Stability-enhanced traction and yaw control using electronically controlled limited-slip differential

• US 20070184929A1
• Filed: 02/02/2007
• Published: 08/09/2007
• Est. Priority Date: 02/03/2006
• Status: Active Grant

• Current Assignee: Eaton Intelligent Power Limited (Eaton Corporation PLC.)
• Original Assignee: Damrongrit Piyabongkarn, Jae Y. Lew, John A. Grogg, Robert J. Kyle
• Inventors: Lew, Jae Y., Piyabongkarn, Damrongrit, Kyle, Robert J., Grogg, John A.
• Granted Patent: US 7,801,657 B2
• Time in Patent Office: Days
• US Class Current: 475/84
• CPC Class Codes: B60K 17/16 of differential gearing
• CPC Class Codes: B60K 17/34 for driving both front and rear wheels, e.g. four wheel drive vehicles arrangement or mounting of control devices for changing number of driven wheels B60K23/08
• CPC Class Codes: B60K 23/04 for differential gearing
• CPC Class Codes: B60T 2201/14 Electronic locking-differential
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2520/14 Yaw
• CPC Class Codes: B60W 2520/26 Wheel slip
• CPC Class Codes: B60W 2720/14 Yaw
• CPC Class Codes: F16H 2048/204 Control of arrangements for suppressing differential actions
• CPC Class Codes: F16H 2200/2071 using three freewheel mechanism
• CPC Class Codes: F16H 48/08 comprising bevel gears
• CPC Class Codes: F16H 48/22 using friction clutches or brakes
• CPC Class Codes: F16H 48/30 using externally-actuatable means
• CPC Class Codes: F16H 48/32 using fluid pressure actuators
• CPC Class Codes: F16H 48/34 using electromagnetic or electric actuators
• CPC Class Codes: Y10T 74/1254 by motor torque
• CPC Class Codes: Y10T 74/1435 Held by torque
• CPC Class Codes: Y10T 74/19274 torque responsive
• CPC Class Codes: Y10T 74/2188 Axle and torque tubes

Abstract

A control system for a vehicle having first and second wheels is provided that includes a differential apparatus adapted to distribute torque between the first and second wheels and a traction controller for controlling operation of the differential apparatus from vehicle launch up to a predetermined vehicle speed. The traction controller is configured to engage the differential apparatus in a first operating state according to at least one vehicle operating parameter indicative of a low traction operating condition and to further control engagement of the differential apparatus in a second vehicle operating state during the low traction operating condition according to a difference between an actual vehicle yaw rate and a predetermined target vehicle yaw rate. The control system also includes a stability controller for controlling engagement of the differential apparatus at or above the predetermined vehicle speed.

Claims

1. A control system for a vehicle having first and second wheels, comprising:

a differential apparatus adapted to distribute torque between the first and second wheels;

a stability-enhanced traction controller for controlling operation of the differential apparatus from vehicle launch up to a predetermined vehicle speed, the traction controller configured to engage the differential apparatus in a first vehicle operating state according to at least one vehicle operating parameter indicative of a low traction operating condition and to further control engagement of the differential apparatus in a second vehicle operating state during the low traction operating condition according to a difference between an actual vehicle yaw rate and a predetermined target vehicle yaw rate; and

a stability controller for controlling engagement of the differential apparatus at or above the predetermined vehicle speed.

2. The control system of claim 1, wherein the traction controller is configured to modulate engagement of the differential apparatus during the low traction operating condition according to a difference between the actual vehicle yaw rate and the predetermined target vehicle yaw rate.

3. The control system of claim 1, wherein the traction controller is configured to engage the differential apparatus according to a desired differential applied torque signal that is based on a modified original differential applied torque signal.

4. The control system of claim 3, wherein the desired differential applied torque signal is equal to the original differential applied torque signal multiplied by a modifier, the modifier including in its numerator the difference between an error range value and the multiplication of a saturation function, a deadband and the difference between the actual vehicle yaw rate and the predetermined target vehicle yaw rate, and the modifier including in its denominator the error range value.

5. The control system of claim 1, wherein in the first vehicle operating state, the actual vehicle yaw rate is less than or substantially equal to the predetermined target vehicle yaw rate, and in the second vehicle operating state, the actual vehicle yaw rate is greater than the predetermined target vehicle yaw rate.