429 results about "All-wheel drive" patented technology

A multiple speed transmission capable of producing five underdrive gear ratios, one direct drive ratio, four overdrive ratios, and four reverse ratios includes four interconnected planetary gearsets, multi-plate clutches and brakes controlling the gearset elements, and a coupler that changes between forward drive and reverse drive by holding and releasing alternate gearset components against rotation on the transmission case. The transmission in combination with a single-speed transfer case having either an on-demand transfer clutch, or a full-time all-wheel drive system, are formed in an integrated package.

A transfer case for a vehicle that allows shifting between AWD and two-wheel drive at any vehicle speed. The transfer case includes a center differential employing pinion and sun gears that allow a front drive shaft and a rear drive shaft to turn at different speeds to provide the all-wheel drive function. The transfer case further includes an electrically actuated synchronizer assembly that allows the speed of the front drive shaft to be synchronized to the speed of the rear drive shaft when shifting from two-wheel drive to all-wheel drive to provide the shift on the fly function. The synchronizer assembly also includes a neutral position where both the front drive shaft and the rear drive shaft are not engaged to the vehicle transmission to allow for vehicle towing.

A LSG four wheel drive hybrid vehicle drive mechanism with its front wheel drive adopts engine and crankshaft installed disk generator, automatic clutch and manual transmission MT or directly using AMT automatic transmission to form the drive system, with the ISG generator installed on the engine and the automatic clutch or AMT automatic transmission, with the rear wheel drive using rear wheel drive generator, rear wheel drive decelerator and differential formed electric rear axle. The overall drive scheme is simple, effective, low in cost, easy for realization, with relatively ideal vehicle matching and control effect.

The hybrid electric all-wheel-drive (HEAWD) system comprises a heat engine, a transmission, an integrated starter / alternator (ISA), a motor control module (MCM), a traction motor (TM), and a battery pack. The engine drives either the front wheels or the rear wheels, and TM drives the other pair of wheels. ISA starts and assists the engine or generates electricity. Both ISA and TM apply braking torque on the wheels and regenerate the vehicle kinetic energy into electricity during deceleration. MCM provides electric current to and controls both ISA and TM to work in their desired working modes. The battery stores the electric energy generated by the motors and provides electric power to the motors. A double-rotor traction motor provides the functions of a conventional traction motor plus an axle differential / torque coupling device.

A hybrid-electric powertrain for a vehicle having forward traction wheels and rearward traction wheels in an all-wheel drive configuration. An engine and an electric motor deliver power through delivery paths to the traction wheels. The power delivery paths may have multiple ratio gearing so that more power can be delivered mechanically to improve powertrain performance and to allow the electric motor size to be reduced. The powertrain may include a controller for automatically balancing power distribution to the forward and rearward traction wheels to avoid wheel slip.

A vehicle with primary and secondary drivelines and a power take-off unit (PTU). The primary driveline has a first differential that is configured to distribute power to a first set of wheels. The PTU has a PTU input, a PTU output and a synchronizer for selectively de-coupling the PTU output from the PTU input. The secondary driveline is configured to distribute power to a second set of wheels and has a propshaft, a second differential, a pair of half-shafts and at least one torque transfer device (TTD). The propshaft transmits rotary power between the PTU output and an input of the second differential. The half-shafts are rotatably coupled to an output of the second differential and are configured to transmit rotary power to the second set of wheels. The at least one TTD is configured to selectively inhibit torque transmission through the second differential to the second set of wheels.

A wheelchair has two central wheels that can be separately driven by a motor. In order to allow the wheelchair to turn around in narrow spaces, the central wheels can be driven in opposite directions of rotation. When the wheelchair is turned around, the front wheels and rear wheels do not constitute a hindrance because they are kept at a distance from the ground by the swiveling wheel. All three wheels are coupled together on each side by a chain. When the front wheels run against an obstacle, the wheelchair climbs over the obstacle with the driven front wheels. This causes the fork of the swiveling wheel to swivel about the rotational axis in the direction of arrow, against the force of a spring, bringing the rear wheels in contact with the ground and also driving the wheelchair's rear wheels. This all-wheel drive allows the wheelchair to overcome relatively high obstacles both forwards and backwards, even when driving slowly and without losing its maneuverability.

Turning radius is calculated from steering angles of steering-wheels (2, 3) and articulation angles of respective frames, and the steering-wheels (2, 3) are automatically rotated faster than rear-wheels (4, 5) based on the turning radius, the revolution number of the rear-wheels (4, 5), engine speed of an engine (6) and a speed range of hydraulic motors (14, 15), so that conventional trouble for manipulating operation lever etc. while turning a motor grader (1) and skill-requiring work for adjusting the revolution number of the steering-wheels (2, 3) in accordance with the revolution number of the rear-wheels (4, 5) can be eliminated, thereby easily and accurately controlling the revolution number of the steering-wheels (2, 3) and securely preventing tight-corner braking phenomenon.

A drivetrain of an all-wheel drive motor vehicle provided for selective actuation and control of the torque distribution between first and second drive axle assemblies to match various vehicle operating conditions. The drivetrain comprises a power drive unit including a prime mover, the first drive axle assembly driven by the power drive unit to drive a first set of wheels, the second drive axle assembly driven by the power drive unit to drive a second set of wheels, a first clutch unit provided to disconnect the first drive axle assembly from the power drive unit, and a second clutch unit provided to disconnect the second drive axle assembly from the power drive unit.

A transfer case for a vehicle that allows shifting between AWD and two-wheel drive at any vehicle speed. The transfer case includes a center differential employing pinion and sun gears that allow a front drive shaft and a rear drive shaft to turn at different speeds to provide the all-wheel drive function. The transfer case further includes an electrically actuated synchronizer assembly that allows the speed of the front drive shaft to be synchronized to the speed of the rear drive shaft when shifting from two-wheel drive to all-wheel drive to provide the shift on the fly function. The synchronizer assembly also includes a neutral position where both the front drive shaft and the rear drive shaft are not engaged to the vehicle transmission to allow for vehicle towing.

A four wheel drive system for bilaterally symmetric vehicles has separate controlled drive speed and direction for each wheel. Each drive system is operable to independently drive each wheel. The rear wheels of the vehicle are steering wheels which are connected with the vehicle frame for independent rotation about a vertical axis. Steering and driving of the wheels is controlled by a controller. The combination of controlled steering for the rear wheels through many degrees about their vertical axes and individual power to all four wheels provides the vehicle with a zero turning radius for improved mobility as well as improved traction on unstable surfaces.

The invention relates to a front wheel and rear wheel drive steering control system of an automobile in the technical field of automobile engineering. Steering wheel steering angle sensors are respectively connected with a drive turning electronic control unit; one end of each steering wheel steering angle sensor is connected with a steering wheel, and the other end of each steering wheel steering angle sensor is connected with a front wheel steering motor servo control unit; the front wheel steering motor servo control unit is respectively connected with a front wheel steering angle displacement sensor and a front wheel steering execution mechanism; a rear wheel steering motor servo control unit is respectively connected with a rear wheel steering angle displacement sensor and a rear wheel steering execution mechanism; the front wheel steering execution mechanism is connected with a front wheel, and the rear wheel steering execution mechanism is connected with a rear wheel. The invention combines front wheel drive steering and rear wheel drive steering, improves the lateral dynamic performance of the automobile, the driving characteristics of a driver and the operating stability of the automobile, changes a steering angle of the front wheel and the rear wheel in real time according to the drive working condition and a running parameter of the automobile and ensures that the automobile response follows the output response of a reference automobile model.

The invention relates to an electronic all-wheel-drive system for a motor vehicle and a control method therefor. The electronic all-wheel-drive system comprises a whole vehicle system, a power control system and an ESP (Electronic Stability Program) module, wherein, the ESP module is connected with the whole vehicle system and the power control system through a whole vehicle CAN (Controller Area Network) bus in a controlling manner; the power control system comprises an engine management system (EMS), a battery management system (BMS), a rear-guard motor controller (TM), A motor control unit (MCU) and a transmission case control unit (TCU); the power control system is used for interacting with the whole vehicle system, acquiring the state information of the whole vehicle system, outputting control commands after judging and processing, and controlling the whole vehicle system to operate; the whole vehicle system comprises a rear-guard motor, a high-tension battery, an ISG (Integrated Starter Generator), an engine and a transmission case.

A suspension module that includes a suspension component, a pair of wheel hubs coupled to the suspension component, and an auxiliary drive system. The auxiliary drive system has a pair of drive units, each of which being configured to selectively provide drive torque to an associated one of the wheel hubs. Each drive unit includes an electric motor, a first reduction gear set and a clutch. The first reduction gear set is disposed between the motor and its wheel hub and multiplies torque output from the motor. The clutch is configured to selectively disconnect the motor from the associated wheel hub so that an output shaft of the motor is not drivingly coupled to the associated wheel hub when a rotational speed of the first portion does not exceed a rotational speed of the second portion. A method for operating a hybrid power train is also provided.

A vehicle with a primary driveline that is configured to distribute rotary power to a first set of vehicle wheels, a power transmitting device and a secondary driveline that is configured to distribute power to a second set of vehicle wheels. The power transmitting device has an input member, which is driven by the primary driveline, and an output member that is selectively coupled to the input member to receive rotary power therefrom. The secondary driveline has a propshaft, an axle input, a pair of axle shafts and at least one torque transfer device. The propshaft transmits rotary power between the output member of the power transmitting device and the axle input. The axle shafts are rotatably coupled to an output of the differential and configured to transmit rotary power to the second set of vehicle wheels. The at least one torque transfer device is configured to selectively inhibit torque transmission between the axle input and the second set of vehicle wheels.

A parallel manual transmission for a four-wheel drive is provided and includes two input shafts, each of which can be non-rotatably coupled via its own clutch to a shaft that is powered by a drive engine.

A method and apparatus for an all-electric vehicle using a primary drive system and a secondary drive system is provided. While the primary drive system utilizes a single electric motor, the secondary drive system utilizes a pair of electric motors. A single electrical energy storage system (ESS) is used to supply power to both drive systems. A DC / DC converter can be used so that the two drive systems can utilize different DC bus voltage ranges.

A four wheel drive electric vehicle that runs on a road and on an electrified track comprising a motor, a battery pack, an accelerator, an alternator, an auxiliary generator capable, once the electric vehicle reaches approximately 20 m.p.h., of charging the battery when the battery pack is off or, when the battery pack is on, of transmitting electricity to the motor for extra power, an electrical system, a pair of motorized legs with balled feet, each of the motorized legs capable of being lowered so as to make contact with the electrified track that supplies electric power to drive the electric motor when the battery pack is off and a cooling system for cooling the motor including a cooling tank that contains oil that is circulated through oil piping. A separate portable charger for charging the batteries at home or when the vehicle is not in use is included.

A torque transfer device for use on an all wheel drive vehicle. The torque transfer device includes a differential housing. The torque transfer device includes a clutch assembly rotatably supported within the differential housing. The torque transfer device also includes a pump assembly connected to the clutch housing on one side thereof. The torque transfer device also includes a hydraulic assembly in contact with the pump on the side opposite the clutch. The hydraulic assembly is rotationally stationary with respect to the pump assembly. The torque transfer device also includes an axle housing rotatably fixed with respect to the differential housing. The hydraulic assembly is in contact with the axle housing.

A method and apparatus for optimizing the torque applied to the primary and assist drive systems of an all-electric vehicle is provided, the torque adjustments taking into account wheel slip as well as other vehicular operating conditions.

An all wheel drive system for a motor vehicle in which wheel slippage is effectively controlled and regenerative energy is effectively stored for subsequent utilization in the system. A hydraulic embodiment of the invention includes a hydraulic motor, a pump, a tank, an accumulator for storing pressurized fluid, and a device for sensing system back pressure. In response to a loss of system back pressure the pressure of the fluid being supplied to the motor is reduced and the motor discharge is directed to the accumulator, and in response to a sensed resumption of system back pressure regenerative energy from the accumulator is directed to the motor to assist in powering the motor. An electric embodiment of the invention includes an electric motor, an electric generator, a device for storing electrical energy such as a battery pack or a capacitor bank, a DC tachometer driven by the motor and operative to sense the motor power requirements, and a directional circuit switch assembly. In response to a drop in the power requirements of the motor representing wheel slippage the energy supplied to the motor is reduced; in response to a sensed overrunning condition of the motor wherein the motor is functioning as a generator the output of the generator is routed to the energy storage device; and in response to a sensed resumption of motor power requirements regenerative energy is directed from the energy storage device to the motor to assist in powering of the motor.

The invention discloses an all-wheel-drive squirming-type pipe robot which comprises unit joints and a cardan joint connected with the unit joints. Each unit joint comprises an installation frame, wheel leg assemblies, locking assemblies and a transmission assembly, the wheel leg assemblies, the locking assemblies and the transmission assembly are installed on the installation frame, the wheel leg assemblies are used for supporting the robot to walk on the inner wall of a pipe, the locking assemblies are used for locking the unit joints, and the transmission assemblies are used for driving the locking assemblies to move and the unit joints to relatively move under motor driving. The all-wheel-drive squirming-type pipe robot has the advantages that screw pipes with inner threads and transmission lead screws with outer threads are adopted in the unit joints to be matched with a locking frame, the unit joints are driven by a motor to rotate forwards and backwards, the front unit joint and the back unit joint are alternatively locked, and the all-wheel-drive squirming-type pipe robot performs stretching advancing or retreating movement. According to the all-wheel-drive squirming-type pipe robot, the single-motor driving mode is adopted, the number of power sources is effectively decreased, the size of the all-wheel-drive squirming-type pipe robot is reduced, energy consumption is reduced, and therefore the all-wheel-drive squirming-type pipe robot is suitable for the pipe with the small diameter and the long distance, and has the wide application prospects in aspects such as pipe detection and pipe maintenance.

An energy storage type of differential hybrid power distribution system to drive an all wheel driving carrier; a revolution output end of an internal combustion engine (or any other revolution power source) to drive the front wheel through an intermediate transmission and control interface device, and to also drive an input end of the energy storage type of differential hybrid power device to output kinetics to further drive the rear wheel; and an electromechanical unit functioning as a generator and a motor being disposed in the energy storage type of differential hybrid power device to regulate the power distribution between the front wheel and the rear wheel by controlling the electromechanical unit to operate as a motor or as a generator.

The present invention describes a two-wheel drive bicycle. The drive train, which supplies power to the front wheel, is incorporated into a modified frame. The bicycle includes a rear wheel driven by a traditional chain mechanism. The front wheel is driven by a series of shafts transmitting power from the driven rear wheel to the front wheel.

A method for testing movement parameter of electrically driven vehicle in all wheel driving type includes using wheel speed and motor torque signals to calculate ground longitudinal force and vehicle speed, using rotary speed and track-slip rate as well as drift rate of non-steering wheel to present vehicle speed, calculating out track-slip rate of non-steering wheel by integration calculation in order to reverse-derive out vehicle speed then calculating track-slip rate of steering wheel.

A wheel drive system for independently driving right and left wheels of a vehicle is disposed between right and left wheels of the vehicle, and is comprised of a coaxial three-layer motor which includes an inner rotor, an outer rotor and a stator which are coaxially arranged; a first planetary gear reduction mechanism whose input is connected to the inner rotor, and whose output is connected to a first drive shaft of one of right and left wheels; and a second planetary gear reduction mechanism whose input is connected to the outer rotor and whose output is connected to a second drive shaft of the other of the right and left wheels. A reduction ratio of the first planetary gear reduction mechanism is greater than a reduction ratio of the second planetary gear reduction mechanism.