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Feedback Properties of Vehicle Controls
Published in Guy H. Walker, Neville A. Stanton, Paul M. Salmon, Vehicle Feedback and Driver Situation Awareness, 2018
Guy H. Walker, Neville A. Stanton, Paul M. Salmon
Front-wheel drive can provide good traction (especially for smaller vehicles) and compact vehicle packaging solutions by removing the need for a bulky propeller shaft, differential and driven rear axle. The disadvantages can be unfavourable forward weight distribution as large as 70/30 in some cases, and acceptance of certain other engineering compromises now that the front wheels of the vehicle have to deal with power transmission, steering and a large proportion of vehicle braking.
A Fuzzy-Based Slip Resistive Controller for Front Wheel Drive Autonomous Electric Vehicle
Published in Electric Power Components and Systems, 2023
Sandeep Dwarkanath Pande, Abhishek Gudipalli, Rahul Joshi, Smita Chaudhari, Dharmesh Dhabliya, S. K. Hasane Ahammad, Sunil D. Kale
This approach is implemented by taking into account the front wheel drive (FWD) category of vehicles. In FWD, drivetrain configuration, the engine’s power is primarily transmitted to the front wheels for propulsion and front wheels are responsible for both steering and power delivery. This setup is commonly used in passenger cars, compact cars, sedans, hatchbacks, and some sport utility vehicles and crossovers. The general design of a FWD vehicle is shown in Figure 3. If the specifications and condition of the transmission are known, the wheel torque as a function of engine torque can be estimated for FWD. The wheel torque is generated on the assumption that there is no error in the torque converter. In case of FWD, the torque comes from the engine. Torque converter connects the gearbox to the engine in the automatic transmissions. If there is absolutely no slip in the torque converter, the torque converter torque Tc [Nm] and the engine torque Te [Nm] are equal.
Energy reduction by power loss minimisation through wheel torque allocation in electric vehicles: a simulation-based approach
Published in Vehicle System Dynamics, 2022
Juliette Torinsson, Mats Jonasson, Derong Yang, Bengt Jacobson
Figure 7(b) shows the distribution when longitudinal slip is added to the cost function. The torque limit for where the distribution switches are lowered as high torque is penalised by high slip losses. Furthermore, now it makes a difference whether to use the front or rear motors in the two motor distribution. Since the vehicle has higher normal load on the front wheels, the slip losses are smaller for the same force generation compared to the rear axle, and thus it is more energy efficient to use FWD.