Utility Vehicle Driveline Torque Vectoring for Wheel-by-Wheel Control
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Solution Overview
Problem
Off-road utility vehicles lack the capability to independently control torque distribution to each wheel, affecting handling, stability, and traction, especially in two-wheel drive and four-wheel drive modes.
Innovation Solution
A utility vehicle with a driveline assembly featuring front and rear differentials coupled to ground-engaging members, along with a control system that independently controls torque distribution between wheels, using active torque differentials and braking to optimize traction and stability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If traditional driveline configuration is used in utility vehicles, then the vehicle structure remains simple, but the vehicle lacks independent torque control capability to each wheel
Solution Approach 1:
The driveline system is segmented into four independent torque control units, one for each wheel. Each wheel receives torque through its own differential or torque altering unit, enabling independent torque control to each ground-engaging member while maintaining a manageable system architecture through modular segmentation
Solution Approach 2:
The system employs active torque differentials and torque altering units that can dynamically adjust torque distribution in real-time. The control system continuously monitors vehicle conditions and dynamically modifies torque delivery to each wheel, transforming the static driveline into a dynamic, adaptive system that responds to changing terrain and driving conditions
2Stability of the object's composition
If torque vectoring is implemented in off-road vehicles, then handling and stability are improved, but the device complexity increases
Solution Approach 1:
The torque altering units and active differentials serve multiple functions simultaneously: they provide torque distribution for traction control, torque vectoring for steering assistance, and stability control for handling. This multi-functionality reduces the need for separate dedicated systems for each function, thereby limiting the increase in device complexity while achieving improved stability and handling
Solution Approach 2:
The control system acts as an intermediary that coordinates torque distribution across all four wheels through the torque altering units. Rather than requiring complex mechanical linkages between wheels, the electronic control system mediates torque distribution, simplifying the physical complexity while achieving the desired stability and handling improvements
3Reliability
If independent torque control is applied to each wheel, then traction and handling are enhanced, but the control system complexity increases
Solution Approach 1:
The control system incorporates feedback mechanisms that monitor wheel speed, torque application, and vehicle response in real-time. This feedback enables the control system to automatically adjust torque distribution to maintain optimal traction without requiring complex manual intervention or overly sophisticated control algorithms, thereby enhancing traction control while managing control system complexity
Solution Approach 2:
The torque altering units and active differentials are designed to automatically self-regulate torque distribution based on real-time wheel slip and load conditions. Each wheel's torque altering unit responds autonomously to local conditions, reducing the burden on the central control system and enabling reliable traction control through distributed self-service rather than centralized complex control
Data Source
AI summary
A utility vehicle is configured for independently controlling torque at each of the ground-engaging members.