146 results about "Torque vectoring" patented technology

The invention relates to the technical field of vehicle control, and provides a new energy vehicle operation optimization method and system based on intelligent networking, and the method comprises the steps: collecting a first operation parameter of a vehicle at a current moment and a road parameter at a next moment through a vehicle-mounted sensor network; wherein the first operation parameter comprises a tire movement value corresponding to vehicle suspension deformation variable data based on a current pavement coefficient, and the road parameter is road feature data of a road to be driven in; according to the first operation parameters and the road feature data, a load mean value model and an acceleration safety threshold value of the current vehicle in the road to be driven in are constructed; according to the load mean value model, a damping adjusting instruction of the vehicle suspension is generated; and generating a driving torque vector distribution scheme according to the acceleration safety threshold.

A drive device for an electric vehicle is provided for reducing the input speed of a motor and transmitting the reduced input speed to an output shaft. The device comprises a first planetary gear set comprising three first planetary gear elements, a first element connected to the motor and a second element connected to a first output shaft, a second planetary gear set comprising three second planetary gear elements, a first element connected to a third element of the three first planetary gear elements, a second element connected to a second output shaft, and a third element fixed, and a third planetary gear set comprising three third planetary gear elements, a first and a second element each connected to two elements of the three first planetary gear elements, and a third element connected to a torque vectoring motor.

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.

The invention provides a torque vector distribution device and a vehicle. The device comprises an information acquisition module for acquiring driving information of the vehicle; the vehicle dynamic observation module estimates the dynamic information of the vehicle according to the driving information; the driving state judgment module judges the driving state of the vehicle according to the dynamic information; the longitudinal torque distribution module performs longitudinal torque distribution on the vehicle so as to dynamically distribute front and rear axle torques of the vehicle, and the transverse torque distribution module performs transverse torque distribution on the vehicle so as to dynamically distribute torques of a left rear motor and a right rear motor of the vehicle or dynamically distribute torques of a left front motor and a right front motor of the vehicle; the invention provides a torque vector distribution device framework, which is beneficial for dynamically adjusting the torque of wheels of a vehicle, fully utilizing tire force, improving the dynamic performance and limit capability of the vehicle and breaking through the control limit of vehicles of the same-grade vehicle type, so that more excellent driving feeling is provided for a user.

The invention provides a torque vector distribution device and a vehicle. The device comprises an information acquisition module for acquiring driving information of the vehicle; the vehicle dynamic observation module estimates the dynamic information of the vehicle; the driving state judgment module judges the driving state of the vehicle; the longitudinal torque distribution module performs longitudinal torque distribution on the vehicle so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle, and the transverse torque distribution module performs transverse torque distribution on the vehicle according to the dynamic information and the front axle torque and the rear axle torque output by the longitudinal torque distribution module. The invention provides a torque vector distribution device architecture, which is beneficial to dynamically adjusting the torque of wheels of a vehicle and stabilizing the state of a vehicle body, fully utilizes tire force, improves the dynamic performance and limit capability of the vehicle, breaks through the control limit of vehicles of the same-grade vehicle type, and improves the reliability of the vehicle. Therefore, a more excellent driving feeling is provided for the user.

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 traction control method for a vehicle provided with a torque vectoring motor includes determining entry of traction control based on real-time vehicle driving information, estimating a wheel speed based on the rotation speed of a driving system of the vehicle or a vehicle acceleration detected by an acceleration sensor in the state in which traction control is entered and determining a slipping wheel target speed based on the estimated wheel speed, determining a wheel speed error based on the determined slipping wheel target speed and a slipping wheel actual speed detected by a wheel speed sensor and determining motor-based wheel speed errors based on the wheel speed error, and determining motor traction control torque to control each of a driving motor for driving the vehicle and the torque vectoring motor based on the determined motor-based wheel speed errors and requested torque of a driver.

An embodiment electric vehicle drive apparatus for decreasing a drive speed of a motor and transferring the decreased drive speed to an output shaft is provided. The apparatus includes a first planetary gear set including three first planetary gear elements in which a first element is connected to the motor and a second element is connected to a first output shaft, a second planetary gear set including three second planetary gear elements in which a first element is connected to a third element of the three first planetary gear elements, a second element is connected to a second output shaft, and a third element is fixed, and a third planetary gear set including three third planetary gear elements in which first and second elements are connected to two elements of the three first planetary gear elements, respectively, and a third element is connected to a torque vectoring motor.

The invention provides a torque vector distribution device and a vehicle. The device comprises an information acquisition module used for acquiring driving information of the vehicle; the vehicle dynamic observation module is used for estimating dynamic information of the vehicle according to the driving information; the driving state judgment module is used for judging the driving state of the vehicle according to the dynamic information; the longitudinal torque distribution module is used for conducting longitudinal torque distribution on the vehicle according to the dynamic information and the running state of the vehicle so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle, the torque vector distribution device architecture is beneficial for the vehicle to dynamically adjust the torque of wheels and stabilize the state of a vehicle body, tire force is fully utilized, and therefore the reliability of the vehicle is improved. The dynamic performance and the limit capacity of the vehicle are improved, the control limit of vehicles of the same-level vehicle type is broken through, and therefore the more excellent driving feeling is provided for a user.

A traction control method for a vehicle, in which a driving motor and a torque vectoring motor are controlled based on motor traction control torque, includes determining, by a disturbance observer based on a vehicle model, observer torque based on the slipping wheel actual speed and a torque vectoring motor torque, which are feedback information obtained from a vehicle in which the driving motor and the torque vectoring motor are controlled, and determining torque vectoring motor traction control torque based on the determined observer torque and a speed control torque determined based on a torque-vectoring-motor-based wheel speed error among motor-based wheel speed errors.

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 invention provides a vehicle (1) comprising at least two drive shafts (10, 30) and at least one torque vectoring unit (45) arranged on one of the drive shafts (30), thereby forming a torque vectoring shaft. The vehicle further comprises a control unit (50) configured to determine a specific torque (TTV) corresponding to a desired torque vectoring control demand of the vehicle (1). When the drive torque (T1) supplied to the torque vectoring control shaft (30) is insufficient to achieve a specific torque (TTV), the control unit (50) is further configured to i) redistribute a net vehicle drive torque between the drive shafts (10, 30) by increasing an absolute value of the drive torque (T1) of the torque vectoring control shaft (30), and ii) distribute the increased drive torque (T1) of the torque vectoring control shaft (30) to the left and right wheels (35a, 35b).

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.