975 results about "Torque distribution" patented technology

Improved methods of controlling the stability of a vehicle are provided via the cooperative operation of vehicle stability control systems such as an Active Yaw Control system, Antilock Braking System, and Traction Control System. These methods use recognition of road surface information including the road friction coefficient (mu), wheel slippage, and yaw deviations. The methods then modify the settings of the active damping system and / or the distribution of drive torque, as necessary, to increase / reduce damping in the suspension and shift torque application at the wheels, thus preventing a significant shift of load in the vehicle and / or improving vehicle drivability and comfort. The adjustments of the active damping system or torque distribution temporarily override any characteristics that were pre-selected by the driver.

An axle assembly with an input member, a first planetary gear set, a differential assembly, and a second planetary gear set. The first planetary gear set has a first transmission input that is driven by the input member. The differential assembly has a differential carrier and first and second differential output members received in the differential carrier. The second planetary gear set has a planet carrier coupled to the differential carrier for common rotation. A sun gear of the first planetary gear set is non-rotatably coupled to a sun gear of the second planetary gear set.

A torque vectoring gear drive apparatus for controlling drive torque distribution. The gear drive apparatus comprises an input shaft, first and second output shafts, a planetary interaxle differential unit for transmitting torque from the input shaft to the first and second output shafts, and a speed gear assembly provided for overriding said planetary interaxle differential unit. The planetary differential unit includes a planet carrier drivingly coupled to the input shaft and rotatably supporting at least one planet gear, a sun gear drivingly coupled to the at least one planet gear and a ring gear drivingly coupled the first output shaft, the sun gear drivingly coupled to the second output shaft. The speed gear assembly selectively couples the input shaft to the sun gear to define a first drive mode in which the sun gear is driven at a first speed.

The invention discloses a torque distribution control method for an electric-wheel automobile hub motor torque distribution system, and belongs to the field of an electric-wheel automobile. The electric-wheel automobile hub motor torque distribution system comprises parts as follows: a driver intention module, a hub motor, a stability controller, a torque distributor, a slip rate controller, a whole automobile module, a pavement information module and a whole automobile sensor module, wherein the stability controller comprises a fine adjustment mode and a stable adjustment mode, and the torque distributor divides whole automobile movement into a dynamic mode, an economical mode and a stable mode. According to the torque distribution control method, a plurality of controlled variables such as the slip rate, attachment coefficient, yaw velocity, side slip angle, hub motor rotating speed and the like are combined to control the automobile, so that stability and dynamic performance of the automobile at the low speed or high speed are guaranteed; and the automobile torque is distributed, so that automobile drive capacity, motor utilization efficiency and whole automobile stability when the automobile is driven normally or has a slipping phenomenon are improved.

An axle assembly with an input member, a first planetary gear set, a differential assembly, and a second planetary gear set. The first planetary gear set has a first transmission input that is driven by the input member. The differential assembly has a differential carrier and first and second differential output members received in the differential carrier. The second planetary gear set has a planet carrier coupled to the differential carrier for common rotation. A sun gear of the first planetary gear set is non-rotatably coupled to a sun gear of the second planetary gear set.

The invention provides an electric motor car differential steeling control method based on slip rate control. The method comprises the following steps of: (1) measuring the back wheel speed of the electric motor car, the actual output torque of a drive motor and the side speed of the car according to a wheel sped sensor; and (2) calculating the side speed and the heading angle peed of the electric motor car according to two freedom steering models, and then calculating the slip angles of four wheels, thereby calculating the rotational speed of the four wheels; and using a special arithmetic to realize the control on the electric differential steeling of a hub electric motor car. The electric motor car differential steeling control method based on slip rate control combines the calculation of torque distribution with the slip rate of the wheels to lead a designed electric differential steeling mechanism to have the effect of differential lock simultaneously when having the differential and also have the functions of reducing the speed and increasing the torque, thus greatly improving the running trafficability characteristic and the steering performance of the electric motor car, not only achieving the effect of a mechanical differential mechanism on the aspect of function, but also improving the transmission efficiency and reducing the complexity of a mechanical system.

The invention relates to a four-wheel independently driven electric vehicle torque distribution control method and a four-wheel independently driven electric vehicle torque distribution control system. The method comprises the following steps of (1) acquiring a driver operation action signal and vehicle driving parameters in real time, and after pre-processing the acquired data, storing the data; (2) according to the data acquired in the step (1), identifying the current driving intention of a driver; (3) according to the driving intention identifying result, adopting a corresponding control policy to control, and according to the control policy, sending a torque control order to each driving motor. The system comprises a data acquiring module, a driving intention identifying module and a torque distribution control module which are sequentially connected. Compared with the prior art, torque can be reasonably distributed to four wheels according to the driving intentions of the driver, such as ordinary acceleration, fast acceleration and turning driving, the energy utilization of the finished vehicle is improved, meanwhile, the driving stability of the vehicle under a limited condition can also be improved, and the advantage of independent driving is fully played.

The invention discloses a method for controlling hybrid power urban buses. The method comprises the steps of off-line optimizing and on-line controlling. The idea of control strategy switching is put forward, driving reference working conditions targeting regions and more conforming to actual bus driving routes are established, off-line overall optimizing is carried out based on the working conditions, the optimum control effect can be achieved, and the problem that the dynamic planning cannot be applied to on-line and real-time control because the calculated quantity of the dynamic planning is large is solved. When the hybrid buses are driven actually, whether the similarities between the actual driving working conditions and the established driving reference working conditions and between the road prediction working conditions and the established driving reference working conditions are judged on line, if yes, real-time torque distribution is carried out on the hybrid power urban buses by calling dynamic planning optimum control parameters stored in a bus main controller, or otherwise, control strategies are switched, on-line and real-time control is carried out on the buses by adopting the fuzzy logic rule control strategy which is high in self-adaptability and realizability, and accordingly the control strategy adaptation is improved.

A method is disclosed for managing torque distribution in a hybrid electric vehicle powertrain. An engine power estimation is determined for use in obtaining an optimum wheel torque command to attenuate sustained powertrain dynamic oscillations during operation of the vehicle with varying wheel torque and speed.

The invention relates to a vehicle and a wheel edge drive system and a wheel edge drive torque distributing method thereof. The number of drive shafts of the drive system is no less than two, vehicle internal space can be arranged more reasonably, the better dynamic property can be obtained, and the passenger carrying capacity and the climbing property are enhanced compared with those of a bus driven by a single motor; torque of the drive shafts can be distributed flexibly according to power needed by the vehicle, the high efficiency of the wheel edge drive system is obtained, and the power consumption of a power battery is saved to the greatest degree; the torque distribution between the shafts, the steering differential and other control modules are combined together to form a control method suitable for the multi-rear-shaft wheel edge drive system, energy optimization of the drive system and the functions of the advanced automobile electronic control systems such as an ASR, an ESP and an EBS can be achieved, and the whole vehicle can obtain a good balance in the aspects of the dynamic property, economy, comfort, safety and the like.

The present invention provides a distributed driving automobile control system based on hierarchical coordination. The system comprises a vehicle speed sensor, a steering wheel steering angle sensor, a steering wheel torque sensor, a power-assisted motor armature current sensor, a throttle pedal signal processing module, a brake pedal signal processing module, a driving motor state monitoring module, a gyroscope, a CAN bus, a coordination controller, an electric power steering system (EPS) controller, a torque distribution controller, a right front wheel driving motor controller, a left front wheel driving motor controller, a right back wheel driving motor controller and a left back wheel driving motor controller, a power-assisted motor and four driving motors. The present invention also provides a distributed driving automobile control method based on the hierarchical coordination. The system and method of the present invention enable the mutual influence of an EPS and a torque distribution system to be reduced effectively, carry out the working condition coordinated control on the EPS and the torque distribution system on the basis of guaranteeing the optimal comprehensive performance of a whole automobile, and enable the handling stability of a distributed driving automobile to be improved effectively.

A drive axle of electric distribution torque, comprise of: a drive motor having a output shaft for outputting torque; differential including differential housing, a drive shaft. the left and right drive half axle rotating about an axis of rotation; double row planetary gear mechanism outputting power of the motor output shaft which will be reduced two-stage; double planetary gear torque distribution mechanism connected to the double planetary gear reduction mechanism, receiving the double planetary gear reduction mechanism output torque, and outputs reverse torque in contrast to said torque; single row double planetary gear coupling mechanism providing opposite direction torque to the left and right axle. The electric drive axle with a torque orientation distribution function of the present invention can distribute the transmission of drive torque to both sides of the axles selectively, and when the torque is directional distributed, electric drive axle is willing to follow the best driver input, maintain driving speed cornering, increasing mobility and the driver's driving pleasure.

An axle assembly with a motor, a differential assembly, a housing, a transmission and a reduction gearset. The transmission has a first and second planetary gearsets that have associated (i.e., first and second) ring gears, planet carriers and sun gears. The first planet carrier is coupled to a differential carrier of the differential assembly for common rotation. The second ring gear is non-rotatably coupled to the housing. The second planet carrier is coupled to the second differential output for common rotation. The second sun gear is coupled to the first sun gear for common rotation. The reduction gearset is disposed between an output shaft of the motor and the first ring gear and includes a first gear, which is coupled to the output shaft for rotation therewith, and a second gear that is coupled to the first ring gear for rotation therewith.

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 system for distributing propulsion to front and rear axles of a vehicle includes: a front axle motor coupled to the front axle and a rear axle motor coupled to the rear axle. An electronic control unit (ECU) electronically coupled to the motors commands the rear axle motor to increase torque supplied to the rear axle during understeer and commands the front axle motor to increase torque supplied to the front axle during oversteer. A method to distribute propulsion to front and rear axles of a vehicle includes estimating actual yaw rate, estimating desired yaw rate, providing electrical energy to the front axle motor during oversteer, and providing electrical energy to the rear axle motor during understeer. Additionally, electrical energy may be extracted from the rear axle motor during oversteer and electrical energy may be extracted from the front axle motor during understeer.

A constant velocity drive mechanism of a rotary-wing aircraft rotor, comprises a torque splitting differential mechanism, comprising a driving disc integral in rotation with a rotor mast and connected to each of two driven discs either side of the driving disc, by a least one connecting pin hinged to each of the discs by one of three ball joint connections. Each of the driven discs is connected to a hub of the rotor by at least one of two driving devices, each of which is also hinged to the hub, so as to drive the hub in rotation about a geometrical axis which can be inclined in all directions about the axis of rotation of the mast.

The invention relates to an electric power steering device (EPS device) and a control method for the electric power steering device, comprising a torque sensor, a vehicle speed sensor, a current sensor, an electronic control unit (ECU), a power motor and a reducing mechanism; the electric power steering device also comprises a wheel static controller which consists of a transverse swing angular speed instruction generator, a state observer, a torque distribution controller and a tyre sliding controller. The EPS device and the control arithmetic of the EPS device compensate the problems of insufficient steering or over-steering due to the road surface or vehicle conditions, ensure the precise steering of the electric power system, ensure the normal steering of the automobile when the steering power system is failed and the steering power function can not be maintained by the EPS device, and have an guarantee failure safety control function. The control method of the invention adjusts the torque of all wheels under the situation of failure of the existing EPS system or insufficient steering and over-steering, forms the vehicle steering moment, ensures the completion of the steering action, completes the EPS failure safety control, and avoids the happening of the traffic accidents. The EPS device and the control method for the EPS device have the advantages of quick operation, reliable operation, low cost, etc.

A torque vectoring device is provided. The torque vectoring device includes a drive member engaged with a power source, a plurality of spherical adjusters configured to be tiltable and rotatable with respect to the drive member, a first output frictionally engaged with the spherical adjusters, and a second output frictionally engaged with the spherical adjusters. A torque distribution between the first output and the second output may be adjusted by tilting the plurality of spherical adjusters. The spherical adjusters also facilitate a differential action between the first output and the second output.

The invention discloses a torque control method of an automobile four-drive system. The method comprises the following steps of: collecting wheel speed of a vehicle, opening degree of an accelerator pedal, the state of an engine, the rotating speed of the engine, a steering angle and an ABS / ESP (Anti-lock Brake System / Electronic Stability Program) activating signal in real time by an intelligent torque electronic controller, then determining a torque discreet value of a current work condition by an MAP table of the vehicle speed and an accelerator pedal position signal to the torque distribution requirement and an MAP table of the vehicle speed and a front and rear axle wheel speed difference signal to the torque distribution requirement; and determining a two-drive / four-drive mode by comparison of estimated torque and a switch threshold so as to obtain target torque, and finally, controlling torque of front and rear axles by an intelligent manager according to an I-T characteristic curve. According to the invention, the driving state of the vehicle can be automatically identified by the intelligent torque electronic controller; the drive mode is automatically switched; a torque distribution scheme is automatically adjusted; and the fuel economy and riding comfort of the vehicle are greatly improved when the dynamic property and throughput capacity of the vehicle are ensured.

Improved methods of controlling the stability of a vehicle are provided via the cooperative operation of vehicle stability control systems such as an Active Yaw Control system, Antilock Braking System, and Traction Control System. These methods use recognition of road surface information including the road friction coefficient (mu), wheel slippage, and yaw deviations. The methods then modify the settings of the active damping system and / or the distribution of drive torque, as necessary, to increase / reduce damping in the suspension and shift torque application at the wheels, thus preventing a significant shift of load in the vehicle and / or improving vehicle drivability and comfort. The adjustments of the active damping system or torque distribution temporarily override any characteristics that were pre-selected by the driver.

A drive power from an engine is transferred to front wheel drive systems and rear wheel drive systems via a central differential. A torque distribution ratio between front and rear wheels defined by the central differential is set to one for the front wheels being made too much thereof, with a motor generator being coupled to the rear wheel drive systems. In response to detection signals from various sensors for detecting the running conditions, a drive power control unit controls the additional torque from the motor generator toward the drive torque or regenerative braking torque side, thereby changing the torque distribution ratio between the front and rear wheels. Thus, a degree of flexibility in making a change in the torque distribution between front and rear wheels or between right and left wheels is increased, thereby realizing an all-wheel drivable hybrid vehicle which provides further improved running performance.

A feed forward method for controlling the distribution of torque between the front and rear axle in a four wheel drive vehicle where the slope of a hill upon which the vehicle is traveling is calculated based on measured vehicle longitudinal acceleration and estimated longitudinal acceleration. The hill slope estimation is made and implemented before the wheels of the vehicle begin to slip due to the slope and low friction coefficient of the road surface. Under conditions of high vehicle speeds or sever vehicle turning, the change of torque distribution is not implemented because there is a lesser tendency for the vehicle to slip on the hill surface.

In torque controlling method and apparatus for a hybrid vehicle, a vehicular propelling torque transmitted to the driven wheels is controlled under a predetermined torque distribution condition, a motor is made to perform a power running by supplying a generated electric power obtained as a result of a drive of a generator by the engine to the motor, an engine torque is distributed into both of a clutch transmission torque transmitted to the driven wheels via the clutch and a generation torque transmitted to the generator; and both of a clutch rate of the clutch and the generation torque of the generator are controlled on the basis of at least a vehicular velocity.

An electronic torque control and distribution system is provided for a hybrid propulsion vehicle. The drive thrust of the hybrid propulsion vehicle is distributed between an electric engine and an internal combustion engine through a transmission system. The transmission system delivers the torque of both engines to the vehicle wheels. The electronic torque control and distribution system is slaved to a control unit, and includes a controller for incorporating a fuzzy logic processor to predict through soft computing techniques the torque contributions of the electric engine and of the internal combustion engine. A sensor estimates the vehicle polluting emissions. The controller and the sensor are both connected to the control unit.

A hydraulic torque vectoring differential includes two epicyclic gear sets and two variable displacement hydrostatic units. Each hydrostatic unit is coupled to a reaction member of one of each of the epicyclic gear sets, each of which also has a first gear element coupled to an input drive shaft for power input from a prime mover of said vehicle and a third gear element coupled to an output shaft operatively driving the wheels of the vehicle. The hydrostatic units are hydraulically coupled so that hydraulic fluid pressurized in one hydrostatic unit drives the other hydrostatic unit, and fluid pressurized in the other hydrostatic unit drives the one hydrostatic unit. A control system controls the displacement of the variable displacement hydrostatic units. Power from the prime mover flows primarily through the epicyclic gear sets to the output shafts, and only differential power is passed through the hydrostatic units, thereby isolating the hydraulic units from the primary power flow and making use of low displacement hydrostatic units possible for said differential power flow through said differential. The desired torque distribution between the two wheels is determined by existing conventional computer controls based on inputs from known traction sensors.

A gearbox system for a dual coaxial counter rotating rotor assembly includes an input shaft to input a first torque into the gearbox system and a transfer shaft operably connected to the input shaft to transfer the first torque therethrough. Two gear sets are operably connected to the transfer shaft. Each gear set includes a first output gear to transfer a second torque acting in a first direction to a first rotor of a rotor assembly and a second output gear to transfer the second torque acting in a second direction opposite the first direction to a second rotor of the rotor assembly. The second torque transferred by each gear set of the two gear sets is substantially equal.

The invention relates to a drive control system of double motors of a rear axle of an electric automobile. To the closed-loop control of the average speed of double motors in the control system, a single driving wheel adopts a method of given torque control and speed follow-up to carry out the closed-loop control of the average speed of double motors, so that the automobile can run according to the target automobile speed of a driver, the rotational speeds of double motors are also permitted to be inconsistent under the condition of different loads, and the self-adapting differential performance of the turning of the low-speed running of the electric automobile is realized. By designing in this way, the differential control requirement of the curve running of a low-speed electric automobile is met, the use of a complicated electronic differential algorithm is avoided, and the cost of the system is lowered. By utilizing the self-adapting differential performance during turning, the torque distribution of double motors is further regulated according to the difference of the rotational speeds of double motors, the power-assisted steering of the curve running of the automobile is realized, the energy loss is decreased, and the effect of energy saving is achieved.

The invention provides a torque distribution method of a four-wheel drive electric vehicle, which comprises the following steps: considering parameters such as front wheel longitudinal force and transverse force, back wheel tyre longitudinal force, tyre friction coefficient, tyre load, tyre radius and maximal driving torque of a wheel hub motor, optimizing weight coefficient of the parameters, meanwhile considering the driving force limit condition of a drive motor, adopting a linear analytic method, providing a stable distribution and optimization method, guaranteeing the stability and controllability of a vehicle body, and utilizing ground friction force to the maximal limit.