Vehicle Drive Control System Torque Distribution
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Solution Overview
Problem
Existing vehicle drive systems experience significant electrical and mechanical power losses due to inefficient power management across independent powertrains, particularly in vehicles with side-by-side seating and multiple ground-engaging members.
Innovation Solution
A vehicle drive control system with two independent powertrains, utilizing distinct battery chemistries (e.g., lithium-ion and lead-acid) and a controller that dynamically adjusts torque output based on torque commands, state of charge, and braking conditions to minimize power losses, incorporating regenerative braking and low-pass filtering to optimize energy distribution.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a single power storage system is used for both drive systems, then device complexity is reduced, but power management efficiency deteriorates due to inability to independently optimize each powertrain
Solution Approach 1:
The patent divides the power storage system into two independent battery banks (first battery bank for front drive system, second battery bank for rear drive system) that can be independently managed and optimized. This segmentation allows each powertrain to have dedicated energy storage, enabling independent power management strategies for each axle while maintaining overall system efficiency.
2Loss of energy
If different battery chemistries are used in first and second battery banks, then energy optimization improves through tailored chemistry selection, but device complexity increases due to heterogeneous power storage systems
Solution Approach 1:
The patent applies different battery chemistries to different locations in the system - lithium-ion for the first battery bank and lead-acid for the second battery bank. Each chemistry is selected based on local requirements: lithium-ion for high power density in front drive system, lead-acid for cost-effectiveness and regenerative braking suitability in rear drive system. This local optimization reduces overall energy losses while managing complexity through standardized interfaces.
3Loss of energy
If regenerative braking is implemented on front brake, then energy recovery improves, but device complexity increases due to additional charging infrastructure
Solution Approach 1:
The patent converts the energy that would normally be lost during braking into useful electrical energy through regenerative braking. The front brake system captures kinetic energy during deceleration and converts it to electrical energy to charge the first battery bank, transforming a harmful energy loss into a beneficial energy recovery mechanism that reduces overall system energy consumption.
4Loss of energy
If controller dynamically adjusts torque output based on multiple parameters, then power loss minimization improves, but device complexity increases due to sophisticated control algorithms
Solution Approach 1:
The controller implements feedback control by continuously monitoring multiple parameters including state of charge of both battery banks, torque commands, braking conditions, and vehicle speed. Based on this feedback, the controller dynamically adjusts the torque output of each drive system to optimize power distribution and minimize energy losses. The low-pass filter further refines this control by smoothing torque commands to prevent excessive adjustments.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The system effectively reduces electrical and mechanical power losses by optimizing torque distribution between the powertrains, enhancing vehicle efficiency and maintaining sufficient torque output while minimizing battery bank costs.
Implementation Method 1
a first battery bank (22) configured to provide electrical power to the first drive system (23)... a second battery bank (42) configured to provide electrical power to the second drive system (25)
Implementation Method 2
The vehicle may also include a front brake operatively coupled to the first power source, wherein the front brake is configured to charge the first power source with energy produced through regenerative braking.
Data Source
Figure 1A
Figure 1B
Figure 1C
AI summary
Vehicles including a plurality of front and rear ground engaging members, a front driveline operatively coupled to a first power source, a rear driveline operatively coupled to a second power source, at least one controller operatively coupled to the first drive system and the second drive system are disclosed. The vehicles may further include a torque request input adapted to be actuable by an operator of the vehicle. The torque request input may provide an indication of a requested torque to the at least one controller. The at least one controller may, based on the requested torque, command a first output of the first drive system to the at least one front ground engaging member and a second output of the second drive system to the at least one rear ground engaging member. Vehicle drive control systems are also disclosed. Methods of controlling torque and battery management are also disclosed.