Electronically-controllable locking differential with control system under instrument panel

FIELD: electricity.

SUBSTANCE: invention is related to electronically-controllable locking differentials. Electronically-controllable locking differential comprises an electromagnetic coil and control system. The control system comprises a module under instrument panel of an automobile and a circuit interacting electrically with the above module. The circuit comprises a switch and a fixing component. The circuit is off when power supply of the control system is off and is in stand-by mode when power supply is supplied to the control system. When the switch is switched on and retained in this position current passes through the above circuit in order to actuate the fixing component, at that differential is actuated. The fixing component includes a double-pole two-position control relay that contains the first switch, the second switch and a coil. When the switch is switched on and retained in this position current passes through the above circuit thus actuating relay, the second switch is closed and differential is actuated.

EFFECT: simplification of design and improvement of reliability is attained.

18 cl, 4 dwg

 

The technical field to which the invention relates

The present invention relates in General to locking differentials, electronically controlled, and in particular to a locking differential with electronic control that has a button under the dashboard system to control the operation of the differential.

The level of technology

In used automotive devices limited slip differential with electronic control relevant to the art, may be powered manually, while it is designed specifically for vehicles with four-wheel drive (4WD) to allow the locking or unlocking of the differential is optional. The driver can lock the front and/or rear wheels via a switch or button is actuated manually and installed on the dashboard or console of the vehicle. This type of device with a controlled torque is well known in the market for parts and accessories for vehicles built after the sale. More specifically, this known system on the market, including the differential, can be installed using a large push-button switch, which is adapted for mounting on the instrument panel with wiring harness, relay and connecting wires.

However, the setting of differential this type in the car with four-wheel drive (4WD) usually require drilling or boring holes in the dashboard to install the relay, route the wires and install the switch that activates and disconnects the differential. With this setup involves several drawbacks. In particular, this installation is time consuming and is complicated because of the required modifications to the dashboard and complicated wiring. In addition, improperly performed the drilling or boring of a hole can damage the dashboard negatively affect the aesthetic appearance of the interior of the car and increase the cost and installation time.

Thus, there is a need in the art to create a lockable differential with electronic control that provides control, power, traction and off-road performance for car with four-wheel drive (4WD). There is also a need in the art to create such a differential, the installation of which does not require drilling or boring holes in the dashboard and through the dashboard of a car with four-wheel drive. There is also a need in the relevant area� technology in the creation of such a differential, installation of the control unit which does not require a large amount of time, is complex and costly, and does not damage the dashboard. There is also a need in the art to create such a differential, the actuation of which is prevented, when the four-wheel drive is not functionally necessary. There is also a need in the art to create such a differential, which helps to ensure a longer life for the battery of the vehicle. In particular, there is a need in the relevant field of technology in the creation of the market for automotive parts and accessories installed after-sale system lockable differential with electronic control, which combines these features.

Disclosure of the invention

The present invention overcomes the deficiencies of the prior art by using a lockable differential with electronic control, which includes an electromagnetic coil, and a control system adapted to control the operation of the differential. The control system has a module adapted to fit under the dashboard of the vehicle, and the circuit is electrically connected to the module. The circuit has a switch with the fixed�slip device, which is electrically connected to the first and/or second power supply and adapted to provide a fixed power differential. The locking component is electrically connected to fixed switch and adapted to provide a fixed power differential. The circuit is turned off when the power turns off control systems, and is on standby (“standby”) when power is supplied to the control system. After the switch with the locking device has been activated, through the circuit, a current flows to activate the locking component, and the differential is actuated.

Limited slip differential with electronic control of the present invention provides control, power, traction and off-road performance for car with four-wheel drive (4WD). Installation of the control system does not require drilling or boring holes through the dashboard of a car with four-wheel drive; it does not require much time, is not complicated or costly and does not damage the dashboard. The management system also integrates different types of management in effective unit and provides a more secure and better control and status feedback of the differential with respect to such �e systems of the prior art. In addition, controlled instant recording on/off (on/off) / off the power differential. In addition, it prevents the actuation of the differential, all-wheel drive when the vehicle's functionality is not required. Thus it is possible to avoid premature wear of the differential and related parts, as well as the shaft and the respective tires of a car with four-wheel drive. In addition, since the differential returns to its original position, when the power supply is on the 4WD car is off, and the differential helps to ensure a longer lifespan of the car battery. The control system may be part of a system of locked differential with electronic control, in addition, installed after the vehicle and used with application systems OEM.

Other objectives, features and advantages of the present invention is easily evaluated and will be better understood after reading the subsequent description, it is better perceived in conjunction with the accompanying drawings.

Brief description of the drawings

Fig.1 is an axial sectional view of locked differential with electronic control of the present invention showing the differential in its activated block�nom mode.

Fig.2 is an enlarged axial sectional view of a fragment of the differential shown in Fig.1, depicting the differential in off unlocked mode.

Fig.3 is a perspective view partially in section of the module of the control system of the present invention, which controls locking differential with electronic control illustrated in Fig.1 and 2.

Fig.4 is a schematic view of a circuit control system lockable differential with electronic control illustrated in Fig.1 and 2.

Detailed description of embodiments of the invention

Now refer to the figures in which the same numeric references are used to indicate identical structure. One embodiment of the invention, locking differential electronically controlled, with the control system under the dashboard, generally designated position 10. Specialists having ordinary skill level in the relevant field of technology should understand that the differential 10 can be used in particular in vehicles with four-wheel drive (4WD), and in General, any appropriate means of transport. It should also be understood that the control system according to the present invention can be used with any suitable locking differential with electronic �by the Board. The system described below and shown in Fig.1 and 2 is only exemplary, and the control system can be used for lockable differential with electronic control, which is structurally and functionally different from that of the differential. It should also be understood that the control system can be used with OEM or additionally be installed after the sale of the car. In the latter case, the control system is adapted for mounting under the dashboard of a car with four-wheel drive and is only part of an installation set, which can include mounting wiring, relay and wires for wiring connections, and that is well known in the art. Specialists having ordinary skill level in the relevant field of technology should be able to set the differential on vehicles with four-wheel drive, using only a set of equipment and tools.

As shown in Fig.1 and 2, the differential 10 includes a gear box generally indicated at 12, and the end cap, generally indicated at 14, which may be attached to the box 12 gear transmission with any suitable fastening means, such as a set �Altov (not shown). Box 12 gear and end cap 14 cooperate with each other to define a chamber gear train, generally indicated at 16. Supply a torque to the differential 10 is normally produced by the input driven gear (not shown), which may be attached to the flange 18 with the help of well-known in the prior art method. The gear train supported within the chamber 16 of the gear and has at least a pair of input leading gears 20 (only one of which is shown). The drive gear 20 are mounted rotatably around the shaft 22 of the drive gear which is fixed relative to the box 12 gear by any appropriate means. The drive gear 20 are input gears gears and mesh with the respective pair of poluodetyh gears left and right side, in General, reference numerals 24, 26. Pauloosie gears 24, 26 define a corresponding series of internal straight splines 28, 30, which are adapted to form a splined connection through engagement with corresponding external splines on a reciprocal pairs of left and right axle shafts (not shown). Box 12 gears defines the annular portions 32, 34 of the sleeve, which can be installed an appropriate pair set�Chow bearings, which are used to provide support for rotational movement of rotation of the differential gear 10 relative to the outer housing or supporting a support device that is well known in the prior art.

Mechanism to prevent rotation, in General, indicated at 36, is generally an annular element 38 in the form of a sleeve, which is located entirely inside the box 12 gears, and in an enabled state interacts with palmaceous gear 24 (the first output gear). Actuating mechanism, generally indicated at 40, is located mainly outside of the box 12 gears. More precisely, the actuator 40 is located at the end and around the box 12 gears, near palmaceous gear 26 (the second output gear) and has a single plate with the inclined plane, generally indicated at 42, which defines a set of inclined surfaces 44. Box 12 gear defines a set of cylindrical holes 46, within each of which is located with the possibility of sliding of elongated, generally cylindrical element 48. For each control element 48 there is one inclined surface 44. A locking differential mechanism 10 includes a number�zeway element 38 and control elements 48. The actuator 40 also has an electromagnetic coil, generally indicated at 50, which causes the desired braking torque on the plate 42 with inclined surfaces, thus causing actuation of the control elements 48. The annular element 38 is shifted in the direction is not enabled, the "unlocked" mode with the wave spring 52. The electromagnetic coil 50 is powered by a pair of electrical wires 54.

During normal directed straight ahead operation of the vehicle is no differentiation between the left and right axle shafts or pausetime gears 24, 26 does not occur. Therefore, the drive gear 20 does not rotate relative to the drive shaft 22. In the result box 12 gears, pinion 20 and pauloosie gears 24, 26 all rotate around the axis of rotation "A" as if gearbox 12 gears, pinion 20 and pauloosie gears 24, 26, was a single solid unit.

Differential 10 may be operated manually when the driver manually selects the "locked" mode (instead of "unlocked" mode) to run the differential 10. For example, when, say, the car is at rest, the driver just manually actuates the switch or button, such as a simple percentpercent latch-type “on/off” (on/off), or rocker switch or push button installed on the dashboard or console of the vehicle. Thus the electric circuit (described below) is closed, thereby allowing the passage of current in the circuit and the lamp placed inside or near a rocker switch or push button to show the driver that the differential included. Current flows through the circuit and, of course, flows to the electromagnetic coil 50 of the differential 10. After that, the differential 10 is "locked" mode, for example when the car is running in first gear or reverse gear. In this way, the first palwasha gear 24 is locked with relation to the frame 12 gears, preventing any further differentiation between the first palmaceous gear 24 and the frame 12 gears. Fig.1 shows the differential 10 on "locked" mode, and Fig.2 shows the differential 10 is turned off, the "unlocked" mode.

Fig.3 shows part of a control system, generally indicated at 56, which is adapted to control the operation of the differential 10. More specifically, the figure shows one embodiment of a module, generally indicated at 58, which is adapted for mounting under the dashboard. In particular, the module 58 includes a front� panel, generally indicated at 60, and the back panel, generally indicated at 62. After installing the module 58 of the front panel 60 is directed from the front passenger compartment all-wheel drive vehicle (4WD). The driver or other front seat passenger of the car has the ability to review the front panel 60 and manual access to the front panel 60 and rear panel 62. In an embodiment, module 58 solid aluminum surrounds the module 58.

The front panel 60 includes a touch switch on/off (on/off) or switch 64 with the lock, which is adapted for manual depression to instantly activate (on) or disable (“off”) differential 10 in such a manner as to provide a fixed power to the differential 10. The front panel 60 further includes a plurality of LEDs, generally indicated at 66, which show, respectively, when the sensor determines that the differential 10 is locked (“Lock”), the sensor does not detect that the differential 10 is locked (“Unlock”), and the system 56 determines external fault (described below) or loss of electrical conductivity electromagnetic coil 50 of the differential 10 (“Fault”). In each case, the corresponding led lights up 66. The front panel 60 further includes a pair of many�segment bar-graph displays 68, 70, which show, respectively, the magnitude of the displacement of the blocking mechanism (ring element 38 and the actuators 48) of the differential 10 and the magnitude of the AC voltage applied to the electromagnetic coil 50. In an embodiment, the module 58 is shown to scale the display 68 includes five segments, while it is scaled so that has one volt per segment. Bar-graph display 70 includes seven segments, while it is scaled so that the volt has two segment.

Rear panel 62 includes a potentiometer 72 which retains the specific voltage level for differential 10, wherein it is configured for different levels of electric potential. In the illustrated embodiment, the potentiometer has the shape of the dial plate 72. Rear panel 62 additionally includes international multi-plug system, generally indicated at 74, which acts as an interface between the system 56 controls and four-wheel drive vehicle (4WD). This method eliminates the need for additional wiring in the car. In one embodiment, the implementation module 58 connector 74 may be connector “Molex”. In a variant implementation of the module 58 is shown that the connector 74 is composed of nine pieces�Rykov, each pin or multiple pins designed(s) thus, to perceive a certain kind of action. For example, the pins labeled "1", "2" and "3" can be used as a sensor that detects whether the differential 10 is locked or unlocked ("the Lock"/"Unlock"), the pins labeled "4" and "5" can be used as a sensor that detects the electromagnetic coil 50, the pin labeled "6", can be used as a sensor that detects the positive battery four-wheel drive vehicle (4WD), the pin labeled "7", can be used as a sensor which detects the power switched ignition four-wheel drive vehicle (described below), the pin labeled "8", can be used as a sensor that detects the negative charge of the battery, and a pin designated as "9", can be used as a sensor that detects external fault or loss of electrical conductivity electromagnetic coil 50 ("Fault"). The sensor in the differential is 10 required for the detection of blocking of the differential 10 may be a sensor on the Hall effect or a simple switch with dry contact. Rear panel 62 further includes a fuse 76, which allows you to quickl� to ensure the internal protection of the wiring of the control system 56 in the case of electrical circuits in a circuit of the control system 56, as will be described in more detail in the future. In one embodiment, a fuse is a fuse 76 petal type.

Referring more in detail to the detection of an external fault or loss of electrical conductivity in the electromagnetic coil 50, note that the input signal is controlled using a dial 72, and may be any suitable DC source, such as a speed signal, a pressure sensor, switch the transmission of the car, or the digital output from the electronic control unit (ECU) of the vehicle. When a fault is detected, the module 58 is switched to standby (“standby” mode), while the led turns on 66 fault (“Fault”). As an example, from zero to five volts DC can be set to equate them to the speed four-wheel drive vehicle (4WD) from zero to fifty miles per hour, and for differential 10 may be set to disconnect when the vehicle speed exceeds twenty miles per hour. Therefore, if the differential 10 is on and the vehicle speed exceeds the set speed, the module 58 automatically turns off and will not automatically restores to until the speed of the vehicle is not returned to the speed of twenty miles an hour or below. Thus, the external input is not�spravnosti, say higher or about five volts DC is used to remotely disable the differential 10, using an external sensor. In addition, if, for example, the input signal is a signal from the car computer, and the electronic control unit has detected the reason for the differential 10 should not be included, then the led 66 to a fault (“Fault”) remains lit and the system 56 control does not enable differential 10. Specialists having ordinary skill level in the relevant field of technology should understand that the input signal is optional and the module 58 would not have changed in that case, if the input signal was absent.

Specialists having ordinary skill level in the relevant field of technology should understand that the module 58 may be set, in particular, in any suitable location under the dashboard, and in General, in any suitable location of the passenger compartment, and may be surrounded by any suitable material. It should also be understood that the front panel 60 may include any suitable type of mechanism that turns the differential 10, and any suitable type and number of indicators and/or displays. It should also be clear that kardys bar-graph displays 68, 70 may consist of any suitable number of segments and to determine any appropriate scale. It should also be clear that the indicators 66 and/or scale the displays 68, 70 can have any suitable constructive interaction with each other and with the front panel 60. It should also be clear that the rear panel 62 may include any suitable mechanisms that allow, respectively, to maintain a specific voltage level for differential 10, wherein it is configured for different levels of capacity and acts as a communication device between the system 56 controls and four-wheel drive vehicle (4WD). It should also be understood that the connector 74 can be a connector of any suitable type and may consist of any suitable number of pins, with each pin or multiple pins designed(s) thus, in order to perceive any suitable type of action. It should also be clear that the fuse 76 may be any suitable type of fuse. It should also be clear that the dial 72, the connector 74 and the fuse rear panel 62 may have any suitable constructive interaction with each other and with the rear panel 62.

Fig.4 depicts a circuit, generally represented by the position 78, the control system 56, which is electrically� docked with the module 58. More specifically, the circuit 78 in General depicts the connector 74 and, in particular, the electromagnetic coil 50 of the differential 10 in the form of a switching line test unit (“unit under test”). Thus, the differential 10 is electrically connected with the system 56 controls. Scheme 78 also depicts the line of the battery with constant voltage of 12 volts, generally indicated at 79, four-wheel drive vehicle (4WD) and a 12-volt line commutated plug, generally indicated at 80, of a switchable ignition of the automobile as a power source. Scheme 78 also depicts the earth line, generally indicated at 81, a ground line, as the earth line test unit (“unit under test”), generally indicated at 82, the line failure detection, generally indicated at 83. Circuit 78 supplies an output signal with pulse-width modulation (PWM, PWM). The upper side of the circuit 78 controls the damping and the switch to turn on, while the bottom side of the circuit 78 controls the excitation and switching for fault. The figure shows different patterns for the respective line circuits 78, wherein each line is described in detail immediately thereafter.

The switching line 50 of the test unit (“unit under test”) electrically attached to the locking component, in General, about�appointed position 84, in the form of a two-pole two-position operating relay 84. More precisely, the switching line 50 of the test unit (“unit under test”) electrically attached to the first switch, generally indicated at 86, the relay 84, which includes a group of 87 contacts for high current. The switching line 50 of the test unit (“unit under test”) is also electrically joins selftest indicator coil/switch “off”, generally indicated at 88 and the resistor 90. Selftest indicator coil/switch 88 is “off” ensures that the electromagnetic coil 50 is present, and the system 56 controls can perform a periodic test to ensure that the electromagnetic coil 50 is present. The switching line 50 of the test unit ("unit under test") ultimately leads to the inclusion of the led 66 "locked" ("Lock").

Line 79 of the battery is electrically connected to the fusible fuse 76 and resistor 92. Line 80 ignition switched electrically connected to the transistor 94 and the relay 84. More precisely, line 80 ignition switched electrically connected to the second switch, generally indicated at 96, the relay 84, which includes a set of 97 contacts for small currents. Line 80 ignition switched also electrically connect�Chen to resistor 98 and switch 100 is “on”.

Line 81 of the grounding electrically connected to the line 82 of the grounding of the test unit (“unit under test”), which is electrically connected to a prescribed circuit (in-line) to the diode 102, the switching line 50 of the test unit (“unit under test”), and additional ground line, generally indicated at 104. Diode 102 current flows in the relay 84 and dampens short pulse voltage of a reverse bias, and the line 104 of the grounding electrically connected to the capacitor 106.

Line 83 malfunction electrically attached to the line 104 and ground extra ground line, generally indicated at 108, which is electrically joined to the resistor 110, which serves as the regulating filter. Line 83 of the problem is also electrically joined to the resistor 112, the transistor 94, the other transistor 114 and another resistor 116. The transistor 114 is electrically attached to the ground line, generally indicated at 118. Line 120 electrically grounding joins the transistor 122, line 118 to ground, the resistor 98 and another resistor 124 which electrically joins the transistor 94. Transistor 94 transmits the current that flows through the circuit and through the resistor 124, switches led 66 fault “Fault” and inverts the signal. Transistor 114 transmits the current through the resistor 112 to the ground when �transistor switches 114, and the transistor 122 transmits the current through the resistor 98.

Line 120 is also electrically grounding joins positioned in-line in-line diode 128 and a "locking" the coil 130, which is part of the relay 84 and adapted to enter protivoelektrodvizhushchej force in the circuit 78 when the current changes. The diode 128 is adapted to conduct current to the relay 84 and dampen the sharp voltage pulse reverse bias. Line 120 is also electrically grounding is attached to the second switch 96 of the relay 84, the switch 100 is “on”, somatesthesia indicator coil/switch 88 off, test the diode 132 (which electrically joins the resistor 92), another resistor 134 and diode 136 standby “standby”, which is electrically attached to the line 80 is switched ignition. Resistors 90, 92, 134 adapted to reduce the magnitude of the current flowing in the circuit 78 and appropriate to protect the LEDs 66. Line 138 grounding electrically joins the diode 140 to the fault indication, which is electrically attached to the line 83 of the fault detection and diode 142 to indicate the introduction of the mesh, which is electrically joined to the resistor 90. The diodes 132, 136, 140, 142 are adapted for electrical connection with corresponding LEDs 66.

In an embodiment, the circuit shown 78 in which to�zhdy of the resistors 90, 92, 134 may be 1,2-kiliany resistor, each of the resistors 98, 110 can be 1.0 kω resistor, and each of resistors 112, 116, 124 may be a 470-Ohm resistor. Each of the diodes 102, 128 may be a diode “1N4004”. The transistor 94 may be a transistor “part no nte123a”, the transistor 114 may be a transistor “2N3904”, and the transistor 122 may be a transistor “2SD669A”. The capacitor 106 may have a capacitance of 0.01 microfarads, and the relay 84 may be a relay “W92S7012-12”.

Specialists having ordinary skill level in the relevant field of technology should understand that the chain 78 may be electrically connected to each differential 10, the battery and ignition with dial-up via any suitable means. It should also be understood that the first and second switches 86, 96 may have any suitable relationship. It should also be understood that each of the resistors 90, 92, 98, 110, 112, 116, 124, 134 may be a resistor of any suitable type and provide any suitable amount of resistance; each of the diodes 102, 128 can be any suitable diode type; each transistor 94, 114, 122 can be any suitable transistor type; a capacitor 106 may define any suitable capacitance; and a relay 84 may be a relay of any suitable type. It should also be understood that the path of current flow through the CE�ü 78 may begin at any suitable point of the circuit 78.

In operation, when the ignition or key switch to power off all functions of the control system 56 are turned off, except for testing the electromagnetic coil 50 of the differential 10. To test the electromagnetic coil 50 is pressed the switch 64 to enable the differential 10. As a result, the circuit is shorted, say, at a current of about 10 milliamps to confirm that the solenoid 50 is present. In turn, at least one bar-graph displays 68, 70 is illuminated, or can light up a test light to show such a presence. When the ignition or key switch to power on, the module 58 is in the standby mode (“standby”). Illuminated push-buttons can glow, in particular, another light to show that the module 58 is in this mode.

To enable or to provide a fixed power for the differential 10, when the module 58 is in the standby mode (“standby”), pressed the switch 64 of the front panel 60. As a result, the full voltage is applied to the system 56 control battery four-wheel drive vehicle, and the module 58 enters the sleep mode enable (“engage”). In turn begins to glow the led 66 “Lock” (or can glow illuminated push-buttons, in particular, other� color, to show that the module 58 is in this mode). Bar-graph display 68 shows the amount of movement of the locking differential mechanism 10 and the bar-graph display 70 shows the value of "full" voltage applied to the electromagnetic coil 50. After the connector 74 has determined that the differential 10 is locked, the voltage drops to a certain voltage level for differential 10, held by means of a potentiometer in the form of a dial 72 which can be adjusted to different levels of potential. This voltage should vary depending on the particular differential, which uses a system of 56 management, and may be, for example, about one third of the full voltage applied to the system 56 controls using the battery, or about four volts DC. Alternatively, a certain level of voltage to differential 10, held by means of a potentiometer in the form of a dial 72 may be pre-programmed. In any case, the current extracted from the battery is reduced. In turn, the bar-graph display 70 shows the reduced value of the "held" voltage applied to the electromagnetic coil 50. Since the module 58 is switched from the standby mode (“standby”) in� mode (“engage”), a voltage is applied to the electromagnetic coil 50 and is introduced into engagement and locked the differential 10, the LEDs 66 (“unlocked” (“Unlock”) and “blocked” (“Lock”)) switches in interaction with each other.

To disable the differential 10, the switch 64 is pressed again. As a result, the line 80 ignition switched places the module 58 in the standby mode, thus preventing the inclusion of the differential 10 and the discharge mode of the battery when four-wheel drive vehicle is not used. In turn illuminates the led 66 is unlocked (“Unlock”), and bar-graph displays 68, 70 show that there is no movement of the locking mechanism, and also no voltage applied to the electromagnetic coil 50. If the pin marked as "9", detects external fault or loss of electrical conductivity in the electromagnetic coil 50, the led turns on 66 fault "Fault" so that the inclusion of the differential 10 were not allowed to until the malfunction or loss are not eliminated. If the ignition power is cyclic, for example, the car turns itself off and then after some time, the module 58 turns off the power supplied to the differential 10, when the vehicle is shut off, and the differential 10 is not powered on again until p�p, while the differential 10 is turned back on. System 56 comprises a chain 78 off the side of a high voltage. Thus, any in-line switch can be an external security mechanism, by which any interruption in the power plug automatically switches off the module 58. For example only, and not to limit, the limit switch transmission can serve as such a mechanism, which automatically turns off the module 58, when it is discovered that the car was in first gear or in reverse gear.

Since the module 58 of the control system 56 is mounted under the dashboard 4WD four-wheel drive vehicle and, thus, no need to drill holes through the front surface of the dashboard of the car, the specialists having ordinary skill level in the design and manufacture of the car" the relevant field of technology should understand that the system 56 management overcomes the aforementioned disadvantages of such systems of the prior art. System 56 control also controls the differential 10, at the same time providing security features, and adjusts the state of the differential 10. The operation of the control system 56 is based on the electronic latching relay and switch with the switch�m, having a feedback to detect the differential lock 10, and then manage the power consumption. System 56 management also introduces a signal with pulse-width modulation (PWM, PWM) to activate and hold the differential 10, and a chain 78-off from the high and low voltage. System 56 control also prevents accidental operation of the differential 10 and provides external inputs for security at line 80 of switched ignition. System 56 governance is also characterised by the shutdown with a maximum of 12-volt 30-amp parameters (cutoff with a maximum 12-volt 10-ampere PWM) switching off in case of fault on the high voltage switched ignition, AC input failure DC (extraction, approximately, less than 10 milliamps), and a variable DC level when the lock is held.

Differential 10 provides control, power, traction and off-road performance for car with four-wheel drive (4WD). Also installing the management system 56 does not require drilling or boring holes through the dashboard of a car with four-wheel drive; does not require much time, is not complicated or costly; and does not damage the instrument p�nel. System 56 management integrates different management systems in an efficient package and provides a more secure and better control as well as feedback on the state of the differential gear 10 relative to such systems of the prior art. In addition, controlled instant recording on/off (on/off) and power off of the differential 10. In addition, it prevents the actuation of the differential 10, all-wheel drive when the vehicle's functionality is not required. Thus it is possible to avoid premature wear of the differential 10 and the respective parts, and the shaft and respective tires of a car with four-wheel drive (4WD). In addition, since the differential 10 is returned to its original position, when the power supply is on the 4WD car is turned off, the differential 10 helps to ensure a longer lifespan of the car battery. System 56 may be part of a system of locked differential with electronic control, in addition, installed after the vehicle and used with application systems OEM.

The present invention has been described in an illustrative manner. Also it should be clear that the terminology that was used, as expected, �Korea focuses on the nature of words, than limiting their property. Many modifications and variations of the present invention are possible in light of the above description. Therefore, within the scope of the attached claims, the present invention can be applied in another way other than shown in this particular description.

1. Electronically controlled locking differential (10) that contains:
electromagnetic coil (50); and
the system (56) control is arranged to control the operation of the differential (10) and contains:
module (58), made with possibility to be installed under the dashboard of the car, and
circuit (78) is electrically interacting with said module (58) containing:
switch (64) with retention, electrically connected to the first and second sources of electrical power and arranged to provide a fixed power to the differential (10); and
the locking component (84) electrically connected to the switch (64) with the retention and arranged to provide a fixed power for the differential (10);
wherein said circuit (78) is disabled when the power of the system (56) is set to off and is in standby mode when power is supplied to the system (56) control, and when the switch (64) with retention through �specified circuit (78), a current flows, in order to actuate the locking component (84), wherein the differential (10) is actuated,
moreover, the locking component (84) includes a two-pole on-off control relay (84), comprising a first switch (86), the second switch (96) and the coil (130), wherein when the switch (64) with retention, through the specified circuit (78), a current flows, which results in relay action (84), second switch (96) is closed and the differential (10) is driven.

2. Electronically controlled locking differential (10) according to claim 1, wherein said module (58) includes a front panel (60) and rear panel (62), which is facing towards the passenger compartment of the vehicle when the specified module (58) is installed under the dashboard.

3. Electronically controlled locking differential (10) according to claim 2, in which the above-mentioned front panel (60) of the specified unit (58) includes a switch (64) "incl./off" (on/off), which is made with possibility of manual clicking for instant on/off differential (10) and to provide a fixed power to the differential (10); a plurality of LEDs (66), is arranged to indicate at least when the sensor detects that the differential (10) is blocked when the sensor does not detect that �ifferential 10 blocked and when the system (56) defines an external fault or loss of electrical conductivity in the electromagnetic coil (50) of the differential (10); and a variety of displays (68, 70) that show at least the amount of movement of the differential (10) and the magnitude of the alternating voltage applied to the electromagnetic coil (50).

4. Electronically controlled locking differential (10) according to claim 2, wherein the rear panel (62) of the specified unit (58) comprises a potentiometer (72), made with the ability to hold a certain level of voltage for the differential (10) and tune in to different levels of potential, and a connector (74), is arranged to function as interfaces between the system (56) control and the vehicle, wherein the connector has many pins, each of which perceives a certain type electrical functions of the car.

5. Electronically controlled locking differential (10) according to claim 1, wherein the first switch (86) contains a group (87) contacts for high current, and a switch (96) contains a group (97) contacts for low current, wherein said coil (130) is arranged to enter the back EMF in a specified circuit (78) when the current changes.

6. Electronically controlled locking differential (10) according to claim 5, in which the switch (64) with derivatized switch (100) is "on" and the switch (88) "off" thus when the switch (100) "on" current flows through the specified circuit (78) that actuates the relay (84), said second switch (96) is closed and the differential (10) is driven.

7. Electronically controlled locking differential (10) according to claim 1, in which the system (56) control additionally includes at least one located in-line diode (128), which conducts current to the specified relay (84) and extinguishes the voltage pulses of reverse bias.

8. Electronically controlled locking differential (10) according to claim 1, in which the system (56) control additionally includes at least one resistor(90, 92, 98, 110, 112, 116, 124, 134), which decreases the magnitude of the current flowing in this circuit (78).

9. Electronically controlled locking differential (10) according to claim 8, in which the system (56) control additionally includes at least one transistor (94, 114, 122), which provides transmission of current through at least one of the resistors(90, 92, 98, 110, 112, 116, 124, 134).

10. The system (56) control to control the operation of the electronically controlled locking differential (10) that contains:
module (58), made with possibility to be installed under the dashboard of the car, and
circuit (78) is electrically interacting with said module (58) and contains:
switch (64) � retention, electrically connected to at least one of the first and second power sources and is arranged to provide a fixed power differential; and
the locking component (84) electrically connected to the switch (64) with the retention and arranged to provide a fixed power for the differential;
wherein said circuit (78) is disabled when the power of the system (56) control is disabled, and is in the standby mode when power is supplied to the system (56) of the administration and when the switch is on (64) with retention through the specified circuit (78), a current flows, which actuates the locking component (84), wherein the differential is actuated,
moreover, the locking component (84) includes a two-pole on-off control relay (84), comprising a first switch (86), the second switch (96) and the coil (130), wherein when the switch (64) with retention through the specified circuit (78), a current flows, which results in relay action (84), second switch (96) is closed and the differential is actuated.

11. The system (56) of the control according to claim 10, in which the specified unit (58) includes a front panel (60) and rear panel (62), which is facing towards the passenger compartment of the vehicle when the specified module (58) is set�flax under the dashboard.

12. The system (56) of the control according to claim 11, in which the front panel (60) of the specified unit (58) includes a switch (64) "incl./off" which is made with possibility of manual clicking for instant on/off differential, so as to provide a fixed power differential; a plurality of LEDs (66), is arranged to specify at least: when the sensor detects that the differential is locked when the sensor does not detect that the differential is locked, and when the system (56) the control detects a failure or loss of integrity of the differential; and a variety of displays (68, 70) that indicate, at least, the amount of movement of the differential and the magnitude of the AC voltage applied to the differential.

13. The system (56) of the control according to claim 11, in which the specified rear panel (62) of the specified unit (58) comprises a potentiometer (72), made with the ability to hold a certain voltage level for differential and tune in to different levels of potential, and a connector (74), is arranged to function as interfaces between the system (56) control and the vehicle, wherein the connector has many pins, each of which perceives a certain type electrical functions japaness�Il.

14. The system (56) management according to claim 13, in which the first switch (86) contains a group (87) contacts for high current, and the second switch (96) contains a group (97) contacts for low current, wherein said coil (130) is made with the possibility of introducing a counter electromotive force in a specified circuit (78) when the current changes.

15. The system (56) management according to claim 14, in which the switch (64) with retention contains a switch (100) is "on" and the switch (88) "off" thus when the switch (100) "on" current flows through the specified circuit (78) that actuates the relay (84), said second switch (96) is closed and the differential is actuated.

16. The system (56) of the control according to claim 10, in which the system (56) control additionally includes at least one located in-line diode (128), which conducts current to the specified relay (84) and dampens sharp voltage pulse reverse bias.

17. The system (56) of the control according to claim 10, in which the system (56) control additionally includes at least one resistor(90, 92, 98, 110, 112, 116, 124, 134), which decreases the magnitude of the current flowing in this circuit (78).

18. The system (56) management according to claim 17, in which the system (56) control additionally includes at least one transistor (94, 114, 122), which provides transmission of current through at less�St least one of the resistors (90, 92, 98, 110, 112, 116, 124, 134).



 

Same patents:

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

FIELD: transport.

SUBSTANCE: in compliance with first and second versions, proposed drive comprises two motors, reduction gears, one-way and two-way transmission. Every reduction gear consists of three rotary elements. One-way transmission transmits one-way torque from motors to drive axles. Two-way transmission transmits two-way torque from motors to drive axles. One-way and two-way transmissions are arranged at power train section between motors and drive axles. In compliance with second version, one of three rotary elements of one of reduction gears and one of three rotary elements of the other reduction gear are engaged. Proposed vehicle incorporates one of aforesaid drives.

EFFECT: smaller sizes, higher efficiency.

19 cl, 16 dwg

FIELD: transport.

SUBSTANCE: lubricant is forced to transmission running gears and clutch increased-friction discs. Clutch discs are engaged by said lubricant under pressure. Valve assembly with slide valve responds to clutch pressure to release portion of said lubricant from clutch discs into lower crankcase and transmission to remove dirt accumulated in clutch discs. Said slide valve is arranged to make lubricant flow only at valve intermediate displacement to minimize whatever pressure drop in transmission and clutch.

EFFECT: higher reliability.

19 cl, 5 dwg

FIELD: transport.

SUBSTANCE: proposed differential comprises differential gearing with central gear wheels rigidly engaged with drive wheel semi-axles 16, 16', locking device including servo drive, coupler with its drive half-coupling 14 rigidly engaged with pinion frame 17 while driven half-coupling 13 is fitted in splines of one of said semi-axles to axially displace thereon and engaged with servo drive. Control member comprises angular speed transducers, measurement and comparison circuit with its output connected to servo drive, hydraulic pumps 3, 3' coupled with semi-axles and, via hydraulic lines, with double-sided hydraulic cylinder 7. Hydraulic cylinder pistons are coupled with spring-loaded rods 8, 8' coupled, in their turn, with control cylinders 9, 9' to shut off in turn said hydraulic lines 11, 11'. Note here that shut0ff hydraulic line communicates with control cylinder 12 of servo drive via check valve 20 and restrictor 21.

EFFECT: simplified automatic locking, faster operation.

1 dwg

FIELD: machine building.

SUBSTANCE: improved differential mechanism consists of locking mechanism connected with mechanism (53) of centrifugal load or with lock member interacting with mechanism (53) of centrifugal load to decelerate differential action in differential mechanism.

EFFECT: improved design.

22 cl, 20 dwg

FIELD: machine building.

SUBSTANCE: invention relates to automobile production field, and also transportation equipment. Controllable interwheel (interaxial) differential contains casing (1), in which there are located input shaft (2) with toothed wheel (3), intermediate shaft (4), output shafts (7,8), controlling drive, shaft (5) of controlling drive with toothed wheel (6), lock-up clutch, shaft (9) of blocking mechanism with bevel gear (10), installed on inetrmidiate shaft (4) follower gear (11) of main drive and transmission toothed wheels (12, 13), connected to follower gear of main gear, two symmetric cycloidal reducer (CR), drive pinions (14, 15) of which are implemented at one with driving heliac wheels of these CR and are installed on controlling shafts. Intermediate bodies of revolution consists of duplex in pairs satellites (26, 27), which are installed on eccentrics (22, 23) controlling shafts and connected to each other by means of conical enveloping toothed wheels (24, 25), blocking toothed wheel and control drive (8). In the second version of implementation of controllable inter-wheel (inter-axial) differential it is used one control shaft, on which there are installed stages of front and back CR.

EFFECT: invention provides improvement of passability and steerability of vehicle.

3 cl, 2 dwg

FIELD: transport mechanical engineering.

SUBSTANCE: differential comprises housing (1) with spider (2) and satellites (3), differential gears (4) and (5), locking hydraulic clutch, planet gear, and control system. The locking hydraulic clutch has housing (6) provided with driving friction disks (7) and driven friction disks (8) connected with housing (1). The control system comprises control unit (14), electric motor (15), pickups (16) of angular velocity, pickups (17) of torque, pickups (18) of linear velocity, and pickups (19) of angle of rotation of the steering wheel. The planet gear has carrier (12) provided with two rows of satellites (10) and (11), solar gear (13), and epicycloid gear (9). Solar gear (13) is connected with one of the differential gears (9), carrier (12) is connected with electric motor (15), and epicycloid gear (9) is connected with housing (6).

EFFECT: enhanced efficiency.

1 dwg

FIELD: the invention refers to transport machinery.

SUBSTANCE: latching differential has a differential gear 4, a blocker and a control device. The control device has a scheme of measuring and comparison and sensors of a wheels angular speed in the shape of tachometers 11 and 12, kinematically connected with half-axles 9 and 10. The scheme of measuring and comparison includes differential links 13 and 14 and summing units 15 and 16 of angular accelerations, and an electro-chain of connection to a servo-motor 22 has intensifiers 19 and 20 and a relay of time 21. Differential links 13 and 14 are electrically connected with the sensors of wheels angular speeds. The differential realizes automatic blocking only at skidding of any driving wheel and does not react to other exterior disturbing influences. The control device works on the principle of comparison of an angular speeding up of a skidding wheel with given critical meaning equal to maximum possible speeding up at which skidding is still impossible.

EFFECT: decreasing of dynamic loads on transmission and drive and increasing reliability and longevity of a vehicle.

1 dwg

FIELD: transport engineering; transmissions of wheeled vehicles.

SUBSTANCE: proposed differential lock control system contains fluid medium supply source with reducing 7, three-position distributor 11, two-chamber cylinder consisting of control space A of lock-up clutch 4 formed by its housing and movable partition 34, and additional diaphragm chamber 6 having its control space Б arranged coaxially and in series relative to control space of lock-up clutch 4. Movable partition 34 is connected with pressure disk 29 by means of rod 30 rigidly connected by one end with pressure disk 29. Rod 30 interacts with diaphragm 32 of additional diaphragm chamber 6, and it passes in its middle part through central part of movable partition 34, being rigidly connected with support plate 33 interacting with partition 34. Space Б of additional diaphragm chamber 6 communicates with three-position distributor 11 selectively communicating said spaces with drain main line 14 and reducing regulated valve 7.

EFFECT: increased capacity owing to automatic reduction of locking at cornering of vehicle and decreased skidding of leading wheel.

2 dwg

The invention relates to mechanical engineering and can be used in vehicles terrain

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

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

FIELD: transport.

SUBSTANCE: invention relates to vehicles with all-wheel drive. The truck comprises frame, body, strain gauge, driveline including interaxle differential. Interaxle differential comprises two planetary gear sets. The planetary gear sets are switched by gear clutch. The gear clutch is hydraulically driven by piston. The piston is located in two-section working chamber. The working chamber communicates with working fluid pressure source through hydraulic on/off control valve. Hydraulic control valve is operated by electric magnet. The electric magnet by one its electric circuit is connected via threshold element to strain gauge, and by its other electric circuit - to transmission low gear actuation sensor. In the electric circuit connecting electric magnet with strain gauge, self-reset circuit-opening relay contact. The contact is connected to transmission high gear actuation sensor.

EFFECT: better drivability and flotation of vehicle.

2 cl, 2 dwg

FIELD: transport.

SUBSTANCE: invention relates to vehicles with all-wheel drive. The truck comprises cabin, cargo body, strain gauge, transmission to transfer torque moment from engine to front and rear driving axles. In the kinematic chain of driveline, transmission with clutch and transfer gear with interaxle differential is located. Interaxle differential comprises two planetary gear sets. The planetary gear sets are switched by gear clutch. The gear clutch is driven by piston. The piston is located in two-section chamber communicating with working fluid pressure source via four-way hydraulic on/off control valve. Hydraulic control valve is operated by electric magnet. The electric magnet is connected to strain gauge via threshold element. The strain gauge responds to cargo presence in truck body.

EFFECT: better drivability and flotation of vehicle.

3 cl, 2 dwg

FIELD: transport.

SUBSTANCE: invention relates to vehicles with all-wheel drive. All-wheel drive truck includes cabin, cargo body, transmission to transfer torque moment from engine to front and rear driving axles. In the kinematic chain of transmission, there is transfer gear with interaxle differential. Interaxle differential comprises two planetary gear sets. The planetary gear sets are switched by gear clutch. The gear clutch is driven by piston. The piston is located in two-section chamber communicating with working fluid pressure source via four-way on/off control valve. The control valve is operated by electric magnet. The electric magnet is connected to step switch. The step switch is driven from rear driving axle beam.

EFFECT: better drivability and flotation of vehicle.

3 cl, 2 dwg

FIELD: automotive industry.

SUBSTANCE: proposed device comprises differential mechanism, driving force regulator and differential limiter. Differential mechanism can distribute driving forces generated by vehicle drive for LH and RH wheels to allow differential torque on said LH and RH wheels. Driving force regulator regulates each distributed driving force. Differential limiter limits torque difference between LH and RH wheels by applying limiting torque to differential mechanism.

EFFECT: higher stability.

4 cl, 9 dwg

FIELD: mechanical engineering; vehicle transmissions.

SUBSTANCE: proposed differential contains case 1, side gears 2, and 3, planet pinions and locking device. Locking devices is made in form of ring shifter 7 connected with drive 8, pushers 10 arranged inside axles 9 of planet pinions, intermediate members and locking members. Differential includes also elastic stop, and spring inserts 17 and 18 placed between case 1 and rear surfaces 20 and 21 of side gears 2 and 3. Grooves are made on end face front surfaces of side gears 2 and 3. Said grooves have wavy profile corresponding to profile of locking members, and number of radial grooves is even.

EFFECT: prevention of failure of differential lock caused by wedging of locking members between side gears, and falling out of locking members at unlocking, provision of stepless row of values of locking coefficient.

5 cl, 6 dwg

FIELD: mechanical engineering.

SUBSTANCE: invention relates to methods of control of differential locking of multidrive wheeled vehicles and it can be used at designing of systems to control tractive forces of driving wheels of multidrive vehicles and carrying out investigations of wheeled vehicles. proposed method of control of differential locks comes to locking of differential for definite periods of time at threshold values of mismatching of mechanical parameters of driving wheels intercoupled by said differential and unlocking differential at expiration of definite of time or at achievement of threshold value of steerability index. Unlocking of differentials at achievement of threshold value of steerability index is carried out individually, starting from differential whose locking has greater effect on steerability of wheeled vehicle.

EFFECT: enlarged range of control of traction forces on driving wheels to increase cross-country capacity and traction and speed properties at provision of required steerability of multidrive wheeled vehicles.

1 dwg

Muscular drive // 2270780

FIELD: transport engineering; bicycles.

SUBSTANCE: invention is designed for devices automatically changing gear ratio without interruption of power flow. Proposed drive contains two differentials. Force sensor 5 is installed between input shaft 8 and common input of both differentials, namely power differential 1 and regulating second differential 2. Said force sensor 5 cuts in braking device 4 at rise of load, said braking devices is idling at direct drive and is connected with regulating input of second differential 2. As a result, output gear 21 of second differential 2 starts rotating and self-braking drive 3 releases carrier 25 of power differential 1. Proposed drive automatically changes over from direct drive to drive with changed gear ratio. Moment of changing over can be regulated by tensioner 6 of spring 19 of force sensor.

EFFECT: facilitated selection of step-down gear in wide range of gear ration depending on individual capabilities of user.

1 dwg

The invention relates to the field of engineering, namely, devices for locking the bevel differentials vehicles

Muscular drive // 2270780

FIELD: transport engineering; bicycles.

SUBSTANCE: invention is designed for devices automatically changing gear ratio without interruption of power flow. Proposed drive contains two differentials. Force sensor 5 is installed between input shaft 8 and common input of both differentials, namely power differential 1 and regulating second differential 2. Said force sensor 5 cuts in braking device 4 at rise of load, said braking devices is idling at direct drive and is connected with regulating input of second differential 2. As a result, output gear 21 of second differential 2 starts rotating and self-braking drive 3 releases carrier 25 of power differential 1. Proposed drive automatically changes over from direct drive to drive with changed gear ratio. Moment of changing over can be regulated by tensioner 6 of spring 19 of force sensor.

EFFECT: facilitated selection of step-down gear in wide range of gear ration depending on individual capabilities of user.

1 dwg

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