Utility Vehicle Torque Vectoring for Wheel-by-Wheel Traction 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 to each wheel, 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 wheel 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 wheel slip, traction conditions, and vehicle dynamics to dynamically redistribute torque among wheels, transforming a static driveline into a dynamic, adaptive system
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: they provide torque vectoring for handling improvement, enable traction control by distributing torque to wheels with grip, facilitate steering assistance through differential torque application, and maintain vehicle stability. This multi-functionality reduces the need for separate dedicated systems for each function
Solution Approach 2:
The control system automatically monitors wheel speed, slip conditions, and traction levels, then autonomously adjusts torque distribution without requiring constant driver input. The system self-regulates torque vectoring based on real-time feedback from sensors, reducing the operational complexity for the driver while maintaining sophisticated torque control
3Productivity
If independent torque control is applied to each wheel, then traction and maneuverability are enhanced, but the system complexity increases
Solution Approach 1:
Torque altering units and active differentials act as intermediary devices between the power source and the wheels. These intermediaries modify and distribute torque before it reaches the ground-engaging members, enabling precise traction control without requiring direct complex control at each wheel motor or actuator
Solution Approach 2:
The system replaces purely mechanical torque distribution with an electronically controlled torque altering system. Sensors detect wheel slip and traction conditions, and electronic control units adjust torque distribution through electrically actuated differentials or torque altering units, substituting mechanical linkages with electronically controlled mechanisms for more precise and adaptable torque management
Data Source
AI summary
A utility vehicle is configured for independently controlling torque at each of the ground-engaging members.