Drive Wheel Torque Distribution Using Precomputed Control Maps
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Solution Overview
Problem
Existing methods for torque distribution in road vehicles with independent electric motors face challenges in optimizing performance and safety due to the complexity of calculating ideal torque distributions, leading to long computing times and inefficiencies, especially in high-performance vehicles.
Innovation Solution
A method involving an electronic control unit that processes various vehicle dynamics data to determine optimized torque distribution between front and rear axles, and between individual wheels, using pre-calculated tables to adjust torque delivery in real-time, maximizing lateral acceleration while maintaining stability and stationarity.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If real-time calculation of ideal torque distribution is performed to maximize vehicle performance, then torque distribution optimization is improved, but computing time becomes excessively long
Solution Approach 1:
The patent pre-calculates and stores optimal torque distribution solutions in lookup tables before vehicle operation. During real-time control, the ECU simply queries these pre-computed tables based on current vehicle state (speed, acceleration, steering angle) rather than performing complex calculations, thus achieving fast response without sacrificing optimization quality.
Solution Approach 2:
The patent divides the torque distribution problem into discrete states based on vehicle operating conditions (speed ranges, acceleration levels, steering angles). Each state has pre-computed optimal torque distribution values stored in separate table entries, allowing the system to handle complex multi-variable optimization through segmented lookup rather than continuous calculation.
2Productivity
If complex algorithms are used to determine optimal torque distribution, then torque distribution optimization is improved, but device complexity increases
Solution Approach 1:
The complex optimization algorithms are executed offline during system development to generate lookup tables. The runtime ECU implementation only requires simple table querying and interpolation operations, dramatically reducing computational complexity while maintaining optimization effectiveness.
Solution Approach 2:
The patent replaces complex real-time calculations with simplified lookup table queries. The pre-computed optimal torque distribution data is copied into the ECU memory, allowing the system to retrieve optimized values through simple array access rather than executing complex mathematical models during vehicle operation.
3Productivity
If torque distribution is optimized for maximum performance, then vehicle performance is improved, but energy efficiency may be compromised
Solution Approach 1:
The patent implements dynamic torque distribution that adapts to real-time vehicle conditions. The lookup tables contain different optimal distributions for various operating states (acceleration, cruising, deceleration, cornering), allowing the system to maximize performance when needed while selecting energy-efficient distributions during normal operating conditions.
Solution Approach 2:
The system changes torque distribution parameters based on vehicle state and performance requirements. During track operation or aggressive driving, the system selects torque distributions optimized for maximum performance. During normal road operation, it selects distributions optimized for energy efficiency, thus adapting the energy-performance tradeoff dynamically.
Data Source
AI summary
A method for determining an optimized torque distribution to the wheels of a road vehicle comprising the steps of determining a table of distribution of the torque between a front axle and a rear axle; determining a second table and a third table of distribution of the torque between a right wheel and a left wheel of the rear axle and of the front axle, respectively; detecting the current longitudinal dynamics; using the first, the second and the third table to determine a current value of the first, of the second and of the third distribution factor, respectively, based on the current longitudinal speed and on the current longitudinal acceleration of the road vehicle.