WO2004054838A1 - System and method for differential lock control - Google Patents

System and method for differential lock control Download PDF

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Publication number
WO2004054838A1
WO2004054838A1 PCT/SE2003/001871 SE0301871W WO2004054838A1 WO 2004054838 A1 WO2004054838 A1 WO 2004054838A1 SE 0301871 W SE0301871 W SE 0301871W WO 2004054838 A1 WO2004054838 A1 WO 2004054838A1
Authority
WO
WIPO (PCT)
Prior art keywords
differential lock
powered wheels
differential
control
lock control
Prior art date
Application number
PCT/SE2003/001871
Other languages
French (fr)
Inventor
Thomas Ahlgren
Original Assignee
Scania Cv Ab (Publ)
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab (Publ) filed Critical Scania Cv Ab (Publ)
Priority to AU2003303057A priority Critical patent/AU2003303057A1/en
Priority to DE10393923T priority patent/DE10393923T5/en
Publication of WO2004054838A1 publication Critical patent/WO2004054838A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems

Definitions

  • the present invention relates to a system and a method for differential lock control.
  • Heavy vehicles e.g. trucks, often have between two powered wheels, a differential gear which has a differential lock by means of which the powered wheels can be mutually locked.
  • the wheels When the differential lock is engaged, the wheels are mutually locked, making it easier for them to cope with bad road surfaces, since both wheels run at the same speed even if one of them loses contact with the road.
  • the driver usually wishes to disengage the differential lock so that the mutual locking between the powered wheels ceases.
  • the differential lock which is usually an axial gearwheel combination
  • the differential lock may be difficult to disengage because the gearwheels in the differential lock often have an angle of engagement which tends to "pull together" the differential gear as soon as it comes under load.
  • the disengaging movement normally effected by compressed air or return spring force, is not strong enough to pull the gearwheels apart if the torque across the gearwheels is too great.
  • the differential lock indicator may indicate "differential lock disengaged" even if the differential lock control has been operated to disengage the differential lock but the differential lock itself has not been disengaged. The differential lock has sometimes begun its disengaging movement, but this may be halted in a half-disengaged position by torque across the differential lock gearwheels, thereby making it impossible to rely on the differential lock indicator.
  • SE 514 011 C2 An example of a system and a method for differential lock control is referred to in SE 514 011 C2, which refers to a vehicle with differential lock whereby the forces to which the differential lock is subjected are reduced by using components in the vehicle's braking system before the differential lock is engaged.
  • a problem with differential locks of the abovementioned kind is that they may possibly not disengage despite the driver's thinking that they have disengaged.
  • the problem of the differential lock possibly not disengaging despite the driver's thinking that it has disengaged is solved according to the invention by arranging a system and a method for differential lock control in a vehicle which comprises a differential gear between left and right powered wheels and a differential lock which, when engaged, locks together the left and right powered wheels, with a control unit arranged to effect alternate braking of left and right powered wheels when a differential lock control is operated to disengage the differential lock, resulting in the differential lock being relieved of load so that it becomes torque-free, thereby ensuring that the differential lock becomes fully disengaged.
  • a system for differential lock control and a method for differential lock control which have the characteristics of claim 1 and claim 10 respectively afford the advantages that the differential lock becomes fully disengaged so that the driver is not liable to be surprised by the vehicle severely understeering at a bend due to the differential lock being engaged despite the driver's thinking that it is disengaged, and that overloading and failure of the differential lock are prevented, thereby making it possible to avoid immobilisation and expensive repairs.
  • relieving the differential lock of load is performed automatically, so the driver can forget about relieving the load on the differential lock when disengaging it.
  • Fig. 1 depicts schematically a view of a vehicle
  • Fig. 2 depicts schematically a block diagram of a system for differential lock control according to an embodiment of the invention.
  • Figure 1 depicts schematically a view of a vehicle 2 in which a power unit 4 in the form of a combustion engine situated forward in the vehicle is connected rearwards to a propeller shaft 6 for transmitting driving power to powered wheels 8,10 via rear driveshafts 12,14.
  • the propeller shaft 6 is connected in a conventional manner to a rear axle gear 16 provided with a differential gear 18 which is itself connected via two driveshafts 12,14 to the powered wheels 8,10 of the vehicle 2.
  • the vehicle's system for differential lock control comprises a differential gear 18 between left and right powered wheels which is provided with a conventional differential lock 26 which, when engaged, locks together, preferably mechanically, the driveshafts 12,14 and hence also the left and right powered wheels 8,10.
  • the driving location of the vehicle 2 is provided with a differential lock control 28 connected to a control unit 30 which controls both a brake regulator 36 for regulation of braking force to the powered wheels 8,10, and an operating unit 31 for engaging and disengaging the differential lock 26.
  • the operating unit 31 for engaging and disengaging the differential lock 26 is normally a compressed air cylinder.
  • the driving location is also provided with an indicator 32 which shows whether the differential lock 26 is engaged or disengaged.
  • the differential lock 26 is intended to be engaged when the vehicle 2 is travelling on slippery road surfaces.
  • the ordinary function of the differential gear 18 is disengaged and the two powered wheels 8,10 are instead both powered at the same speed.
  • the driver At a transition to good road surface, the driver usually wishes to disengage the differential lock 26 so that the mutual locking between the powered wheels 8,10 ceases.
  • FIG. 2 depicts schematically a block diagram of a system for differential lock control according to an embodiment of the invention.
  • the operation of the differential lock control is coordinated with brake operation by the fact that the control unit 30 which controls both a brake regulator 36 for regulation of braking force to the powered wheels 8,10, and an operating unit 31 for engaging and disengaging the differential lock 26, is arranged to effect, preferably repeatedly, alternate braking of left and right powered wheels 8,10, one at a time, when the differential lock control 28 is operated to disengage the differential lock 26, thus relieving the load on the differential lock 26 so that it become torque-free and hence ensuring that the differential lock 26 is fully disengaged.
  • the control unit 30 which controls both a brake regulator 36 for regulation of braking force to the powered wheels 8,10, and an operating unit 31 for engaging and disengaging the differential lock 26, is arranged to effect, preferably repeatedly, alternate braking of left and right powered wheels 8,10, one at a time, when the differential lock control 28 is operated to disengage the differential lock 26, thus relieving the load on the differential lock
  • the control unit 30 Upon a disconnecting signal from the differential lock control 28, the control unit 30 activates simultaneously both the operating unit 31 for the differential lock 26 and the brake regulator 36.
  • the control unit 30 may thus on the basis of information from the differential control 28 deliver control signals to a brake regulator 36 which itself controls brake devices 38,40 at the powered wheels 8,10.
  • the brake regulator 36 and the brake devices 38,40 preferably form part of the ordinary braking system of the vehicle 2 and enable, in conjunction with the control unit 30, braking as necessary of the two powered wheels 8,10.
  • the control unit 30 may also preferably form part of the ordinary braking system of the vehicle 2.
  • a method for differential lock control in a vehicle comprising a differential gear 18 between left and right powered wheels 8,10, and a differential lock 26 which, when engaged, locks together the left and right powered wheels 8,10, comprises the following steps:
  • control unit 30 both to the brake regulator 36 which itself controls brake units 38,40 at the powered wheels 8,10, and to an operating unit 31 for engaging and disengaging the differential lock 26, and
  • the number of alternate brakings may either be predetermined as one or more or be controlled by their cessation when the operating unit receives a disengagement completion signal from the differential lock.
  • the control unit 30 is preferably separate from the differential lock control 28 but they may alternatively also be arranged as a single unit.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Engineering & Computer Science (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Retarders (AREA)

Abstract

The invention refers to a system and a method for differential lock control in a vehicle 2 comprising a differential gear 18 between left and right powered wheels 8, 10 and a differential lock 26 which, when engaged, locks together the left and right powered wheels 8, 10. Differential lock control operation is coordinated with brake operation by the fact that a control unit 30 which controls both the brake regulator 36 for regulation of braking force to the drive powered wheels 8, 10, and an operating unit 31 for connecting and disconnecting the differential lock 26, is arranged to effect, when a differential lock control 28 is operated to disengage the differential lock 26, alternate braking of left and right powered wheels 8, 10 at the same time as the differential lock 26 is being disengaged, thereby relieving the differential lock 26 of load so that it becomes torque-free and hence ensuring that the differential lock 26 becomes completely disengaged.

Description

SYSTEM AND METHOD FOR DIFFERENTIAL LOCK CONTROL
Technical field
The present invention relates to a system and a method for differential lock control.
Background
Heavy vehicles, e.g. trucks, often have between two powered wheels, a differential gear which has a differential lock by means of which the powered wheels can be mutually locked. When the differential lock is engaged, the wheels are mutually locked, making it easier for them to cope with bad road surfaces, since both wheels run at the same speed even if one of them loses contact with the road.
At a transition to good road surface, the driver usually wishes to disengage the differential lock so that the mutual locking between the powered wheels ceases. However, the differential lock, which is usually an axial gearwheel combination, may be difficult to disengage because the gearwheels in the differential lock often have an angle of engagement which tends to "pull together" the differential gear as soon as it comes under load. The disengaging movement, normally effected by compressed air or return spring force, is not strong enough to pull the gearwheels apart if the torque across the gearwheels is too great. For it to be possible to disengage the differential lock, this pulling-together effect has to be overcome, preferably by the differential lock being relieved of load so that it becomes entirely torque-free, which in practice only happens either when the vehicle is travelling forwards in an exactly straight line on a smooth level road with powered wheels which are exactly alike in size (i.e. exactly equally worn) or during the brief time when the torque between the left and right powered wheels changes direction. To make sure that the differential lock really is disengaged, the driver has at present to pivot the control to and fro about the neutral position when disengaging the differential lock. At present, in the worst case, the differential lock indicator may indicate "differential lock disengaged" even if the differential lock control has been operated to disengage the differential lock but the differential lock itself has not been disengaged. The differential lock has sometimes begun its disengaging movement, but this may be halted in a half-disengaged position by torque across the differential lock gearwheels, thereby making it impossible to rely on the differential lock indicator.
An example of a system and a method for differential lock control is referred to in SE 514 011 C2, which refers to a vehicle with differential lock whereby the forces to which the differential lock is subjected are reduced by using components in the vehicle's braking system before the differential lock is engaged.
A problem with differential locks of the abovementioned kind is that they may possibly not disengage despite the driver's thinking that they have disengaged.
The consequences of driving on in the mistaken belief that the differential lock is disengaged can be very serious. In the first place, the vehicle severely understeers with the differential lock engaged as compared with disengaged, which may take the driver by surprise at the next bend. Secondly, the differential lock combination may become overloaded and fail, resulting in immobilisation and expensive repairs.
Brief description of the invention
The problem of the differential lock possibly not disengaging despite the driver's thinking that it has disengaged is solved according to the invention by arranging a system and a method for differential lock control in a vehicle which comprises a differential gear between left and right powered wheels and a differential lock which, when engaged, locks together the left and right powered wheels, with a control unit arranged to effect alternate braking of left and right powered wheels when a differential lock control is operated to disengage the differential lock, resulting in the differential lock being relieved of load so that it becomes torque-free, thereby ensuring that the differential lock becomes fully disengaged. A system for differential lock control and a method for differential lock control which have the characteristics of claim 1 and claim 10 respectively afford the advantages that the differential lock becomes fully disengaged so that the driver is not liable to be surprised by the vehicle severely understeering at a bend due to the differential lock being engaged despite the driver's thinking that it is disengaged, and that overloading and failure of the differential lock are prevented, thereby making it possible to avoid immobilisation and expensive repairs. Moreover, relieving the differential lock of load is performed automatically, so the driver can forget about relieving the load on the differential lock when disengaging it.
Brief description of the drawings
The invention is explained in more detail below with reference to the attached drawings, in which:
Fig. 1 depicts schematically a view of a vehicle, and
Fig. 2 depicts schematically a block diagram of a system for differential lock control according to an embodiment of the invention.
Description of preferred embodiments
The same characteristics are provided with the same reference notations in the various drawings.
Figure 1 depicts schematically a view of a vehicle 2 in which a power unit 4 in the form of a combustion engine situated forward in the vehicle is connected rearwards to a propeller shaft 6 for transmitting driving power to powered wheels 8,10 via rear driveshafts 12,14. The propeller shaft 6 is connected in a conventional manner to a rear axle gear 16 provided with a differential gear 18 which is itself connected via two driveshafts 12,14 to the powered wheels 8,10 of the vehicle 2. The vehicle's system for differential lock control comprises a differential gear 18 between left and right powered wheels which is provided with a conventional differential lock 26 which, when engaged, locks together, preferably mechanically, the driveshafts 12,14 and hence also the left and right powered wheels 8,10. The driving location of the vehicle 2 is provided with a differential lock control 28 connected to a control unit 30 which controls both a brake regulator 36 for regulation of braking force to the powered wheels 8,10, and an operating unit 31 for engaging and disengaging the differential lock 26. The operating unit 31 for engaging and disengaging the differential lock 26 is normally a compressed air cylinder. The driving location is also provided with an indicator 32 which shows whether the differential lock 26 is engaged or disengaged.
The differential lock 26 is intended to be engaged when the vehicle 2 is travelling on slippery road surfaces. When the differential lock 26 is engaged, the ordinary function of the differential gear 18 is disengaged and the two powered wheels 8,10 are instead both powered at the same speed.
At a transition to good road surface, the driver usually wishes to disengage the differential lock 26 so that the mutual locking between the powered wheels 8,10 ceases.
Figure 2 depicts schematically a block diagram of a system for differential lock control according to an embodiment of the invention. The operation of the differential lock control is coordinated with brake operation by the fact that the control unit 30 which controls both a brake regulator 36 for regulation of braking force to the powered wheels 8,10, and an operating unit 31 for engaging and disengaging the differential lock 26, is arranged to effect, preferably repeatedly, alternate braking of left and right powered wheels 8,10, one at a time, when the differential lock control 28 is operated to disengage the differential lock 26, thus relieving the load on the differential lock 26 so that it become torque-free and hence ensuring that the differential lock 26 is fully disengaged. Upon a disconnecting signal from the differential lock control 28, the control unit 30 activates simultaneously both the operating unit 31 for the differential lock 26 and the brake regulator 36. The control unit 30 may thus on the basis of information from the differential control 28 deliver control signals to a brake regulator 36 which itself controls brake devices 38,40 at the powered wheels 8,10. The brake regulator 36 and the brake devices 38,40 preferably form part of the ordinary braking system of the vehicle 2 and enable, in conjunction with the control unit 30, braking as necessary of the two powered wheels 8,10. The control unit 30 may also preferably form part of the ordinary braking system of the vehicle 2.
A method for differential lock control in a vehicle comprising a differential gear 18 between left and right powered wheels 8,10, and a differential lock 26 which, when engaged, locks together the left and right powered wheels 8,10, comprises the following steps:
- operating a differential lock control 28 to disengage the differential lock 26,
- sending this disengagement information from the differential lock control 28 to a control unit 30,
- delivering control signals from the control unit 30 both to the brake regulator 36 which itself controls brake units 38,40 at the powered wheels 8,10, and to an operating unit 31 for engaging and disengaging the differential lock 26, and
- alternately braking, preferably repeatedly, the left and right powered wheels 8,10 at the same time as the differential lock 26 is being disengaged.
The number of alternate brakings may either be predetermined as one or more or be controlled by their cessation when the operating unit receives a disengagement completion signal from the differential lock.
The control unit 30 is preferably separate from the differential lock control 28 but they may alternatively also be arranged as a single unit.

Claims

Claims
1. A system for differential lock control in a vehicle comprising a differential gear (18) between left and right powered wheels (8,10), and a differential lock (26) which, when connected, locks together the left and right powered wheels (8, 10), characterised in that a control unit (30) is arranged to effect alternate braking of left and right powered wheels (8,10) when a differential lock control (28) is operated to disengage the differential lock (26).
2. A system for differential lock control according to claim 1 , characterised in that the alternate braking of left and right powered wheels (8,10) is repeated alternate braking.
3. A system for differential lock control according to either of claims 1 and 2, characterised in that the control unit (30) controls both a brake regulator (36) for regulation of braking force to the powered wheels (8,10), and an operating unit (31) for engaging and disengaging the differential lock (26).
4. A system for differential lock control according to any one of claims 1 to 3, characterised in that the differential gear (18) is arranged between left and right driveshafts (12,14).
5. A system for differential lock control according to any one of the foregoing claims, characterised in that the control unit (30) regulates braking force to the powered wheels (8,10) by delivering control signals to a brake regulator (36) which itself controls brake units (38,40) at the powered wheels (8,10).
6. A system for differential lock control according to claim 5, characterised in that the brake units (38,40) form part of the ordinary braking system of the vehicle (2). A system for differential lock control according to claim 5, characterised in that the brake regulator (36) forms part of the ordinary braking system of the vehicle (2).
A system for differential lock control according to any one of the foregoing claims, characterised in that the control unit (30) forms part of the ordinary braking system of the vehicle (2).
A system for differential lock control according to any one of the foregoing claims, characterised in that the differential lock control (28) is arranged at the driving location of the vehicle (2).
A vehicle characterised in that it comprises a system for differential lock control according to any one of the foregoing claims.
A method for differential lock control in a vehicle comprising a differential gear (18) between left and right powered wheels (8,10), and a differential lock (26) which, when connected, locks together the left and right powered wheels (8,10), characterised by the steps of: - operating a differential lock control (28) to disengage the differential lock (26),
- sending this disengagement information from the differential lock control (28) to a control unit (30),
- delivering control signals from the control unit (30), and
- alternately braking, the left and right powered wheels (8,10) at the same time as the differential lock (26) is being disengaged.
A method for differential lock control of a vehicle according to claim 11 , characterised in that the step of delivering control signals from the control unit (30) comprises the steps of: - delivering control signals from the control unit (30) to a brake regulator (36) which itself controls brake devices (38,40) at the powered wheels (8,10), and of - delivering control signals from the control unit (30) to an operating unit (31) for engaging and disengaging the differential lock (26).
PCT/SE2003/001871 2002-12-17 2003-12-03 System and method for differential lock control WO2004054838A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU2003303057A AU2003303057A1 (en) 2002-12-17 2003-12-03 System and method for differential lock control
DE10393923T DE10393923T5 (en) 2002-12-17 2003-12-03 System and method for a differential lock control

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0203716-6 2002-12-17
SE0203716A SE520957C2 (en) 2002-12-17 2002-12-17 Differential locking operation system and method

Publications (1)

Publication Number Publication Date
WO2004054838A1 true WO2004054838A1 (en) 2004-07-01

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Application Number Title Priority Date Filing Date
PCT/SE2003/001871 WO2004054838A1 (en) 2002-12-17 2003-12-03 System and method for differential lock control

Country Status (4)

Country Link
AU (1) AU2003303057A1 (en)
DE (1) DE10393923T5 (en)
SE (1) SE520957C2 (en)
WO (1) WO2004054838A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007089342A1 (en) 2006-01-31 2007-08-09 Bendix Commercial Vehicle Systems Llc Lane departure warning system and method

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102023204674B3 (en) 2023-05-17 2024-07-25 Zf Friedrichshafen Ag Method and control device for operating a motor vehicle

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5544949A (en) * 1994-09-20 1996-08-13 Robert Bosch Gmbh Traction control system
DE19722054A1 (en) * 1997-05-27 1998-12-03 Itt Mfg Enterprises Inc Process for improving the control of a four-wheel drive vehicle
WO2001042038A1 (en) * 1999-12-09 2001-06-14 Scania Cv Aktiebolag (Publ) Arrangement at a vehicle with a differential lock

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5544949A (en) * 1994-09-20 1996-08-13 Robert Bosch Gmbh Traction control system
DE19722054A1 (en) * 1997-05-27 1998-12-03 Itt Mfg Enterprises Inc Process for improving the control of a four-wheel drive vehicle
WO2001042038A1 (en) * 1999-12-09 2001-06-14 Scania Cv Aktiebolag (Publ) Arrangement at a vehicle with a differential lock

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007089342A1 (en) 2006-01-31 2007-08-09 Bendix Commercial Vehicle Systems Llc Lane departure warning system and method

Also Published As

Publication number Publication date
SE0203716L (en) 2003-09-16
SE520957C2 (en) 2003-09-16
SE0203716D0 (en) 2002-12-17
DE10393923T5 (en) 2005-12-01
AU2003303057A1 (en) 2004-07-09

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