Vehicle controller for changing the number of driven wheels

• US 9,346,353 B2
• Filed: 02/20/2012
• Issued: 05/24/2016
• Est. Priority Date: 02/18/2011
• Status: Active Grant

• Current Assignee: Jaguar Land Rover Limited (TATA Motors Limited)
• Original Assignee: Jaguar Land Rover Limited (TATA Motors Limited)
• Inventors: Buckley, Bruce, Stares, Pete, Beverley, Ian, Wick, Shaun, Osborn, Russell Percy, Beever, Paul, Anker, Sam
• Primary Examiner(s): MELTON, TODD M
• Application Number:
  US14/000,394
• Publication Number:
  US 20140067219A1
• Time in Patent Office: 1,555 Days
• US Class Current: 1/1
• 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 17/35 including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches differential gearing with locking devices F16H48/20
• CPC Class Codes: B60K 2023/0858 with electric means, e.g. electro-hydraulic means
• CPC Class Codes: B60K 23/08 for changing number of driven wheels , for switching from driving one axle to driving two or more axles B60K17/3515 takes precedence
• CPC Class Codes: B60K 23/0808 for varying torque distribution between driven axles, e.g. by transfer clutch
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 2050/0008 Feedback, closed loop systems or details of feedback error signal
• CPC Class Codes: B60W 2050/0012 Feedforward or open loop systems
• CPC Class Codes: B60W 2520/20 Sideslip angle
• CPC Class Codes: B60W 2520/26 Wheel slip
• CPC Class Codes: B60W 2520/263 Slip values between front and rear axle
• CPC Class Codes: B60W 2520/266 Slip values between left and right wheel
• CPC Class Codes: B60W 2710/021 Clutch engagement state
• CPC Class Codes: B60W 2720/403 between front and rear axle
• CPC Class Codes: B60W 30/18172 Preventing, or responsive to skidding of wheels
• CPC Class Codes: B60W 50/0097 Predicting future conditions
• CPC Class Codes: Y02T 10/84 Data processing systems or methods, management, administration

Abstract

A motor vehicle having: a prime mover; first and second groups of one or more wheels; and a driveline to connect the prime mover to the first and second groups of wheels such that the first group of one or more wheels is driven by the prime mover when the driveline is in a first mode of operation and the second group of one or more wheels is additionally driven by the prime mover when the driveline is in a second mode of operation, the driveline including an auxiliary driveline comprising releasable torque transmitting means operable to connect the second group of one or more wheels to the prime mover when the driveline transitions between the first mode and the second mode, wherein when in the first mode the driveline is operable to transition to the second mode responsive to an output of a reactive evaluator and a predictive evaluator.

Claims

1. A motor vehicle having:

a prime mover means;

at least first and second groups of one or more wheels; and

a driveline operable to connect the prime mover means to the first and second groups of one or more wheels such that the first group and not the second group of one or more wheels is driven by the prime mover means when the driveline is in a first mode of operation and the first and second groups are driven by the prime mover means when the driveline is in a second mode of operation,

the driveline including an auxiliary portion comprising releasable torque transmitting means by means of which the driveline is operable under control of a controller to connect the second group of one or more wheels to the prime mover means when the driveline transitions from the first mode to the second mode,

wherein when in the first mode the driveline is operable to transition to the second mode under the control of the controller, the controller being actuable to cause a transition of the driveline from the first mode to the second mode responsive to an output of a reactive evaluator indicative of a current need to assume the second mode,

the controller being further actuable to cause a transition from the first mode to the second mode responsive to an output of a predictive evaluator indicative of a likely need to assume the second mode within a prescribed period of time,

the output of the reactive evaluator being responsive to a determination whether an amount of wheel slip has exceeded a first prescribed threshold,

the output of the predictive evaluator being responsive to a determination whether one or more conditions in respect of one or more vehicle operating parameters are met when the amount of wheel slip is below the first prescribed threshold,

the controller being further actuable to cause a transition of the driveline from the first mode to the second mode at a rate responsive to at least one of the outputs of said reactive evaluator and said predictive evaluator, and

wherein when the predictive evaluator determines that the second mode should be assumed, the predictive evaluator is arranged to provide the output indicative of the rate at which the transition from the first mode to the second mode should be made.

2. A vehicle as claimed in claim 1 wherein the output of the predictive evaluator is further responsive to a determination that one or more conditions in respect of one or more vehicle operating parameters are met indicating that the amount of wheel slip may be about to exceed a second prescribed threshold.

3. A vehicle as claimed in claim 2 wherein the second threshold is substantially equal to the first threshold.

4. A vehicle as claimed in claim 2 wherein the second threshold is less than the first threshold.

5. A vehicle as claimed in claim 1 wherein the output of the predictive evaluator is further responsive to a determination that one or more conditions in respect of one or more vehicle operating parameters are met indicating that a passenger discomfort parameter may be about to exceed a prescribed threshold.

6. A vehicle as claimed in claim 1 wherein the amount of wheel slip includes the amount of lateral wheel slip.

7. A vehicle as claimed in claim 6 wherein the amount of wheel slip includes the amount of longitudinal wheel slip.

8. A vehicle as claimed in claim 7 wherein the amount of wheel slip is determined according to a combination of the amount of lateral wheel slip and the amount of longitudinal wheel slip.

9. A vehicle as claimed in claim 1 wherein the predictive evaluator is arranged to determine a likelihood that a transition from the first mode to the second mode will be required within a prescribed period of time based on the value of the one or more vehicle operating parameters.

10. A vehicle as claimed in claim 1 wherein the predictive evaluator is arranged to provide an output responsive to one or more historical values of the one or more parameters.

11. A vehicle as claimed in claim 1 wherein when a transition from the first mode to the second mode is made responsive to the output of the predictive evaluator the releasable torque transmitting means is arranged to connect the second group of wheels to the prime mover means at a rate in dependence on the value of the one or more vehicle operating parameters responsive to which the predictive evaluator has triggered the transition.

12. A vehicle as claimed in claim 1 wherein the output of the predictive evaluator is responsive to a plurality of vehicle operating parameters.

13. A vehicle as claimed in claim 12 wherein the releasable torque transmitting means is arranged to connect the second group of wheels to the prime mover means at a rate responsive to the identity of the one or more operating parameters responsive to which the output of the predictive evaluator triggered the vehicle to transition from the first mode to the second mode.

14. A vehicle as claimed in claim 12 wherein when the predictive evaluator provides an output indicating that the second mode of the driveline should be assumed the predictive evaluator is further configured to provide an output corresponding to the identity of the one or more operating parameters responsive to which the predictive evaluator has provided the output indicating that the second mode should be assumed.

15. A vehicle as claimed in claim 1 wherein the predictive evaluator is configured to provide an output corresponding to a required mode of operation of the driveline.

16. A vehicle as claimed in claim 1 wherein the predictive evaluator is configured to provide an output corresponding to a likelihood that a transition from the first mode to the second mode will be required.

17. A vehicle as claimed in claim 16 wherein the output comprises a probability value being a value corresponding to a probability that a transition from the second mode to the first mode will be required within a prescribed time period.

18. A vehicle as claimed in claim 1 arranged to perform the transition from the first mode to the second mode at a slower rate when the transition to the second mode is made responsive to the output of the predictive evaluator compared with a transition made responsive to the output of the reactive evaluator.

19. A vehicle as claimed in claim 1 wherein the reactive evaluator is responsive to at least one vehicle operating parameter selected from amongst:

(a) an amount of wheel slip,

(b) a yaw rate error,

(c) a determination whether an antilock braking system (ABS) is active;

(d) a determination whether a dynamic stability control (DSC) system is active; and

(e) a determination whether a traction control system (TCS) is active.

20. A vehicle as claimed in claim 1 wherein the predictive evaluator is responsive to at least one vehicle operating parameter selected from amongst:

(a) an instantaneous amount of torque being delivered through the driveline to one or more wheels,

(b) a steering wheel angle,

(c) a steerable road wheel angle,

(d) a rate of change of steerable road wheel angle,

(e) a rate of change of steering wheel,

(f) a lateral acceleration of the vehicle,

(g) a rate of change of lateral acceleration,

(h) a throttle or accelerator pedal position,

(i) a rate of change of throttle or accelerator pedal position,

(j) a driver demanded torque,

(k) a prime mover means torque,

(l) an amount of wheel slip,

(m) a vehicle acceleration,

(n) a vehicle deceleration,

(o) a yaw rate,

(p) a yaw rate error,

(q) a gear shift position value of a manual or automatic gear shift control,

(r) an operating temperature,

(s) an ambient temperature,

(t) a temperature of a vehicle component,

(u) a temperature of a vehicle fluid,

(v) a temperature of a component of the auxiliary driveline,

(w) a temperature of a fluid of the auxiliary driveline,

(x) a speed of the vehicle,

(y) the identity of a vehicle operating program being executed by the vehicle,

(z) a roughness of a driving surface over which the vehicle is moving,

(a1) a current or target gear of an automatic transmission is set to one of a first set of one of one or more gear values,

(b1) a brake pedal position value is greater than a first prescribed brake pedal position threshold, and

(c1) a brake pressure value is greater than a first prescribed brake pressure threshold.

21. A vehicle as claimed in claim 1 wherein the auxiliary portion of the driveline comprises a prop shaft and the releasable torque transmitting means comprises first releasable torque transmitting means operable to connect the prop shaft to a torque transmission path from the prime mover means and the second releasable torque transmitting means is operable to connect the prop shaft to the second group of one or more wheels.

22. A vehicle as claimed in claim 21 further comprising control means operable to switch the vehicle between the first and second modes of operation such that in the first mode the first and second releasable torque transmission means disconnect the prop shaft from both the torque transmission path to the prime mover means and the second group of one or more wheels.

23. A vehicle as claimed in claim 1 wherein the first group of wheels comprises a first pair of wheels and the first mode corresponds to a two wheel drive mode of operation wherein the first pair of wheels are driven by the prime mover means.

24. A vehicle as claimed in claim 1 wherein the second group of wheels comprise a second pair of wheels and the second mode of operation corresponds to a four wheel drive mode of operation.

25. A vehicle as claimed in claim 1 wherein the second group of wheels comprises a second and a third pair of wheels and the second mode of operation corresponds to a six wheel drive mode of operation.

26. A vehicle as claimed in claim 1 wherein at least one of the first and second groups of wheels comprises a plurality of pairs of wheels.

27. A vehicle as claimed in claim 1 wherein the releasable torque transmitting means comprises one or more actuators arranged to perform the connection operation, the connection operation rate being dependent on a rate of movement of the one or more actuators.

28. A vehicle as claimed in claim 1 wherein the releasable torque transmitting means comprises a plurality of actuators arranged to perform the connection operation.

29. A method of controlling a motor vehicle having a driveline comprising:

in a first mode of operation of the driveline, coupling a first group of one or more wheels to a prime mover means by means of the driveline,

in a second mode of operation of the driveline, coupling a second group of one or more wheels to the prime mover means is addition to the first group by means of an auxiliary portion of the driveline,

when the driveline is in the first mode the method comprising controlling the driveline to transition to the second mode responsive to an output of a reactive evaluator indicative of a current need to assume the second mode and a predictive evaluator indicative of a likely need to assume the second mode,

the method comprising determining by means of the reactive evaluator whether an amount of wheel slip has exceeded a first prescribed threshold and controlling the driveline to assume the second mode if the amount of wheel slip has exceeded the first prescribed threshold, and

determining by means of the predictive evaluator whether one or more conditions in respect of one or more vehicle operating parameters are met when the amount of wheel slip is below the first prescribed threshold and controlling the driveline to assume the second mode when the one or more conditions are met,

the method further comprising controlling the driveline to transition from the first mode to the second mode at a rate responsive to at least one of the outputs of the reactive evaluator and the predictive evaluator, and

wherein, when the driveline is controlled to transition to the second mode responsive to the output of the predictive evaluator, controlling said transition to be at the rate responsive to the output of the predictive evaluator.

30. A method as claimed in claim 29 wherein the step of determining by means of the predictive evaluator whether one or more conditions in respect of one or more vehicle operating parameters are met when the amount of wheel slip is below the first prescribed threshold comprises determining by means of the predictive evaluator whether one or more conditions in respect of one or more vehicle operating parameters are met indicating that the amount of wheel slip may be about to exceed a second prescribed threshold when the amount of wheel slip is below the first prescribed threshold.

31. A method as claimed in claim 30 wherein the step of determining by means of the predictive evaluator whether one or more conditions in respect of one or more vehicle operating parameters are met indicating that a passenger discomfort parameter may be about to exceed a prescribed threshold when the amount of wheel slip is below the first prescribed threshold.

32. A system for a vehicle having a driveline comprising a prime mover, at least a pair of rear wheels, a shaft for connecting the prime mover to the rear wheels and first and second coupling means for selectively connecting the prop shaft to the prime mover and to the rear wheels, respectively, the system comprising control means configured to control operation of the first and second coupling means in one of a first mode of operation, in which the prop shaft is disconnected from both the prime mover and the rear wheels, and a second mode of operation, in which the prime mover is connected to the rear wheels by the prop shaft, the control means being arranged to cause a transition from the first mode of operation to the second mode of operation in response to an output of a reactive evaluator indicative of a current need to assume the second mode and an output of a predictive evaluator indicative of a likely need to assume the second mode;

wherein the output of the reactive evaluator is dependent upon a determination whether an amount of wheel slip has exceeded a first prescribed threshold;

wherein the output of the predictive evaluator is dependent on a determination whether one or more conditions in respect of one or more vehicle operating parameters are met when the amount of wheel slip is below the first prescribed threshold; and

wherein the control means is further arranged to cause a transition from the first mode to the second mode at a rate responsive to at least one of the outputs of the reactive evaluator and the predictive evaluator, and

wherein, when the driveline is controlled to transition to the second mode responsive to the output of the predictive evaluator, the control means is arranged to control said transition to be at the rate responsive to the output of the predictive evaluator.