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Driver controlled traction differential amplifier

InfiniTrac is an electronically controlled, hydraulically-actuated limited slip differential that provides variable torque up to full axle lock. Integrated with vehicle sensors, it automatically identifies the optimal traction solution at any speed. The InfiniTrac is a proven technology that is scalable across numerous platforms. Infinitely tunable, it can be calibrated to deliver the traction specified by the vehicle or selected by the driver.


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Actual slip is determined from deviation of measured speeds of traction drive elements and known "no-slip" ratio for the drive ratio settings of a traction drive transmission. An error signal is generated whenever the relationship between the foregoing actual slip and traction pressure is outside defined limits to correct traction pressure as a function of the error signal.

In a traction drive transmission, torque transmitted between the engaging drive elements is occasioned by a certain amount of slip. The amount of slip will depend on the traction pressure force exerted to maintain the drive elements in surface contact with each other. Further, for any given traction pressure, the slip may vary because of changes in temperature, traction surface conditions, peripheral velocities and drive ratio position. Heretofore, the traction pressure was designed to obtain transmission of torque with substantially no slip.

However, efficient power transfer occurs only within a narrow range of optimum slip conditions so that prior systems which seek to limit slip often produce excessive contact pressure and limit power transfer capacity and the operational life of the transmission. Excessive slip, on the other hand, is also inefficient and undesirable because of excessive wear, thermal destruction of the friction or traction engaging surfaces of the drive elements, and loss of traction at a progressively increasing rate.

As indicated in my prior copending application Ser. Thus, it is desirable to regulate the traction pressure so as to remain within the foregoing narrow range corresponding to a portion of the traction curve reflecting the relationship between traction pressure and slip for each drive ratio setting of the transmission.

According to my prior copending application, the actual slip determined by sensing the traction roller speeds and drive ratio setting of the transmission is compared with the optimum slip empirically determined from such traction curves to control the amount of traction pressure applied.

Such a system does not, however, take into account variable factors such as temperature, fluid properties, component geometry, speed, spin moment, ratio setting and traction surface conditions that may alter optimum slip values. Traction roller speeds are monitored to calculate actual speed ratio for comparison with the theoretical speed ratio corresponding to the drive ratio setting also being monitored, in order to compute actual slip as disclosed in my prior copending application aforementioned.

In accordance with the present invention, either empirical data or the actual traction pressure exerted is sensed for comparison with actual slip to determine the ratio of the change in traction pressure to the change in actual slip. This ratio will approach infinity when the traction pressure corresponds to optimum slip. A reference signal is therefore electronically generated corresponding to the aforesaid ratio and a narrow signal band is selected embracing the peak signal level in order to establish an optimum signal reference from which any deviation below the level of the reference signal produces an error signal for correctively varying the traction pressure.

A resulting pressure correction signal is modified by an absolute slip offset signal in the selected signal band. Logic gating is utilized to reduce the correction signal level during increasing slip and to prevent application of erroneous error signals during transitional conditions to prevent damage to the system. These together with other objects and advantages which will become subsequently apparent reside in the details of construction and operation as more fully hereinafter described and claimed, reference being had to the accompanying drawings forming a part hereof, wherein like numerals refer to like parts throughout.

Referring now to the drawings in detail, FIG. The transmission 12, although adapted to be installed in an automotive vehicle, could also be adapted for stationary installations as well as other type vehicle installations. The traction drive contact pressure between the drive engaging elements of the transmission is established by a traction pressure regulator component generally referred to by reference numeral The drive ratio of the transmission is varied by means of a drive ratio shift control component The speeds of the traction drive elements in the transmission are sensed by speed sensors referred to by reference numeral The traction drive ratio setting of the transmission is sensed by a sensor 20 while in accordance with a preferred embodiment the contact drive or traction pressure between the drive elements is sensed by a sensor The speed sensors 18 feed their signals to a computer circuit 22 of the system in order to determine the actual speed ratio which will differ from a theoretical "no slip" ratio corresponding to the drive ratio setting sensed by component 20 based on the known geometry of the transmission.

The computer 27 compares the actual slip signal with the output from the traction pressure sensor A ratio signal is thereby developed by computer 27 and fed to interface circuit 28 from which correction signals are supplied to the traction pressure regulator The traction ratio shift control 16 receives a drive ratio change suppression signal from the slip computer Operation of the regulator 14 and control 16 may also be influenced through circuit 28 by other factors associated with an automotive vehicle installation.

Thus, FIG. According to one embodiment of the present invention, various physical conditions associated with a traction drive transmission are analyzed in order to determine the optimum traction pressure without measuring deviations in those conditions which tend to alter optimum slip values, such as temperature, oil properties, surface conditions of the traction components, traction component geometry and peripheral velocities. The system seeks out the optimum slip value for any and all conditions, even as they vary.

In order to understand the underlying rationale behind the system of the present invention, one should appreciate that the performance exhibited by all known traction devices is characterized by similar traction coefficient curves which have an optimum "peak" as will be apparent from FIG. The curves 38 are plotted against an ordinate representing traction force or torque and an abscissa representing percent slip. At very low loads, a slight shift 39 may occur in the peak traction points 40 toward increased slip values.

The same data from which curves 38 are derived is used to plot a family of constant traction force curves 42, 42' and 42" as shown in FIG. At the peak point 44 of the curve 42 as shown in FIG. Therefore, at this peak point of the curve, the rate of change of slip divided by the rate of change of the traction pressure force approaches infinity.

This condition exists in a narrow band and corresponds to a super-critical point of operation of the traction drive. Since the system of the present invention is based upon computation of the ratio of change in slip to change in normal traction force, a reference value is arbitrarily selected to establish the narrow band of accepted computed values embracing the critical operational point 44 on the traction curve In this manner, continuous hunting in the control system is avoided, since it remains quiescent for any conditions producing change ratio values greater than those in the computational band established by the selected reference value.

By way of example, FIG. Although the ratio value at points 45 and 47 is 1. It will be noted from FIG. With continued reference to FIG. Beginning with optimum slip at point 44 on constant pressure curve 42, a sudden decrease in external load causes a decrease in slip toward point 49 on a lower constant traction curve 42' corresponding to a corrective reduction in traction pressure effected in order to induce return of slip to the optimum value at point 44'.

An increase in external load, on the other hand, causes an increase in slip toward point 51 on curve 42'. However, any increase in slip is occasioned by a corrective increase in traction pressure inducing return of slip to an optimum value at point 44" on a higher constant traction curve 42". The corrective pressure response curve 52 therefore depicts the pressure slip relationship during the correction action and is confined to limits established by points 49 and 51 on curve 42'.

Changes in the relationship between traction force and slip at points 49 and 51 are denoted by traction pressure vectors A, B, C and D. Vector A denotes an increasing traction pressure as slip is decreasing while vector B denotes a decreasing traction pressure as slip is increasing. Both vectors A and B arise during an overpressure condition or insufficient slip. Vectors C and D, on the other hand, arise during an underpressure condition or overslip with vector C depicting an increasing traction pressure as slip is increasing while vector D depicts a decreasing pressure as slip is decreasing.

The foregoing pressure vectors are shown on the vector analysis diagram of FIG. To bring point 49 on curve 42', representing the overpressure condition, toward point 44', requires a reduction in pressure and an increase in slip as observed from FIG.

Accordingly, a relatively large pressure reducing correction is provided for vector A as depicted by correction response vector in FIG. A relatively small pressure reducing correction vector is provided for vector B since it is additive to pressure vector B.

To bring point 51, representing the underpressure condition, toward point 44", pressure must be increased. Accordingly, increasing correction response vectors are shown in FIG. Since vector C is additive with respect to its correction vector, the correction vector for vector C is relatively small as compared to the correction vector for pressure vector D. This provides anticipatory control overcoming mechanical momentum. It will also be noted from FIG.

Further, whenever slip or pressure trends are synchronous as reflected by like vectors, the correct control response is an increase in pressure. Thus, the direction and magnitude of the correction response may be controlled by the amount of slip detected and a computed rate of slip change to pressure change. Such factors are detected and computed in accordance with the present invention so as to produce the corrective responses as will be further explained in detail hereinafter.

As seen in FIG. In the analog system devised in accordance with the present invention, a voltage proportional to the computed rate ratio represented by the ordinate in FIG. Arbitrary rate ratio limits establish the operational slip bands 55 for each curve 53 as shown in FIG. Such centering effect is shown by a linear reference line 57 intersecting the curve 53 at points 59 and 61 between which the slip band is defined.

The traction roller is rotatable with the input shaft 54 and is axially displaceable therealong by means of a carriage The carriage is axially shifted by means of the drive ratio shift mechanism 16 referred to in FIG. The drive ratio setting position of nut 60 is sensed by the sensor 20 in the form of a linear potentiometer as shown. The axially movable traction roller 56 engages a conical roller 66 rotatably mounted by a shaft 68 having a contacting surface parallel to shaft 54 and a self-aligning bearing at pivot 70 in order to maintain contact with the drive roller 56 for all axial positions thereof and compensate for any bending moment of conical roller 66 with a minimal stress on shaft The conical roller shaft 68 is drivingly connected to one of the speed monitors 18a in the form of an RPM pulse generator in the illustrated embodiment and to planetary gearing 72 having a driven sun gear 73 connected to an output shaft The input shaft 54 is also drivingly connected to the planet carrier element 75 of the differential gearing 72 and to the other of the speed sensor 18b in the form of an RPM pulse generator.

The gearing 72 also includes planet pinions on the carrier element in mesh with the sun gear 73 and orbit gear 77 to which shaft 68 is drivingly connected by drive gear The traction contact pressure established between the rollers 56 and 66 will be determined by the force applied to the shaft 68 through the pressure contact regulator 14 having the traction pressure monitor 24 associated therewith in the form of a pressure transducer.

The amount of traction force applied is controlled by a pressure control valve 82 connected to a pump 84 associated with the regulator A pressure transducer 86 is associated with the brake pedal 34 for producing a brake pedal pressure signal in signal line When the transmission 12 is associated with an automotive vehicle installation as shown in FIG. Also, the emergency brake switch 36 supplies a signal through signal line The vehicle will also be provided with the drive ratio selector 30 aforementioned in connection with FIG.

The selector 30 is operative to provide logic signals to the control system through signal lines 98 and as shown in FIG. The vehicle operating control signals in input signal lines 90, 94, 96, 98 and are, respectively, connected to terminals , , , and of a signal terminal assembly for interfacing with the control system generally referred to by reference numeral , as shown in FIG. Through the same signal terminal assembly, the speed monitoring signals from the RPM pulse generators 18a and 18b are delivered by input signal lines and to terminals and , respectively.

The traction drive ratio setting of the transmission is sensed by sensor 20 in the form of a linear potentiometer supplying its position signal through input signal line to terminal Finally, the traction normal force exerted by contact pressure regulator 14 is sensed by a signal supplied from sensor 24 through input signal line to terminal As a result of the input data supplied by the foregoing input signal lines, a correction signal for correctively varying the traction force applied by the traction pressure regulator 14 is supplied from terminal through output signal line to a valve operating servomotor connected to the pressure control valve Also, traction shift control terminals , , and are connected by output signal lines to the windings and of the reversible motor 64 of the control While an analog type of data processing system is hereinafter described, it will be appreciated that the present invention also contemplates a functionally equivalent digital system.

The output of the amplifier then undergoes an anti-log conversion to yield a computational response. Thus, the input speed sensing signals in the form of pulses appearing at terminals and are respectively fed to frequency to voltage converters and in order to develop analog speed signals in lines and from which the actual speed ratio between the traction drive elements 56 and 66 of the transmission are calculated by a speed ratio circuit Signal voltage outputs from the frequency to voltage converters and are also fed to a motion detector circuit from which a motion signal is applied to line for purposes to be explained hereinafter.

The actual speed ratio output of the circuit is compared with the theoretical speed ratio signal voltage at terminal by a slip detector circuit producing an output in line corresponding to the actual slip occurring in the transmission. According to the embodiment shown in FIG. The slip signal output in line is also fed through a control gate to a driver thereby rendered operative to supply a proportional slip signal to the drive ratio shift control motor 64 through motor control circuit connected to four control terminals , , and associated with the motor The motor control circuit through the transmission ratio shift system reduces acceleration loading of the traction elements should abnormally high slip occur.

The gate is controlled by the gating control logic as shown in FIG.


Operational Amplifiers (Op Amps)

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