System for controlling the axle differential locks of automotive vehicles

• US 5,676,219 A
• Filed: 07/24/1995
• Issued: 10/14/1997
• Est. Priority Date: 07/29/1994
• Status: Expired due to Term

• Current Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: Steyr Daimler Puch AG (Magna International Incorporated)
• Inventors: Deinhofer, Johann, Fruhwirth, Gerhard, Stelzeneder, Franz
• Primary Examiner(s): Hurley, Kevin
• Application Number:
  US08/506,185
• Time in Patent Office: 813 Days
• Field of Search: 180/197, 180/337, 180/338, 364/424.1, 364/426.01, 364/426.03, 475/149, 475/150, 475/153, 192/4 A
• US Class Current: 180/197
• CPC Class Codes: B60K 23/04 for differential gearing
• 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

In a system for the automatic control of form-locked clutches serving as differential lock in drive axles of a motor vehicle, in which control signals for a coupling actuator are formed by comparison of slippage signals with threshold values, both the engagement and the disengagement of the lock clutch are to be better adapted to the operating conditions which occur in practice. For this purpose, slippage sum signals (SSLR, SSFH) formed by integration of the speed differences (DFLR, DFVH) are compared with slippage sum thresholds (SSSLR1, SSSLR2, SSSVH1, SSSVH2) and the actuating time of the actuator is controlled as a function of further traveling conditions.

Claims

1. In a motor vehicle having at least one drive axle having a pair of driven wheels, a motor for imparting power to the at least one drive axle, a non-driven axle having a pair of steerable wheels, and a transmission clutch;

an arrangement for controlling a lock clutch, acting as differential lock in the drive axle having a pair of driven wheels, in response to a first motor vehicle travel condition comprising the transverse slippage between the driven wheels of the drive axle comprising;

(a) means for continuously determining speed difference between the driven wheels of the drive axle;

(b) means for integrating the determined speed difference between the driven wheels of the drive axle to obtain an actual transverse slippage sum when said speed difference exceeds a given value which is dependent on a steering angle;

(c) means for continuously comparing the actual transverse slippage sum with first transverse slippage sum thresholds to continuously determine if and when the actual transverse slippage sum exceeds a first transverse slippage sum threshold; and

(d) actuating means energized for engaging the lock clutch when it is determined that the actual transverse slippage sum exceeds the first transverse slippage sum threshold and not energized when it is determined that the actual transverse slippage sum does not exceed the first transverse slippage sum threshold, said actuating means being energized only for a predetermined time after each determination that the actual transverse slippage sum exceeds the first transverse slippage sum threshold.

2. An arrangement according to claim 1 including means for continuously monitoring a further motor vehicle travel condition for maintaining the lock clutch engaged by energizing the actuating means.

3. An arrangement according to claim 2 wherein said means for continuously monitoring a further motor vehicle travel condition includes means for monitoring when the transmission clutch is open.

4. An arrangement according to claim 2 wherein said means for continuously monitoring a further motor vehicle travel condition includes means for monitoring the speed difference between the driven wheels of the drive axle and the steerable wheels of the non-driven axle and comparing the difference with a threshold.

5. An arrangement according to claim 4 including means for integrating the speed difference between the driven wheels of the drive axle and the steerable wheels of the non-driven axle to determine the actual lengthwise slippage sum and comparing the actual lengthwise slippage sum with first lengthwise slippage sum threshold.

6. An arrangement according to claim 2 including means for reducing the motor power in order to limit the transverse slippage of the driven wheels wherein the reduction in the motor power takes place when the lock clutch is already engaged and when the speed difference between the driven wheels of the drive axle and the steerable wheels of the non-driven axle lies above a second lengthwise slippage sum threshold and the actuating means is energized as long as the motor power is reduced.

7. An arrangement according to claim 5 wherein the reduction of the motor power takes place when the lock clutch is already engaged and when the actual lengthwise slippage sum lies above a second lengthwise slippage sum threshold, the actuating means is energized as long as the motor power is reduced.

8. An arrangement according to claim 2 including means for reducing the motor power, wherein the reduction in the motor power takes place when the actual transverse slippage sum reaches a second transverse slippage sum threshold which lies substantially in the region of the first transverse slippage sum threshold which is controlling for the engagement of the clutch and wherein the reduction of the motor power is related to the condition that the lock clutch is not engaged.

9. An arrangement according to claim 1 wherein engagement of the lock clutch is monitored by comparison of the slippage of the driven wheels.