Control strategy for operating a locking differential

Patent metadata

Field	Value
Publication number	US-9333965-B2
Application number	US-201414208316-A
Country	US
Kind code	B2
Filing date	Mar 13, 2014
Priority date	Apr 30, 2010
Publication date	May 10, 2016
Grant date	May 10, 2016

Abstract

A drive train having a locking differential and a control unit for controlling operation of the locking differential. The control unit is responsive to selected vehicle characteristics to sua sponte activate or inactivate a locking mechanism of the locking differential to cause the locking differential to operate in a locked manner or an unlocked manner, respectively. A method for operating a locking differential is also provided. The method includes: utilizing only preselected vehicle criteria indicative of the operational state of the vehicle to identify a situation in which a locking mechanism associated with the locking differential is to be energized; and responsively energizing the locking mechanism.

First claim

What is claimed is:

1. A drive train for a vehicle, the drive train comprising:
a first locking differential having a first locking mechanism; and
a control unit for controlling operation of the first locking differential, the control unit being responsive to selected vehicle characteristics to sua sponte activate the first locking mechanism of the first locking differential to cause the first locking differential to operate in a locked manner when each of the selected vehicle characteristics is wholly within predefined first limits, wherein the predefined first limits include:
(i) throttle position less than or equal to 12% of full throttle,
(ii) steering wheel angle less than or equal to 1.57 rad if the vehicle is traveling in a forward direction and less than or equal to 0.78 rad if the vehicle is traveling in a reverse direction,
(iii) slip of at least one wheel greater than or equal to 0.35 m/s and less than or equal to 2.00 m/s,
(iv) vehicle acceleration greater than or equal to 1.2 m/s 2 and less than or equal to 20 m/s 2 ,
(v) vehicle speed less than or equal to 8.9 m/s, and
(vi) vehicle yaw less than or equal to 0.2 rad/sec,

the control unit being further responsive to the selected vehicle characteristics to sua sponte inactivate the first locking mechanism of the first locking differential to cause the first locking differential to operate in an unlocked manner when any one or more of the selected vehicle characteristics is/are not wholly within predefined second limits, wherein the predefined second limits include:
(i) throttle position less than or equal to 12% of full throttle,
(ii) steering wheel angle less than or equal to 1.57 rad if the vehicle is traveling in a forward direction and less than or equal to 0.78 rad if the vehicle is traveling in a reverse direction,
(iii) slip of at least one wheel greater than or equal to 0.35 m/s and less than or equal to 2.00 m/s,
(iv) vehicle acceleration greater than or equal to 1.2 m/s 2 and less than or equal to 20 m/s 2 ,
(v) vehicle speed less than or equal to 10.22 m/s, and
(vi) vehicle yaw less than or equal to 0.2 rad/sec.

2. The drive train of claim 1 , further comprising a first axle assembly including an axle housing and a first pair of axle shafts, wherein the axle housing houses the first locking differential.

3. The drive train of claim 2 wherein the first pair of axle shafts are coupled to opposite sides of the first locking differential.

4. The drive train of claim 3 wherein the first locking differential is configured to receive a first rotary input from a first propeller shaft and selectively transmit the first rotary input to the first pair of axle shafts in one of the locked or unlocked manner.

5. The drive train of claim 4 , further comprising a second axle assembly having a second differential having a second locking mechanism, the second axle assembly having a second pair of axle shafts, wherein the control unit is responsive to the vehicle characteristics to sua sponte activate or inactivate the second locking mechanism of the second locking differential to cause the second locking differential to operate in a locked manner or an unlocked manner, respectively.

6. The drive train of claim 1 , wherein the control unit communicates with a differential sensor that is configured to sense a parameter indicative of the operational state of the locking differential.

7. The drive train of claim 6 , wherein the control unit is configured to activate the locking mechanism in response to a control signal generated by operation of one of a manually actuated switch or a shift into a four-wheel drive mode.

8. The drive train of claim 7 , wherein the control unit is configured to inactivate the locking mechanism in response to a control signal generated by operation of one of a manually actuated switch or a shift into a four-wheel drive mode.

9. The drive train of claim 1 wherein the selected vehicle characteristics include an identification that the vehicle is ascending a hill.

Assignees

• American Axle & Mfg Inc

Inventors

• Marsh Gregory A
• Capito Russell T
• Hibbler John C

Classifications

• B60W10/20

  including control of steering systems · CPC title

• Y10T477/606

  Cross-Sectional Technologies · mapped topic

• B60K17/3465

  self-actuated means, e.g. differential locked automatically by difference of speed · CPC title

• B60W10/12 Primary

  including control of differentials · CPC title

• F16H48/30 Primary

  using externally-actuatable means · CPC title