamber to the gear chamber via the first communication oil passage. In a gear chamber, a transfer case input gear and a transfer case output gear which are meshed with each other are efficiently lubricated by lubricating oil, thereby suppressing heat generation. Lubricating oil that lubricates the transfer case input gear and the transfer case output gear circulates from the gear chamber to the connection chamber via a second communication oil passage.

The present invention provides an all-wheel-drive vehicle in which heat generation in the transfer case is easily suppressed in a configuration in which a transversely mounted power source is positioned. [Solution] The transfer case includes a gear chamber housing a transfer input gear and a transfer output gear, a coupling chamber housing a coupling member, a first oil passage, and a second oil passage. The first oil passage allows lubricating oil to flow from the upper space of the coupling chamber to the upper space of the gear chamber. The second oil passage allows lubricating oil to flow from the gear chamber to the coupling chamber. As a result, the lubricating oil is cooled by the coupling member that scoops up the lubricating oil in the coupling chamber, and the scooped-up lubricating oil is circulated from the coupling chamber to the gear chamber via the first oil passage. In the gear chamber, the meshed transfer input gear and transfer output gear are efficiently lubricated by the lubricating oil, suppressing heat generation. The lubricating oil that has lubricated the transfer input gear and transfer output gear is circulated from the gear chamber to the coupling chamber via the second oil passage.

The invention relates to the technical field of bridge construction, and discloses a bridge floor three-dimensional segment construction method of a steel truss girder cable-stayed bridge superstructure, which comprises the following steps of: dividing the steel truss girder cable-stayed bridge superstructure into a plurality of three-dimensional segments at equal intervals along a bridge axis as erection units; a multi-shaft multi-wheel all-wheel driven girder transporting vehicle is used for transporting an erecting unit on an erected bridge floor, after the erecting unit is received by a bridge erecting machine of an open-web steel truss girder structure, the erecting unit is rotated by 90-180 degrees by means of a rotating device in a hoisting system to be parallel to the axis of a bridge, and then the erecting unit is accurately in butt joint to the erecting position and is connected through high-strength bolts. And the erected three-dimensional segments directly serve as a conveying channel and a working platform of a subsequent erecting unit, and circulating construction is conducted till the upper structure is closed. The construction method solves the technical problems that an existing construction method is long in construction period, complex and expensive in equipment, large in operation difficulty, high in safety risk and not environmentally friendly, has the beneficial effects of being simple in equipment, easy to operate, safe and efficient in construction, energy-saving, environmentally friendly, low in cost and high in installation precision, and is suitable for construction of the upper structures of various steel truss girder cable-stayed bridges.

The present invention addresses the problem of providing an all-wheel drive vehicle in which a seating space in front of an engine in the forward / backward direction is easily secured in a configuration in which the engine is disposed in the vicinity of a rear drive shaft. The transverse engine is disposed in the vicinity of the rear drive shaft. A transmission for transmitting power from an engine is disposed on an axis coaxial with an output shaft of the engine. The rear differential gear distributes power transmitted from the engine via the transmission to the rear drive shaft. The transfer case distributes power transmitted from the engine via the transmission to the front wheels. The transmission shaft transmits the power from the engine transmitted via the transfer case to the front drive shaft. The front differential gear distributes power from the engine transmitted via the driveshaft to the front driveshaft. The transfer is disposed rearward in the forward / backward direction with respect to the engine.

The invention relates to a vehicle dynamics control method for all-wheel drive vehicles which, in the event of detected braking instabilities, combines a time-limited axle decoupling with software-controlled, alternately side-directed steering impulses. These impulses generate a changing wheel normal force shift, resulting in an asymmetrical brake force distribution. The process works independently of ABS or brake interventions, requires no additional hardware and can be implemented entirely via software using existing electronic control units. It enables adaptive, driving-condition-dependent stabilization and shortens the braking distance, especially on smooth or asymmetrical road surfaces (µ-split).

The invention provides an all-wheel drive vehicle which can easily ensure a living space in front of an engine in the forward and backward directions in a structure in which the transverse engine is arranged near a rear drive shaft. The transverse engine is disposed in the vicinity of the rear drive shaft. A transmission for transmitting power from an engine is disposed on the same axis as the output shaft of the engine. The rear differential distributes power transmitted from the engine via the transmission to the rear drive shaft. The transfer case distributes power transmitted from the engine via the transmission to the front wheels. The transmission shaft transmits the power from the engine transmitted via the transfer case to the front drive shaft. The front differential distributes power transmitted from the engine via the transmission shaft to the front drive shaft. The transfer is disposed rearward in the forward / backward direction with respect to the engine.

The invention relates to a vehicle with all-wheel drive, the drive train of which is provided with exactly one electric machine (1) which drives only the front axle of the vehicle in the front drive mode, wherein the electric machine (1) can be connected to a cardan shaft (39) via a central differential (13) and a central clutch (15), which can be connected to the rear wheels (51) of the vehicle via a rear axle differential (47) and half shafts (49), the rear axle being disconnected from the drive train when the central clutch (15) is disengaged and the rear axle being connectable to the drive train when the central clutch (15) is engaged. According to the invention, a rear axle disconnect clutch (59) is installed in one of the half shafts (49) of the rear axle.

A control device for operating a roadbound all-wheel vehicle having a first electric drive motor assigned to a primary axle and a second electric drive motor assigned to a secondary axle, including a control unit configured such that, when a defined dynamic driving mode of the driver is identified based on the driver request gradient during a operating mode with the first motor activated and the second motor deactivated for a predefined time window, an overall setpoint moment characteristic predefined by a new driver request is ascertained. This is set, in accordance with an axle distribution factor that is likewise predefined, by reducing the setpoint moment of the primary motor and by activating and increasing the setpoint moment of the secondary motor, even when the predefined overall setpoint moment characteristic lies below a maximum possible moment of the primary motor.

Methods and systems for an electric drive. The electric drive system includes, in one example, an electric machine, and a multi-speed transmission rotationally coupled to the electric machine, rotationally coupled to two output shafts. The multi-speed transmission includes a differentiating meshed planet compound planetary gear set rotationally coupled and positioned coaxial to a mode planetary gear set and a mode clutch configured to shift between two operating modes.

The application provides a rocker type full drive mobile robot chassis and vehicle, the chassis is provided with two groups of symmetrical walking drive systems, the two groups of walking drive systems are connected through a differential, and each group of walking drive systems is composed of a walking system and a steering system. The walking system comprises a walking driving device, a walking power shaft, a rotary support structure and a walking wheel, the walking driving device is in transmission connection with the walking power shaft, and both ends of the walking power shaft are in transmission connection with the walking wheel through the rotary support structure; the steering system comprises a steering driving device, a ball screw pair and a connecting rod, the steering driving device is in transmission connection with the screw rod of the ball screw pair, and the nut of the ball screw pair is in horizontal rotary connection with the rotary support structure through the connecting rod. The mobile robot chassis provided by the application has full wheel drive, double Ackerman steering and in-place steering, and has high maneuverability and flexibility; and with the aid of the differential rocker structure, the mobile robot chassis has excellent performance in working under complex passing conditions outdoors.

A system is described. The system comprises: a double-fed induction machine (DFIM) coupled to a first axle drive; a first electric machine coupled to a second axle drive; a power supply that supplies a first power to the first electric machine; and a controller. The controller provides the first power to a stator of the DFIM; converts the first power to a second power through a converter based on a message from a sensor module; and supplies the second power to a rotor of the DFIM. In an embodiment, supplying the first power to the first electric machine obtains a first speed and a first torque from the first electric machine on the second axle drive; and supplying the first power and the second power to the stator and the rotor respectively obtains a second speed and a second torque from the DFIM on the first axle drive.

An auxiliary drive device for a 4WD hybrid electric vehicle comprises a disengaging device between an auxiliary differential and a front wheel, configured to selectively transmit or block engine torque to the front wheels of the hybrid electric vehicle. The hybrid electric vehicle includes a primary motor configured to act as the main drive source to the rear wheels, as well as an internal combustion engine and an auxiliary motor configured to act as auxiliary drive sources. The rotational speed of the torque delivered by the auxiliary motor is reduced by an auxiliary reduction gear and transmitted to the front wheels via an auxiliary differential. A clutch provided on the engine output shaft is configured to selectively transmit or block the torque of the internal combustion engine to the auxiliary motor via the auxiliary reduction gear.The auxiliary reduction gearbox is designed to increase the speed of the internal combustion engine's torque.

Provided is a vehicle control device capable of suppressing the occurrence of sound and shock when engaging an engaged clutch. When switching from a driving state in which only one wheel is driven to an all-wheel driving state is determined, the rotational speed of the electric motor is increased so as to synchronize the rotational speeds of the opposing teeth of the clutch. When it is determined that the rotational speeds of the opposing meshing teeth are synchronized, switching to the engaged state of the clutch is started. The rotational speed of the meshing teeth on the other wheel side after a predetermined time from the synchronization determination time point to the meshing start time point is calculated on the basis of the acceleration / deceleration request. The rotational speed of the motor is changed such that the rotational speed of the motor-side meshing teeth becomes the rotational speed of the wheel-side meshing teeth after a predetermined time. In a transition from the synchronization determination time point to the engagement start time point, the rotational speed of the motor is corrected such that the opposing engagement teeth are engaged with each other in a state in which the rotational speeds are synchronized.

Embodiments of the disclosure provide an all-wheel drive all-terrain vehicle that includes a substantially rigid frame member that is elongated and includes a battery compartment and a standing area for a rider positioned above the battery compartment. A rear suspension assembly is positioned at a first elongated end of the frame, the independent rear suspension configured to independently support and allow suspension travel to two separate rear wheels and a front suspension assembly is positioned at a second elongated end of the frame that is opposite the first end of the frame, the front suspension assembly configured to independently support and allow suspension travel to two separate front wheels. The vehicle includes an electric motor positioned in each of the front two wheels and each of the rear two wheels and configured to provide motive force thereto, a a battery positioned in the battery compartment, and a a front wheel electric controller positioned in the battery compartment and in electrical communication with the battery to receive electrical power therefrom and in electrical communication with the electric motors positioned in the front two wheels and configured to selectively provide electrical power thereto along with a separate rear wheel electric controller positioned in the battery compartment and in electrical communication with the battery to receive electrical power therefrom and in electrical communication with the electric motors positioned in the rear two wheels and configured to selectively provide electrical power thereto. A rotatable steering column extends upward from the rigid frame member proximate the front suspension assembly, the steering column having a plurality of operational controls positioned that are positioned above a front portion of the standing area.

The present invention relates to a method for heating a traction battery (6) of an electrified vehicle, comprising the steps of determining a first distribution value (CTR1) of a setpoint torque at the wheels between a first set of wheels (3) driven by a first drive unit (2) and a second set of wheels (5) driven by a second electric drive machine (4) powered electrically by the traction battery (6), determining a second distribution value (CTR2) of the setpoint torque at the wheels, determining a temperature of the traction battery (6), and determining a setpoint distribution (CSCTR) of said setpoint torque at the wheels by calculating a centroid of the first distribution value (CTR1) and the second distribution value (CTR2) weighted by the determined temperature of the traction battery (6). The invention relates to hybrid and all-wheel-drive electric vehicles. Figure 1.