Electronically-controllable locking differential with control system

FIELD: electricity.

SUBSTANCE: invention is related to electronically-controllable locking differentials. Differential comprises magnetic coil (50) and control system based on wire harness for logic control of the differential operation; the system comprises a circuit (56). The circuit contains a locking switch (62), which is coupled electrically to the first power supply source and designed to lock power supply of the differential. Double-pole double-throw control relay (72) coupled electrically to the locking switch (62) comprises the first switch (74), the second switch (76) and a coil (78). The second switch (76) is designed to "overjump" the locking switch (62). The circuit is deenergised when power is not supplied to the wire harness and is in standby mode when power is supplied to the wire harness. When the locking switch (62) is activated current passes from the initial point through the circuit in order to activate the relay (72), at that the first switch (74) is closed to excite the differential and the second switch (76) is closed so that current "overjumps" the locking switch (62) and the differential becomes activated.

EFFECT: higher reliability of a device is reached.

20 cl, 3 dwg

 

The technical field to which the invention relates

The present invention relates to locking differentials, electronically controlled and, in particular, to a locking differential with electronic control that contains the control system on the basis of the wiring harness for logic control differential.

The level of technology

With respect to the vehicle electronically controlled locking differential, known in the art, can be actuated manually and is designed for vehicles with four-wheel drive (4WD) to allow the differential to be locked or unlocked when this is desirable. The driver can lock the front and/or rear wheels, manually activating a switch or button mounted on the dashboard of the vehicle. This type of device controlling torque, known on the after-sales market for automotive components and assemblies. More precisely, after-sale device including the differential, can be installed using a wiring harness, a set of service differential, a set of the locking mechanism, the installation of valves and a universal set of wires. This after-sales differential must operate only under certain conditions, in particular, to�Yes the vehicle is operated in 4WD mode or travels relatively slowly (no more than about 10 mph).

However, if the driver of a four wheel drive vehicle manually activates the electronically controlled differential, the differential remains locked until the driver manually turns it off by pressing the button or switching the breaker off. In practice, the differential may be locked in their spare time, perhaps even in the course of a significant period of time before the driver will switch the switch. In addition, if the differential is locked when side circuit of the vehicle is de-energized, the differential lock is automatically enabled when you power the vehicle electrical system, even when the operation of the differential lock is actually undesirable. In addition, the driver may inadvertently push and, therefore, dangerous to activate the switch when the vehicle is driving on a highway at a speed of about 70 mph. In any case, the unnecessary inclusion of differential causes unnecessary blocking of axis an all-wheel drive vehicle during its movement, which in turn causes premature wear of the differential and related parts, axle and appropriate tires. In addition, the frequent inclusion of the differential for long periods of time can lead to pricefree�resultant failure of the battery, all-wheel drive vehicle.

Thus, in the art there is a need for an electronically-controlled locking differential that provides control, power, traction and work in off-road conditions a four wheel drive vehicle. There is also a need in the art in such a differential, which prevents blocking when four-wheel drive functionality is not required or the vehicle is traveling relatively slowly. There is also a need in the art in the differential, which allows you to manage instant lock mode "on/off" and turn off the differential. There is also a need for such a differential, which causes premature wear of the mating parts, axles and appropriate tires and more secure for passengers. There is also a need for such a differential, which helps to ensure the long life of the battery of the vehicle. In particular, there is a need for after-sales electronically-controlled locking differential that includes these features.

Disclosure of the invention

The present invention eliminates the disadvantages known in the prior art electronically controlled locking differential that includes electro�itnow coil, the control system on the basis of the wiring harness for logical control of differential and containing an electrical circuit. The circuit contains a switch with detent, which is electrically connected to the first power source and configured to provide the differential lock. Double pole on-off control relay is electrically connected with the switch locking and comprises a first switch, the second switch and the coil. The second switch is arranged to switch the said switch latching. When the power to the control unit is not supplied - the circuit is de-energized and is in the "standby" mode when power to the control unit filed. When activated the switch latching, current begins to flow from the start point of the circuit through the circuit to activate the relay, this closes the first switch to energize the differential, and closes the second switch so that a current "jump" switch with detent and the differential is actuated.

Electronically controlled locking differential provides control, power, traction and work in off-road conditions a four wheel drive vehicle. In addition, controlled instant lock mode "on/off" power differential. Actuation differen�building is prevented, when AWD functionality of the vehicle is not desired or not required or all-wheel drive vehicle is not moving relatively slowly. In addition, the operation of the differential 10 is logically controlled so that the differential 10 is automatically disengaged and, therefore, unlocks, all-wheel drive when the vehicle is not in first gear or in reverse. In addition, prevents premature wear of the differential, related parts, axles and appropriate tires all-wheel drive vehicle. In addition, because the differential is unlocked when the meals in four-wheel drive vehicle is turned off, the differential helps provide a longer life of the battery of the vehicle. Plus control system is a differential in the form of a harness can be a part of after-sale system electronically-controlled locking differential". Control system is a differential in the form of a wiring harness can also be used on the OEM market.

Other objects, features, and advantages of the present invention easy to understand, as the invention becomes clearer when reading the following description, accompanied by drawings.

Brief description of the drawings

Fig. - a longitudinal sectional view of the electronically controlled locking differential according to the invention, shown in a locked state.

Fig. 2 is an enlarged fragment of a longitudinal section of the differential shown in Fig. 1, in an unlocked state.

Fig. 3 is an electric circuit of the control system on the basis of the wire harness according to the invention, which logically operates the locking differential shown in Fig. 1 and 2.

The implementation of the invention

With reference to the drawings, where the numbers indicate the structural elements described embodiment of the electronically controlled locking differential, which can logically be managed by the management system, based on the wiring harness of the car, according to the invention generally indicated by the numeral 10. It should be borne in mind that the differential 10 can be used in four-wheel-drive vehicles, in particular in any suitable vehicles at all. It should also be borne in mind that the control system according to the invention can be used with any suitable electronically-controlled locking differential. Differential, described below and shown in Fig. 1 and 2 is the only option the preferred embodiment, the control system can be used with electronically-controlled blokiruy�th differential, which is structurally and functionally different from that described. It should also be borne in mind that the control system can be used in the markets of OEM or after-sales. In the latter case, the management system is only part of the system, which can also include a set of service differential, a set of the locking mechanism, the installation of valves and a universal set of wires (not shown or not described). Specialists in this field should be able to set the differential on the vehicle (not shown) using only the control system, various kits and necessary tools.

As shown in Fig. 1 and 2, the differential 10 includes a housing 12 and end cap 14, which may be attached to the housing 12 by any suitable means, such as set screws (not shown). The housing 12 and the cover 14 are connected with the formation of the cavity 16. Torque is normally transmitted to the 10 input differential mechanism (not shown) which may be attached to the flange 18. A set of gears disposed in the cavity 16 and has at least a pair of input satellites 20 (only one of which is shown). Satellites 20 are mounted for rotation on a shaft 22 which is fixed relative to the housing 12 by any appropriate means. Satellites 20 are input gears of managementm and are engaged with a corresponding pair of left and right gears designated 24, 26. The gears 24, 26 have internal straight splines 28, 30, which are made with the possibility of connection with the external splines of the left and right shafts (not shown). The housing 12 has an annular portion 32, 34, which can be installed in appropriate bearings (not shown), which are used to set the differential gear 10 rotatably relative to the outer housing or casing (not shown).

The mechanism 36 to prevent rotation has a ring clip 38 that is located completely in the housing 12 and is functionally connected to palmaceous gear 24 (the first output gear). The actuator 40 is located on the outside of the housing 12. More specifically, the actuator 40 is located on the opposite side of the housing 12 adjacent to the gear 26 (the second output gear), and has a single working plate 42, which is provided with a plurality of recesses 44. In the housing 12 provided with a plurality of cylindrical holes 46, within each of which with the possibility of sliding is an elongated, cylindrical drive element 48. There is one recess 44 for each driving element 48. A locking differential mechanism 10 consists of an annular holder 38 and the drive elements 48. The actuator 40 also has an electromagnetic coil 50, which provides a desired effect on the working plate 42 thus initiating the exit from the recesses of the drive elements 48. An annular ferrule 38 is shifted to the correct position after the "unlocked" state, the wavy spring 52. The electromagnetic coil 50 is powered through an electric wire 54.

During normal forward movement of the vehicle within which the differential 10 is used between the left and right shafts or gears 24, 26 no differentiation occurs. Therefore, the 20 satellites do not rotate relative to the shaft 22. As a result, the housing 12, the satellites 20 and gear 24, 26 rotate around the axis of rotation "A", like the housing 12, the satellites 20 and the gears 24, 26 are a single entity.

The differential 10 can be manually operated by the vehicle driver manually selects the "locked" mode (not "unlocked" mode of operation) to control the differential 10. For example, when, say, the vehicle is at rest, the driver just manually activates a switch or button (not shown), such as a simple toggle switch type "on/off" switch, or a rocker switch or button, mounted on a guard of devices (not shown) of the vehicle. In this case, the electric circuit (described below) is closed, the current flows through the circuit and the lamp (not shown) located at or near a switch or button to indicate to the driver that the differential is � action. The current flows through the circuit and, ultimately, to the electromagnetic coil 50 of the differential 10. Differential 10 then operates in "locked" mode (i.e., when the vehicle is in first gear or reverse gear engaged). Thus, the first output gear 24 is locked relative to the housing 12, preventing further differentiation between the first output gear 24 and the housing 12. Fig. 1 shows a differential 10 in his work, "blocked" state, and Fig. 2 shows the differential 10 is in its inoperative, "unlocked" state.

Fig. 3 shows a circuit, generally indicated by the numeral 56, wire harness, adapted for logic control for differential 10. More specifically, the circuit 56 shows the electromagnetic coil 50 of the differential 10 and a flexible brush-type two-pin connector, or a connector 58, which is made so that it was part of a pair of connector contact connector 60 harness (connector 58 may be a part of the electromagnetic coils 50). Thus, the differential 10 is electrically connected with the wiring harness. Toggle switch 62 or the switch with the retention of contains on. "switch 64 which is normally open, and "off." - switch 66, which is normally closed. Toggle switch 62 is arranged to ensure "on/off" mode elect�obitaniya and "open/closed" combination and electrically connected with the lamp 68, which indicates to the driver that the differential 10 is in a working state when the lamp 68 is lit. The lamp 68 is in turn electrically connected with the housing 70 in which is mounted harness and on which ground circuit 56.

"On" and "off" switches 64 and 66 are electrically connected with two-pole two-position Manager of relay 72, which includes a first switch 74, the second switch 76 and a coil 78. Fig. 3 and relative to each other, the first switch is shown as the upper switch 74, and the second switch are shown as the lower switch 76. More specifically, the upper switch 74 includes a number of contacts for high current values, the lower switch 76 includes a number of contacts for low current, and the coil 78 enters the back EMF in the circuit 56, when the current is changed. In one embodiment, run as a relay 72 may be used "TUSO VF28 Series relays. The lower switch 76 is made with the ability to "jump" on. "switch 64.

A power source such as a 12 volt battery 80, is electrically connected to fuse, such as a 10-ampere fuse 82, which in turn is electrically connected to the relay 72. This combination is adapted to provide 12-volt/10-amp maximum switching. The battery 80 is electrically connected also with "on. "switch 64. Other�second entrance on nutrition, such as 12-volt key 84 of the ignition key or switch, is arranged to provide off by a large current and is electrically connected with the switch 86 of the first transmission, which in turn is electrically connected with "on" and "off" switches 64, 66. The switch 86 of the first pass is a micro switch that is normally open. The switch 86 turns on the first transmission via a mechanical linkage to the shift lever of the vehicle only when the vehicle is in first gear.

The switch 88 rear electrically connected to and, thus, made to provide power supply from an existing 12-volt energy source such as a battery 80 or 84 key ignition and closed via a mechanical linkage to the shift lever of the vehicle when reverse gear of the vehicle. The switch 88 reverse is also electrically connected with the light signal "rear" of the vehicle, indicated by the numeral 90. The signal 90 "reverse" includes a pair of lamps 92, 94 and is adapted to indicate that the vehicle moves back, the lamps 92, 94 are included. Lamps 92, 94, in turn, electrically connected to the housing 70 (earth). The switch 88 reverse is electrically connected also with �iodine 96, which is mounted the power supply to “on” and “off” switches 64, 66. In one embodiment of the diode 96 may be a diode-type 1N5402”. In addition, in the vicinity of the contact of the connector 60 is linear diode 98 which is mounted with the ability to pass current to the relay 72 and quenching pulses of voltage of a reverse bias.

Relay 72 is activated by a signal from the battery 80 or switch 86 of the first transmission or the switch 88 and reverse “on” and “off” switches 64, 66, and controls the current, sending it to the housing 70 (the earth), the electromagnetic coil 50 of the differential 10 or linear diode 98. In addition, when switching from first gear to reverse gear of the vehicle circuit 56 is activated again. In addition, once the power of the vehicle is disconnected, the circuit 56 is de-energized.

It should be borne in mind that the chain 56 can be electrically connected with the differential 10, the battery 80 and the key 84 of the plug by any suitable means. It should also be borne in mind that the first and second switches 74, 76 can be any suitable communication with each other. It should also be borne in mind that the relay 72 may be any suitable type of relay. It should also be borne in mind that each of the diodes 96, 98 may be any suitable type of diode. It should also be borne in mind, h�about the two-pin connector 58 and a linear diode 98 can be replaced. It should also be borne in mind that the switch 86 of the first transmission and the switch 88 reverse, can be included when the vehicle is in first gear or reverse gear engaged, respectively, in any suitable manner, for example by a computer command. It should also be borne in mind that the current flow through the circuit 56 may begin at any suitable point of the circuit 56.

In operation, when the power from the key 84 of the plug is not supplied, all the functions of circuit 56 are inactive and, therefore, there is no movement of the current within the circuit 56. However, when the power from the key 84 of the ignition comes on, the circuit is in "standby" mode. In this mode, the voltage of twelve volts DC "setting" to "on", the switch 64 to activate the differential 10, and still there is no movement of the current within the circuit 56. Practically, as shown in Fig. 3, the voltage sits to the left of the "on" switch 64.

As a result of the actions of the driver, activating the toggle switch 62 (translated toggle switch 62 in the "on" position), the current from the starting point "S", which is located on the housing 70 (ground) Fig. 3 begins to flow to and through the coil 78, and through the “off” switch 66, which is normally closed. The current continues to flow to and through the "on" switch 64 on the fuse 82, activating, thus, the relay 72. After such activation, the upper switch 74 closes the flail�, capitiva in turn electromagnetic coil 50 of the differential 10. Meanwhile, the lower switch 76 closes the circuit so that the current "pulls" to "on" the switch 64 and the differential 10 is activated and goes to the "locked" state. As a result, the lamp 68 is illuminated to indicate to the driver that the differential 10 is activated.

Differential 10 remains locked until the switch 62 is not switched to the "off" position or the power supplied from the key 84 of the ignition, is not interrupted or muted. Otherwise, the chain 56 is de-energized and in turn, the differential 10 is unlocked. As a result, the lamp 68 is turned off to indicate to the driver that the differential 10 is not activated. And the differential 10 is not re-activated (and the lamp 68 re does not light up) until the driver gives a command to the circuit 56 powered differential 10.

The control system on the basis of the wiring harness allows you to control the differential 10, ensuring safe operation of the differential 10. The operation control unit based on the system of locking relay and includes a two-pole on-off control relay 72. Wiring harness provides instant mode control "on/off" blocking power, blocking or holding function of the differential 10 and safe external input signals from the key 84 of the ignition. Harness p�gadflies also protects against false actuation of the differential 10 and, thus, eliminates unnecessary or undesirable, the feeding circuit of the vehicle and unauthorized use of the differential 10.

Differential 10 provides control, power, traction and work in off-road conditions a four wheel drive vehicle. Also controlled by the mode snapshot mode lock "on/off" power differential 10. Actuation of the differential 10 is prevented when the AWD functionality of the vehicle is undesirable or not required, or all-wheel drive vehicle is not moving relatively slowly. In addition, the operation of the differential 10 is logically controlled so that the differential 10 is automatically disengaged and, therefore, unlocks, all-wheel drive when the vehicle is not in first gear or in reverse. In addition, prevents premature wear of the differential 10, related parts, axles and appropriate tires all-wheel drive vehicle. In addition, since the differential 10 is unlocked when the meals in four-wheel drive vehicle is turned off, the differential 10 helps to ensure a longer life of the battery of the vehicle. Plus wiring harness differential 10 may be part p�stroganow system electronically-controlled locking differential". Wiring harness differential 10 can also be used on the OEM market.

The present invention is described in an illustrative manner. You need to understand that the terminology which has been used where the context of the description and not for limitation. Many modifications and alterations of the present invention are possible in light of the above ideas. Therefore, in the framework of the above requirements, the present invention may be implemented in other ways.

1. Electronically controlled locking differential, (10) contains:
electromagnetic coil (50) and
management system, based on the wiring harness, to the logical operation control of the above-mentioned differential and includes:
circuit (56) that contains:
switch (62) locking, electrically connected to the first power source and is arranged to provide the blocking power of the specified differential, and
double pole on-off control relay (72) is electrically associated with the switch (62) with fixation containing a first switch (74), the second switch (76) and the coil (78), and the second switch (76) is made with the possibility of "overshooting" of the switch (62) with fixation,
wherein said circuit (56)is disabled when power to said system control is off, and is in the "standby" mode when the system power control� included, moreover, when the switch (62) latching current flows from the starting point mentioned circuit through said circuit to actuate a relay (72), wherein the first switch (74) is closed to energize the said differential, and the second switch (76) is closed so that current is "jump" the switch (62) with fixation and the differential is actuated.

2. Electronically controlled locking differential (10) according to claim 1, wherein the first switch (74) contains a number of contacts for high current, the second switch (76) contains a number of contacts for weak current, and the coil (78) is arranged to enter the back EMF in the circuit when the current changes.

3. Electronically controlled locking differential (10) according to claim 1, wherein the said control system is installed in the chassis and the circuit (56) is grounded to the specified chassis.

4. Electronically controlled locking differential (10) according to claim 1, wherein said system control further comprises a linear diode (98), is arranged to pass current to the relay (72) and quenching pulses of voltage of a reverse bias.
5 Electronically controlled locking differential (10) according to claim 1, wherein said system control further comprises a connector (60) adapted to connect to at�asanoi electromagnetic coil (50) and electrically connected to the electromagnetic coil (50) with the specified control system.

6. Electronically controlled locking differential (10) according to claim 1, wherein the switch (62) with fixation contains normally open "on" switch (64), made with the possibility of "overshooting" the specified second switch (76), and normally closed "off" switch (66), and when "on" switch (64) is powered, current flows from a specified start point of the chain through the specified circuit to actuate the relay (72), wherein the first switch (74) closes to energize the differential, the second switch (76) is closed so that a current "jumps "on" switch (64) and the differential is actuated.

7. Electronically controlled locking differential (10) according to claim 6, wherein the circuit further comprises a normally open switch (86) of the first transmission, which is electrically connected with the second power source and specified "on" and "off" switches, wherein the switch (86) of the first pass is closed only when the vehicle, which uses the differential, uses first gear.

8. Electronically controlled locking differential (10) according to claim 7, in which the circuit further comprises a normally open switch (88) reverse gear, which is electrically connected to the first and second power sources or "on" and "off" in�the breakers (64, 66), wherein the switch (88) reverse gear is closed only when the vehicle is moving in reverse.

9. Electronically controlled locking differential (10) according to claim 8, in which each switch (86) of the first transmission and the switch (88) reverse gear is closed by means of a mechanical connection with the shift lever of the vehicle.

10. Electronically controlled locking differential (10) according to claim 8, in which the switch (88) rear of transmission electrically connected with the diode (96), is arranged to pass current to the "on" and "off" switches.

11. The control system on the basis of the wiring harness for the logical control of the electronically controlled locking differential that contains:
circuit (56), including:
switch (62) locking, electrically connected to the first power source and is arranged to provide the blocking power of the specified differential; and
double pole on-off control relay (72) is electrically associated with the switch (62) with fixation containing a first switch (74), the second switch (76) and the coil (78), and the second switch (76) is made with the possibility of "overshooting" of the switch (62) fixed;
wherein said circuit (56) is disabled when power to said system control is off, and n�located in the "standby" mode, when the control power is turned on and when the switch (62) latching current flows from the starting point mentioned circuit through said circuit to actuate a relay (72), wherein the first switch (74) is closed to energize the differential, and the second switch (76) is closed so that current is "jump" the switch (62) with fixation and the differential is actuated.

12. The control system according to claim 11, in which the first switch (74) contains a number of contacts for high current, the second switch (76) contains a number of contacts for weak current, and the coil (78) is arranged to enter the back EMF in the circuit when the current changes.

13. The control system according to claim 11, characterized in that accommodated in the chassis and the circuit (56) is grounded to the chassis.

14. The control system according to claim 11, characterized in that it further comprises a linear diode (98), is arranged to pass current to the relay (72) and quenching pulses of voltage of a reverse bias.

15. The control system according to claim 11, characterized in that it further comprises a connector (60) adapted to connect the differential to the control system.

16. The control system according to claim 11, in which the switch (62) with fixation contains normally open "on" off�the switch (64), made with the possibility of "overshooting" with the second switch (76), and normally closed "off" switch (66), and when "on" switch (64) is powered, current flows from a specified start point of the chain through the specified circuit to actuate the relay (72), wherein the first switch (74) is closed to energize the differential, the second switch (76) is closed, so that the current "jumps "on" switch and the differential is actuated.

17. The control system according to claim 16, in which the specified chain (56) further includes a normally open switch (86) of the first transmission, which is electrically connected with the second power source and specified "on" and "off."
switches, wherein the switch (86) of the first pass is closed only when the vehicle, which uses the differential, uses first gear.

18. The control system according to claim 17, in which the specified chain (56) further comprises a normally open switch (88) reverse gear, which is electrically connected to the first and second power sources or referred to "on" and "off" switches (64, 66), wherein the switch (88) reverse gear is closed, only when the vehicle is moving in reverse.

19. The control system according to claim 18 in which each of the mentioned switch (86) �envoy transmission and the switch (88) reverse gear is closed by means of a mechanical connection with the shift lever of the vehicle.

20. The control system according to claim 18 in which the switch (88) rear of transmission electrically connected to the diode (96), is arranged to pass current to the "on" and "off" switches.



 

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17 cl, 3 dwg

FIELD: transport.

SUBSTANCE: invention relates to hydromechanical transmission gear for a transport vehicle. Transmission gear (10) includes structure (12), the first input working element (15) connected to prime engine (13), and the second input working element (45) capable of being actuated due to functioning of hydraulic drive motor (40). Transmission gear (10) is effective for transmission of the drive from the first input working element (15) to the output working element (25) in a mechanical drive mode and from the second input working element (45) to output working element (25) in a hydrostatic drive mode. The first input working element (15) provides for supplied power of the drive from prime engine (13) to kinematic chain (36) of a mechanical drive, which includes device (C) for selection of transmission ratio, and for the mechanical drive mode, device (C) for selection of the transmission ratio provides selection of one of the variety of alternative transmission ratios by bringing into engagement and/or disengagement of one device (24, 32; M3) of a clutch for gear shifting at the non-switched off engagement, and the second input working element (45) is connected through a drive outline to output working element (25). Besides, there is device (44) of a clutch for gear shifting at the non-switched off engagement between hydraulic drive motor (40) and the second input working element (45), which is in operation when the transmission gear is in the hydrostatic drive mode for transmission of the drive installed by means of functioning of hydraulic drive motor (40) to the second input working element (45).

EFFECT: higher reliability of a device.

12 cl, 2 dwg

FIELD: transport.

SUBSTANCE: invention relates to hybrid transport facilities. Proposed vehicle comprises ICE, motor, electric power accumulator, automatic transmission, electric power accumulator residual power detector, required motive power generator, motor motive force generator and control element to define the motor rpm highest step. Besides, it comprises rpm control card and discharge zone differentiation element as well as two converters.

EFFECT: optimum rpm and speed selection.

8 cl, 8 dwg

FIELD: electricity.

SUBSTANCE: device for diagnostics of the vehicle accumulator battery diagnoses statistics of the accumulator battery status and usage and represents a measure preventing deterioration of the accumulator battery characteristics. The device for diagnostics of the vehicle accumulator battery comprises a storage unit for storage of alternative preventive measure for the factor that stipulates deterioration of the accumulator battery characteristics and a diagnosing unit for prohibition of the alternative preventive measure when this measure does not meet a certain criterion of presentation.

EFFECT: extended service life of the accumulator battery.

14 cl, 4 dwg

FIELD: transport.

SUBSTANCE: this invention relates to automotive industry and can be used in robot gearbox with dual clutch. Actuator comprises first and second shifting elements (6, 8) arranged in the area of steering column (4) and control device. This gearbox comprises first and second clutches. Note here that first shifting element (6) throws in high gear while second shifting element (8) throws in low gear. Idling occurs solely when shifting elements (6, 8) are activated. Note also that with at least one shifting element (6, 8) off torque can be transferred with the help of engaged clutch of gearbox. Control device comprises means to adapt the engine rpm subject to simultaneous or separate disengagement of shifting elements (6, 8).

EFFECT: active influence of driver to dynamics of run.

9 cl, 1 dwg

FIELD: transport.

SUBSTANCE: in the method, minimum and maximum parameters of each traction motor, motor generator, thermal engine, traction motors are prespecified. For each thermal engine, required rotational speed value versus required power relationship and net torque versus required or actual speed of engine rotation relationship is specified. At every instant, required value of traction motors total electromagnetic torque is specified which value is distributed between traction motors determining required moment for each of them. Following parameters are determined: DC bus voltage, rotational speeds of motor-generators, traction motors, thermal engines, required power for each traction motor, value of total power of motor-generators, required for this total power generation quantity of thermal engines and associated motor-generators. Required value of total motor-generator power is distributed between thermal engines. Following parameters are determined: required rotational speed of thermal engine, total electromagnetic torque which should be provided by motor-generators driven by a-th thermal engine, difference between actual and required rotational speed of each thermal engine, total electromagnetic torque which should be provided by all motor-generators, and feasible value of total electromagnetic torque of all motor-generators. This feasible value is distributed between motor-generators, determining feasible electromagnetic torque of each of them. Feasible value of total electromagnetic torque of traction motors is determined and feasible value of total electromagnetic torque is distributed between traction motors, determining feasible torque of each of them. Electromagnetic torque of each traction motor and electromagnetic torque of each motor-generator is created.

EFFECT: electric machine torque soft limiting preventing electromechanical driveline operating parameters from falling outside permissible limits, optimal distribution of power flows, optimal operation of electromechanical driveline.

5 cl, 8 dwg

FIELD: transport.

SUBSTANCE: vehicle drive system comprises ICE, motor, storage battery and transfer mechanism. Note here that control unit comprises the first multidimensional adjustment characteristic wherein drive permit are is set in compliance with storage battery charge and second multidimensional adjustment characteristic wherein drive permit are of said characteristic is narrowed. Drive is controlled by selection of said second multidimensional adjustment characteristic when air conditioning compressor is actuated. In compliance with another version, drive is control by selection of the first multidimensional adjustment characteristic when drive from ICE is changed over to motor drive owing to storage battery charge in motor drive permit area.

EFFECT: electric power saving.

14 cl, 16 dwg

FIELD: transport.

SUBSTANCE: invention relates to machine building, namely to vehicle emergency braking systems. The emergency braking system includes safety belt tension device, accelerator automatic control device, brake disks with pads automatic control mechanism, tracking sensors, radar system for identification of critical situations and potential hazard and recognition of obstacles on vehicle motion path, and howler-klaxon. The emergency braking system contains braking anchor like cultivator tooth the lower part of which is provided with saw-edged rifling for better grip of braking anchor working part with road surface at initial moment of their contacting and vehicle emergency braking in case of incident. The emergency braking system is equipped with actuator for automatic switching on of braking anchor.

EFFECT: higher traffic safety.

3 dwg

FIELD: transport.

SUBSTANCE: invention relates to determination of vehicle limit driving force. Method for determination of the first parameter which represents vehicle limit driving force, herewith the first parameter is determined from difference between the first driving force and the second driving force. The first driving force is maximum driving force, and the second driving force is current resistance to vehicle motion. Additionally, the method includes determination of the second vehicle limit acceleration parameter specified as relation between the first parameter and normalising factor. System for determination of the first parameter includes control unit which determines the first parameter from difference between the first driving force and the second driving force. The invention also relates to use of the first parameter of limit driving force and/or the second parameter of vehicle limit acceleration as determination of virtual accelerator pedal value, control of gear selection and gear shift strategy selection, auxiliary equipment control.

EFFECT: vehicle control improvement.

16 cl, 9 dwg, 1 tbl

FIELD: transport.

SUBSTANCE: invention relates to vehicle cruise control systems. Cost function represents circular cost function representation. Cost is considered as radius of circle with its centre at origin of coordinates. X axis stands for standardised and squared time of travel, Y axis stands for standardised and squared weight of consumed fuel. Cost function is determined as , where - T is time of travel, - Tref is reference time of travel, - M is weight of consumed fuel, and - Mref is reference value for weight of consumed fuel.

EFFECT: keeping fuel consumption at low level.

16 cl, 4 dwg

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Vehicle comprises set of wheels mounted at the frame. Every wheel is engaged with engine to drive the vehicle. Self-locking differential gear is supported by the frame. First and second half-axles are engaged with said self-locking differential gear. First half-axle supports first wheel of aforesaid set. Second half-axle supports second wheel of aforesaid set. Brake is engaged with self-locking differential gear. Said brake selectively applies braking force to said first and second wheels via one part of self-locking differential gear to reduce vehicle speed. When said brake is engaged, control unit selectively increases engagement of self-locking differential gear in response to difference in rpm of said first and second wheels exceeding the first preset rpm. Invention covers also the method of vehicle control.

EFFECT: better braking, minimised and well-centered vehicle weight.

15 cl, 18 dwg

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