Vehicle control of a locked drive system

• US 20020180265A1
• Filed: 06/05/2001
• Published: 12/05/2002
• Est. Priority Date: 06/05/2001
• Status: Active Grant

• Current Assignee: Continental Automotive Systems, Inc. (Continental AG)
• Original Assignee: Continental Teves Incorporated (Continental AG)
• Inventors: Jokic, Mile, Skellenger, William, Schumacher, Christian H.P., Schneider, Markus E., Kostadina, Robert D., Kuemmel, Martin
• Granted Patent: US 6,595,602 B2
• Time in Patent Office: Days
• US Class Current: 303/146
• CPC Class Codes: B60T 2201/14 Electronic locking-differential
• CPC Class Codes: B60T 8/1755 Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve road vehicle drive control systems for control of driving stability otherwise than by controlling a particular sub-unit B60W30/02

Abstract

A vehicle includes multiple wheels, a locking drive differential, and a stability controller. A first wheel is mechanically coupled to a second wheel. The locking drive differential mechanically couples the second wheel to a third wheel. The stability controller is coupled to the third wheel. The stability controller is programmed to attain a slip rate of about the first and the second wheel at the third wheel, which stabilizes the vehicle in an over-steer condition. The method applies a modulated stability pressure to the third wheel until the third wheel attains about the combined slip rate of the first wheel and the second wheel and a fourth wheel is rotating at about the velocity of the vehicle.

Claims

1. A vehicle, comprising:

a first wheel;

a second wheel mechanically coupled to the first wheel;

a locking drive differential mechanically coupled to the second wheel;

a third wheel mechanically coupled to the locked drive differential; and

a stability controller coupled to the third wheel, the stability controller being programmed to attain a slip rate of about the first wheel and the second wheel at the third wheel when stabilizing the vehicle in an over-steer condition.

2. The vehicle of claim 1 further comprising a brake controller mechanically coupled to the first wheel, the brake controller comprising a program that maximizes a longitudinal force acting on the first wheel.

3. The vehicle of claim 2 further comprising a controller in communication with the stability controller and the brake controller.

4. The vehicle of claim 1 further comprising a second stability controller mechanically coupled to the second wheel, the stability controller comprising a program that maximizes a longitudinal force acting on the second wheel.

5. The vehicle of claim 4 further comprising a controller in communication with the first and the second stability controller.

6. The vehicle of claim 1 further comprising a braking controller mechanically coupled to the first wheel and a stability controller mechanically coupled to the second wheel.

7. The vehicle of claim 1 wherein the locking drive differential defines a portion of a torque split.

8. The vehicle of claim 1 wherein the program comprises a sequence of instructions that executes an inverse braking strategy.

9. The vehicle of claim 1 further comprising a fourth wheel rotatably coupled to the locking drive differential.

10. The vehicle of claim 9 wherein the program comprises a sequence of instructions capable of controlling the velocity of the fourth wheel.

11. The vehicle of claim 9 wherein the program comprises a sequence of instructions capable of maintaining the velocity of the fourth wheel at a velocity of the vehicle.

12. The vehicle of claim 1 wherein the stability controller is an Electronic Stability Program.

13. The vehicle of claim 1 wherein the locking drive differential distributes the torque of the first wheel and the second wheel to the third wheel, and the brake controller almost equally.

14. The vehicle of claim 1 further comprising a power management system in communication with the stability controller to reduce a torque on the first wheel, the second wheel, and the third wheel.

16. The vehicle of claim 15 wherein the controller includes instructions that control the inverse braking strategy.

18. The method of claim 17, further comprising applying a stability control pressure to the second wheel.

19. The method of claim 17 further comprising reducing the torque applied to the first wheel, the second wheel, the third wheel, and the fourth wheel.

20. The method of claim 17 wherein the act of applying a modulated stability control pressure utilizes modulated stability control software.

15. A vehicle, comprising:

a first wheel;

a second wheel mechanically coupled to the first wheel;

a locking drive differential mechanically coupled to the second wheel;

a third wheel mechanically coupled to the locking drive differential;

a fourth wheel mechanically coupled to the locking drive differential; and

a controller coupled to the third wheel, the controller being configured to assign a slip rate of about the first wheel and the second wheel to the third wheel using an inverse phase braking strategy.

17. A method of stabilizing a vehicle in an over-steer condition, comprising:

detecting an over-steer condition;

assigning brake control priority to a first wheel and a fourth wheel;

assigning stability control priority to a second wheel and a third wheel; and

applying pressure to the third wheel until the third wheel attains a combined slip rate of about the first wheel and the second wheel where the fourth wheel is rotating at about a velocity of the vehicle.

21. A stability controller, comprising:

a logic circuit;

a memory interfaced to the logic circuit; and

software comprising instructions that may be executed by the logic circuit to attain a slip rate of a plurality of wheels in an over-steer condition.

22. The controller of claim 21 wherein the instructions execute an inverse phase braking strategy.