MOTOR VEHICLE BALANCING

Abstract

For the operation of a gearless clutch-controlled differential unit with a first clutch and a second clutch, without abandoning the possibility of assigning different torques to the clutches, it is provided that a control variable originally generated by a control variable unit is supplied to the first clutch unchanged while the control variable is supplied to the second clutch subject to the intermediate connection of an individual control element. The first and second clutches have clutch characteristics that are distinct from one another.

Claims

1.-16. (canceled)

17. A system for activating a gearless differential unit of an axle of a motor vehicle, comprising: the differential unit which includes an input element; a first output element couplable to the input element via a first frictionally engaged clutch to transmit a drive moment to a first drive wheel; and a second output element, couplable to the input element via a second frictionally engaged clutch to transmit a drive moment to a second drive wheel; wherein a control variable output by a control variable unit for adjusting drive moment transmittable by the clutches is supplied to the first clutch without intermediate connection of an individual control element, while the control variable is supplied to the second clutch via the intermediate connection of an individual control element.

18. The system of claim 17, wherein the first clutch and the second clutch have clutch characteristics that are distinct from one another.

19. The system of claim 17, wherein the control variable unit is activatable for changing the value of the control variable.

20. The system of claim 17, wherein the clutch characteristics of the first clutch and the clutch characteristics of the second clutch are such that when both clutches are supplied with a control variable of the same value the second clutch is capable of transmitting a greater clutch moment than the first clutch.

21. The system of claim 17, wherein the clutch characteristics of the first clutch and the clutch characteristics of the second clutch are such that, by influencing the control variable via the individual control element, the second clutch is configured to be assigned a transmittable clutch moment that is higher, and a transmittable clutch moment that is lower, than can be assigned to the first clutch.

22. The system of claim 17, wherein the second clutch has a pressure point that is higher than a pressure point of the first clutch.

23. The system of claim 17, wherein the second clutch has an effective clutch friction area that is larger than an effective clutch friction area of the first clutch.

24. The system of claim 17, wherein the second clutch has an effective clutch diameter that is larger than an effective clutch diameter of the first clutch.

25. The system of claim 17, wherein the control variable is hydraulic pressure, the system further comprising a rotational speed-regulated hydraulic pump as the control variable unit, wherein the control variable change influencing the clutch moment of the first clutch is effected directly via the change of the rotational speed of the hydraulic pump, while the second clutch is additionally assigned an individual control element located downstream of the hydraulic pump, via which the control variable made available by the hydraulic pump is additionally reducible in the value.

26. A method for operating a gearless differential unit of an axle of a motor vehicle that can be driven at least at times, wherein the differential unit comprises an input element; a first output element couplable to the input element via a first frictionally engaged clutch in order to transmit drive power to a first drive wheel; and a second output element, couplable to the input element via a second frictionally engaged clutch to transmit drive power to a second drive wheel; the method comprising outputting, from a control variable unit, a control variable with which the first clutch and the second clutch are supplied, wherein the control variable is supplied to the first clutch without intermediate connection of an individual control element, while the control variable made available by the control variable unit is supplied to the second clutch via the intermediate connection of an individual control element.

27. The method of claim 26, further comprising actuating the first clutch and the second clutch with a clutch actuation mechanism on which the control variable acts in order to actuate the clutches, and adjusting the value of the control variable acting on the first clutch by influencing the control variable unit, and adjusting the value of the control variable acting on the second clutch by the individual control element additionally assigned to the second clutch.

28. The method of claim 26, wherein the control variable unit is a hydraulic pump and the control variable is hydraulic pressure and the change of the control variable acting on the first clutch is effected by changing the rotational speed of a hydraulic pump.

29. A gearless differential unit for an axle of a motor vehicle that can be driven at least at times, wherein the differential unit comprises: an input element; a first output element couplable to the input element via a first frictionally engaged clutch to transmit a drive moment to a first drive wheel; and a second output element, couplable to the input element via a second frictionally engaged clutch to transmit a drive moment to a second drive wheel; wherein the first clutch and the second clutch have clutch characteristics that are distinct from one another.

30. The differential unit of claim 29, further comprising a control variable unit that is programmed to provide a control variable output by for adjusting drive moment transmittable by the clutches that is supplied to the first clutch without intermediate connection of an individual control element, while the control variable is supplied to the second clutch via the intermediate connection of an individual control element.

Description

SUMMARY OF THE DRAWINGS

[0021] In the drawings:

[0022] FIG. 1 shows an example clutch-controlled, gearless differential unit with a control device in a schematic representation,

[0023] FIG. 2 shows an example representation of possible clutch characteristic lines of the first clutch and the second clutch, and

[0024] FIG. 3 shows an example representation of the moment transmission potential of both clutches over the time axis with continuously initially steadily increasing and then steadily falling pressure.

DETAILED DESCRIPTION

[0025] In FIG. 1, a differential unit 1 together with a system for its operation is shown in a schematic view. The characters L and R assigned to certain reference symbols in the figures stand for the respective left (L) or right (R) component of the, in parts, symmetrical basic structure.

[0026] The drive power of the vehicle drive is transmitted via an input element 2, typically a cardan shaft, and a drive wheel 3 connected to the same, to a ring gear 4 and from there to left and right drive disk carriers 5, which in each case are assigned drive disks 7 which are arranged axially moveably in a rotationally fixed manner. These drive disks 7 interact with left or right output disks 7 which in turn interact with a left or right output element 8 in a rotationally fixed manner and are arranged on a left or right output disk carrier 9 axially moveably but in a rotationally fixed manner. The left or right clutch unit 10 so formed represents a disk clutch which is known in principle.

[0027] Both the right clutch unit and also the left clutch unit are each assigned a clutch actuator 11 to be actuated possibly hydraulically, wherein alternatively to a hydraulic clutch actuation other clutch actuation mechanisms are also possible, in particular electromechanical, electromagnetic electrohydraulic or pneumatic operating clutch actuation devices.

[0028] By way of the clutch actuators 11, the clutch units are activated and by way of the control variable hydraulic pressure, the clutch pressure, i.e., the pressure force with which the output or drive disks are pressed against one another, is influenced for each of the clutches so that the moment that is transmittable by the clutches can be specifically set by the value of the control variable supplied to the clutch actuation device. In the case of clutch actuation devices which do not operate with hydraulic pressure, the control variabledepending on the chosen action mechanismcould be for example a mechanical force, electric current, electric voltage or pneumatic pressure.

[0029] In the figures, the drive disk carrier 5 coupled to the input element 2 in a rotationally fixed manner is embodied as an outer disk carrier and the output disk carrier 9 that is coupled to the drive wheels in a rotationally fixed manner as inner disk carrier. It will be readily understood that this configuration can also be reversed.

[0030] In FIG. 1, a system for operating and activating the left or right clutch unit is shown, in the case of which the left or right of the two clutches 10 can be individually activated with a different pressure depending on the driving state. In FIG. 1, the right clutch 10R exemplarily forms the first clutch and the left clutch 10L the second clutch in terms of the invention. This arrangement is exemplary and can be reversed.

[0031] An electronic control unit 13 detects the pressures p.sub.0 and p.sub.L that are present in the system and, based on stored characteristic maps and taking into account driving state data (wheel speeds, acceleration forces, vehicle inclination, speed, steering angle, etc.), individually activates the left or right clutch with the control variable hydraulic pressure.

[0032] The output pressure p.sub.0 originally generated by a motor-operated hydraulic pump unit 12 in a first (pressure generation) stage is generated by the pump unit 12 by setting the appropriate pump rotational speed at a value that is a function of the driving state and, in the value generated by the pump unit 12, acts directly on the clutch actuator 11R. An orifice 16 ensures better regulatability of the output pressure p.sub.0 and renders a pump unit, which for lowering the output pressure would have a second direction of rotation, dispensable in particular for the cases in which the output pressure p.sub.0 has to be rapidly minimized.

[0033] The pressure p.sub.0 generated by the hydraulic pump unit 12 is used at least indirectly also for activating the left clutch 10L, wherein, between the hydraulic pump unit 12 and the clutch actuator 11L, in individual control element 14, a pressure regulating valve is provided, which is capable of down-regulating the pressure p.sub.0 generated by the hydraulic pump unit for the right clutch 10R in a second (pressure reducing) stage. The pressure p.sub.R acting on the right clutch 10R in this case is always smaller or equal to the output pressure p.sub.0 generated by the hydraulic pump 12 (the control variable unit). p.sub.0p.sub.L applies.

[0034] The supply of the first clutch with the control variable influencing the pressure force of the clutch disks accordingly takes place without further individual control elements, in the case of the use of a hydraulic pump unit 12 shown in FIG. 1 in particular without pressure regulating valves connected downstream of the pump unit 12. The value of the control variable hydraulic pressure is regulated for the case shown in FIG. 1, via the pump output of the hydraulic pump unit, in particular by way of the delivery output, that is variable with the rotational speed of said pump unit. In the case of other types of clutch actuation mechanisms this statement is, as will be readily understood, equally true for the control variable then utilized for influencing the transmittable clutch moment.

[0035] In order to be able to activate the right clutch 10R despite the configuration shown in FIG. 1, in the case of which the control variable p.sub.R supplied to the right clutch 10R is always smaller or equal in the value to the control variable p.sub.0 supplied to the left clutch 10L in such a manner that in a certain driving state the drive moment that is transmittable with the right clutch 10R is greater than the drive moment that is transmittable with the left clutch 10L, it is provided that the right clutch 10R has different clutch characteristics than the left clutch 10L. It is provided in particular that the right clutch 10R, when supplied with a control variable in the same value, is capable of transmitting a greater drive moment than the left clutch 10L, or that, upon an adjustment of the control variables p.sub.0 and p.sub.L in a manner such that both clutches are adjusted to the same transmittable drive moment, the control variable assigned to the left clutch 10L is lower in value than the control variable assigned to the right clutch 10R.

[0036] For this reason, in FIG. 1 the right clutch 10R is configured differently than the left clutch 10L. The right clutch 10R as can be seen has a lower number of clutch disks and a lower effective clutch diameter. It additionally has a higher pressure point, as will be explained below.

[0037] FIG. 2 exemplarily shows the clutch characteristic lines of a left clutch 10L and a right clutch 10R as they could be employed. On the x-axis the pressure acting on the clutch actuation mechanism is plotted in each case; on the y-axis, the moment transmission potential of the respective clutch materializing corresponding to the applied pressure is plotted. By the different profiles of the clutch characteristic lines it can be seen that the right clutch with the same pressure is capable of transmitting significantly less moment than the left clutch (in FIG. 2 approximately 1,000 Nm on the right and approximately 1,600 Nm on the left each at 25 bar).

[0038] As a further measure for influencing the clutch characteristics it is provided that the pressure point of the right clutch (the value of the control variable with effect from which the respective clutch starts transmitting drive moment) lies above the pressure point of the left clutch (in FIG. 2 exemplarily on the right approximately 2.5 bar and left approximately 1 bar).

[0039] FIG. 3 shows a representation of the moment transmission potential of both clutches over the time axis initially with continuously steadily rising and then steadily falling pressure.

[0040] On the one hand, the differential of the respective transmittable torque potential -low realizable between the clutches can be read off the y-axis. This is the minimal differential of the torque transmittable in each case by the clutches in the pressure point of the right clutch (of weaker configuration). At the pressure at which the right clutch just starts to engage, the left clutch in the example illustrated in FIG. 3 is already capable of transmitting approximately 120 Nm.

[0041] The differential of the respective transmitted torque potential -high, at which the left clutch (the stronger clutch) reaches the maximum torque potential of the right clutch (the weaker clutch), which can be maximally realized between the clutches, can likewise be read off the y-axis. This differential in the example shown in FIG. 3 is approximately 630 Nm.

[0042] From this the example illustrated in the FIGS. 2 and 3 can be read off, that with the system a torque differential between right and left clutch and thus between right and left output side of the differential unit of between 120 Nm and approximately 630 Nm can be realized independently of whether more or less torque transmission potential is assigned to the right or the left clutch.

LIST OF REFERENCE CHARACTERS

[0043] 1 Differential unit [0044] 2 Input element [0045] 3 Drive wheel [0046] 4 Ring gear [0047] 5 Drive disk carrier [0048] 6 Drive disks [0049] 7 Output disks [0050] 8 Output element [0051] 9 Output disk carrier [0052] 10 Clutch unit [0053] 11 Clutch actuator [0054] 12 Hydraulic pump unit [0055] 13 Electronic control unit [0056] 14 Individual control element [0057] 15 Drive wheels [0058] 16 Hydraulic orifice [0059] L/R Left/Right