Torque Vectoring via Integrated Brake and Powertrain Control
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Solution Overview
Problem
Existing vehicle torque vectoring systems require separate development, calibration, and validation of brake-based and powertrain-based systems, leading to complexity and inefficiency in achieving desired yaw torque during turns.
Innovation Solution
A control system that integrates powertrain and brake systems through a brake control module to generate desired yaw torque by combining powertrain and braking torques, allowing for seamless arbitration between the two systems to optimize torque distribution based on driving conditions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If brake-based torque vectoring is used, then torque vectoring can be applied on all four wheels including un-driven axles and during off-throttle conditions, but brake actuation heat generation and longitudinal acceleration requirements increase
Solution Approach 1:
The system dynamically selects between brake-based and powertrain-based torque vectoring modes based on driving conditions. The brake system is activated only when necessary (off-throttle, low powertrain torque, or un-driven axles), while powertrain-based vectoring handles normal driving conditions, thereby reducing unnecessary brake heat generation while maintaining versatility.
Solution Approach 2:
The control system changes operational parameters by switching between two distinct torque vectoring modes (brake-based and powertrain-based). By adjusting which system is active based on throttle position, powertrain torque availability, and axle drive status, the system optimizes performance while minimizing brake heat generation.
2Use of energy by moving object
If powertrain-based torque vectoring is used, then torque vector can be applied on wheels with powertrain torque, but it cannot torque vector on un-driven axles or during off-throttle conditions
Solution Approach 1:
The system dynamically switches between powertrain-based and brake-based torque vectoring depending on operating conditions. Powertrain-based vectoring is used during normal driving when energy efficiency is prioritized, while brake-based vectoring is activated during off-throttle or un-driven axle conditions to maintain versatility.
Solution Approach 2:
The brake system acts as an intermediary that supplements powertrain-based torque vectoring when the powertrain alone cannot provide the required torque differential. This allows the system to maintain energy efficiency through powertrain-based vectoring while using brakes as a fallback to ensure versatility across all driving conditions.
3Reliability
If separate brake and powertrain torque vectoring systems are used, then each system can be independently optimized, but development, calibration, and validation complexity increase
Solution Approach 1:
The patent merges the control of brake-based and powertrain-based torque vectoring systems into a unified control architecture. The brake control module coordinates both systems, allowing them to be developed, calibrated, and validated together as an integrated solution rather than separate independent systems, thereby reducing overall complexity while maintaining the ability to optimize each subsystem.
Data Source
AI summary
A control system to generate a yaw torque of an all-wheel drive vehicle comprises a brake control module 18. The brake control module 18 determines the desired powertrain torque 44 for the vehicle 10 based upon a plurality of factors including available torque from the powertrain. The brake control module 18 determines a first torque 44 and a second torque 26, wherein the first torque 44 and the second torque 26 are combined to provide the total desired yaw torque 49 of the vehicle 10. The first torque 44 is generated between wheels of the vehicle 10 by applying torque 44 from the powertrain 14 to different wheels 21 of the vehicle 10 and the second torque 26 is generated by applying different braking torque from a braking system 16 of the vehicle 10.