Locking Differential Actuator Control for Traction and ABS Integration
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Solution Overview
Problem
Conventional differentials fail to effectively manage torque distribution on slippery surfaces, leading to vehicle immobilization, and are not compatible with anti-lock braking systems or traction control systems due to their passive nature and inability to selectively control wheel speeds.
Innovation Solution
A locking differential with a detection system that includes an actuator and sensor assembly, using a solenoid and Hall effect sensors to determine and control the differential's locked or open state, allowing active control and integration with vehicle control systems.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a mechanical friction clutch is used to limit differential speed, then torque distribution is improved on slippery surfaces, but compatibility with anti-lock braking systems deteriorates due to inability to independently control wheel speeds
Solution Approach 1:
The patent replaces the mechanical friction clutch system with an electronically controlled actuator system. The actuator can be independently controlled by the vehicle's control module to provide limited-slip functionality without interfering with anti-lock braking system operation, as it uses electronic control rather than pure mechanical coupling.
Solution Approach 2:
The differential system transitions from a passive mechanical friction clutch to an actively controlled system using an actuator whose engagement state can be dynamically adjusted. The control module can selectively engage or disengage the actuator based on driving conditions, enabling both traction control and compatibility with anti-lock braking systems.
2Reliability
If a passive friction clutch is used for limited-slip function, then torque management is improved, but selective control capability deteriorates due to inability to disengage during braking operations
Solution Approach 1:
The system transforms the static, passive friction clutch into a dynamic, actively controlled actuator system. The control module can selectively engage or disengage the actuator based on real-time driving conditions, providing both torque management when needed and disengagement during anti-lock braking operations.
Solution Approach 2:
The patent incorporates a detection system with sensors that provide feedback to the control module about the actuator's engagement state and differential operation. This feedback loop enables the control module to make informed decisions about when to engage or disengage the actuator, ensuring proper torque management while maintaining compatibility with braking systems.
3Device complexity
If no detection system is provided, then device complexity is reduced, but ability to determine differential state deteriorates preventing integration with vehicle control systems
Solution Approach 1:
The patent implements a detection system with sensors that monitor the actuator's engagement state and provide feedback to the control module. This feedback mechanism enables the vehicle's control systems to know the differential's operational state, allowing for proper integration and coordinated control while maintaining relatively simple system architecture.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enables improved torque distribution and vehicle traction by actively controlling the differential state, ensuring compatibility with anti-lock braking and traction control systems, and reducing the risk of vehicle immobilization on slippery surfaces.
Implementation Method 1
a solenoid assembly (48) having a coil operable to generate an electromagnetic field to axially displace an actuating ring (54)
Implementation Method 2
A sensor assembly (59) is mounted to the retainer (58). The sensor assembly (59) includes a Hall effect sensor having an output signal indicative of the axial position of the actuating ring (54)
Data Source
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AI summary
An axle assembly includes a housing having first and second shafts rotatably positioned in the housing. A power transfer mechanism is also positioned in the housing and selectively operable to transmit rotary power between the first and second shafts. An actuator is operable to move a linearly moveable member of the power transfer mechanism. A sensor circuit is positioned within the housing and operable to output a signal having a frequency that varies in accordance with the position of the linearly moveable member, thereby indicating an operating state of the power transfer mechanism.