System for controlling torque distribution

• US 9,751,401 B2
• Filed: 12/20/2014
• Issued: 09/05/2017
• Est. Priority Date: 02/24/2006
• Status: Active Grant

• Current Assignee: Stiliyan Tsonev Ganchev
• Original Assignee: Stiliyan Tsonev Ganchev
• Inventors: Ganchev, Stiliyan Tsonev
• Primary Examiner(s): Rocca, Joseph
• Assistant Examiner(s): Stabley, Michael
• Application Number:
  US14/578,342
• Publication Number:
  US 20160176289A1
• Time in Patent Office: 990 Days
• Field of Search: 180247
• CPC Class Codes: B60K 17/02 characterised by arrangement, location, or kind of clutch
• 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 17/344 having a transfer gear
• 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 17/3505 with self-actuated means, e.g. by difference of speed
• CPC Class Codes: B60K 23/0808 for varying torque distribution between driven axles, e.g. by transfer clutch
• CPC Class Codes: B60W 2520/263 Slip values between front and rear axle
• CPC Class Codes: F16D 11/14 with clutching members movable only axially F16D11/02, F16D11/08 take precedence
• CPC Class Codes: F16D 13/52 Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member F16D13/385 takes precedence
• CPC Class Codes: F16D 23/12 Mechanical clutch-actuating mechanisms arranged outside the clutch as such specific for combined clutches F16D21/00; mechanisms specific for synchronisation F16D23/02
• CPC Class Codes: F16D 3/76 shaped as an elastic ring centered on the axis, surrounding a portion of one coupling part and surrounded by a sleeve of the other coupling part
• CPC Class Codes: F16D 43/216 with multiple lamellae
• CPC Class Codes: F16D 47/02 of which at least one is a coupling

Abstract

A torque distribution control system comprises a torsion unit for detecting traction on wheels of a primary driving axle that is continuously engaged with a drive source or a source of torque power. The amount of traction detected is converted to a signal with variable signal strength, the signal strength correlating to the amount of traction detected by the torsion unit. The signal strength capable of being adjusted automatically based on select parameters and/or manually based on a driver'"'"'s input. And, in response to the signal, actuators engage and control operations of the vehicle such as the drive source, a braking system, and/or an axle clutch, with the level of engagement dependent upon the signal strength.

Claims

1. A system for controlling torque distribution, comprising:

a shaft powered by a drive source, the shaft separated into a first shaft portion and a second shaft portion;

a torsion unit having an elastic element connecting the first shaft portion to the second shaft portion;

a primary driving axle that is mechanically connected to the shaft and is continuously engaged by the drive source;

a secondary driving axle not continuously engaged by the drive source;

an axle clutch capable of engaging and disengaging the secondary driving axle; and

at least one actuator capable of controlling operation of the drive source, a braking system, and/or the axle clutch;

wherein the elastic element of the torsion unit deforms during transfer of drive torque from the first shaft portion to the second shaft portion;

wherein a deformation of the elastic element and a disengagement of the secondary driving axle by the axle clutch are executed without first performing calculations on sensor data; and

wherein any changes in traction on the primary driving axle will readjust torque distribution to the secondary driving axle without first performing calculations on sensor data.

2. A system as claimed in claim 1, further comprising:

a housing of the torsion unit partially or fully enclosing the elastic element;

a hollow rotary component of a converter unit attached to the housing, the hollow rotary component having at least one dimple;

a disk of the converter unit with at least one protruding stem having a rounded end, the disk attached to the shaft by a spline joint; and

a control lever of the converter unit suspended on a stationary pivot, the control lever connected to an engagement device on one side of the pivot and connected to the disk on the other side of the pivot;

wherein the dimple is capable of interacting with the protruding stem.

3. A system as claimed in claim 2, further comprising:

a clutch line with an engagement device at one end and connected to the control lever at the other end; and

a clutch adjuster installed on the clutch line;

wherein the control lever is capable of controlling the axle clutch through the clutch line and the engagement device.

4. A system as claimed in claim 2, further comprising:

a brake line connected to the control lever at one end and to the braking system at the other end; and

a brake adjuster installed on the brake line.

5. A system for controlling torque distribution, comprising:

a shaft rotatable by a drive source, the shaft separated into a first shaft portion and a second shaft portion;

a torsion unit having an elastic element capable of experiencing torsion;

a primary driving axle that is connected to the torsion unit and is continuously engaged by the drive source;

a secondary driving axle not continuously engaged by the drive source;

an axle clutch capable of engaging and disengaging the secondary driving axle; and

a converter unit capable of controlling operation of the drive source, a transmission, a braking system, and/or the axle clutch, the converter unit capable of converting angular displacement of the first shaft portion relative to the second shaft portion into physical action for controlling torque distribution; and

wherein torque distribution is adjusted, without first performing calculations on sensor data, between the primary driving axle and the secondary driving axle depending on changes in the torsion experienced by the elastic element.

6. A system as claimed in claim 5, wherein the angular displacement increases as the torsion increases;

and

wherein adjustments in torque distribution is not affected by any sensor data collected electronically.

7. A system as claimed in claim 6, wherein the axle clutch will engage the secondary driving axle if the angular displacement falls below a threshold.

8. A system as claimed in claim 5, further comprising:

a housing partially or completely enclosing the elastic element;

a rotary component attached to the housing, the rotary component having at least one dimple; and

a disk connected to the shaft with a spline joint, the disk having at least one protrusion with a rounded end, the rounded end being capable of interacting with the dimple;

wherein the rounded end interacts with the dimple depending on changes in the torsion exerted on the elastic element, and the disk slides along the spline joint depending on angular displacement of the rounded end relative to the dimple.

9. A system as claimed in claim 8, wherein the torsion causes the elastic element to deform, which causes angular displacement of the first shaft portion relative to the second shaft portion, forcing the rounded end out of the dimple.

10. A system as claimed in claim 8, wherein a control lever is suspended about a pivot, the control lever connected to the disk on one side of the pivot, the control lever connected to at least one engagement device on the other side of the pivot.

11. A system as claimed in claim 5, further comprising:

a housing partially or completely enclosing the elastic element;

two spline joints, one on each end of the first shaft portion, with one of the spline joints connected to the housing; and

a disk rotatably mounted on the first shaft portion between the two spline joints.

12. A system as claimed in claim 11, wherein the elastic element is a spring.

13. A system as claimed in claim 5, further comprising:

a hinge of the converter unit;

a control lever of the converter unit suspended on a stationary pivot, the control lever connected to a clutch line on one side of the pivot and connected to the hinge on the other side of the pivot, the clutch line connected to an engagement device at one end and connected to the control lever at the other end; and

a clutch adjuster installed on the clutch line;

wherein the control lever is capable of controlling the axle clutch through the clutch line and the engagement device.

14. A system as claimed in claim 13, wherein when the control lever rotates about the pivot proportionally to changes in traction experienced by the primary driving axle.

15. A system as claimed in claim 14, wherein the axle clutch engages and disengages the secondary driving axle when the control lever rotates across certain thresholds.

16. A system as claimed in claim 13, further comprising:

a rotary component of the converter unit; and

a disk of the converter unit;

wherein an increase in traction experienced by the primary driving axle causes an increase in torsion experienced by the elastic element proportional to the increase in traction;

wherein the increase in torsion causes an increase in angular displacement of the first shaft portion relative to the second shaft portion proportional to the increase in traction;

wherein the increase in torsion also causes an increase in angular displacement of the rotary component relative to the disk proportional to the increase in torsion;

wherein the increase in angular displacement of the rotary component relative to the disk causes a forward rotation by the control lever proportional to the increase in angular displacement;

wherein the forward rotation causes a decrease in engagement of the secondary driving axle by the axle clutch, the decrease in engagement of the secondary driving axle being proportional to the forward rotation;

wherein a decrease in traction experienced by the primary driving axle causes a decrease in torsion experienced by the elastic element proportional to the decrease in traction;

wherein the decrease in torsion causes a decrease in angular displacement of the first shaft portion relative to the second shaft portion proportional to the decrease in traction;

wherein the decrease in torsion also causes a decrease in angular displacement of the rotary component relative to the disk proportional to the decrease in torsion;

wherein the decrease in angular displacement of the rotary component relative to the disk causes a backward rotation by the control lever proportional to the decrease in angular displacement; and

wherein the backward rotation causes an increase in engagement of the secondary driving axle by the axle clutch, the increase in engagement of the secondary driving axle being proportional to the backward rotation.

17. A system as claimed in claim 13, further comprising:

a rotary component of the converter unit; and

a disk of the converter unit;

wherein an increase in traction experienced by the primary driving axle automatically causes an increase in torsion experienced by the elastic element;

wherein the increase in torsion automatically causes an increase in angular displacement of the first shaft portion relative to the second shaft portion;

wherein the increase in torsion also automatically causes an increase in angular displacement of the rotary component relative to the disk;

wherein the increase in angular displacement of the rotary component relative to the disk automatically causes a forward rotation by the control lever;

wherein the forward rotation automatically causes a decrease in engagement of the secondary driving axle by the axle clutch;

wherein a decrease in traction experienced by the primary driving axle automatically causes a decrease in torsion experienced by the elastic element;

wherein the decrease in torsion automatically causes a decrease in angular displacement of the first shaft portion relative to the second shaft portion;

wherein the decrease in torsion also automatically causes a decrease in angular displacement of the rotary component relative to the disk;

wherein the decrease in angular displacement of the rotary component relative to the disk automatically causes a backward rotation by the control lever; and

wherein the backward rotation automatically causes an increase in engagement of the secondary driving axle by the axle clutch.