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WO1997018100A1 - Commande de traction a glissement limite - Google Patents

Commande de traction a glissement limite Download PDF

Info

Publication number
WO1997018100A1
WO1997018100A1 PCT/US1996/017730 US9617730W WO9718100A1 WO 1997018100 A1 WO1997018100 A1 WO 1997018100A1 US 9617730 W US9617730 W US 9617730W WO 9718100 A1 WO9718100 A1 WO 9718100A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheels
wheel
variable displacement
displacement hydraulic
chassis
Prior art date
Application number
PCT/US1996/017730
Other languages
English (en)
Inventor
Paul Orlando Franklin
Charles Frederick Upton
Original Assignee
Fmc Corporation
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 Fmc Corporation filed Critical Fmc Corporation
Priority to AU76076/96A priority Critical patent/AU7607696A/en
Publication of WO1997018100A1 publication Critical patent/WO1997018100A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/20—Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/30—Road curve radius

Definitions

  • the invention provides a traction control system that reduces torque on a slipping, spinning wheel by detecting when a wheel is slipping and spinning and then reducing the torque applied to the slipping wheel by decreasing the hydraulic motor displacement.
  • Figure 1 is a view of a vehicle chassis with a schematic view of the electrical system of the inventive traction control system.
  • Figure 2 is a schematic view of the hydraulic system used in the vehicle shown in Figure 1.
  • FIG. 1 is a view of a chassis 10 of a vehicle that uses the inventive traction control system.
  • the chassis 10 is mounted on a first wheel 12, a second wheel, 13, a third wheel 14, and a fourth wheel 15.
  • the first wheel 12 is mechanically connected to a first motor 18, so that the first motor 18 drives the first wheel 12.
  • the second wheel 13 is
  • SUBSTITUTE SHEET (RULE** mechanically connected to a second motor 19.
  • the third wheel 14 is mechanically connected to a third motor 20.
  • the fourth wheel 15 is mechanically connected to a fourth motor 21.
  • Each motor drives the corresponding wheel.
  • the first, second, third, and fourth motors 18, 19, 20, 21 are variable displacement motors.
  • the first wheel 12 and the first motor 18 are mechanically connected to a first end of a front axle 25.
  • the second wheel 13 and the second motor 19 are mechanically connected to a second end of the front axle 25.
  • the third wheel 14 and the third motor 20 are mechanically connected to a first end of a rear axle 26.
  • the fourth wheel 15 and the fourth motor 21 are mechanically connected to a second end of the rear axle 26.
  • the front axle 25 and rear axle 26 are mechanically connected together by a chassis frame 27.
  • Figure 2 schematically illustrates the hydraulic interconnections of the first, second, third, and fourth motors 18, 19, 20, 21.
  • a first valve 32, a second valve 33, a third valve 34, and a fourth valve 35 are in fluid connection in parallel to a hydraulic pump 30.
  • the first valve 32, second valve 33, third valve 34, and fourth valve 35 are each two position four way valves which are able to switch the direction of flow through the lines connected to an output side of the valves.
  • the first valve 32 is in fluid connection with a first actuator 38, which mechanically controls a swashplate 44 of the first motor 18.
  • the second valve 33 is in fluid connection with a second actuator 39, which mechanically controls a swashplate 45 of the second motor 19.
  • the third valve 34 is in fluid connection with a third actuator 40, which mechanically controls a swashplate 46 of the third motor 20.
  • the fourth valve 35 is in fluid connection with a fourth actuator 41 , which mechanically controls a swashplate 47 of the fourth motor 21.
  • the first motor 18, the second motor 19, the third motor 20, and the fourth motor 21 are in fluid connection in parallel to a hydrostatic pump 50.
  • a main control module is electrically connected to a steering angle sensor 56, a front solenoid control module 57, and a rear solenoid control module 58.
  • the steering angle sensor 56 is connected to a steering mechanism 59.
  • the front solenoid control module 57 is electrically connected to the first valve 32, a first speed sensor 60, the second valve 33, and a second speed sensor 61.
  • the rear solenoid control module 58 is electrically connected to the third valve 34, a third speed sensor 62, the fourth valve 35, and a fourth speed sensor 63.
  • the first speed sensor 60 is positioned to measure the speed of the first wheel 12.
  • the second speed sensor 61 is positioned to measure the speed of the second wheel 13.
  • the third speed sensor 62 is positioned to measure the speed of the third wheel 14.
  • the fourth speed sensor 63 is positioned to measure the speed of the fourth wheel 15.
  • the first speed sensor 60 measures the speed of the first wheel 12 and sends an electrical signal to the front solenoid control module 57.
  • the second speed sensor 61 measures the speed of the second wheel 13 and sends an electrical signal to the front solenoid control module 57.
  • the front solenoid control module 57 calculates the speed of the first wheel 12 and the second wheel 13 and sends a signal to the main control module 55.
  • the third speed sensor 62 measures the speed of the third wheel 14 and sends an electrical signal to the rear solenoid control module 58.
  • the fourth speed sensor 63 measures the speed of the fourth wheel 15 and sends an electrical signal to the rear solenoid control module 58.
  • the rear solenoid control module 58 calculates the speed of the third wheel 14 and the fourth wheel 15 and sends a signal to the main control module 55.
  • the steering angle sensor 56 measures the steering angle and sends an electrical signal to the main control module 55.
  • the main control module 55 determines if the chassis is tuming and then whether any individual wheel or wheels are slipping. If the steering angle sensor 56 sends a signal to the main control module 55, so that the main control module 55 determines the chassis 10 is not turning but is going substantially straight, the main control module 55 determines whether any of the first, second third, or fourth wheels 12, 13, 14, 15 is spinning faster than any other wheel by more than a set threshold amount. If any wheel is found to be going faster than any other wheel by the threshold amount, the motor corresponding to the faster wheel is de-stroked.
  • the main control module 55 sends a signals to the front solenoid control module 57 and the rear solenoid control module 58.
  • the front solenoid control module 57 sends signals to the first valve 32 and the second valve 33.
  • the rear solenoid control module 58 sends signals to the third valve 34 and the fourth valve 35.
  • the hydraulic pump 30 provides a hydraulic current in the direction indicated by the flow arrows. Since the first valve 32 is in the forward position, hydraulic fluid flows through the first valve 32 as shown by the arrows in Figure 2, moving the piston in the first actuator 38 to a stroke position, which is to the left as viewed in Figure 2.
  • the piston of the first actuator 38 pushes the swashplate 44 of the first motor 18 into a stroke position as shown in Figure 2.
  • the piston of the second actuator 39 pushes the swashplate 45 of the second motor 19 into a stroke position.
  • the piston of the third actuator 40 pushes the swashplate 46 of the third motor 20 into a de-stroke position as shown in Figure 2.
  • the piston of the fourth actuator 41 pushes the swashplate 47 of the fourth motor 21 into a stroke position as shown in Figure 2.
  • the first motor 18, second motor 19, and fourth motor 21 are therefore positioned to provide maximum torque, and the third motor 20 is positioned to provide the minimum torque in this case.
  • the de-stroking of the third motor 20, causes the third motor 20 to provide less torque to the third wheel 14, which slows the spinning of the third wheel 14 until the third wheel 14 has a speed approximately equal to the speeds of the first, second, and fourth wheels 12, 13, 15.
  • the first, second, third, and fourth speed sensors 60, 61 , 62, 63 will provide input to the front and rear solenoid control modules 57, 58, which will provide input to the main control module 55, which will calculate that the first, second, third, and fourth wheels 12, 13, 14, 15 are spinning at approximately equal speeds within the threshold speed.
  • the main control module 55 sends a signals to the front solenoid control module 57 and the rear solenoid control module 58.
  • the front solenoid control module 57 sends signals to the first valve 32 and the second valve 33.
  • the rear solenoid control module 58 sends signals to the third valve 34 and the fourth valve 35.
  • the signals from the rear solenoid control module 58 to the third and fourth valves 34, 35 cause the third and fourth valves 34, 35 to be in the forward position. This causes the first, second, and fourth actuators 38, 39, 41 to remain in the stroke position as shown in Figure 2.
  • the main control module 55 may be provided with a delay, to prevent a high frequency cycling between stroking and de-stroking.
  • the main control module 55 determines the turning radius for each wheel.
  • a look-up table is used to determine speed tolerances for the turning angle. The wheel speeds are compared according to the turning radius of each wheel. If a wheel with a shorter tuming radius is going faster than a wheel with a longer turning radius and the tolerance specified in the look up table, the wheel with the shorter tuming radius is de-stroked. In addition, if a wheel with the largest turning radius is going faster than the wheel with the second largest turning radius by a tolerance specified in the look up table, the wheel with the largest turning radius is de-stroked.
  • the invention may also have a look-up table for thresholds according to vehicle speeds. This would have a higher threshold for lower speeds to prevent mechanical backlash of wheels at low speeds and to prevent the providing of false signals.
  • the invention does not use hydraulic or mechanical resistance to slow a slipping wheel, thus does not waste energy and does not produce heat which can cause hydraulic or mechanical failure.
  • the invention removes power from a slipping wheel and provides this power to the wheels that are not slipping.
  • the main control module 55, the front solenoid control module 57, and the rear solenoid control 58 form a controller 66 which can be configured in three modules as shown in the preferred embodiment or as one or two modules.
  • the controller 66 may be an electrical controller as shown in the preferred embodiment, such as one or more computers with computer readable memory for directing the computer to perform the desired operations, or may be an analogous hydraulic or mechanical system.
  • the front solenoid control module 57 was electrically connected to the first speed sensor 60, since both the front solenoid control module 57 and the first speed sensor 60 are electrical. This electrical connection is more generally described as being "in communication with" which in addition to covering electrical connections also covers ways to communicate by radio waves, fiber optics, and mechanical means.
  • another algorithm may be used such as averaging the speed of the wheels and determining if one of the wheels is spinning at a speed different than the average by more than a threshold amount.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

La présente invention concerne un système (10) de commande de traction qui réduit le couple appliqué à une roue qui tourne et glisse (12, 13, 14, 15) grâce à la détection des instants où elle glisse et tourne, après quoi cette commande réduit le couple appliqué à la roue qui glisse en réduisant la cylindrée du moteur hydraulique (18, 19, 20, 21). Le système réagit à la vitesse d'une roue, prise isolément, par rapport aux autres roues.
PCT/US1996/017730 1995-11-13 1996-11-07 Commande de traction a glissement limite WO1997018100A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU76076/96A AU7607696A (en) 1995-11-13 1996-11-07 Limited slip traction control

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US55798695A 1995-11-13 1995-11-13
US08/557,986 1995-11-13

Publications (1)

Publication Number Publication Date
WO1997018100A1 true WO1997018100A1 (fr) 1997-05-22

Family

ID=24227683

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1996/017730 WO1997018100A1 (fr) 1995-11-13 1996-11-07 Commande de traction a glissement limite

Country Status (2)

Country Link
AU (1) AU7607696A (fr)
WO (1) WO1997018100A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005019489A1 (de) * 2005-04-27 2006-11-09 Krauss-Maffei Wegmann Gmbh & Co. Kg Allradangetriebenes Kraftfahrzeug
CN110626327A (zh) * 2018-06-25 2019-12-31 丰田自动车株式会社 四轮驱动车辆的控制装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3984978A (en) * 1974-11-22 1976-10-12 The Cessna Aircraft Company Auxiliary front wheel drive
US4240515A (en) * 1978-12-08 1980-12-23 Kirkwood Robert W Vehicle hydraulic drive system
US4554991A (en) * 1984-02-23 1985-11-26 Mud Hog Corporation Auxiliary hydraulic drive system for road graders and the like
US5368120A (en) * 1991-11-12 1994-11-29 Nippondenso Co., Ltd. Four wheel drive vehicle with slip control system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3984978A (en) * 1974-11-22 1976-10-12 The Cessna Aircraft Company Auxiliary front wheel drive
US4240515A (en) * 1978-12-08 1980-12-23 Kirkwood Robert W Vehicle hydraulic drive system
US4554991A (en) * 1984-02-23 1985-11-26 Mud Hog Corporation Auxiliary hydraulic drive system for road graders and the like
US5368120A (en) * 1991-11-12 1994-11-29 Nippondenso Co., Ltd. Four wheel drive vehicle with slip control system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005019489A1 (de) * 2005-04-27 2006-11-09 Krauss-Maffei Wegmann Gmbh & Co. Kg Allradangetriebenes Kraftfahrzeug
CN110626327A (zh) * 2018-06-25 2019-12-31 丰田自动车株式会社 四轮驱动车辆的控制装置

Also Published As

Publication number Publication date
AU7607696A (en) 1997-06-05

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