65 results about "All-wheel drive" patented technology

A system performs a method for operating a vehicle. A raw total axle torque request for the vehicle is received at a processor of the vehicle. The vehicle includes a primary axle, one or more electric motors on the primary axle, an engine coupled to the primary axle, a secondary axle, and an additional electric motor on the secondary axle. The processor performs an optimization to determine a primary axle torque target and a secondary axle torque target that meets the raw total axle torque request while locating a value representative of a minimum of an objective cost function for the vehicle, controls the one or more electric motors and the engine at the primary axle using the primary axle torque target; and controls the additional electric motor at the secondary axle using the secondary axle torque target.

A system performs a method for operating a vehicle. A raw axle torque request for the vehicle is received at a processor of the vehicle. The vehicle includes a main shaft, one or more electric motors on the main shaft, an engine coupled to the main shaft, a countershaft, and an additional electric motor on the countershaft. The processor performs optimization to determine a primary shaft torque target and a secondary shaft torque target that meet the original shaft torque request while locating a value representing a minimum value of a target cost function of the vehicle, using the primary shaft torque target to control one or more electric motors and engines at the primary shaft; and controlling the additional motor at the countershaft using the countershaft torque target.

The invention relates to an electric control wet clutch torque vector distribution system based on road conditions and a control method. The system comprises a road condition real-time monitoring device which is used for acquiring changes of various parameters of a vehicle so as to indirectly acquire road surface parameter information and transmitting the information to an information processing device; the electric control hydraulic all-wheel drive coupler is located at the rear end of the whole vehicle transmission shaft and is responsible for transmitting power to front wheels; the electronic control anti-skid differential mechanisms are arranged on a front shaft and a rear shaft respectively and are responsible for power distribution of two wheels of the same shaft. And the information processing device is used for receiving and processing the pavement parameter information and transmitting control signals to the electronic control hydraulic all-wheel drive coupler and the electronic control antiskid differential mechanism. The method comprises the following steps: adjusting torque distribution according to an error signal by using PID control; fuzzy control is used for processing uncertainty and nonlinearity to adapt to complex road conditions; model predictive control is utilized to predict future states and optimize torque distribution based on a vehicle dynamics model.

A hybrid electric vehicle (HEV) includes a front driveline configured to drive front wheels, a rear driveline configured to drive rear wheels, and an electrically variable transmission (EVT) including a power splitting gear set. An internal combustion engine is selectively connected to an input member of the EVT to provide drive torque to the front driveline. A first electric machine is coupled to the EVT via a connecting member to selectively provide drive torque to the front driveline. A second electric machine is configured to selectively provide drive torque to the rear driveline. A battery is electrically coupled to the first and second electric machines for powering thereof. The internal combustion engine, the EVT, and the first and second electric machines are configured to provide the HEV with four-wheel drive or all-wheel drive capability.

An electric all-wheel-drive vehicle includes front and rear electric motors, an accelerator sensor, front and rear wheel speed sensors, and one or more processors. The one or more processors are configured to, when a predetermined learning condition is established, vary output torque of the rear electric motor and output torque of the front electric motor, while satisfying requested torque, to learn longitudinal differential rotation at which total power consumption or total torque of the front electric motor and the rear electric motor is minimized. The one or more processors are configured to, after learning the longitudinal differential rotation, control the output torque of the front electric motor and the output torque of the rear electric motor to allow actual longitudinal differential rotation to match with the learned longitudinal differential rotation.

A multi-charge system using a variety of inverters may include a battery, a first motor, a first inverter connected to the battery and the first motor and comprising a variety of first switching elements, a second motor, a second inverter connected to the battery and the second motor and comprising a variety of second switching elements, a charge switch that selectively connects a neutral point of the first motor or a neutral point of the second motor to a charge current input stage, and a control unit configured to control the charge switch to connect to the neutral point of the first motor or the neutral point of the second motor in response to the charging of the battery with current supplied via the charge current input stage.

The present invention discloses a telescopic boom type carrier, which comprises a vehicle frame chassis. Four driving castor wheels are evenly distributed at the bottom of the vehicle frame chassis. A working chassis is arranged on the vehicle frame, and two groups of telescopic lifting arm assemblies are arranged on the working chassis; A transverse movement mechanism is arranged between the vehicle frame chassis and the working chassis, which can realize the left and right transverse movement of the telescopic lifting arm assemblies; A longitudinal movement mechanism is arranged between each group of telescopic lifting arm assemblies and the working chassis, which can realize the front and rear longitudinal movement of the telescopic lifting arm assemblies. The technical solution of the present invention, the telescopic boom type carrier has the operation characteristics of all-wheel drive and all-wheel steering and the two-way control driving function, and the all-wheel steering has the 360-degree steering ability. The telescopic boom type carrier of the present invention can meet the driving requirements for loading, unloading and transporting extra-long and extra-heavy materials in the narrow space in the warehouse.

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 drive apparatus for vehicle including a first power source, a first output rotating member, a second output rotating member, a second power source, a differential device, a first engagement device, a second engagement device, and a control device. The control device establishing, as drive modes driving a vehicle, a first drive mode putting the vehicle in all-wheel drive state by power from the second power source while fixing a torque distribution ratio between front wheels and rear wheels with both the first engagement device and the second engagement device kept in engaged state, and a second drive mode controlling the torque distribution ratio by putting the vehicle in all-wheel drive state by power from the first power source while controlling the second engagement device to be in slip state with the first engagement device kept in engaged state.

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 present invention discloses a multi-source coupled skateboard chassis system and a coordinated control method thereof, belonging to the technical field of vehicle skateboard chassis systems, comprising: a wire-controlled drive subsystem, an electro-hydraulic composite wire-controlled steering subsystem, an electrical composite wire-controlled brake subsystem and a coordinated domain control module; the present invention integrates all-wheel drive, steering, braking and other systems into a skateboard chassis system and performs coordinated control on them, thereby solving the problems of control coupling and mutual interference of the various subsystems of the skateboard chassis, while taking into account vehicle uncertainty and time-varying parameters, and can maximize the effectiveness of vehicle dynamic stability control.

A control method of a power connection device for a four-wheel drive vehicle is proposed, the method comprising: engaging a clutch ring and a backup ring forming any engagement structure selected from a first engagement structure, a second engagement structure, and a third engagement structure by actuating an actuator after a driving situation and the rotational speeds of the left and right drive wheels have been determined.

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.

An electrified powertrain that generates and transfers drive torque to a driveline of a hybrid vehicle includes a first electric motor, a second electric motor, an internal combustion engine (ICE), a first and second planetary gear set, and a first and a second clutch. The first planetary gear set includes a first sun gear, a first carrier and a first ring gear. The first sun gear is coupled to the first electric motor output. The first ring gear is coupled to the second electric motor output and the first carrier is selectively coupled to the ICE output. The second planetary gear set includes a second sun gear, a second carrier and a second ring gear. The second sun gear is coupled to the first ring gear. The second carrier is coupled to the driveline. The first clutch selectively fixes the second ring gear from rotating.

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.

A drive device for an all-wheel drive vehicle has a drive unit (1) comprising a prime mover (11, 12) and a central shaft unit (20), as well as a first and a second portal transmission (30, 40). The central shaft unit (20) is operatively connected to the prime mover (11, 12) for receiving a drive force and has a first and a second central output element (21, 22) for outputting the drive force. The first and the second portal transmission (30, 40) are operatively connected to the drive unit (1) via the first and the second portal transmission (40) respectively for receiving the drive force. The first and the second portal transmission (30, 40) each have a portal output element (33, 43) which is operatively connected to a first and a second drive axle (71) via a first and a second transmission element (51, 52) respectively for outputting the drive force.The first and second portal output elements (33, 43) are each arranged offset in a direction relative to a rotational axis of the first and second central output elements (21, 22), respectively.

A hybrid all-wheel-drive vehicle includes an engine, first and second motor generators, a first clutch between the second motor generator and a front wheel, a second clutch between the second motor generator and a rear wheel, and a control unit that controls, based on a vehicle traveling state, the engine, the motor generators, and the clutches. The first motor generator is coupled to the engine and the front wheel in a manner capable of transmitting torque. During regeneration, the control unit engages the first clutch and disengages the second clutch. When the all-wheel-drive vehicle shifts from motor traveling to hybrid traveling, the control unit restarts the engine by operating the first motor generator and regulates engagement forces of the clutches and output torque of the second motor generator to compensate driving torque of the front wheel by the second motor generator while maintaining driving torque of the rear wheel.

The invention provides an electric all-wheel drive vehicle capable of further improving electric efficiency, in which front wheels are driven by a front electric motor and rear wheels are driven by a rear electric motor. When a predetermined learning condition is satisfied, an EV-CU (60) of an electric all-wheel drive vehicle (1) learns a front-rear rotation difference in which the output torque of a motor generator (22) and the output torque of a front motor generator (21) are varied while satisfying a requested torque and the total power consumption or the total torque of the front motor generator (21) and a rear motor generator (22) is minimized. After the front-rear rotation difference is learned, the output torque of the front motor generator (21) and the output torque of the rear motor generator (22) are controlled so that the actual front-rear rotation difference matches the learned front-rear rotation difference.

An all-wheel drive system for a vehicle having a longitudinal axis includes an electric motor. The electric motor has an output shaft that extends along a first axis, and the first axis is substantially perpendicular to the longitudinal axis. The all-wheel drive system includes a first drive system including a first clutch and a first differential system configured to be coupled to a second drive system and to transfer torque to first wheels of the vehicle in a first state of the first clutch. The second drive system includes a second drive shaft and a second differential system. The second drive shaft is coupled to the output shaft and configured to transfer the torque to the second differential system. The second differential system is configured to transfer torque to second wheels of the vehicle, and the second differential system extends along a second axis substantially parallel to the first axis.

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.

To provide an electric all-wheel-drive vehicle in which front wheels are driven by a front electric motor and rear wheels are driven by a rear electric motor, and which makes it possible to improve electricity consumption.SOLUTION: An EV-CU 60 of a motor-driven all-wheel drive vehicle 1 is configured to: when a predetermined learning condition is satisfied, vary output torque of a rear electric motor generator 22 and output torque of a front electric motor generator 21 while satisfying requested torque, to learn longitudinal differential rotation at which total power consumption or total torque of the front electric motor generator 21 and the rear electric motor generator 22 is minimized; and after learning the longitudinal differential rotation, control the output torque of the front electric motor generator 21 and the output torque of the rear electric motor generator 22 to allow actual longitudinal differential rotation to match with the learned longitudinal differential rotation.SELECTED DRAWING: Figure 1

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.

A power takeoff unit (PTU) for an all-wheel drive vehicle includes an input shaft configured to receive power, a main shaft, and a takeoff shift collar axially slidable between an engaged position connecting the input shaft to the main shaft and a disengaged position disconnecting the main shaft from the input shaft. Power received by the input shaft is transferred through the takeoff shift collar to the main shaft, through a main ring gear, a hypoid pinion gear, and through a pinion shaft when the takeoff shift collar is in the engaged position and wherein the main shaft is decoupled from the input shaft when the takeoff shift collar is in the disengaged position.

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.

In a drive apparatus for a vehicle, a first HEV mode and an all-wheel drive mode can be established. In the first HEV mode, the vehicle is caused to run in front- or rear-wheel drive, by causing a first electric motor to be operated as a generator, while causing a third electric motor to be operated as a prime mover to transmit a torque to a second drive shaft. In the all-wheel drive mode, the vehicle is caused to run in all-wheel drive, by causing an electric power to be transferred between the first and second electric motors, while causing the third electric motor to be operated as the prime mover to transmit the torque to the first and second drive shafts, and the first, second and third electric motors are controlled such that a torque distribution between the first and second drive shafts becomes a required ratio.

The present invention discloses an all-wheel drive device with low input torque for a skid loader, and relates to the technical field of skid loaders. The present invention includes an electric motor arranged on the loader frame, and a driving gear for inputting low torque is arranged on the driving end of the electric motor, and also includes: an output unit, including an adjustment component and a torque-increasing component; two groups of travel units; each group of travel units is provided with a differential component and a constant speed component. The advantage is that the present invention only needs to use a single electric motor to input a lower torque, and can achieve a high-torque all-wheel drive output through the cooperation of the torque-increasing component, and can flexibly adjust the output size of the torque, and can flexibly realize the differential rotation or constant speed rotation of the wheels according to the driving state and driving position of the skid loader, so that the wheels of the skid loader can output a larger torque when driving in different states, and achieve stable driving under various complex road conditions, with better driving effect.