Vehicle Drive Mode Switching via Sequential Differential Control
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Solution Overview
Problem
Existing vehicles with differential switching mechanisms for drive modes lack a seamless transition between modes, leading to inefficient switching operations and limited driver control over wheel traction based on terrain and road conditions.
Innovation Solution
A vehicle equipped with a front differential and rear differential, along with a controller that sets the vehicle to one of four drive modes by switching the coupling states of these differentials, allowing sequential mode transitions to optimize traction distribution between front and rear wheels.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a differential switching mechanism is provided to enable switching between drive modes, then the vehicle can adapt to different terrain and road conditions, but the switching operation becomes complex and less seamless
Solution Approach 1:
The drive mode switching is segmented into distinct, predefined modes (first through fourth drive modes) with specific differential states. Each mode represents a discrete configuration of the front and rear differentials, allowing the driver to select from standardized options rather than managing continuous adjustments, thereby simplifying operation while maintaining adaptability.
Solution Approach 2:
The system dynamically transitions between different differential coupling states based on the selected drive mode. The controller automatically adjusts the coupling states of the front and rear differentials in response to driver input, enabling seamless adaptation to varying terrain and road conditions without requiring manual intervention in the differential mechanism itself.
2Reliability
If multiple drive modes are available for optimal traction, then vehicle performance is improved, but the device complexity increases
Solution Approach 1:
The differential switching mechanism is designed to perform multiple functions through a unified system. The same controller and switching mechanism manage both the front differential coupling state and the rear differential coupling state, allowing a single device to handle multiple drive modes (first through fourth drive modes) rather than requiring separate mechanisms for each function.
Solution Approach 2:
The control functions for the front differential and rear differential are merged into a single controller that manages both components simultaneously. By combining the control logic and switching mechanisms for both differentials into one integrated system, the patent reduces overall device complexity while maintaining the capability to provide multiple drive modes for optimal traction.
Data Source
AI summary
A vehicle can be operated in a first drive mode in which a front differential is set to a non-driven state and a rear differential is set to a differential state, a second drive mode in which the front differential is set to a non-driven state and the rear differential is set to a differential locked state, a third drive mode in which the front differential is set to a differential state and the rear differential is set to a differential locked state, and a fourth drive mode in which the front differential is set to a differential locked state and the rear differential is set to a differential locked state. Transition is allowed only between adjacent drive modes.