Drivetrain protection and management system

• US 7,421,327 B2
• Filed: 09/05/2007
• Issued: 09/02/2008
• Est. Priority Date: 08/13/2004
• Status: Active Grant

• Current Assignee: ArvinMeritor Technology LLC (Meritor, Inc. (Nevada)), Meritor WABCO Vehicle Control Systems (Wabco Holdings Incorporated)
• Original Assignee: ArvinMeritor Technology LLC (Meritor, Inc. (Nevada)), Meritor WABCO Vehicle Control Systems (Wabco Holdings Incorporated)
• Inventors: Romer, Richard A., Harrison, Robert S.
• Primary Examiner(s): NGUYEN, TAN QUANG
• Application Number:
  US11/850,343
• Publication Number:
  US 20070299592A1
• Time in Patent Office: 363 Days
• Field of Search: 701/2, 701/70, 701/35, 701/84, 701/87, 701/29, 701/33, 701/37, 701/69, 180/197, 303/122.08, 340/438
• US Class Current: 701/69
• 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: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/196 acting within the driveline, e.g. retarders
• CPC Class Codes: B60W 2050/146 Display means
• CPC Class Codes: B60W 2520/263 Slip values between front and rear axle
• CPC Class Codes: B60W 30/18172 Preventing, or responsive to skidding of wheels

Abstract

A drivetrain protection and management system (DPMS) monitors and determines individual wheel speeds to detect wheel spin and slip conditions on a drive axle. Wheel spin is caused by low surface friction, excessive input torque, lack of inter-axle differential and differential locks, excessive operating temperatures, or poor driving techniques. When wheel spin or slip exceeds a threshold, the DPMS automatically controls input torque to the drive axle by controlling engine or retarder torque. In addition to monitoring wheel speeds, the DPMS monitors other vehicle characteristics such as engine torque/speed, transmission ratio, transmission output speed, vehicle speed, throttle position, for example. The DPMS monitors and stores these vehicle characteristics over time and generates a data output that summarizes a history of vehicle operating conditions. The DPMS can communicate this data output real time during vehicle operation, which can be used by a fleet to maximize vehicle performance.

Claims

1. A method for managing and protecting a drivetrain system for, a vehicle comprising:

(a) monitoring a plurality of vehicle characteristics including at least wheel speed data and operational data from power-transmitting components, communicating the wheel speed data to an anti-lock brake controller, and communicating the operational data to a data-link;

(b) using a drivetrain protection and management system to identify an excessive drivetrain operating condition by providing input to the drivetrain protection and management system from the anti-lock brake controller and the data-link, and analyzing the input to identify the excessive drivetrain operating condition;

(c) reducing drivetrain torque at one drivetrain component once the excessive drivetrain operating condition is identified;

(d) storing the excessive drivetrain operating condition as a significant operational event; and

(e) generating an output including the significant operational event.

2. The method according to claim 1 including monitoring and storing the plurality of vehicle characteristics and significant operational events over time.

3. The method according to claim 2 including automatically transmitting the output to a location remote from the vehicle.

4. The method according to claim 3 wherein the plurality of vehicle characteristics comprises input data from an engine, a transmission a drive axle, and an anti-lock brake system.

5. The method according to claim 1 wherein step (c) is accomplished by at least one of controlling engine torque, controlling engine speed, controlling retarder torque, controlling transmission torque, controlling transmission speed, and controlling braking.

6. The method according to claim 1 including generating a warning when the significant operational event is identified, and communicating the warning to an operator.

7. The method according to claim 1 wherein the signification operational event comprises at least one of an excessive wheel spin condition, shock loading, overheating, and excessive weight loads.

8. The method according to claim 1 wherein step (a) includes monitoring a temperature of at least one drivetrain component.

9. The method according to claim 1 including determining vehicle operational characteristics including at least one of a drivetrain component operating speed, a drivetrain component temperature, an operational road surface, vehicle mass, operational road grade, and tire pressure based on the plurality of vehicle characteristics monitored in step (a), storing the vehicle operational characteristics in memory, and selectively accessing the memory as needed to review the vehicle operational characteristics.

10. The method according to claim 1 including detecting tire mismatch based on the plurality of vehicle characteristics monitored in step (a).

11. The method according to claim 1

wherein step (a) includes monitoring at least a first wheel speed for a first wheel, monitoring a second wheel speed for a second wheel, wherein the first and second wheels rotate about a first common axis, monitoring a third wheel speed for a third wheel, and monitoring a fourth wheel speed for a fourth wheel, wherein the third and fourth wheels rotate about a second common axis defined by a drive axle;

wherein step (b) includes determining whether the third wheel is operating in a spin condition, a slip condition, or a no-spin condition based on the first, second, third, and fourth wheel speeds, determining whether the fourth wheel is operating in a spin condition, a slip condition, or a no-spin condition based on the first, second, third, and fourth wheel speeds, and determining if a spin threshold is exceeded when at least one of the third and fourth wheels is in the spin condition; and

wherein step (c) includes generating a control signal to control wheel speed by controlling input torque into the drive axle when the spin threshold is exceeded.

12. The method according to claim 11 including monitoring the plurality of vehicle characteristics over time, wherein the plurality of vehicle characteristics includes at least the first, second, third, and fourth wheel speeds, storing vehicle characteristic data in memory, and generating a data output summarizing a history of the vehicle characteristics.

13. The method according to claim 11 including determining a duration each time one of the third or fourth wheels is in the spin condition, comparing the duration to a duration time threshold, identifying a spin duration event each time the duration exceeds the duration time threshold, and storing each spin duration event in memory.

14. The method according to claim 11 including locking at least one of an inter-axle differential and main axle differential when the spin threshold is exceeded and corresponding wheel speeds are less than a predetermined differential engagement threshold.

15. The method according to claim 11 including unlocking at least one of an inter-axle differential and main axle differential when vehicle speed exceeds a predetermined speed threshold.

16. The method according to claim 11 including timing each wheel spin event when the spin threshold is exceeded, assigning a wheel spin time value to the wheel spin event, comparing the wheel spin time value to a predetermined wheel spin time period, designating the wheel spin event as a significant wheel spin event when the wheel spin value exceeds the predetermined wheel spin time period, and storing the significant wheel spin event in memory to be accessible as data output.

17. The method according to claim 1 including the steps of accessing the data-link for operational data, accessing the anti-lock brake controller for the wheel speed data, and identifying excessive drivetrain operating conditions by determining whether a driven wheel is experiencing a wheel spin or wheel slip condition based on the wheel speed data and the operational data.

18. The method according to claim 1 wherein the drivetrain protection and management system includes a control unit, a driver interface that communicates with the control unit, and a memory unit that stores each significant operational event, and including the steps of timing a duration for each significant operational event, storing each duration in the memory unit, and accessing stored data via the driver interface.

19. The method according to claim 1 including determining a wheel speed for at least one unmonitored wheel as a function of monitored wheel speeds, and identifying an excessive drivetrain operating condition when an unmonitored wheel is in a spin condition and exceeds a spin threshold.

20. The method according to claim 1 wherein the power transmitting components comprise at least an engine, a retarder, a clutch, and a transmission, and wherein step (c) includes reducing speed by controlling retarder torque.

21. A method for managing and protecting a drivetrain system for a vehicle comprising:

(a) monitoring a plurality of vehicle characteristics including at least a first wheel speed for a first wheel, monitoring a second wheel speed for a second wheel, wherein the first and second wheels rotate about a first common axis, monitoring a third wheel speed for a third wheel, and monitoring a fourth wheel speed for a fourth wheel, wherein the third and fourth wheels rotate about a second common axis defined by a drive axle, and including determining a wheel speed for at least one unmonitored wheel as a function of monitored wheel speeds;

(b) identifying an excessive drivetrain operating condition by determining whether the third wheel is operating in a spin condition, a slip condition, or a no-spin condition based on the first, second, third, and fourth wheel speeds, determining whether the fourth wheel is operating in a spin condition, a slip condition, or a no-spin condition based on the first, second, third, and fourth wheel speeds, and determining if a spin threshold is exceeded when at least one of the third and fourth wheels is in the spin condition, and determining if a spin threshold is exceeded when at least one of the unmonitored wheels, the third wheel, and the fourth wheel is in the spin condition;

(c) reducing drivetrain torque at one drivetrain component once the excessive drivetrain operating condition is identified, including generating a control signal to control wheel speed by controlling input torque into the drive axle when the spin threshold is exceeded;

(d) storing the excessive drivetrain operating condition as a significant operational event; and

(e) generating an output including the significant operational event.

22. The method according to claim 21 wherein the drive axle comprises a tandem drive axle including a forward-rear axle and a rear-rear axle that receives driving input from the forward-rear axle, and including the steps of:

associating the third and the fourth wheels with the rear-rear axle;

associating fifth and sixth wheels with the forward-rear axle, wherein the fifth and sixth wheels comprise unmonitored driven wheels;

determining wheel speeds for the unmonitored driven wheels based on the first, second, third, and fourth wheel speeds;

determining if any of the unmonitored driven wheels are experiencing a spin condition; and

generating the control signal if a spin condition is detected at one of the unmonitored driven wheels.

23. The method according to claim 22 including associating the first and second wheels with a front axle that is one of a front non-drive axle and a front drive axle.

24. The method according to claim 23 wherein the front axle is the front drive axle that has a drive configuration and a non-drive configuration, and including selectively coupling the front drive axle to a transfer case to receive driving input to achieve the drive configuration.