68 results about "Torque vectoring" patented technology

The invention discloses a two-wheeled electric vehicle based on an active self-balancing and auxiliary stabilizing system and a control method, and relates to the field of electric vehicles, and the two-wheeled electric vehicle comprises a streamline monomer safety vehicle body structure, a double-wheel independent driving system, an automobile human-computer interaction interface, a GyroDrive active self-balancing system and a Sabilink intelligent auxiliary stabilizing system. A GyroDrive system serves as a dynamic balance core, a basic balance controller based on LQR or MPC is combined with a dynamic torque vector distributor considering vehicle speed, roll and road surface, balance and stable torque is generated through a driving motor, and a gyroscope is optionally integrated to serve as safety redundancy. The Sabilink system serves as a static stable core and comprises a retractable high-damping universal auxiliary wheel. According to the vehicle speed, pedal signals and other conditions, the dynamic self-balancing mode, the low-speed transition mode, the static stable mode and the starting mode can be automatically switched, the fault safety mode is arranged, and the stability and safety of the vehicle under all working conditions are guaranteed.

The utility model discloses a kind of double-input double-output height difference torsion planetary gear mechanism, torque vector distribution device, vehicle, it is set between the two half shafts of common axis, the mechanism includes shared planetary carrier and first sun gear, rotatable first planetary gear and second planetary gear on shared planetary carrier, first planetary gear and second planetary gear are mutually fixed and integrally rotate, the inside of first planetary gear is equipped with the first sun gear with its meshing, its outside is equipped with the third planetary gear with its meshing, the third planetary gear is equipped with the transmission gear ring with its meshing, transmission gear ring is connected in one of half shaft;The inside of second planetary gear is equipped with the second sun gear with its meshing, and second sun gear is connected in another half shaft.The beneficial effects of the utility model are mainly reflected in: the setting of third planetary gear makes the planetary mechanism where transmission gear ring is from negative sign mechanism to positive sign mechanism, so that in the case of not increasing radial dimension, the speed ratio of entire mechanism can be greater, so that wheel end obtains greater difference torsion capacity.

A method includes receiving a desired state from a path planner, the desire state including at least a first desired yaw rate of the vehicle and a first desired lateral velocity of the vehicle. The method further includes determining, by a path tracking controller based at least in part on the first desired yaw rate and the first desired lateral velocity, a second desired yaw rate of the vehicle and a second desired lateral velocity of the vehicle. The method further includes determining, by a vehicle motion controller based at least in part on the second desired yaw rate and the second desired lateral velocity, an active rear steering command and a torque vectoring command. The method further includes controlling the vehicle using at least one of the active rear steering command and the torque vectoring command to cause the vehicle to follow a path generated by the path planner.

A transmission comprising a drive shaft for connecting a drive motor (EM1), a first output shaft, a second output shaft, a first planetary gear set (P1), a second planetary gear set (P2), and a torque-vectoring superposition unit (2) with a third planetary gear set (P3), wherein a first element (E11) of the first planetary gear set (P1) is rotationally fixed to the drive shaft, wherein a second element (E21) of the first planetary gear set (P1) is rotationally fixed to the first output shaft, wherein a third element (E31) of the first planetary gear set (P1) is rotationally fixed to a first element (E12) of the second planetary gear set (P2) via a coupling shaft, wherein a second element (E22) of the second planetary gear set (P2) is fixed to a rotationally fixed component (G), and wherein a third element (E32) of the second planetary gear set (P2) is connected to the second The output shaft is connected in a rotationally fixed manner.wherein a first element (E13) of the third planetary gear set (P3) is non-rotatably connected to the drive shaft, wherein a second element (E23) of the third planetary gear set (P3) is arranged for a drive-effective connection to an actuator (EM2), wherein a third element (E33) of the third planetary gear set (P3) is non-rotatably connected either to the first output shaft or to the second output shaft.

Differential gear arrangement with a housing arrangement (30) in which an input shaft (4), a first and second output shaft (32, 34) and at least a first, a second and a third planet gear set (10, 12, 38) are rotatably mounted, wherein each planet gear set (10, 12, 38) has a planet carrier (14, 16, 52) on which several rotatably mounted planet gears (18, 20, 44; 54, 56) are provided which mesh with a sun gear (22, 24, 46) and / or a ring gear (26, 28, 42), wherein the planet gear sets (10, 12, 38) are operatively connected to the output shafts (32, 34), wherein the third planet gear set (38) together with an actuator (40) forms a torque vectoring superposition unit (36) forms, wherein the actuator (40) is operatively connected to the third planet carrier (52) of the third planet gear set (38), wherein the first and the third planet gear set (10, 38) are radially nested,wherein the second planetary gear set (12) is provided offset with the actuator designed as an electric motor (40), wherein the second planetary gear set (12) is designed as a positive gear, wherein the second planet carrier (16) is operatively connected to the second output shaft (34), characterized in that the electric motor (40) is arranged radially outside, but axially inside a housing connection of the second planetary gear set (12).

The utility model discloses a kind of torque vector control systems, including differential, the differential one side is connected with left half axle, the other side is connected with right half axle, the differential one side is equipped with transmission assembly to receive the power of vector motor output, the transmission assembly at least includes first planetary row and second planetary row sharing same connecting gear ring, the first planetary carrier of first planetary row is fixedly connected with left half axle;The second planetary carrier of second planetary row is fixedly connected with the shell of differential.The utility model has the beneficial effect mainly reflected in: the system has torque distribution function, and the radial space of double planetary row shared gear ring is smaller, by reasonable arrangement to vector motor and speed reduction mechanism, so that its application is more widely, and performance is stronger.Simultaneously, the system has torque distribution function, and energy consumption problem in yaw dynamics control and driving experience are considered;Can effectively improve the economy of car, steering stability and initiative safety.

The transmission comprises a drive shaft (WAn) for connecting a drive motor (EM1), a first output shaft (WAb1), a second output shaft (WAb2), a first planetary gear set (P1), a torque vectoring superposition unit (2) with a second planetary gear set (P2), a first final drive (E1) arranged in the power flow between a first coupling shaft (WK1) and the first output shaft (WAb1), and a second final drive (E2) arranged in the power flow between a second coupling shaft (WK2) and the second output shaft (WAb2), wherein each of the two planetary gear sets (P1, P2) comprises three elements (E11, E21, E31, E12, E22, E32), wherein a first element (E11) of the first planetary gear set (P1) is rotationally fixed to the drive shaft (WAn), and wherein a second element (E21) of the first planetary gear set (P1) is non-rotatably connected to the first coupling shaft (WK1),wherein a third element (E31) of the first planetary gear set (P1) is non-rotatably connected to the second coupling shaft (WK2), wherein two of the three elements (E12, E22, E32) of the second planetary gear set (P2) are non-rotatably connected to two of the three elements (E11, E21, E31) of the first planetary gear set (P1), and the remaining of the three elements (E12, E22, E32) of the second planetary gear set (P2) is configured for a drive-effective connection with an actuator (EM2).

The utility model provides a vector control system and a vehicle. The vector control system comprises a transmission system and a torque vector control system, the torque vector control system comprises a clutch group; the clutch group comprises a first clutch and a second clutch; the transmission system is connected with a right wheel through a first clutch; the transmission system is connected with a left wheel through a second clutch; the transmission system is in transmission with at least one of the pair of wheels through the clutch set. Traditional complex mechanisms such as a differential mechanism and a bilateral speed reducer are omitted, and clutches are only arranged at the left wheel end and the right wheel end respectively. By means of the design, the number of parts is remarkably reduced, and the overall weight of the system is reduced. The simplified structure directly reduces the production cost, and provides convenience for subsequent maintenance. Through mutual switching control of the clutches, the rotating speed difference between the left half shaft and the right half shaft can be rapidly adjusted, and therefore accurate distribution of torque is achieved.

The invention provides a pavement actual adhesion coefficient estimation method and device based on a tire slippage state and a storage medium, and relates to the technical field of vehicle motion control. According to the method, dynamics basic parameters during normal driving of a vehicle are collected, vertical loads and transverse and longitudinal forces of a front axle and a rear axle are calculated, after the longitudinal force is calibrated by adopting a correction coefficient, an adhesion coefficient is calculated and utilized in combination with the vertical loads, a complex tire model and a camera are not needed, the calculation force requirement is reduced, the transverse and longitudinal force coupling working condition is adapted, and the adaptability of a complex road surface is improved; tracking and utilizing the maximum value of the adhesion coefficient through a stepped memory storage mechanism, storing an effective peak value for a long time, performing gradient forgetting, and providing a stable reference basis; then, vehicle dynamic parameters during tire slippage are collected, and the flag bit activation state is determined; and finally, when the flag bit is activated, outputting a memory adhesion coefficient as an actual pavement adhesion coefficient, so that the output is more fit with a real pavement, and the transverse and longitudinal stability of the vehicle and the torque vector control accuracy are improved.

The torque augmentation apparatus includes one or more plates fixed to a shaft. Adjacent to each plate, either on only one side of the rotor, or on both sides of the rotor, is placed a static spiral-shaped magnetic diversion plate. A collection of magnets is placed along the perimeter of the rotor on each side of the rotor that faces a static spiral-shaped magnetic diversion plate. The rotor is perpendicular to the shaft, with rotation of the rotor causing rotation of the shaft. The shaft has an input side that is connected to a driver, such as an electric motor. The shaft further has an output side connected to a load, such as a generator. During rotation of the shaft by the external driver the interaction of the magnets on the rotor and the static spiral-shaped diversion plate results in a torque vector that is perpendicular to the shaft.

The invention belongs to an intelligent control method for an automobile chassis, and relates to a driving antiskid and torque vector coordination control method based on complex road condition recognition. Comprising the steps of complex road surface recognition and attachment grade switching, driving anti-slip intervention criterion and target wheel speed design, torque vector hierarchical control method, driving anti-slip and torque vector coordination control target fusion design based on stability indexes, and incremental PID driving and braking controller collaborative design. According to the invention, hierarchical identification and butt joint of uniform road adhesion grades can be realized, accurate discrimination of open road surfaces is realized, complex road surface identification, intervention criterion design and slip rate target decision are integrated into a human-vehicle-road integrated system, and accurate control of different adhesion working conditions is realized; a driving antiskid and torque vector hierarchical control framework is constructed, dynamic fusion of a driving antiskid and torque vector control target is designed, an incremental PID driving and braking cooperative controller is constructed, and the traction performance and the operation stability of the vehicle are both considered.

The application provides a control method for torque vectoring distribution in a race track mode, and belongs to the field of vehicle torque control. The method comprises the following steps: obtaining a current driving mode of a vehicle, and obtaining a current position of the vehicle when the current driving mode is a race track mode; comparing the current position with a race track scene position stored in a race track scene database; and when the current position is consistent with a certain race track scene position stored in the race track scene database, performing torque output according to a torque distribution strategy corresponding to the race track scene position. The application compares the current driving mode and position of the vehicle with a preset race track scene, and when the current position is consistent with a certain preset race track scene position, torque output is performed according to a torque distribution strategy corresponding to the race track scene position, so as to solve the problem that the vehicle can change torque distribution under different race track scenes, and the vehicle can directly call torque distribution schemes in the database without re-tuning in the race track.

A method for controlling a steer-by-wire steering system for a motor vehicle having steerable front and rear wheels in emergency steering operation comprises checking the steering system for the presence of a fault state and performing the emergency steering operation to maintain original driving behaviour if a fault state is detected, including: determining a target lateral acceleration on the basis of a current steering wheel position and a current vehicle speed, determining a yaw moment and, from the yaw moment, a general wheel steering angle for the original driving behaviour, where the general wheel steering angle is equal to a difference between a front wheel steering angle and a rear wheel steering angle, determining a front wheel steering angle correction and a rear wheel steering angle correction, and determining drive torques and / or braking torques for the front wheels and the rear wheels, which are distributed appropriately by the torque vectoring system.

A computer-implemented method for reducing a lateral drift of a heavy-duty vehicle due to a road bank angle, where the heavy-duty vehicle is associated with a non-zero understeer / oversteer gradient. The method comprises obtaining a road bank angle of a road section the heavy-duty vehicle is about to traverse; obtaining a vehicle model indicative of a vehicle motion response to the road bank angle, where the vehicle model includes the understeer / oversteer gradient; determining, based on the road bank angle and the vehicle model, a first compensation torque for reducing the lateral drift of the heavy-duty vehicle at the road section; and applying the first compensation torque across different wheels of the heavy-duty vehicle to reduce the lateral drift of the heavy-duty vehicle due to the road bank angle.

The utility model discloses a torque vector distribution system adopting a parallel shaft structure, which comprises a differential mechanism, a left half shaft is arranged on one side of the differential mechanism, a right half shaft is arranged on the other side of the differential mechanism, a vector motor is arranged on one side of the differential mechanism, a motor shaft of the vector motor is parallel to the left half shaft, a driven gear is sleeved on the left half shaft, and the driven gear is sleeved on the right half shaft. The vector motor transmits power to the driven gear through a linkage assembly, and the driven gear transmits power to the left half shaft and a shell of the differential mechanism through a transmission assembly. The motor has a torque distribution function, the vector motor is arranged through a parallel shaft structure, the axial size can be greatly reduced, reasonable layout is facilitated, the dynamic property and economical efficiency of the whole vehicle are considered to the maximum extent, and the structure can be more compact.

This invention discloses a torque vector and dual-motor multi-mode coupling drive system based on a shift fork coupling sleeve. It comprises a first motor, a second motor, a first reducer, a second reducer, an intermediate shaft, a first compound planetary gear set, a second compound planetary gear set, a one-way clutch, a main reducer, an auxiliary reducer, a differential, and a shift fork coupling sleeve mechanism. The first planetary carrier is connected to the first reducer, the first left sun gear is connected to the intermediate shaft, the first right sun gear is connected to the second ring gear, the second sun gear is connected to the intermediate shaft, and the second reducer is connected to the intermediate shaft. The main reducer connects the second ring gear to the differential, and the auxiliary reducer connects the intermediate shaft to the shift fork coupling sleeve mechanism. The intermediate shaft, via the auxiliary reducer and under the action of the shift fork coupling sleeve mechanism, is connected to the right half-shaft, the drive axle housing, or in a free state. It can realize four drive modes: dual-motor torque coupling drive, dual-motor speed coupling drive, single-motor independent drive, and torque vector distribution drive.

The invention relates to a vehicle axle of a two-track vehicle, with an axle differential (1) which can be connected at the input side to a primary drive unit (EM1) and at the output side to vehicle wheels (FR) of the vehicle axle via output shafts (4, 5) arranged on both sides, wherein the vehicle axle has an electric motor (EM2) and a superimposed transmission (7) for electric torque vectoring, and wherein the electric motor (EM2) can be controlled by means of a control unit (39) in order to change the drive torque distribution to the vehicle wheels (FR). According to the invention, the control unit (39) is associated with an evaluation module (41) which performs a backlash measurement on the superimposed transmission gear set (PG1, PG2) for determining the aging of a superimposed transmission gear set (PG1, PG2).

The invention belongs to the field of vehicle handling stability control, and relates to a torque vector control method integrating a driving style and transverse stability. Comprising the steps of maneuverability yaw velocity target design based on a personalized driving style, stability yaw velocity target design based on expert experience calibration, composite yaw velocity target fusion based on a stability evaluation index, a distributed driving electric vehicle torque vector hierarchical control method and the like. According to the method, a systematic design criterion of steady-state response and transient-state response key parameters under different driving styles is established, and control characteristic matching of multiple styles such as a motion type, a comfort type and a stable type is achieved; a maneuverability ideal yaw velocity target representing a personalized driving style and a stability ideal yaw velocity target inhibiting transverse slippage are adaptively fused by using a vehicle stability evaluation index, and a torque vector hierarchical control architecture oriented to a distributed driving electric vehicle is established. And precise tracking of the composite ideal yaw velocity target is realized.

A vehicle axle for a two-track vehicle is disclosed, and may include an axle differential having an input side and two output sides and at least two superposition gears for torque vectoring. The input side may be drivingly connected to a drive unit. The two output sides may each include a drive flange shaft leading to a respective vehicle wheel. Each of the at least two superposition gears may have a multi-plate brake or clutch. Each multi-plate brake or clutch may have an actuator. Each actuator may be a pressure mechanism and may be configured as a pair of disks comprising a rotationally fixed disk and a coaxially rotatable disk. Each drive flange shaft may be configured to interact with a respective superposition gear. The rotationally fixed disk of each actuator may form a gear carrier on which at least one gear is rotatably mounted.

The invention relates to a vehicle axle for a two-track vehicle, comprising an axle differential (15) whose input side is driven by a drive unit (EM), and whose two output sides drive onto flange shafts (17, 18) that each lead to vehicle wheels, wherein each flange shaft (17, 18) is associated with a superimposed transmission (28) for torque vectoring, and wherein each of the superimposed transmissions (28) comprises a multi-plate brake or clutch (7) whose actuator (53) is a clamping mechanism consisting of a pair of discs with a rotationally fixed disc (55) and a disc (57) rotatable coaxially thereto. According to the invention, the rotationally fixed disc (55) of the actuator (53) additionally serves a gear carrier in a dual function, on which at least one gear (41, 45) of the superimposed transmission (28) is rotatably mounted.

The present invention relates to a drive train of an electrically or partially electrically powered motor vehicle with a torque vectoring unit (40) for actively generating a differential torque between a left output shaft for driving a left vehicle wheel and a right output shaft for driving a right vehicle wheel.The torque vectoring unit (40) comprises an actuator (50) and a superimposed transmission (60) coupled to the actuator (50) and a differential transmission (30), wherein the actuator (50) comprises an electric machine as a torque source for generating the differential torque between the left output shaft and the right output shaft, high-voltage power electronics for operating the electric machine and a control unit for controlling the high-voltage power electronics, wherein the actuator (50) comprises an actuator housing (53) wherein the electric machine, the high-voltage power electronics and the control unit are housed in the actuator housing (53).

The application belongs to the field of intelligent control method of automobile chassis, and relates to a driving anti-skid and torque vector coordination control method based on complex road condition recognition, which comprises complex road surface recognition and adhesion level switching, driving anti-skid intervention criterion and target wheel speed design, torque vector hierarchical control method, driving anti-skid and torque vector coordination control target fusion design based on stability index, and incremental PID driving and braking controller collaborative design. The application can realize hierarchical recognition of uniform road adhesion level and accurate discrimination of butt joint and split road surfaces, integrate complex road surface recognition, intervention criterion design and slip rate target decision into a human-vehicle-road comprehensive system, realize accurate control of different adhesion conditions, respectively construct driving anti-skid and torque vector hierarchical control architecture, design dynamic fusion of driving anti-skid and torque vector control targets, build incremental PID driving and braking collaborative controller, and give consideration to vehicle traction performance and handling stability.

The invention belongs to the technical field of new energy automobile electric driving, and particularly relates to a new energy automobile-oriented angle module driving system which adopts an outer rotor hub motor direct driving technology and a highly integrated motor and electric control design. The system has the advantages of high transmission efficiency, high response speed, high power density, compact layout, multiple control freedom degrees, accurate control and the like; meanwhile, through deep fusion of a driving system and a braking system and collaborative design of driving, steering and a suspension mechanism, a modularized independent driving assembly is formed, torque vector control and efficient energy recovery are achieved, rapid butt joint with a vehicle body can be achieved, platform development is supported, and the system is suitable for large-scale popularization and application. The technical problems that an existing distributed driving system is complex in mechanical structure, low in transmission efficiency, insufficient in control freedom degree and slow in dynamic response are solved.

The invention relates to a vehicle axle for a two-track vehicle, comprising an axle differential (15) whose input side is driven by a drive unit (EM), and whose two output sides drive onto flange shafts (17, 18) that each lead to vehicle wheels, wherein each flange shaft (17, 18) is associated with a superimposed transmission (28) for torque vectoring, and wherein each of the superimposed transmissions (28) comprises a multi-plate brake or clutch (7) whose actuator (53) is a clamping mechanism consisting of a pair of discs with a rotationally fixed disc (55) and a disc (57) rotatable coaxially thereto. According to the invention, the rotationally fixed disc (55) of the actuator (53) additionally serves a gear carrier in a dual function, on which at least one gear (41, 45) of the superimposed transmission (28) is rotatably mounted.

An apparatus for controlling motor-based torque vectoring includes one or more processors, and a storage medium storing instructions configured to cause the one or more processors to obtain a target yaw moment following a target yaw rate, distribute the target yaw moment to a wheel-based target wheel torque, and convert the wheel-based target wheel torque into a motor-based motor torque. The instructions are configured to cause the one or more processors to convert the wheel-based target wheel torque into a motor-based motor torque using a mapping relationship between a motor torque and a wheel torque.

The invention discloses a distributed driving crane chassis device based on a hybrid power system and a control method of the distributed driving crane chassis device, and belongs to the technical field of engineering machinery chassis. The device comprises a range extender or a parallel hybrid power system, a power battery, a distributed electric drive axle, a vehicle control unit (VCU) and a steering-by-wire and brake-by-wire system. The range extender is formed by connecting an engine and a generator in series. According to the distributed electric drive axle, wheel-side double motors are adopted to independently drive wheels on the corresponding sides, torque vector distribution and braking energy recovery are achieved through a motor controller, and a vehicle control unit (VCU) is switched among a pure electric mode, a range extending mode and a strong hybrid mode according to the vehicle speed, the required torque, the battery SOC and the road gradient and coordinates energy management. According to the invention, a transfer case, a transmission shaft and a hydraulic driving element are omitted, and the system has the advantages of small arrangement space, fast response, high control precision, low energy consumption, low emission, capability of realizing in-situ turning and the like, and is suitable for small and medium tonnage and super tonnage all-terrain cranes.

The application provides a crosswind stability control method and device, electronic equipment and storage medium, and relates to the technical field of vehicles. The method comprises the following steps: when a vehicle is in a crosswind area and is affected by crosswind and the vehicle meets an activation condition, determining a driving scene in which the vehicle is located, wherein the driving scene comprises at least one of a braking scene, a coasting scene, a constant speed scene and an accelerating scene; and performing a corresponding crosswind adjustment strategy on the vehicle according to the driving scene, wherein the crosswind adjustment strategy comprises at least one of braking force distribution, motor negative torque vector distribution, driving torque vector distribution and rear wheel steering adjustment, and suspension damping control. The application can match different driving scenes with different control strategies, thereby improving the interference suppression effect, avoiding the problem that the control intervention inconsistent with the driving intention may cause the driver to be nervous and panic, and improving the crosswind stability and driving safety of the vehicle.

The torque augmentation apparatus includes one or more plates fixed to a shaft. Adjacent to each plate, either on only one side of the rotor, or on both sides of the rotor, is placed a static spiral-shaped magnetic diversion plate. A collection of magnets is placed along the perimeter of the rotor on each side of the rotor that faces a static spiral-shaped magnetic diversion plate. The rotor is perpendicular to the shaft, with rotation of the rotor causing rotation of the shaft. The shaft has an input side that is connected to a driver, such as an electric motor. The shaft further has an output side connected to a load, such as a generator. During rotation of the shaft by the external driver the interaction of the magnets on the rotor and the static spiral-shaped diversion plate results in a torque vector that is perpendicular to the shaft.