Combined power limiting and power distributing traction control system for improving vehicle performance in turns

• US 5,671,144 A
• Filed: 05/01/1995
• Issued: 09/23/1997
• Est. Priority Date: 05/01/1995
• Status: Expired due to Term

• Current Assignee: Toyoda Machine Works, Ltd.
• Original Assignee: Zexel Torsen, Inc.
• Inventors: Holzwarth, Robert K., Ryan, Thomas B., May, Kenneth A.
• Primary Examiner(s): PARK, COLLIN
• Application Number:
  US08/432,950
• Time in Patent Office: 876 Days
• Field of Search: 364/426.01, 364/426.02, 364/426.03, 364/424.098, 364/426.027, 364/426.029, 364/426.031, 364/426.034, 364/426.037, 180/197, 180/233, 180/248
• US Class Current: 701/84
• CPC Class Codes: B60K 28/16 responsive to, or preventing, skidding of wheels brake control systems for vehicle drive stability B60T8/1755; arrangements responsive to a speed condition for adjusting wheel braking force B60T8/32; control of vehicle driving stability otherwise than by controlling the propulsion unit only B60W30/02; preventing wheel slippage by reducing power in rail vehicles B61C15/00
• CPC Class Codes: B60K 28/165 acting on elements of the vehicle drive train other than the propulsion unit and brakes, e.g. transmission, clutch, differential acting on brakes B60T8/17
• CPC Class Codes: B60W 2540/18 Steering angle

Abstract

A traction control system combines a power limiting system having multiple operating modes with a power distributing system that resists differentiation between drive wheels. Sensors monitor vehicle turning, differentiation between the drive wheels, and wheel slipping of at least one drive wheel. The operating mode of the power limiting system is changed to reflect additional traction information available from monitoring the state of differentiation through turns.

Claims

1. A traction control system for improving vehicle performance in turns comprising:

a power limiting system that regulates drive power to a pair of drive wheels and having a plurality of operating modes for responding to changing vehicle operating conditions;

a power distributing system that divides the drive power between the drive wheels and resists relative rotation between the drive wheels for unevenly dividing drive torque between the drive wheels;

sensors for detecting states of (a) vehicle turning, (b) relative rotation between the drive wheels, and (c) wheel slipping of at least one drive wheel; and

a logic system responsive to a combination of a detection of vehicle turning and a lack of detection of wheel slipping by altering an operating mode of said power limiting system in accordance with a detected state of relative rotation between the drive wheels.

2. The traction control system of claim 1 in which said operating mode of the power limiting system can be altered between two different operating modes in response to the combination of the detection of vehicle turning and the lack of detection of wheel slipping.

3. The traction control system of claim 2 in which a first of said operating modes enables delivery of additional drive power to the drive wheels and a second of said operating modes provides for relatively limiting the delivery of additional drive power to the drive wheels.

4. The traction control system of claim 3 in which a control signal of said logic system changes said operating mode to said first operating mode in response to a detection of relative rotation between the drive wheels.

5. The traction control system of claim 4 in which wheel slipping is detected as an amount of wheel slip above a threshold.

6. The traction control system of claim 5 in which said threshold is higher in said first operating mode than in said second operating mode.

7. The traction control system of claim 3 in which a control signal for altering said operating mode is responsive to a changing state of relative rotation between the drive wheels.

8. The traction control system of claim 7 in which said control signal changes said operating mode to said second operating mode in response to a detection of a cessation of relative rotation between the drive wheels.

9. The traction control system of claim 8 in which wheel slipping is detected as an amount of wheel slip above a threshold.

10. The traction control system of claim 9 in which said threshold is higher in said first operating mode than in said second operating mode.

11. The traction control system of claim 10 in which said control signal changes said operating mode to said first operating mode in response to a detection of relative rotation between the drive wheels.

12. The traction control system of claim 8 in which said power limiting system controls an actuator for reducing drive power to the drive wheels in response to a signal indicating a detection of wheel slipping.

13. The traction control system of claim 12 in which said second operating mode arms said actuator for responding more quickly to the signal indicating the detection of wheel slipping.

14. The traction control system of claim 13 in which said actuator is a subthrottle arranged in series with a main throttle for regulating air intake into an internal combustion engine and said subthrottle is armed by tracking movements of the main throttle.

15. The traction control system of claim 8 in which said logic system provides for calculating a total drive torque at which wheel slipping is likely to occur based on conditions monitored at the time the cessation of differentiation is detected.

16. The traction control system of claim 15 in which the monitored conditions include the total drive torque delivered to the power distributing system.

17. The traction control system of claim 1 in which said power distributing system is a differential that interconnects the pair of drive wheels for opposite directions of relative rotation and that exhibits frictional resistance to the opposite directions of relative rotation for unevenly dividing drive torque between the drive wheels.

18. The traction control system of claim 17 in which said differential is a torque proportioning differential that develops frictional resistance to the relative rotation between drive wheels proportional to a total torque delivered to the drive wheels.

19. An integrated traction control system for a vehicle comprising:

an engine control system for limiting drive power from an engine;

a differential that divides drive torque unevenly between a pair of drive wheels in response to relative rotation between the drive wheels;

sensors for detecting states of (a) vehicle turning, (b) relative rotation between the drive wheels, and (c) wheel slipping of at least one drive wheel;

a first logic circuit that responds to a detection of wheel slipping by outputting a control signal to the engine control system for limiting drive power from the engine; and

a second logic circuit that responds to a detection of vehicle turning and a state of relative rotation between the drive wheels by modifying the control signal between different states of relative rotation.

20. The integrated traction control system of claim 19 in which said control signal is modified in response to a detection of relative rotation between the drive wheels.

21. The integrated traction control system of claim 20 in which said sensors measure wheel slip and said control signal is modified to reduce sensitivity of the engine control system to a given measure of wheel slip in response to the detection of relative rotation between the drive wheels.

22. The integrated traction control system of claim 21 in which wheel slipping is detected as an amount of wheel slip above a threshold.

23. The integrated traction control system of claim 22 in which the sensitivity of the engine control system is reduced by increasing the threshold.

24. The integrated traction control system of claim 19 in which said control signal is modified in response to a detection of a cessation of relative rotation between the drive wheels.

25. The integrated traction control system of claim 24 in which said sensors measure wheel slip and said control signal is modified to increase sensitivity of the engine control system to a given measure of wheel slip in response to the detection of cessation of relative rotation between the drive wheels.

26. The integrated traction control system of claim 25 in which wheel slipping is detected as an amount of wheel slip above a threshold.

27. The integrated traction control system of claim 26 in which the sensitivity of the engine control system is increased by reducing the threshold.

28. The integrated traction control system of claim 19 in which said differential is a torque proportioning differential that develops frictional resistance to relative rotation between drive wheels proportional to a total torque delivered to the drive wheels.

29. A method of improving performance of traction control systems in turns comprising the steps of:

delivering drive power to a power distributing system that divides the drive power between the drive wheels and resists relative rotation between the drive wheels for unevenly dividing drive torque between the drive wheels;

detecting states of (a) vehicle turning, (b) relative rotation between the drive wheels, and (c) wheel slipping of at least one drive wheel;

producing a control signal indicating a detected state of relative rotation between drive wheels in response to a combination of a detection of vehicle turning and a lack of detection of wheel slipping; and

changing operating modes of a power limiting system that regulates drive power to the power distributing system in response to a change in the detected state of relative rotation indicated by the control signal.

30. The method of claim 29 in which a first of the operating modes enables delivery of additional drive power to the drive wheels and a second of the operating modes provides for relatively limiting the delivery of additional drive power to the drive wheels.

31. The method of claim 30 in which said step of changing the operating mode includes changing to the first operating mode in response to a detection of relative rotation between the drive wheels.

32. The method of claim 31 in which said step of detecting includes measuring wheel slip and said step of changing to the first operating mode reduces sensitivity of the power limiting system to a given measure of wheel slip.

33. The method of claim 32 in which wheel slipping is detected as an amount of wheel slip above a threshold and sensitivity is reduced by increasing the threshold.

34. The method of claim 30 in which said step of changing the operating mode includes changing to the second operating mode in response to a detection of a cessation of relative rotation between the drive wheels.

35. The method of claim 34 in which said step of detecting includes measuring wheel slip and said step of changing to the second operating mode increases sensitivity of the power limiting system to a given measure of wheel slip.

36. The method of claim 35 in which wheel slipping is detected as an amount of wheel slip above a threshold and sensitivity is increased by decreasing the threshold.

37. The method of claim 34 in which said step of changing to the second operating mode includes reducing power delivered to the power distributing system.

38. The method of claim 34 in which said step of changing to the second operating mode includes calculating a total drive torque at which wheel slipping is expected based on conditions monitored at the time the cessation of differentiation is detected.

39. The method of claim 34 in which said step of changing to the second operating mode includes arming an actuator of the power limiting system for responding more quickly to a detection of wheel slipping.