114 results about "Torque vectoring" patented technology

The invention discloses an anti-rollover control method and system for a balanced heavy forklift truck, and relates to the field of forklift truck intelligent control, and the method comprises the steps: collecting forklift truck working condition data through a sensor group, transmitting the data to a central controller through a CAN bus, and carrying out the preprocessing; inputting a rollover risk assessment algorithm, calculating a boundary condition of a static stability triangle and dynamic lateral moment balance, generating a rollover risk coefficient in combination with working condition data of the forklift, and outputting a decision instruction set; dynamic load adjustment is carried out through a hydraulic servo controller, and load pose parameters are obtained; a motor controller is driven to implement torque vector distribution, a braking energy recovery unit is involved, controllable slow-release braking is applied to wheels on the inner side, and adjusted wheel motion state parameters are obtained; and comparing the theoretical prediction model to carry out residual analysis, triggering a residual correction strategy, and carrying out repetitive control. The working state of the forklift is collected in real time and dynamically analyzed, so that the safety of the forklift in the operation process is improved.

Disclosed in the present application is a torque vectoring control system for an in-wheel-motor four-wheel-drive vehicle. In the torque vectoring control system, a driving style identification module determines the driving style of a driver during the travel of an in-wheel-motor four-wheel-drive vehicle; a vehicle state sensing module acquires a steering wheel angle and a longitudinal vehicle speed in real time, and performs fault state monitoring on the in-wheel-motor four-wheel-drive vehicle; a vehicle motion control module calculates an ideal yaw rate target of the in-wheel-motor four-wheel-drive vehicle; and a torque vectoring control module calculates an additional yaw moment on the basis of the ideal yaw rate target and an actual yaw rate, executes a corresponding fault handling strategy on the basis of a fault state monitoring result, and then performs torque distribution on the basis of the additional yaw moment combined with the fault state monitoring result to generate an additional driving torque and an additional braking torque of each wheel. The present application realizes self-adaptive yaw stability control for drivers having different driving styles.

A computer-implemented method for providing control data for at least one driver support system of a vehicle, or for at least one driving assistance system of the vehicle for supporting driving of the vehicle on a desired path through a curvature planning and steering, can comprise: obtaining suspension data of the vehicle, obtaining vehicle data of the vehicle, obtaining vehicle driving sensor data of the vehicle, determining a steering angle data based on the suspension data, the vehicle data, and the vehicle driving sensor data, and determining the control data for the at least one driver support system or the at least one driving assistance system based on the steering angle data and a curvature vehicle model.

An apparatus of determining a target steering angle, may include: a feedforward steering angle calculator configured for determining a feed forward steering angle reflecting a yaw moment generated by torque vectoring during turning driving of an electric vehicle in autonomous driving; and an adder configured for obtaining a target steering angle by adding the determined feedforward steering angle to a feedback steering angle, the feedback steering angle being a steering angle measured through a steering angle sensor.

A control method for drift driving a vehicle supports a drift entry assistance function and a drift maintenance assistance function while maximizing driver's drift driving experience. The control method includes determining, by a controller, whether or not drift entry assistance control is required based on vehicle driving state information, when the vehicle enters a drift mode, and performing, by the controller, the drift entry assistance control using a torque vectoring motor so that the vehicle reaches a drift driving state when determining that the drift entry assistance control is required.

The invention relates to a vehicle torque vector control method and device, a vehicle and a storage medium, and the method comprises the steps that the target yaw velocity of the vehicle is calculated; when the vehicle meets the preset rear axle torque vector control condition, the differential torque limiting range of the vehicle is determined by using the control parameter boundary constraint of the vehicle, and the yaw velocity closed-loop control differential torque is calculated in combination with the target yaw velocity; whether the vehicle meets a preset side slip angle limiting activation condition or not is judged through the side slip angle, the side slip angle closed-loop control differential torque of the vehicle is obtained in combination with the judgment result and the differential torque limiting range, then the target differential torque of the vehicle is calculated, and the vehicle is controlled based on the target differential torque. And the torque vector control of the vehicle meets the preset smooth control condition. Therefore, the technical problems that in the related technology, it is difficult to achieve the expected yaw velocity of a driver by distributing the driving force according to the adhesion capacity of all the wheels, the smoothness is poor during steering, and the driving experience of the driver cannot be improved easily are solved.

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.

The invention discloses a differential device with torque vector distribution and differential lock functions, which comprises a differential shell, a left half shaft of the differential shell is sleeved with a vector driving source and a torque transfer assembly, and the torque transfer assembly is of a double-planet-row structure; the first planet row is provided with a first sun gear and a first output end, the first sun gear is fixedly arranged on the torque transfer mechanism shell, and the first output end is fixedly connected to the differential shell; the second planet row is provided with a second sun gear and a second output end, a coupling assembly is arranged on the second sun gear, and the coupling assembly is selectively and fixedly connected with the vector driving source or the torque transfer mechanism shell relatively. The device has at least two selectable control states and can be regulated and controlled in real time according to the running state of the vehicle, and when the device is in a differential lock position control state, the running stability of the vehicle is improved, and the escape capability of the vehicle is enhanced; when the device is in a torque vector distribution position control state, the device has a torque distribution function, and the energy consumption problem and the driving experience in yaw dynamics control are considered.

Power unit 10 consisting of a central electrical machine with axial magnetic flux comprising a single central stator 100, two lateral discoid rotors 200a, 200b and two discoid yokes 300a, 300b for closing the magnetic circuit, and two lateral reducers 400a, 400b driven by the discoid rotors, characterized in that the two rotors 200a, 200b are of the wound type and controlled independently providing traction performance in the event of poor grip and torque vector control when cornering. Figure for the abstract: Fig.1

The invention discloses a torque vector prediction method based on a simplified vehicle dynamics model. The torque vector prediction method comprises the following steps: S10, acquiring real-time vehicle body attitude and wheel speed data of a vehicle in a vehicle bus; the real-time motion state and direction of the vehicle and the real-time external acceleration are obtained through a composite sensor; on the basis of the vehicle dynamics model, a simplified vehicle dynamics model is obtained, and the existing path of the vehicle is calculated; s20, obtaining steering input data and pedal input data, and obtaining a driver prediction vector by using the driving input prediction model; and S30, performing difference operation on the calculated vehicle existing path and the driver prediction vector, and obtaining a torque vector output result by using a torque vector calculation model. The predictive torque vector algorithm can be used under relatively wide working conditions, has high adaptability to vehicles with different dynamic characteristics, and can enhance the functions (ABS and TC) of a vehicle passive driving assistance system or directly perform internal integration on the vehicle passive driving assistance system.

A torque vectoring system includes a torque limiter disposed between an engine shaft and an engine input gear of a torque vectoring arrangement. The torque limiter includes a first clutch housing configured to rotate with the engine shaft; and a second clutch housing configured to rotate the engine input gear. The second clutch can be selectively coupled to the first clutch housing via an interface mechanism that is overcome during high rotation of the engine shaft.

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.

A drive device for a vehicle axle of a two-track vehicle, comprising an axle differential (15), the input side of which is drivingly connected to a drive unit and the output sides of which drive to output shafts (17, 18) leading to the two vehicle wheels, wherein the vehicle axle has a superposition gear (19) with a multi-disk clutch (7) for each output shaft (17, 18), with which a torque distribution to the vehicle wheels takes place, wherein the vehicle axle has a central multi-disk brake (5) acting on the vehicle axle, by means of which a vehicle braking can be carried out, characterized by that the drive device for engaging or disengaging a vehicle holding function has a multi-disk brake parking actuator (57), with which the multi-disk brake (5) can be actuated, and a multi-disk clutch parking actuator (58), with which one of the two multi-disk clutches (7) can be actuated in order to block the axle differential (15), ie in order to connect the respective output shaft (17) to a differential housing (25) due to the gear ratio difference in the superposition gear (19) of the axle differential (15) and thus also the opposite output shaft (18), that the multi-disk brake parking actuator (57) has a pressure mechanism integrated in the multi-disk brake (5) with a ball-ramp unit (65) and with a spindle drive, that the ball-ramp unit (65) consists of a fixed disc (67) and a coaxial rotatable disc (69), between which at least one ball (71) rolls, and that the spindle drive drives the rotatable disc (69) of the ball-ramp unit (65) by building up / reducing a contact pressure acting on the multi-disk brake (5).

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.

A motor vehicle includes first and second drive axles coupled to respective sets of wheels, torque actuators including rotary electric machines configured to transmit respective output torques to the drive axles, and a main controller in communication with the torque actuators. The controller receives vehicle inputs indicating total longitudinal and lateral motion requests. In response, the controller calculates a total longitudinal torque request and / or a total longitudinal velocity request, a yaw rate request, and a lateral velocity request, and then uses a cost optimization function to determine a torque vector that allocates the total longitudinal torque request and / or velocity request, the yaw rate request, and the lateral velocity request to the drive axles within predetermined constraints. The controller also transmits closed-loop control signals to each torque actuator or its local controller to apply the torque vector via the drive axles.

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.

A hybridized rear axle drive (H-RAD) includes an electrical torque vectoring system (eTV) and a drive train for a motor vehicle, especially a plug-in hybrid vehicle (PHEV), and is configured to perform a method for electric torque distribution (electric torque vectoring).