Stability-enhanced traction control with electrically controlled center coupler

• US 7,337,053 B2
• Filed: 02/06/2007
• Issued: 02/26/2008
• Est. Priority Date: 02/15/2006
• Status: Active Grant

• Current Assignee: Eaton Intelligent Power Limited (Eaton Corporation PLC.)
• Original Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Inventors: Grogg, John A., Lew, Jae Y., Piyabongkarn, Damrongrit, Yuan, Qinghui
• Primary Examiner(s): Tran; Dalena
• Application Number:
  US11/702,882
• Publication Number:
  US 20070192011A1
• Time in Patent Office: 385 Days
• Field of Search: 701/37, 701/38, 701/53, 701/69, 180/233, 180/248, 180/249, 180/250, 192/35, 192/85.AA
• US Class Current: 701/70
• 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 10/119 including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle B60W10/14 takes precedence
• CPC Class Codes: B60W 10/16 Axle differentials, e.g. for dividing torque between left and right wheels
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2520/14 Yaw
• CPC Class Codes: B60W 2520/28 Wheel speed
• CPC Class Codes: B60W 30/045 Improving turning performance
• CPC Class Codes: B60W 30/18027 Drive off, accelerating from standstill

Abstract

A control system for a vehicle having first and second axles is provided that includes a coupling apparatus adapted to distribute torque between the first and second axles 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 coupling 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 coupling 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.

Claims

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

a coupling apparatus adapted to distribute torque between the first and second axles;

a traction controller for controlling operation of the coupling apparatus from vehicle launch up to a predetermined vehicle speed, the traction controller configured to engage the coupling 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 coupling 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

wherein the traction controller is configured to engage the coupling apparatus according to a desired coupling applied torque signal that is based on a modified normal coupling applied torque signal, the desired coupling applied torque signal is equal to the normal coupling applied torque signal multiplied by a modifier, the modifier including in its numerator the difference between a predetermined maximum yaw rate difference and the multiplication of 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 predetermined maximum yaw rate difference.

2. The control system of claim 1, wherein the traction controller is configured to modulate engagement of the coupling 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 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.

4. The control system of claim 1, further including a stability controller for controlling engagement of the coupling apparatus at or above the predetermined vehicle speed.