SE1150479A1 - Process and system for controlling a differential configuration - Google Patents

Abstract

The present invention relates to a method for controlling a differential configuration (40, 400) for at least two drive means arranged for differential drive in a motor vehicle, where said differential drive is arranged to assume a locked or open position, including the step of holding at least one differential drive in a state a substantially locked position, comprising the steps of: in a normal case of normal vehicle operation, maintaining the differential configuration (40, 400) in a locked state to ensure vehicle passability; and. control the differential configuration (40, 400) to a non-locked state in the event of deviations from said normal case of usual vehicle operation represented by predetermined vehicle parameters for continuing to ensure the vehicle's passability. The present invention also relates to a system for controlling a differential configuration (40, 400) . The present invention also relates to a differential configuration. The present invention also relates to a motor vehicle. The present invention also relates to a computer program and a computer program product. (Fig. 11)

Description

15 20 25 begins to slip, which leads to inefficient operation. In such situations, differential locking of drive wheels is required in order for the vehicle to be able to be driven.

OBJECTS OF THE INVENTION An object of the invention is to provide a method for controlling a differential configuration of a motor vehicle which enables efficient propulsion of the vehicle.

An object of the invention is to provide a system for controlling a differential configuration for a motor vehicle which enables efficient propulsion of the vehicle.

SUMMARY OF THE INVENTION This and other objects, which will be apparent from the following description, are accomplished by a method and system for controlling a differential configuration, a differential configuration, a motor vehicle, a computer program and a computer program product of the kind initially indicated and further having the features set forth in the invention. Part of the appended independent claims 1, 6, 11, 20, 23 and 24. Preferred embodiments of the method, the system, the differential configuration and the motor vehicle are defined in the appended dependent claims 2-5, 7-10, 12-19 and 21-22.

According to the invention, the objects are achieved with a method for controlling a differential configuration for at least two drive wheels arranged for differential drive of a motor vehicle, wherein said differential drive is arranged to assume locked and open position, respectively, comprising the step of holding at least one differential drive in a substantially locked position. comprising the steps of: in a normal case of normal vehicle operation keeping the differential configuration in a locked condition to ensure the maneuverability of the vehicle; and controlling the differential configuration to an unlocked state in case of deviations from said normal cases of normal vehicle operation represented by predetermined vehicle parameters to further ensure the maneuverability of the vehicle.

By keeping the vehicle's differential configuration locked in a normal case of normal vehicle operation, the vehicle's maneuverability will be optimized in that the differential configuration of the vehicle is already in the locked condition so that all drive means such as drive wheels and / or drive belts rotate as fast. in the event that the differential configuration was not locked, it would affect the passability in such a way that, for example, the vehicle gets stuck, slips or the corresponding, demanding locking of the differential configuration, thereby never occurring. Consequently, the differential configuration is only changed to the unlocked state if it is really needed to enable / facilitate accessibility of the vehicle and is then unlocked only for the drive means where it is required and to the extent required so that the drive torque is optimally distributed to the respective drive means . Consequently, the method enables very efficient propulsion of, for example, a work vehicle, for example a articulated work vehicle such as a mining vehicle, a loader with a height-adjustable bucket, a dumper or the like, where the articulated vehicle according to one embodiment consists of a multi-wheel drive vehicle. The vehicle can also consist of a tracked vehicle, which can be articulated and multi-wheel drive, ie. several bands are driving.

According to an embodiment of the method, said vehicle parameters include one or more of vehicle steering angle, driving torque, vehicle speed, center of gravity position, vehicle orientation. By utilizing these parameters in steering, optimization of drive torque is facilitated to ensure the best possible maneuverability for, for example, a work vehicle so that efficient propulsion of the vehicle is enabled. According to a differential configuration, the steps include: the embodiment of the method comprising the step of controlling determining the speed of the vehicle, the driving torque of the vehicle, and the steering angle of the vehicle; and comparing the vehicle's speed, driving torque and steering angle against predetermined possible conditions for the vehicle's driving. This facilitates optimization of the driving torque so that efficient propulsion of the vehicle is enabled.

According to a differential configuration of the embodiment, the method comprises steering locked condition if i) the steering angle exceeds a predetermined value and: the speed exceeds a first step that an indefinite value and / or the driving torque falls below a predetermined value, or ii) if the speed exceeds a second predetermined value is greater than said first predetermined value. By controlling the differential configuration in such a way, the torque distribution is optimized so that the maneuverability of the vehicle is ensured.

According to a differential configuration of a certain mutual torque distribution of embodiment, the method comprises the step of controlling the drive means. In this way, the torque distribution of the respective drive wheels can be optimized for the vehicle's maneuverability.

According to the invention, the objects are achieved with a system for controlling a differential configuration for at least two drive wheels arranged for differential drive of a motor vehicle, wherein said differential drive is arranged to assume locked and open position, wherein means are provided for arranging at least one differential drive in a substantially locked position. comprising means for maintaining a differential-locked condition in a normal case of normal vehicle operation to ensure passability; and ii) means for controlling the differential configuration of a vehicle to an unlocked state in the event of deviations from said normal case of normal vehicle operation represented by predetermined vehicle parameters to further ensure the maneuverability of the vehicle. By utilizing means for keeping the vehicle's differential configuration locked in a normal case of normal vehicle operation, the passability of the vehicle will be optimized in that the differential configuration of the vehicle in the normal case, ie. in a default position, is in the locked condition so that all drive means such as drive wheels and / or drive belts rotate equally fast whereby in case of unforeseen events such as the case the differential configuration would not be locked would affect maneuverability in such a way that the vehicle gets stuck, slips or similar , demanding locking of differential configuration, thereby never occurring. The differential configuration is consequently only arranged to lock the condition if it enables / facilitates passability of the vehicle and is then only unlocked to be changed to not really needed because the drive wheels where required and to the extent required so that the drive torque is optimally distributed to the respective drive means.

Consequently, the method enables very efficient propulsion of, for example, a work vehicle, for example a articulated work vehicle such as a mining vehicle, a loader with a height-adjustable bucket, a dumper or the like, where the articulated vehicle according to one embodiment consists of a multi-wheel drive vehicle. The vehicle can also consist of a tracked vehicle, which can be articulated and multi-wheel drive, ie. several bands are driving.

According to an embodiment of the system, said vehicle parameters include one or more of vehicle steering angle, driving torque, vehicle speed, center of gravity position and vehicle orientation. By utilizing these parameters in steering, optimization of drive torque is facilitated to ensure the best possible maneuverability for, for example, a work vehicle so that efficient propulsion of the vehicle is enabled.

According to one embodiment of the system, said means for controlling the differential configuration comprises: means for determining the speed of the vehicle; vehicle torque; and the steering angle of the vehicle; means for comparing the speed, driving torque and steering angle of the vehicle against predetermined possible conditions for the driving of the vehicle. This facilitates optimization of the driving torque so that efficient propulsion of the vehicle is enabled.

According to a differential configuration of the embodiment, the system comprises means for controlling a locked state if i) the steering angle exceeds a predetermined value and: the speed exceeds a first one indefinite value and / or the driving torque exceeds a predetermined value, or ii) if the speed exceeds a second predetermined value which is greater than said first predetermined value. By using means for controlling the differential configuration in such a way, driving torque is optimized so that the maneuverability of the vehicle is ensured.

According to a differential configuration of a particular torque distribution of an embodiment, the system comprises means for controlling the drive means. In this way, the torque distribution of the respective drive wheels can be optimized for the vehicle's accessibility.

The invention further relates to a differential configuration arranged to be controlled by means of a system according to any of the above embodiments, said differential configuration comprising at least one differential arrangement comprising a first planetary gear configuration which is drivably connected to a first drive means; a second planetary gear configuration brought into driving engagement with said first planetary gear configuration via said output shaft, said second planetary gear configuration being drivably connected to a second drive means; wherein an electric motor is arranged between said first and second planetary gear configurations, wherein said first planetary gear configuration is arranged to cooperate with said second differential function. planetary gear configuration to achieve a This enables efficient operation and differential operation.

According to an embodiment of the differential configuration, the ring wheels of the first and second planetary gear configurations are engaged via a counter-direction device for said differential function. This enables an efficient differential function with less wear on components of the differential configuration. As a result, the differential configuration can be completely locked, since the differential arrangement is separated from the drive shaft. When the differential configuration is locked, braking is performed on non-rotating components so that wear of components during operation is reduced. Furthermore, directional torque distribution is enabled.

According to an embodiment of the differential configuration, said counter-directional device comprises a shaft configuration separated from said drive shaft.

This separates differential operation from operation of the motor, which leads to the above-mentioned advantages.

According to an embodiment of the differential configuration, said counter-direction device comprises a rotation-direction change configuration, connected to the ring wheels of the first and second planetary gear configurations via said axle configuration. This is an efficient way of achieving said counter-rotation to achieve an efficient differential function.

According to an embodiment of the differential configuration, there is at least one differential control unit which is drivable to disengage said counter-directional device for controlling said differential configuration. In this way, directional torque distribution and / or completely locked and / or locked differential configuration can be achieved.

According to an embodiment of the differential configuration, the at least one differential control unit comprises a clutch configuration for braking said counter-direction device. As a result, a completely locked differential function or a differential lock can be achieved.

According to an embodiment of the differential configuration, the at least one differential control unit comprises a motor. In this way, directional torque distribution can be achieved. According to an embodiment of the differential configuration, at least one differential control unit is provided to lock a first and / or second carrier of the planetary gear configuration. Hereby the drive means can be made to rotate at the same speed or different speed and consequently differential function is achieved.

According to an embodiment of the differential configuration, said at least one differential control unit is arranged to lock said first and second carriers so that rotation of drive means is prevented. This enables braking of the vehicle, which can be used for parking braking or emergency braking.

BRIEF DESCRIPTION OF THE DRAWINGS The present invention will be better understood with reference to the following detailed description read in conjunction with the accompanying drawings, in which like reference numerals refer to like parts throughout the many views, and in which: Figs. 1-6 schematically illustrate various views of a motor vehicles of the present invention; Figs. 7-8 schematically illustrate different views of a motor vehicle according to the present invention; Fig. 9 schematically illustrates a system for controlling a differential configuration according to an embodiment of the present invention; Fig. 10 schematically illustrates a system for controlling a differential configuration according to the present invention; Fig. 11 schematically illustrates a system for controlling a differential configuration according to the present invention; Fig. 12 schematically illustrates a motor vehicle according to an embodiment of the present invention; Fig. 13a schematically illustrates a differential configuration according to the present invention Fig. 13b schematically illustrates a differential configuration according to an embodiment of the present invention; differential arrangement of a Fig. 14a and 14b schematically illustrates various embodiments of differential control units for controlling a differential configuration according to the present invention; Fig. 15 schematically illustrates a block diagram of a method for controlling a differential configuration according to an embodiment of the present invention; Fig. 16 schematically illustrates a block diagram of a method for controlling a differential configuration according to an embodiment of the present invention; and Fig. 17 schematically illustrates a computer according to an embodiment of the present invention.

DETAILED DESCRIPTION Here, the term "link" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave link.

Herein, the term "drive means" refers to driving outgoing ground contacting means for propelling motor vehicles including drive wheels or driving wheels of a wheeled vehicle, and / or drive belt or driving belt of a tracked vehicle.

The term "locked state" of a differential configuration is used herein to mean a state in which opposing drive means are allowed to rotate at the same rotational speed. The term "unlocked state" as used herein refers to a state in which the differential configuration is distinct from said locked state, wherein said unlocked state includes the open state and partially open states in which certain latches of the differential configuration are allowed. In this case, in the unlocked state, the drive means are allowed to rotate with different rotational speeds.

Figs. 1-6 schematically illustrate different views of a motor vehicle 1 according to the present invention. According to this embodiment, the motor vehicle 1 consists of a work vehicle. According to this embodiment, the motor vehicle 1 consists of a articulated vehicle. According to this embodiment, the motor vehicle 1 consists of a multi-wheel drive vehicle.

The articulated vehicle 1 has a front vehicle unit 10 and a rear vehicle unit 20. The front and rear vehicle units 10, 20 are pivotable about a control device 15 by means of which the vehicle 1 is arranged to be steered.

The articulated vehicle 1 comprises a driveline 30 for operating the vehicle 1.

The drive line 30 comprises motor 32 for propelling the vehicle 1, and to the motor 32 connected transmission configuration T for transmitting power from motor 32 to drive means in the form of drive wheels of the vehicle 1. The drive line 30 further comprises a differential configuration 40 for transmitting drive torque from motor 32 to the drive wheels.

The drive line 30 includes a front transmission configuration 34 disposed in the front vehicle unit 10 for driving a front drive shaft 12, the front transmission configuration 34 including a front differential device 44 which may be any suitable differential for providing differential function. The drive line 30 further comprises a rear transmission configuration 36 arranged in the rear vehicle unit 20 for driving a rear drive shaft 22, the rear transmission configuration 36 comprising a rear differential device 46 which may be constituted by any suitable differential for providing differential function.

The transmission configuration T includes the front transmission configuration 34 and the rear transmission configuration 36.

The transmission configuration T includes the differential configuration 40.

The differential configuration 40 includes the front differential device 44, and the rear differential device 46.

The driveline 30 may include any suitable transmission configuration comprising one or more electric motors and / or at least one and / or energy source mains connection, fuel cell, battery or the like. The powertrain 30 may also include another internal combustion engine such as, for example, propeller shaft 38 for power transmission.

The front drive shaft 12 includes a left drive shaft portion 12a and a right drive shaft portion 12b. The front vehicle assembly 10 includes a front pair of drive wheels 14 including a front left drive wheel 14a connected to the left drive shaft portion 12a and an opposite front right drive wheel 14b connected to the right drive shaft portion 12b.

The front vehicle unit 10 further comprises a differential control unit 50 connected to the front differential device 44 arranged to control the front differential device 44 based on predetermined vehicle parameters. The front differential device 44 is connected to the front drive shaft 12 in such a way that drive torque is transmitted from the differential device 44 via the respective front drive shaft portion 12a, 12b to the respective front drive wheels 14a, 14b.

The rear drive shaft 22 includes a left drive shaft portion 22a and a right drive shaft portion 22b. The rear vehicle unit 10 includes a rear pair of drive wheels 24 including a rear left drive wheel 24a connected to the left drive shaft portion 22a and an opposite rear right drive wheel 24b connected to the right drive shaft portion 22b.

The rear vehicle unit 10 further includes a differential control unit 52 connected to the rear differential device 46 arranged to control the rear differential device 46 based on predetermined vehicle parameters. The rear differential device 46 is connected to the rear drive shaft 22 in such a way that drive torque is transmitted from the differential device 46 via the respective rear drive shaft portion 22a, 22b to the respective rear drive wheels 24a, 24b. According to this embodiment, the rear vehicle unit 20 of the articulated vehicle 1 has a cab 26.

The articulated vehicle 1 comprises a bucket 60 connected to the front vehicle unit 10 via lifting arms 60a, 60b arranged to receive and remove load L, where the load L can be any load such as gravel, stone, sand, goods or the like. Said lifting arms 60a, 60b are arranged to raise and lower the bucket 60 and also according to a variant also comprise means for rotating the bucket 60 for receiving and removing load L, respectively.

The front vehicle unit 10 has a center of gravity G1 based on the physics of the front vehicle unit 10 including the weight, density, dimension and design thereof. The rear vehicle unit 10 has a center of gravity G2 based on the vehicle physics of the rear vehicle unit 10 including the weight, density, dimension and design thereof.

The bucket 60 has a center of gravity G3 based on the physics of the bucket 60 and the load L of the bucket 60.

The articulated vehicle 1 has a center of gravity G which depends on the position of the bucket 60, the load of the bucket L, the angle of the vehicle 1, i.e. mutual angle between the front and rear vehicle unit 10, 20 and longitudinal extension called waist angle oi1, possible tilt angle between the vehicle units 10, 20 (see fig. 7), 10 15 20 25 13 possible roll angle between the vehicle units (see fig. 8), the vehicle 1's orientation in relation to the horizontal plane H including inclination of the vehicle 1 including inclination of the vehicle 1 in hill, the base A forming an angle oi2 relative to the horizontal plane H in the longitudinal extent of the vehicle 1, and side slope / roll of the vehicle 1, the base A forming an angle (13 with horizon) HRS.

The articulated vehicle includes an electronic control unit 100; 200; 300 connected to the differential controllers 50, 52, where the electronic controller 100; 200; 300 and the differential control units 50, 52 are included in a system for controlling the differential configuration of the vehicle.

The electronic control unit 100; 200; 300 is arranged to, in a normal case of normal vehicle operation, keep the differential configuration 40 in a read condition to secure the control unit 100; 200; 300 is further arranged to control the maneuverability of the differential vehicle. The electronic configuration 40 to an unlocked state in case of deviations from said normal cases of normal vehicle operation represented by predetermined vehicle parameters for further ensuring the passability of the vehicle. Said vehicle parameters according to a variant include center of gravity position of the vehicle 1, as well as speed of the vehicle and driving torque of the vehicle. In this case, the electronic control unit according to a variant is arranged to control the vehicle 1 based on the center of gravity positions G of the vehicle 1.

Fig. 1 schematically shows a plan view of the articulated vehicle 1, the vehicle 1 being arranged for driving straight ahead, where the front and rear vehicle units 10, 20 are aligned along their respective longitudinal extent. The vehicle 1 is in a loaded condition, the bucket 60 of the vehicle 1 being filled with load L.

Fig. 2 schematically shows a plan view of the articulated vehicle 1, the vehicle 1 being arranged for travel in a pivoting direction deviating from the direction straight ahead, where the longitudinal extent of the front and rear vehicle unit 10, 20 10 15 20 25 14 mutually forms a waist angle d1 relative to each other. In this case, the center of gravity position of the vehicle is changed so that the center of gravity G of the vehicle 1 is moved in relation to the center of gravity position of the center of gravity G of the vehicle in FIG. 1.

Fig. 3 schematically shows a side view of the articulated vehicle 1, the bucket 60 of the vehicle 1 being loaded and in the lowered position. The vehicle 1 travels in this view on a substantially horizontal surface A.

Fig. 4 schematically shows a side view of the articulated vehicle 1, the bucket 60 of the vehicle 1 being loaded and in the raised position. The vehicle 1 travels in this view on an uphill slope, ie. on a substrate A having a slope having an inclination forming an angle relativt2 relative to the horizontal plane H. Because the bucket 60 is in the raised position, the center of gravity position of the vehicle 1 is changed so that the center of gravity G of the vehicle 1 is moved relative to the center of gravity of the vehicle's center of gravity G in Fig. 3. .

Fig. 5 schematically shows a rear view of the articulated vehicle 1, the bucket 60 of the vehicle 1 being loaded and in the raised position. The vehicle 1 is arranged for driving straight ahead, where the front and rear vehicle units 10, 20 are aligned along their respective longitudinal extent. The vehicle 1 travels in this view in a side slope, ie. on a ground having a slope relative to the horizontal plane transverse to the longitudinal plane of the vehicle 1 forming an angle G3 between base A and horizontal plane H.

Fig. 6 schematically shows a rear perspective view of the articulated vehicle 1, the bucket 60 of the vehicle 1 being loaded and in the raised position. The vehicle 1 is arranged for travel in a pivoting direction deviating from the direction straight ahead, where the longitudinal extent of the front and rear vehicle unit 10, 20 mutually forms a waist angle relative to each other. The vehicle 1 travels in this view in a side slope, ie. on a surface having a slope relative to the horizontal plane across the longitudinal extent of the rear vehicle unit 10.

In this case, the center of gravity position of the vehicle is changed so that the center of gravity G of the vehicle 1 is moved in relation to the center of gravity of the center of gravity G of the vehicle in Fig. 5. Figs. 7-8 schematically illustrate different views of a motor vehicle 2 according to the present invention. According to this embodiment, the motor vehicle 1 consists of a articulated track vehicle 2 arranged to be driven by means of drive means in the form of drive belts. The articulated vehicle 2 comprises a front vehicle unit 70 with front drive belts 72a, 72b and a rear vehicle unit 80 with rear drive belts 82a, 82b. According to an alternative, only the front bands are driving. The front and rear vehicle units 70, 80 are steerable 80 interconnected by means of a control device 75. The front and rear vehicle units 70, 80 are pivotable about the control device 75, according to a variant in accordance with the embodiment of fig. 1-6.

The articulated vehicle 2 comprises a driveline (not shown) for operating the vehicle 2, where the driveline may be any suitable driveline comprising propellants such as electric motor and / or internal combustion engine for propelling the vehicle and said transmission configuration connected to said propellant for transmitting power from engine to output driving devices for operating said belts 72a, 72b, 82a, 82b. The drive line further includes a differential configuration included in the transmission configuration for transmitting drive torque to the driven belts 72a, 72b, 82a, 82b.

The articulated vehicle includes a system I; ll; 11 to control a differential configuration of the drive belts of the motor vehicle for differential drive, said steering being arranged to take place in accordance with any of the embodiments described in connection with Figs. 1-6, Figs. 9-11 and Fig. 13a.

Fig. 7 schematically illustrates a side view of the motor vehicle 2 in which the front vehicle unit 70 and the rear vehicle unit 80 are tilted relative to each other so that a tilt angle (14 is formed between the front and rear vehicle unit 70, 80. Here, the front vehicle unit 70 is arranged in a upwardly sloping, on an inclined base A1, and the rear vehicle unit 80 arranged in a downwardly sloping, on an inclined base A2.The front and rear vehicle units 70, 80 are hereby rotated relative to each other about at least one tilt axis of the control device 75.

Fig. 8 schematically illustrates a rear view of the motor vehicle 2 in which the front vehicle unit 70 and the rear vehicle unit 80 are rolled relative to each other so that a roll angle 0: 5 is formed between the front and rear vehicle unit 70, 80. Here, the front vehicle unit 70 is in a position so as to be inclined to the right, on an inclined surface A1, and the rear vehicle unit 80 in a position so as to be inclined to the left, on an inclined surface A2. The front and rear vehicle units are in this case rotated relative to each other about at least one roller axis X of the control device 75.

Fig. 9 schematically shows a block diagram of a system I for controlling a differential configuration according to an embodiment of the present invention.

System I comprises an electronic control unit 100 for said control.

System I includes a steering angle determining means 110 for sensing the degree of oscillation of the vehicle. The steering angle determining means 110 comprises according to one embodiment a waist angle sensor arranged to sense the mutual angle formed between the front and rear of a articulated vehicle 110 and according to one embodiment comprises a steering wheel angle sensor for sensing the longitudinal extent of the vehicle unit. Steering angle determining means steering angle deflection of the vehicle. The steering angle determining means 110 comprises, according to one embodiment, a wheel angle sensor for sensing wheel angle deflection of the vehicle.

System I further includes a speed determining means 120 for determining the speed of the vehicle. The speed determining means 120 may be any suitable speedometer / speed sensor.

System I further includes torque determining means 130 for determining torque of the vehicle. According to a variant, the system comprises I gyro for determining the inclination of the vehicle relative to the horizontal plane.

According to a tilt angle determining means for determining tilt angle, for example in accordance with the variant, the system I comprises a vehicle not shown in Fig. 7 for a articulated vehicle, trailers or the like, and / or a roll angle determining means (not shown) for determining roll angle in accordance with Fig. 7 for a articulated vehicle, vehicle with trailer or equivalent. The tilt angle determining means and / or the roll angle determining means are included according to a variant in the steering angle determining means 110 and / or in the gyro 140.

System I includes a first differential control unit 50 for pouring, in a normal case of normal vehicle operation, a first differential device 44 of a differential configuration 40 in a read condition to ensure the maneuverability of the vehicle in a motor vehicle, for example according to Figs. 1-6 or 7-8. Accordingly, the first differential control unit 50 is arranged to pour the first differential device 44 into a read condition in a default position.

System I includes a second differential control unit 52 for, in a normal case of normal vehicle operation, pouring a second differential device 46 of the differential configuration 40 into a read condition to ensure the passability of the vehicle to the motor vehicle, for example according to Figs. 1-6 or 7-8. the differential control unit 52 is consequently arranged to keep the second differential device 46 in a read state in a default position.

The electronic control unit 100 is the steering angle determining means 110 via a link 111. The electronic control unit 100 signal connected to is arranged via the link 111 to receive a signal from the steering angle determining means 110 representing vehicle oscillation data.

The electronic control unit 100 is the speed determining means 120 via a link 121. The electronic control unit is arranged via signal connected to the link 121 to receive a signal from the speed determining means 120 representing the speed data of the vehicle.

The electronic control unit 100 is signal-connected to said torque determining means 130 via a link 131. The electronic control unit 100 is arranged via the link 131 to receive a signal from the driving torque determining means 130 representing the driving torque data of the vehicle.

The electronic control unit 100 is signal connected to said gyro via a link 141. The electronic control unit 100 is arranged via the link 141 to receive a signal from the gyro 140 representing vehicle orientation data.

The electronic control unit 100 is arranged to determine on the basis of said speed data, vehicle orientation data, a vehicle oscillation data, torque data and, where applicable, said vehicle condition. The electronic control unit is consequently arranged to determine, on the basis of vehicle parameters including vehicle oscillation, vehicle speed,, if applicable, driving torque and, in vehicle orientation, the torque distribution of the driving means.

The electronic control unit 100 is signal connected to said first differential control unit 50 via a link 151. The electronic control unit 100 is arranged to send via the link 151 a signal to the first differential control unit 50 vehicle condition data representing information about said vehicle condition.

The electronic control unit 100 is signal connected to said second differential control unit 52 via a link 152. The electronic control unit 100 is arranged to send via the link 152 a signal to the second differential control unit 52 vehicle condition data representing information about said vehicle condition.

The first differential control unit 50 is signal connected to the first differential device 44 via a link 141. The first differential control unit 10 is arranged to send via the link 141 a signal to the first differential device 44 representing the torque data constituting information on the desired torque based on said from the electronic control unit 100 transmitted vehicle condition data.

The second differential control unit 52 is signal connected to the second differential device 46 via a link 142. The second differential control unit 52 is arranged to send via the link 142 a signal to the second differential device 46 representing torque data constituting information on the desired drive torque based on that transmitted from the electronic control unit 100. vehicle condition data.

The first differential controller 50 is signal connected to the first differential device 44 via a link 143. The first differential controller 50 is arranged to receive via the link 143 a signal from the first differential device 44 representing torque data constituting actual torque information.

The second differential controller 52 is signal connected to the second differential device 46 via a link 144. The second differential controller 52 is arranged to receive via the link 144 a signal from the second differential device 46 representing torque data constituting actual torque information.

The electronic control unit 100 is signal connected to said first differential control unit 50 via a link 153. The electronic control unit 100 is arranged via the link to receive a signal from the first differential control unit 50 representing torque data constituting actual driving torque information.

The electronic control unit 100 is signal connected to said second differential control unit 52 via a link 154. The electronic control unit 100 is arranged to receive via the link 154 a signal from the second differential control unit 52 representing torque data constituting actual torque information.

The electronic controller 100 is arranged to compare said desired torque data with said actual torque data and, in the event of a difference, correct said determined vehicle condition so that the first and second differential controllers 50, 52 control the first and second differential devices 44, 46 so as desired. driving torque for the current vehicle condition is obtained in the respective drive means, for example drive wheels or drive belts, of the vehicle for optimized passability.

The first differential control unit 50 is arranged to control the first differential device 44 to an unlocked state and / or the second differential control unit 52 is arranged to control the second differential device 46 to an unlocked state if said vehicle condition data deviates from said normal case of normal vehicle operation. , i.e. differs from predetermined normal vehicle conditions.

The first differential controller 50 is arranged to hold the first differential device 44 in the locked state and the second differential controller 52 is arranged to hold the second differential controller in the locked state so that the differential configuration 40 is kept in the locked state if said vehicle condition data is within said normal. cases of normal vehicle operation, ie. is within the said predetermined vehicle condition.

Said unlocked state of the first differential device 44 includes a fully open state of the first differential device 44, and a partially open state of the first differential device 44.

Said unlocked state of the second differential device 46 includes a fully open state of the second differential device 46, as well as partially open states of the second differential device 46. In case of deviation from the normal case of normal vehicle operation, i.e. deviation from normal vehicle conditions, depending on the vehicle condition, the first and / or second differential device 44, 46 will open up to a suitable degree so that front and / or rear drive means are allowed to rotate at different speeds.

Accordingly, the electronic control unit 100 is arranged to, in a normal case of normal vehicle operation, where said determined vehicle condition is within predetermined normal vehicle conditions, keep the differential configuration 40 in a locked condition to ensure the passability of the vehicle. The electronic control unit 100 is further arranged to control the differential configuration 40 to an unlocked state in case of deviations from said normal cases of normal vehicle operation represented by predetermined vehicle states different from said predetermined normal vehicle states, to further ensure the passability of the vehicle.

The electronic control unit 100 is consequently arranged to determine if and to what extent to what extent the differential configuration 40 is to be allowed to open and consequently how much "slip" is to be allowed in the differential configuration 40 at specific vehicle conditions, i.e. in specific driving situations in order to get as close to the optimal torque distribution of the drive means of a vehicle as possible without impeding the passability of the vehicle.

The electronic control unit 100 is according to a variant arranged to control the differential configuration 40 to an unlocked state if i) the steering angle exceeds a predetermined value and: the vehicle speed exceeds a first predetermined value, or ii) if the speed exceeds a second predetermined predetermined value and / or the torque falls below a value greater than said first predetermined value. Fig. 10 schematically shows a block diagram of a system 11 for controlling a differential configuration according to an embodiment of the present invention.

The system 11 comprises an electronic control unit 200 for said control.

The system will determine the center of gravity positions of the vehicle. the center of gravity determining means 210 for the system 11 further comprises a speed determining means 120 for determining the speed of the vehicle.

The system 11 further includes torque determining means 130 for determining the torque of the vehicle.

The system 11 comprises a steering angle determining means 110, for example according to the embodiment described with reference to Fig. 9, for sensing the degree of oscillation of the vehicle.

The system 11 comprises according to a variant tilt angle determining means and / or roll angle determining means not shown, for example in accordance with the means described in connection with Fig. 9. Said tilt angle determining means and / or roll angle determining means are included according to a variant of the steering angle determining means and / or gyro 140 as below.

The system 11 comprises a differential control unit 50 for differential configuration 40 for controlling a drive means arranged at least two for differential drive of a motor vehicle between a read and an unread condition in the configuration 40 comprises a differential device 44. depending on predetermined vehicle parameters. Differential The electronic control unit 200 is signal connected to the center of gravity determining means 210 via a link 211. The electronic control unit 200 is arranged via the link 211 to receive a signal from the center of gravity determining means 210 representing the vehicle center of gravity position data. The electronic control unit 200 is signal connected to the speed determining means 120 via a link 122. The electronic control unit 200 is arranged via the link 122 to receive a signal from the speed determining means 120 representing the speed data of the vehicle.

The electronic control unit 200 is signal connected to said torque determining means 130 via a link 132. The electronic control unit 200 is arranged via the link 132 to receive a signal from the driving torque determining means 130 representing the driving torque data of the vehicle.

The electronic control unit 200 is signal-connected to the steering angle determining means 110 via a link 112. The electronic control unit is arranged via the link 112 to receive a signal from the steering angle determining means 110 representing vehicle oscillation data.

The electronic control unit 200 is arranged to determine a vehicle condition on the basis of said center of gravity determination data, speed data, torque data and vehicle oscillation data. Accordingly, the electronic control unit is arranged to determine, on the basis of vehicle parameters, the center of gravity positions of the vehicle, vehicle speed, drive torque, and vehicle oscillation, the torque distribution of the drive means.

The electronic control unit 200 is signal connected to said differential control unit 50 via a link 155. The electronic control unit 200 is arranged to send via the link 155 a signal to the differential control unit 50 representing vehicle condition data including information on said vehicle condition.

In accordance with the embodiment described in connection with Fig. 9, the differential control unit 50 is signal connected to the differential device 44 via a link 145 and arranged to send via the link 145 a signal to the differential device 44 representing torque data constituting information on desired torque based on the electronic control unit 200 transmitted. vehicle condition data. The differential control unit 50 is further signal-connected to the differential device 44 via a link 146 and arranged to receive via the link 146 a signal from the differential device 44 representing torque data constituting information on actual torque.

The electronic control unit 200 is signal-connected to the differential control unit 50 via a link 156 and arranged to receive via the link 156 a signal from the differential control unit 50 representing torque data constituting information on actual driving torque.

The electronic control unit 200 is arranged to compare said desired torque data with said actual torque data and, in case there is a difference, correct said determined vehicle condition so that the differential control unit 50 controls the differential device 44 so that desired torque for the current vehicle condition is obtained in respective drive wheels. or drive belt, of the vehicle for optimized passability.

The differential control unit 50 is arranged to control the differential device 44 between a locked and an unlocked state depending on the center of gravity positions of the vehicle. the device 44 between a locked and an unlocked state based on vehicle condition data including center of gravity position data, speed data and the differential control unit 50 is arranged to control differential torque data.

The differential control unit 50 is arranged to keep the differential device in a locked state if said vehicle condition data is within predetermined vehicle conditions, said vehicle condition depending on the center of gravity position of the vehicle, speed of the vehicle, and torque of the vehicle.

According to a variant, the differential control unit 50 is arranged to, in a normal case of normal vehicle operation, keep the differential device 44 in differential-locked condition to ensure the passability of the vehicle. Accordingly, according to a configuration 40, the differential control unit 50 is arranged in a variant to hold the differential device 40 in a locked state in a default position.

Accordingly, the electronic control unit 200 is arranged according to an embodiment that in a normal case of normal vehicle operation, where said determined vehicle condition is including the center of gravity position of the vehicle, keep the differential configuration within predetermined normal vehicle conditions 40 in a locked condition to ensure vehicle passability. The electronic control unit 200 is further arranged to control the differential configuration 40 to an unlocked state in case of deviations from said normal cases of normal vehicle operation represented by predetermined vehicle conditions including center of gravity of the vehicle which differs vehicle condition, to further ensure the vehicle's accessibility. from said predetermined normal Fig. 11 schematically shows a block diagram of a system III for controlling a differential configuration according to an embodiment of the present invention.

The system III includes a steering angle determining means 110 for sensing the degree of oscillation of the vehicle. The steering angle determining means 110 comprises, according to one embodiment, a waist angle sensor arranged to sense the mutual angle formed between a front angle and a rear 110 steering wheel sensor of a articulated vehicle 110 for sensing the longitudinal extent of the vehicle unit. According to one embodiment, the steering angle determining means comprises a steering angle deflection of the vehicle. The steering angle determining means 110 comprises, according to one embodiment, a wheel angle sensor for sensing wheel angle deflection of the vehicle.

The system III includes vehicle physics determining means 310 including the vehicle's basic data such as weight, length, width, height, original weight distribution, of articulated vehicle and vehicle unit weight, height, etc., respectively.

The system III comprises load determining means 320 for determining load of the vehicle, wherein said load may be any load such as load in a bucket of a vehicle, for example as described with reference to Figs. 1-6, or load in an fl ak at a dumper or equivalent.

The system III further comprises elevation determining means 330 arranged to determine elevation of elevation changeable parts of the vehicle such as for example a height-adjustable bucket according to the vehicle in Figs. 1-6, or a height-adjustable platform of a vehicle.

The system III includes a center of gravity determination module 340 for determining the center of gravity positions of the vehicle. The center of gravity position determining module 340 is signal connected via a link 113 to said steering angle 340 is arranged via the link 113 to receive a vehicle representing means determining a signal. Center of gravity position determination module oscillation data. link 311 signal connected to said vehicle physics determining means 310. Center of gravity The center of gravity determining module 340 is via a position determining module 340 arranged via the link 311 to receive a signal representing vehicle physics data. link 321 is signal connected to said load determining means 320. Center of gravity position The center of gravity determining module 340 is via a determination module 340 is arranged via the link 321 to receive a signal representing vehicle load data. link 331 is signal connected to said elevation determining means 330. Center of gravity The center of gravity determining module 340 is via a position determining module 340 is arranged via the link 331 to receive a signal representing elevation data.

The center of gravity determination module 340 is arranged to determine the center of gravity position of the vehicle based on said vehicle oscillation data, vehicle physics data, vehicle load data and elevation data. Accordingly, the center of gravity determination module 340 is arranged to determine the center of gravity position of the vehicle 10 based on the vehicle parameters vehicle physics, vehicle load which may be load in bucket or flatbed, elevation of bucket or flatbed or equivalent, where vehicle physics data according to a variant specification is stored.

The system III also includes gyro 140 for determining orientation relative to the horizontal plane.

The system III further comprises a vehicle orientation module 350 for also considering the inclination of the ground.

The vehicle orientation module 350 is via a link 341 signal connected to the 340. arranged to receive a signal said the center of gravity determination module the link 341 representing the center of gravity position data.

The vehicle orientation module 350 is via the Vehicle orientation module 350 is via a link 142 signal connected to the gyro 140. The vehicle orientation module 350 is arranged via the link 142 to receive a signal representing the vehicle connection data.

The vehicle orientation module 350 is arranged to determine the orientation of the vehicle relative to the horizontal plane based on said center of gravity position data and vehicle closing data.

The system III further includes a speed determining means 120 for determining the speed of the vehicle.

The system III further includes torque determining means 130 for determining the driving torque of the vehicle.

The system III also includes a torque distribution optimization module 360 arranged to determine the optimum drive torque distribution of the drive wheels of the vehicle. The torque distribution optimization module is arranged to determine the degree to which the differential configuration is to be opened up in a specific driving condition of the vehicle. The torque distribution optimization module 360 is signal connected via a link 361 to the said vehicle orientation module 350. The torque distribution optimization module 360 is arranged via the link 361 to receive a signal representing the vehicle orientation data. 360 is via a link 133 130. The torque distribution optimization module 360 is arranged via the link 133 to receive the torque distribution optimization module signal connected to said torque determining means a signal representing drive torque data.

The torque distribution optimization module 360 is arranged to determine the optimum torque distribution based on said vehicle orientation data and the torque data.

The system III includes a differential control module 370. The differential control module 370 is signal connected to the control angle determining means 110 via a link 114.

The differential control module 370 is arranged via the link 114 to receive a signal from the steering angle determining means 110 representing vehicle oscillation data.

The differential control module 370 is signal connected to the torque distribution optimization module 360 via a link 361. The differential control module 370 is arranged via the link 361 to receive a signal from the torque distribution optimization module 360 representing torque distribution data for optimal torque distribution of the vehicle.

The differential control module 370 is signal connected to the speed determining means 120 via a link 123. The differential control module 370 is arranged via the link 123 to receive a signal from the speed determining means 120 representing vehicle speed data.

The differential control module 370 is arranged to determine vehicle condition based on said vehicle oscillation data, torque distribution data and vehicle speed data. Accordingly, the differential control module 370 is arranged to determine the torque distribution of the drive means on the basis of vehicle parameters including vehicle oscillation, driving torque, vehicle speed, and vehicle orientation.

The system III further comprises at least one differential control unit 50, 52, for example in accordance with the differential control units described in connection with Fig. 9, for controlling a differential configuration 40 for at least two differential ground contacting drive means such as drive wheels or drive belts of a motor vehicle between a locked and an unlocked state in the configuration 40 includes at least one differential device 44, 46. Here depending on predetermined vehicle parameters. Differentially, a first and a second differential control unit 50, 52 are shown. 370 is the first differential control unit 50 via a link 371. The differential control module 370 is arranged to send via the link 371 a signal to the first differential vehicle condition data. said vehicle permit.

The differential control module 370 is signal connected to said second differential control unit 52 via a link 372. The differential control module 370 is arranged to send via the link 372 a vehicle to the second differential control unit 52 representing vehicle condition data including information on said vehicle condition.

The first differential control unit 50 is arranged to control the first differential device 44 to an unlocked state and / or the second differential control unit 52 is arranged to control the second differential device 46 to an unlocked state if said vehicle condition data deviates from said normal case of normal vehicle operation. , i.e. differs from predetermined normal vehicle conditions.

The first differential controller 50 is arranged to hold the first differential device 44 in the locked state and the second differential controller 52 is arranged to hold the second differential controller 46 in the locked state so that the differential configuration 40 is kept in the locked state if said vehicle permit data is within said normal case of normal vehicle operation, i.e. is within the said predetermined vehicle condition.

The first differential controller 50 is signal connected to the first differential device 44 via a link 147. The first differential controller 50 is arranged to send via the link 147 a signal to the first differential device 44 representing torque data constituting information on the desired torque based on the signal transmitted from the electronic controller 300. vehicle condition data.

The second differential controller 52 is signal connected to the second differential device 46 via a link 148. The second differential controller 52 is arranged to send via the link 148 a signal to the second differential device 46 representing torque data constituting information of desired torque based on said from the electronic control unit. 300 transmitted vehicle condition data.

The first differential controller 50 is signal connected to the first differential device 44 via a link 149. The first differential controller 50 is arranged to receive via the link 149 a signal from the first differential device 44 representing torque data constituting actual torque information.

The second differential controller 52 is signal connected to the second differential device 46 via a link 150. The second differential controller 52 is arranged to receive via the link 150 a signal from the second differential device 46 representing torque data constituting actual torque information.

The differential control module 370 is signal connected to said first differential control unit via a link 373. The differential control module 370 is arranged to receive via the link 373 a signal from the first differential control unit 50 representing torque data constituting actual torque information.

The differential control module 370 is signal-connected to said second differential control unit via a link 374. The electronic control unit 300 is arranged to receive via the link 374 a signal from the second differential control unit 52 representing torque data constituting actual torque information.

The differential control module 370 is arranged to compare said desired torque data with said actual torque data and, in case of a difference, correct said determined vehicle condition so that the first and second differential controllers 52 control the first and second differential devices 46 so that the desired torque for the current vehicle condition is obtained. in the respective ground contacting means, for example drive wheels, of the vehicle for optimized passability.

The differential control module 370 is arranged to, in a normal case of predetermined predetermined normal vehicle states, keep the differential configuration 40 in vehicle operation, with said determined vehicle state within a locked state to ensure the passability of the vehicle.

The differential control module 370 is further arranged to control the differential configuration 40 to an unlocked state in case of deviations from said normal cases of normal vehicle operation represented by predetermined vehicle states different from said predetermined normal vehicle states, to further ensure the passability of the vehicle.

The system III includes an actuator 380 for manually overriding link 381 signal connected to said differential control module. The actuator 380 is the differential control. The actuator 380 is, via one when activated, arranged to send via the link 381 a signal to the differential control module 370 to control the differential configuration 40 in accordance with the wishes of the operator / driver. According to one embodiment, the operating member 380 has the operating positions on and off, where the position on means that the differential configuration 40 is completely locked, i.e. ends up in its normal position, so that all drive means such as drive wheels or drive belts rotate at the same speed, and the position off means that the differential configuration 40 is fully opened so that the differential function of the differential configuration 40 is fully utilized. According to an alternative embodiment, in addition to the positions on and off, the actuator 380 also has positions in between so that the operator / driver can manually control the differential configuration 40 to the desired degree of opening.

Fig. 12 transmission configuration / differential configuration 400 according to the present invention schematically illustrates a motor vehicle 3 embodying an invention. Said motor vehicle 3 can be constituted by a work vehicle such as a articulated vehicle. The motor vehicle 3 can be a multi-wheeled vehicle.

The motor vehicle 3 can be a vehicle with a trailer. The motor vehicle 3 can be a tracked vehicle.

Fig. 13a schematically illustrates a transmission configuration 400 which includes / constitutes a differential configuration 400 or differential device for providing a differential function and Fig. 13b schematically illustrates a differential arrangement 420 arranged to be controlled by a system I; ll; III according to the present invention. The transmission configuration 400 includes the differential arrangement 420. The transmission configuration 400 includes an electric motor 410 with a rotor 412 and a stator 414, said rotor 412 being connected to a drive shaft 416, said rotor 412 being arranged to rotate said drive shaft 416.

Said differential arrangement 420 comprises a first planetary gear configuration 430 and a second planetary gear configuration 440, said motor 410 being arranged between said first and second planetary gear configurations 430, 440. The second planetary gear configuration 440 is brought into driving engagement with said first planetary gear configuration 430 via an output shaft 450 rotatable relative and substantially engaged with said drive shaft 416.

The output shaft 450 is aligned with the drive shaft 416. According to one embodiment, the drive shaft 416 is a hollow drive shaft 416 driven by the motor 410 and the output shaft 450 extends through, and is arranged to rotate freely in the hollow shaft 416.

The first planetary gear configuration 430 is drivably connected to a first drive means 452. The second planetary gear configuration is drivably connected to a second drive means 454. The first and second drive means 452, 454 are ground contacting means arranged to propel a motor vehicle, the drive means according to one embodiment being drive wheels. and according to another embodiment drive belts. According to a variant, the drive means comprise downshift configuration such as a planetary gear configuration to effect downshift at ground contact.

The first planetary gear configuration 430 comprises a sun gear 432, a planet gear set 434 supported by a carrier 436, and a ring gear 438. In the first planet gear configuration 430, the sun gear 432 is engaged with the planet gear set 434, and the planet gear set 43 with the ring wheel B is engaged. 436 of the first planetary gear configuration 430 is arranged to transmit output torque to the first drive means 452.

The second planetary gear configuration 440 includes a sun gear 442, a planet gear set 444 supported by a carrier 446, and a ring gear 448. In the second planet gear configuration 440, the sun gear 442 is engaged with the planet gear set 444, and the planet gear set 44 is engaged with the ring wheel. 446 of the second planetary gear configuration 440 is arranged to transmit torque to the second drive means 454. The second planetary gear configuration 440 is brought into driving engagement with said first planetary gear configuration 430 via the output shaft 450 so that the sun gear 432 of the first planetary gear configuration is connected to the sun gear 442 of the second planetary gear configuration 440 by said output shaft 450.

The differential arrangement 420 further includes an anti-directional device 422, wherein the ring gears 438, 448 of the first and second planetary gear configurations 430, 440 are engaged via said anti-directional device 422 for said differential function. Said counter-direction device 422 is separated from the drive shaft 416 and thus from the operation of the transmission configuration 400. Said counter-direction device 422 comprises a shaft configuration 424 separated from said drive shaft 416 and separated from said output shaft 450.

Said counter-direction device 422 comprises a rotation direction change configuration, connected to the ring wheels 438, 448 of the first and second planetary gear configurations 430, 440 via said axle configuration 424.

According to this embodiment, said directional device 422 is connected between the ring gear 438 of the first planetary gear configuration 430 and the ring gear 448 of the second planetary gear configuration 440 so that when the ring gear 438 of the first gear configuration is allowed to rotate in a direction of rotation of a certain planetary rotation wheel in the opposite direction of rotation at substantially the same rotational speed as the ring gear 438 of the first planetary gear configuration 430.

The forward wheel rotating wheel 438, 448 provides an increased rotational speed of the output shaft of the carrier 436, 446 of the planetary gear configuration 430, 440, and the rearward rotating ring gear 448, 438 provides a correspondingly reduced rotational speed of the axial axis. of the carrier 446, 436 of the planetary gear configuration 440, 430.

For example, if the ring gear 438 of the first planetary gear configuration 430 rotates in the forward direction, causing an increased rotational speed of the output shaft of the carrier 436, the ring gear 448 of the second planetary gear configuration 440 rotates in the reverse direction, causing a decreased rotational axis speed of the carrier 44.

The sum of rotational speeds of the output shaft of the respective carriers 436, 446 is constant for a constant rotational speed of the motor, regardless of which ring wheel 438, 448 rotates in the forward or reverse direction, rotational speed of the respective ring wheels or whether the ring wheels are locked, i.e. does not rotate so that the output shaft of the respective carriers 436, 446 rotates at the same rotational speed.

For example, if the rotational speed of the engine is 3000 of which per minute, in the case when the ring wheels are stationary, the respective carriers 436, 446 rotate in the same direction of rotation at 1000 revolutions per minute, where the sum is 2000 revolutions per minute, and in the case when the first ring wheel rotates at a certain rotational speed in the forward direction and the other ring wheel rotates at the same rotational speed in the reverse direction, the carrier 436 rotates in the forward direction by, for example, 1100 revolutions per minute, the carrier 446 will rotate in the forward direction at 900 revolutions per minute. As shown schematically illustrated in FIG., Said ring gear 438 of the first planetary gear configuration 430 includes a second gear 427 engaged with the ring gear 448 of the second planetary gear configuration 440 and a third gear second gear 427 via said shaft configuration 424 which is constituted by a first differential shaft 424a, and engaged with the first gear 426, said first gear 426 and third gear 428 effecting a change of direction of rotation. The second and third gears 426, 427 are thus fixedly connected to the shaft 424a so that they rotate at the same rotational speed.

As shown in part in Fig. 13b, said counterclockwise device 422 may comprise a fourth gear 429a connected to the first gear 426 via a second differential shaft 424b, the fourth gear being engaged a fifth gear (not shown), said fourth and fifth gears being provided. said change in direction of rotation. The shaft configuration 424 according to this embodiment consists of the first differential shaft 424a and the second differential shaft 424b.

In the differential arrangement 420, the input power is transmitted from the engine 410 to the configuration 430, 440, the output power being transmitted from the shaft 436, 446 of the planetary gear configuration 430, 440 to the respective output device 452, 454. the sun gear 432, 442 of the first and second planetary gears. in each carrier the first and second Differential Arrangements 420 can be controlled to an open state, i.e. the ring gear 438 of the first planetary gear configuration 440 and the ring gear 448 of the second planetary gear configuration 440 rotate in opposite directions when the end drive means is subjected to different rotational speeds, for example when the end drive means is connected to wheels of a vehicle and said vehicle pivots, i.e. run in a curve. As shown in Fig. 13a, the differential arrangement of the appropriate differential controller 460 may be controlled. The differential controller 460 is arranged to be controlled based on vehicle condition data from the electronic controller of the present invention. Said differential control unit 460 may, as shown in dotted lines in Fig. 13a, be arranged in connection with the first gear 426, the second gear 427 or the third gear 428 for controlling the differential arrangement 420.

Fig. 13a schematically illustrates further differential controllers 460 '.

The differential control units 460 'are arranged in connection with the carrier 436 and / or the carrier 446, the differential control unit 460' being arranged to apply force to the carrier 436 and / or the carrier 446 via coupling means 160a in order to achieve a differential function, wherein according to a variant and output device 452 , 454 can be rotated at the same rotational speed to enable optimal torque distribution.

According to this embodiment, the differential arrangement 420 comprises the planet carriers 436, 446 of the transmission configuration 400. Accordingly, the transmission configuration 400 is a differential configuration providing differential functions.

According to a variant, by means of the differential control units 460 ', locking of the respective carriers 436, 446 is made possible so that the respective outgoing device is prevented from rotating so that the advance of the vehicle is stopped. The differential control units 460 'can consequently be used as parking brakes and emergency brakes by means by means of the same locks in connection with the carriers 436, 446 so that rotation of the output devices 452, 454, for example drive wheels, is prevented.

Fig. 14a schematically illustrates a differential control unit represented by a clutch configuration 462 constituted by a disc brake member 462 having a set of discs 462a to provide a braking action when subjected to a pressure, said disc brake member 462 being operable to bring said counter direction device 422 to enable control of said differential arrangement 420.

By means of a disc brake member 462, degree of control of braking is made possible.

Said disc brake means 462, when activated, provides a fully locked operating state of the differential arrangement 420 during engagement with said counter-direction device 422, in which a total differential lock is provided so that first and second output devices 452, 454, for example ground contacting end drive means in in the form of drive wheels or drive belts are locked at the same rotational speed, so that opposite wheels or belts of a vehicle are forced to rotate at the same rotational speed. System I; ll; lll according to by means of the disc brake means 462 in a normal case of normal vehicle operation holding a locked embodiments of the present invention is arranged that the differential configuration 400 / differential arrangement 420 is in a state to ensure the maneuverability of the vehicle.

Said disc brake means 462 further provides, when activated, a differential lock operating condition during engagement of said counter-direction device 422, the differential configuration 400 / differential arrangement 420 being controlled so that a difference in rotational speed between the drive means 452, 454, for example opposing drive wheels or drive belts of a vehicle aü prevention of relative motion by difference in rotational speed. The system differential arrangement lock. In this way I; ll; 11 according to embodiments of the present invention is arranged to control by means of the disc brake means 462 the differential arrangement / differential configuration 420 to an unlocked state in case of deviations from said normal cases of normal vehicle operation represented by predetermined vehicle parameters to further ensure the passability of the vehicle.

Fig. 14b schematically illustrates a differential control unit constituted by a motor 466, for example an electric motor or a hydraulic motor, drivable to engage said counter-directional device 422 to enable control of said differential arrangement 420. Said motor 410 provides directional torque distribution when driven to bring said counter-directional device 422 engages, so that force from one drive means 452 454, is transferable to the other drive means 454, 452. For example, when operating with a vehicle in a curve, force is transmitted from the inner wheel to the outer wheel. This function can be used to steer the vehicle, for example to turn the vehicle. The transmission configuration 400 with the differential arrangement 420 according to the present invention separated from the drive shaft 416 enables the separation of high / low drive and differential drive.

The transmission configuration 400 with the differential arrangement 420 of the present invention spaced from the drive shaft 416 enables differential locking as described with reference to Fig. 14a and enables torque distribution as described above with reference to Fig. 14b.

The transmission configuration 400 with the differential arrangement 420 according to the present invention separated from the drive shaft 416 can be advantageously combined with power electronics, electronic control unit, hybrid drive, diesel electric drive, etc.

The transmission configuration 400 with the differential arrangement 420 of the present invention separate from the drive shaft 416 may include cooling of the electric motor 410 and gears, lubrication of gears, and resolvers for determining rotating parts.

The transmission configuration 400 of the present invention with the differential means separate from the drive shaft 416 can be housed in a housing, said electric drive system 400 being integral with a drive shaft 416 of a motor vehicle. The drive shaft 416 can be rigidly suspended, pendulum-suspended, damped, etc.

The transmission configuration 400 of the present invention may be longitudinally mounted in a four-wheel drive driveline.

The transmission configuration 400 with the differential arrangement 420 of the present invention separated from the drive shaft 416 can be used to provide pivot turns when the differential control unit which is a motor and low gear is used.

The transmission configuration 400 with the differential arrangement 420 of the present invention separated from the drive shaft 416 can be used for traction control when the differential control unit consisting of a motor and low gear is used.

The transmission configuration comprises sensor means for determining the speed of output shafts of respective carriers 436, 446. Said sensor means may be arranged at any suitable location. Said sensor means is according to an embodiment a resolver for the respective carriers 436, 446. means for the rotor shaft speed / position The transmission configuration comprises determining the rotor shaft speed and position. Said determining means may be constituted by a sensor means such as a resolver.

Fig. 15 schematically illustrates a block diagram of a method for controlling a differential configuration according to an embodiment of the present invention.

According to a differential configuration a first step S1. In this step, it is examined whether the embodiment includes the method of controlling a vehicle's driving condition is a normal case of normal vehicle operation.

According to a differential configuration a second step S2. If the driving condition of the vehicle is an embodiment, the method of controlling a normal case of normal vehicle operation includes in this second step the differential configuration being kept in a locked condition to ensure the passability of the vehicle.

Fig. 16 schematically illustrates a block diagram of a method for controlling a differential configuration according to an embodiment of the present invention.

According to the embodiment, the method comprises a step S10. In this step, the differential configuration is kept in a locked state. According to one embodiment, the method comprises a step S11. In this step, the driving condition of the vehicle is examined.

According to one embodiment, the method comprises a sub-step S11a. In this step the vehicle's driving condition is examined whether the steering angle exceeds a predetermined value and: the speed exceeds a first predetermined value, whereby, if its criteria are met, in a step S12 the differential configuration is controlled to an unlocked condition, whereby the vehicle's driving condition is again examined.

According to one embodiment, the method comprises a sub-step S11b. In this step, the driving condition of the vehicle is examined whether the driving torque falls below a predetermined value, whereby, if this criterion is met, in a step S12 the differential configuration is controlled to an unlocked condition, whereby the driving condition of the vehicle is again examined.

According to one embodiment, the method comprises a sub-step S11c. In this step, in the driving condition of the vehicle, it is examined whether the speed exceeds a second predetermined value greater than said first predetermined step S12, the differential configuration is controlled to an unlocked condition, whereby the value of the vehicle, if this criterion is met, is again examined in a driving condition.

If none of the criteria in sub-steps 11a, 11b or 11c are met, if the differential configuration is in the locked state, the configuration will be kept in the locked state, and, if the differential configuration is in the unlocked state, the differential configuration will be controlled in the locked state. the condition. Referring to Fig. 17, there is shown a diagram of an embodiment of a device 500. The controllers 100; 200; 300 as described with reference to Figs. 9-11 may in one embodiment comprise the device 500. The device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read / write memory 550. The non-volatile memory 520 has a first memory portion 530 in which a computer program, such as an operating system, is stored to control the operation of the device 500. Further, the device 500 includes a bus controller, a serial communication port, I / O means, an A / D converter, a time and date input and transfer unit, an event counter and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory day 540.

A computer program P is provided which includes routines for enabling control of a differential configuration according to the innovative method.

The program P includes routines for keeping the differential configuration in a locked state in a normal case of normal vehicle operation to ensure the passability of the vehicle. The program P comprises routines for controlling the differential configuration to an unlocked state in the event of deviations from said normal cases of normal vehicle operation represented by predetermined vehicle parameters for continued assurance of the vehicle's maneuverability. The program P can be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550.

When it is described that the data processing unit 510 performs a certain function, it is to be understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.

The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. Read / write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599, e.g. the links connected to the control units 100; 200; 300 connected.

When data is received on the data port 599, it is temporarily stored in the second 540. When the data processing unit 510 is ready to perform execution of code on the memory part received input data has been temporarily stored, a mode as described above. The received signals on the data port 599 can be used by the device 500 to, in a normal case of normal vehicle operation, keep the differential configuration in a locked state to ensure the maneuverability of the vehicle. The received signals on the data port 599 can be used by the device 500 to control the differential configuration to an unlocked state in case of deviations from said normal cases of normal vehicle operation represented by predetermined vehicle parameters to further ensure the maneuverability of the vehicle.

Parts of the methods described herein may be performed by the device 500 by means of the data processing unit 510 running the program stored in the memory 560 or the read / write memory 550. When the device 500 runs the program, the methods described herein are executed.

The above description of the preferred embodiments of the present invention has been provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments have been selected and described to best explain the principles of the invention and its practical applications, thereby enabling one skilled in the art to understand the invention for various embodiments and with the various modifications appropriate to the intended use.

Claims (24)

'IO 15 20 25 44 PATENT REQUIREMENTS A method of controlling a differential configuration (40, 400) for at least two drive means arranged for differential drive of a motor vehicle (1; 2; 3), said differential drive being arranged to assume locked and open positions, respectively, comprising the step of holding in a state at least a differential drive in a substantially locked position, characterized by the steps of: - in a normal case of normal vehicle operation keeping (S1) the differential configuration (40, 400) in a locked condition to ensure the maneuverability of the vehicle; and - controlling (S2) the differential configuration to an unlocked state in case of deviations from said normal case of normal vehicle operation represented by predetermined vehicle parameters to further ensure the passability of the vehicle. The method of claim 1, wherein said vehicle parameters include one or more of vehicle steering angle, drive torque, vehicle speed, center of gravity position, and vehicle orientation. The method of the differential configuration (40, 400) comprises the steps of: according to claim 1 or 2, wherein the step of steering - determining the speed of the vehicle; vehicle torque; and the steering angle of the vehicle; the vehicle's propulsion torque and with - compare speed, predetermined possible vehicle conditions for the vehicle's driving. steering angle A method according to any one of claims 1-3, comprising the step of controlling the differential configuration (40, 400) to an unlocked state if i) the steering angle exceeds a predetermined value and: the speed exceeds a first predetermined value and / or the driving torque exceeds a predetermined value , or (ii) if the velocity exceeds a second predetermined value greater than said first predetermined value. 10 15 20 25 45 A method according to any one of claims 1-4, comprising the step of: controlling the differential configuration (40, 400) to a certain mutual torque distribution of the drive means. A system for controlling a differential configuration (40, 400) for at least two drive wheels of a motor vehicle arranged for differential drive, said differential drive being arranged to assume locked and open position, respectively, means being provided for arranging at least one differential drive in a substantially locked position. , characterized by means (100; 200; 300; 50, 52, 460; 460 '; 462; 466) for keeping the differential configuration (40, 400) in a locked condition in a normal case of normal vehicle operation to ensure the passability of the vehicle; and means (100; 200; 300; 50, 52, 460; 460 '; 462; 466) for controlling the differential configuration (40, 400) to an unlocked state in case of deviations from said normal cases of normal vehicle operation represented by predetermined vehicle parameters for continued assurance of the vehicle's maneuverability. The system of claim 6, wherein said vehicle parameters include one or more of vehicle steering angle, driving torque, vehicle speed, center of gravity position and vehicle orientation. A system according to claim 6 or 7, wherein said means for controlling the differential configuration (40, 400) to an unlocked state comprises: - means (110; 120; 130) for determining the speed of the vehicle; vehicle torque; and the steering angle of the vehicle; means (100; 200; 300) for comparing the vehicle's speed, driving torque and steering angle against predetermined possible conditions for the vehicle's driving. A system according to any one of claims 6-8, comprising means (100; 200; 300; 50, 52, 460; 460 '; 462; 466) for controlling the differential configuration (40, 400) to an unlocked state if i) the steering angle exceeds a predetermined value and: the speed exceeds a first predetermined value and / or the driving moment exceeds a predetermined value, or ii) if the speed exceeds a second predetermined value which is greater than said first predetermined value. A system according to any one of claims 6-9, comprising means (100; 200; 300; 50, 52, 460; 460 '; 462; 466) for controlling the differential configuration (40, 400) to a certain mutual torque distribution of the drive means. Differential configuration characterized in that it is arranged to be controlled by means of a system according to wherein said (400) arrangement (420) comprising a first planetary gear configuration (430) any of claims 6-10, differential configuration comprises at least one differential which is drivably connected to a first drive means (452); a second planetary gear configuration (440) brought into driving engagement with said first planetary gear configuration (430) via said output shaft (450), said second planetary gear configuration (440) being drivably connected to a second drive means (454); wherein an electric motor (410) is arranged between said first and second planetary gear configurations (430, 440), wherein said first planetary gear configuration (430) is arranged to cooperate with said second planetary gear configuration (440) to provide a differential function. The differential configuration of claim 11, wherein the ring gears (438, 448) of the first and second planetary gear configurations (430, 440) are engaged via an anti-alignment device (422) for said differential function. claim 11 counter-facing device (422) comprises a shaft configuration (424) separate from A differential configuration according to or 12, wherein said drive shaft (416). The differential configuration according to claim, wherein said (422) configuration, connected to the ring wheels (438, 448) of the first and second 12 or 13, counter-direction device comprises a rotational direction change plane gear configuration (430, 440) via said shaft configuration. 10 15 20 25 47 A differential configuration according to any one of claims 12-14, wherein at least one differential control unit (460; 462; 464; 466) is provided, which is operable to disengage said anti-alignment device (422) to control said differential configuration (420). The differential configuration of claim 15, wherein said at least one differential controller (460; 462; 464; 466) comprises a clutch configuration (462, 464) for braking said directional device (422). The differential configuration of claim 15, wherein said at least one differential controller comprises a motor (466). Differential configuration according to any one of claims 11-17, wherein at least one differential control unit (460 ') is provided to block a first and / or second carrier (436, 446) of the planetary gear configuration (430, 440). The differential configuration of claim 18, wherein said at least one differential controller (460 ') is arranged to lock said first and second carriers (436, 446) so that rotation of drive means is prevented. Motor vehicle comprising a system (l; ll; lll) according to any one of claims 6-10. A motor vehicle according to claim 20, comprising a differential configuration according to any one of claims 11-19. Motor vehicle according to claim 20 or 21, wherein the motor vehicle consists of a articulated vehicle. A computer program (P) for controlling a differential configuration of at least two drive means provided for differential drive of a motor vehicle, said differential drive being arranged to assume locked and open positions, respectively, in a state at least one differential drive is kept in a substantially locked position, said computer program (P) includes program code which, when run by an electronic control unit (100; 200; 300; 500) or another computer 48 (500) connected to the electronic control unit (100; 200; 300; 500), enables the electronic control unit to perform the steps according to claims 1-5. A computer program product comprising a digital storage medium which stores the computer program according to claim 23.