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WO1993001065A1 - Dispositif de commande du blocage de differentiel dans un vehicule a moteur - Google Patents

Dispositif de commande du blocage de differentiel dans un vehicule a moteur Download PDF

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Publication number
WO1993001065A1
WO1993001065A1 PCT/SE1992/000461 SE9200461W WO9301065A1 WO 1993001065 A1 WO1993001065 A1 WO 1993001065A1 SE 9200461 W SE9200461 W SE 9200461W WO 9301065 A1 WO9301065 A1 WO 9301065A1
Authority
WO
WIPO (PCT)
Prior art keywords
control unit
engine
differential lock
output signal
arrangement according
Prior art date
Application number
PCT/SE1992/000461
Other languages
English (en)
Inventor
Bo Warmenius
Thomas Magnusson
Original Assignee
Saab-Scania Aktiebolag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Saab-Scania Aktiebolag filed Critical Saab-Scania Aktiebolag
Priority to DE4292208T priority Critical patent/DE4292208T1/de
Priority to BR9206226A priority patent/BR9206226A/pt
Priority to DE4292208A priority patent/DE4292208C2/de
Publication of WO1993001065A1 publication Critical patent/WO1993001065A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/12—Conjoint control of vehicle sub-units of different type or different function including control of differentials
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/22—Arrangements for suppressing or influencing the differential action, e.g. locking devices using friction clutches or brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/30—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H2048/204—Control of arrangements for suppressing differential actions

Definitions

  • This invention relates to an arrangement according to the preamble to patent claim 1 attached.
  • the engagement of the differential lock brings about a mechanical, rigid coupling in the differential gear of the vehicle. If the differential gear is engaged whilst one of the wheels of the vehicle is spinning there is a high risk that the differential lock will be damaged because it will then be subjected to excessive stresses.
  • this solution is in fact one solution to the above-mentioned problem, but it can create other problems instead.
  • the driver has to operate several controls, and the time it takes to carry out these operations can be fairly long, giving the vehicle speed time to drop considerably before the driving force returns. The speed may therefore have time to drop substantially, particularly when driving uphill on a slippery surface, which means that it will also be necessary to select another gear.
  • clutch control can be a relatively cumbersome operation. Moreover, every clutch operation gives rise a certain amount of wear on the clutch.
  • the object of this invention is to solve the problem described without entailing the above-mentioned disadvantages.
  • the object of the invention i therefore to ensure that the differential lock can be engaged without the risk of damage to the same by making sure that no driving wheel is spinning during engagement. In cases where a wheel is already spinning, the invention must ensure that this spinning stops before the differential lock is engaged.
  • a further object is to ensure that the differential lock can be engaged easily without the need for several different control movements.
  • Another object is to ensure that the engaging time is reduce, thereby reducing the risk that the speed of the vehicle might be reduced during engagement.
  • Figure 1 shows diagrammatically a vehicle with a differential gear
  • Figure 2 is a wiring diagram of an arrangement for controlling a differential lock
  • Figure 3 shows an electrical control unit incorporated in the arrangement
  • Figure 4 is a signal diagram forthe electrical control unit
  • Figure 5 shows a modified embodiment of the invention applied to a tandem driven truck with pneumatic suspension.
  • FIG. 1 shows diagrammatically a vehicle 1 , such as a truck or other heavier vehicle.
  • vehicle 1 such as a truck or other heavier vehicle.
  • a driving engine 2 which transfers driving force, via a transmission 3, to the rear driving wheels 4 of the vehicle.
  • the acceleration of engine 2 is controlled by the driver by means of a so-called electric accelerator pedal 5, which means that the transmission between the accelerator pedal and the engine takes place electrically instead of mechanically.
  • an electrical control unit 6 is connected to the engine and controls the acceleration of engine 2 dependent, among other things, on signals from accelerator pedal 5.
  • Engine control unit 6 is also connected to other transmitters in the vehicle for optimum control of engine 2.
  • Transmission 3 incorporates, conventionally, a differential gear 7 on the drive shafts for driving wheels 4.
  • Differential gear 7 incorporates a differential lock 8, by means of which driving wheels 4 of the vehicle can be mechanically coupled together.
  • Differential lock 8 is controlled by means of pneumatic servomechanisms which are controlled by means of electrical solenoid valves.
  • FIG. 2 is an explanatory wiring diagram of an arrangement for controlling differential lock 8.
  • a manual switch 9, for engaging and disengaging differential lock 8 is arranged near the driver's seat.
  • Near differential gear 7 are arranged two solenoid valves 10, 11, one solenoid valve 10 of which, when activated, supplies compressed airto the servomechanisms of differential lock 8 for engaging differential lock 8, whilst the other solenoid valve 11 , when activated, de-aerates the servomechanisms, thereby disengaging differential lock 8.
  • Near differential lock 8 is arranged a mechanical switch 12, which closes when differential lock 8 is engaged and which opens when it is disengaged. This switch 12 is connected in series to a control lamp 13, which is used to indicate when differential lock 8 is engaged. In this example control lamp 13 is built into control switch 9, as shown in Figure 2.
  • control unit 14 whose function is described in greater detail below with reference to Figures 3 and 4.
  • This control unit d is connected via an input 16 to control switch 9, via a first output 17 to solenoid valve 10 for engaging differential lock 8, and via connections 18, 19 to feed cables 15, 31 in the vehicle.
  • One feed cable 15 constitutes a positive feed and the other feed cable 31 constitutes an earth cable.
  • These feed cables 15, 31 are also connected to the other components, as shown in Figure 2.
  • control unit 14 is connected via a second output 20 to engine control unit 6 via a diode 33 locking against inverse currents.
  • FIG. 3 shows control unit 14 in the form of a functional diagram.
  • the symbols used in Figure 3 for connections 16-20 are the same as those used in Figure 2.
  • Control unit d is connected via inputs 18, 19 to feed cables 15, 31 for driving its different sub-components.
  • Figure 4 illustrates the different signals at input 16 and outputs 17, 20 of the control unit relative to each other along a time axis.
  • the driver wants to engage differential lock 8
  • he moves switch 9 to an activated position 28, whereupon a voltage is supplied, via input 16, to an input stage 21 in control unit 14.
  • Curve A in Figure 4 represents the signal at input 16.
  • switch 9 When switch 9 is in a non-activated position 27, the signal is low, i.e. no voltage is applied to input 16.
  • the switch is moved to the activated position 28, the signal will be high and it will remain high as long as switch 9 is in this position.
  • input stage 21 is receiving voltage
  • a circuit 22 is activated which generates a time-limited voltage pulse 23, which is supplied to an output circuit 24.
  • This output circuit 24 is connected via output 20 to engine control unit 6.
  • Curve B in Figure 4 represents the signal at output 20 to engine control unit 6. This signal is low in the non-activated position 27 of switch 9.
  • switch 9 When switch 9 is moved to its activated positoin 28, the signal at input 16 will become high, whereupon the time-limited pulse 23 will be applied to output 20.
  • the acceleration of engine 1 During the time this pulse 23 is applied the acceleration of engine 1 will automatically be reduced to idling speed, or to another selected reduced speed, regardless of the action of accelerator pedal 5.
  • Time T which this pulse 23 lasts should be between 0.5 and 2 seconds, preferably approximately 1.0 second, depending on which engine 1 and differential lock 2 is used.
  • Time T of pulse 23 should be chosen so that it is sufficiently long firstly to allow engine 2 time to slow down safely to idling speed, and secondly to allow differential lock 8 time to be engaged. At the same time, time T should not be unnecessarily long since it delays returning to normal acceleration. When this time T has expired the voltage at output 20 ceases to be applied and the acceleration returns to that determined by the position of accelerator pedal 5, or by other engine parameters.
  • a time delay commences in a parallel time delay circuit 25, which after a predetermined time t activates a second output circuit. This applies a voltage to the second output 17, which is connected to solenoid valve 10 for engaging differential lock 8.
  • This time delay t should be between 0.1 and 0.5 seconds. In tests times of between 0.2 and 0.4 seconds, and particularly around 0.3-0.4 seconds, have proved suitable. This time t should be chosen so that it is sufficiently long to allow engine 1 time to slow down safely to idling speed for the engagement of differential lock 8, but atthe same time no longer than necessary.
  • Curve C in Figure 4 represents the signal at output 17 to the solenoid valve for engaging differential lock 8.
  • the signal at output 17 will also be high and will remain high as long as the signal at input 16 is high.
  • FIG. 5 is a modified wiring diagram for using the invention in another vehicle, namely a truck with a pneumatically suspended tandem bogie incorporating two driving rear axles. Each axle incorporates a differential gear and there is also a differential gear which splits the driving force between the two driving axles in the bogie. The vehicle therefore has a total of three differential gears, each of which is provided with a differential lock. To facilitate control of these, however, only two separate switches are used, one of which controls the differential lock between the axles and the other controls together the two differential locks on the respective axles.
  • the air bellows of the rear axle are controlled by means of a manual adjustable switch 30 on the instrument panel of the vehicle.
  • Switch 30 applies voltage, when activated, to a solenoid valve 31 , which evacuates the air in the air bellows.
  • voltage is applied to input 16 on an electronic unit 14 similar to that described earlier.
  • a diode 32 is arranged on a cable between pneumatic suspension switch 30 and input 16 for locking against inverse currents.
  • the invention described in the two examples enables the differential lock to be engaged without the driver having to perform any additional control movements to actuate the acceleration of engine 1. Because the arrangement is therefore independent of the control movements of the driver the differential lock engagement time can be optimised. For example, when a vehicle is being driven on a slippery surface uphill, it is extremely important that the differential lock can be engaged quickly, otherwise there is a risk that the vehicle will come to a complete standstill before the differential lock is fully engaged and the driving force restored.
  • the invention only involves minor modifications to existing components in a vehicle.
  • Most of the components, for example engine control unit 6 described, are already installed on many modern vehicles.
  • Such engine control units 6 already incorporate inputs which, when voltage is applied to them, reduce the speed of engine 1 to idling speed. This is used, for example, if the vehicle is equipped with an electrical booster brake, a so- called retarder. When this is activated the engine speed is also reduced to idling speed. If there are in this case several connections to engine control unit 6, they should be separated by means of diodes 33, as shown in Figures 2 and 5, to prevent inverse currents.
  • Electronic unit 14 is described above mainly on the basis of its functional operation because its component parts themselves consist of conventional electronic solutions for forming circuits 22, 23, 24, 26 for pulse generation 22, time delay and driving stage.
  • the signals are transmitted to outputs 17, 20 under full time control, and there is no feedback to indicate thatthe engine speed is actually being reduced or that differential lock 8 is actually being engaged.
  • a simple timed control has proved satisfactory.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Retarders (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)

Abstract

Un dispositif pour enclencher un blocage de différentiel dans un véhicule comprend une unité de commande (14) qui, premièrement, enclenche le blocage de différentiel via des servomécanismes (10) et deuxièmement réduit la vitesse du moteur pendant l'enclenchement via une unité de commande du moteur (6). L'unité de commande (14) comprend un circuit de temporisation assurant que le blocage de différentiel est enclenché avec un certain temps de retard après réduction de la vitesse du moteur. Le dispositif permet un enclenchement rapide et automatique sans risque de rotation des roues motrices du véhicule pendant l'enclenchement.
PCT/SE1992/000461 1991-07-01 1992-06-24 Dispositif de commande du blocage de differentiel dans un vehicule a moteur WO1993001065A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE4292208T DE4292208T1 (de) 1991-07-01 1992-06-24 Anordnung zur Steuerung der Differentialsperre in einem Kraftfahrzeug
BR9206226A BR9206226A (pt) 1991-07-01 1992-06-24 Arranjo para controlar o prendedor de diferencial em um veículo motorizado
DE4292208A DE4292208C2 (de) 1991-07-01 1992-06-24 Anordnung zum Steuern der Differentialsperre in einem Kraftfahrzeug

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE9102027A SE468710B (sv) 1991-07-01 1991-07-01 Arrangemang foer manoevrering av differentialspaerr i ett fordon
SE9102027-1 1991-07-01

Publications (1)

Publication Number Publication Date
WO1993001065A1 true WO1993001065A1 (fr) 1993-01-21

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ID=20383202

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE1992/000461 WO1993001065A1 (fr) 1991-07-01 1992-06-24 Dispositif de commande du blocage de differentiel dans un vehicule a moteur

Country Status (4)

Country Link
BR (1) BR9206226A (fr)
DE (2) DE4292208C2 (fr)
SE (1) SE468710B (fr)
WO (1) WO1993001065A1 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003070507A1 (fr) * 2002-02-19 2003-08-28 Volvo Lastvagnar Ab Dispositif destine a un vehicule de transport de marchandises a moteur
EP1688334A1 (fr) * 2005-02-03 2006-08-09 Dana Corporation Dispositif de bloquage pour différentiel inter-essieux
EP1908620A1 (fr) 2006-10-02 2008-04-09 Deere & Company Procédé et appareil pour le commande de verrouillage d'un différentiel
CN103496634A (zh) * 2013-09-18 2014-01-08 徐州重型机械有限公司 差速锁工作模式切换的控制方法、系统及轮式起重机
US8790217B1 (en) 2013-03-01 2014-07-29 Honda Motor Co., Ltd. Vehicles including differential lock controller and methods
US9440656B2 (en) 2014-12-03 2016-09-13 Caterpillar Inc. Torque control for dog clutch differential engagement
CN108138933A (zh) * 2015-10-01 2018-06-08 Zf 腓德烈斯哈芬股份公司 用于操作机动车传动系中的差动器的差动器锁止器的方法
CN114198478A (zh) * 2021-12-14 2022-03-18 三一专用汽车有限责任公司 一种差速锁控制方法及其控制器以及工程车辆
CN114562551A (zh) * 2021-02-20 2022-05-31 长城汽车股份有限公司 一种差速锁控制方法及装置

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8265842B2 (en) * 2009-07-23 2012-09-11 Ford Global Technologies, Llc Electronic locking differential
DE102014014185A1 (de) 2014-09-24 2015-04-02 Daimler Ag Verfahren zur Erkennung eines Zustandes einer Differentialsperre

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE404675B (sv) * 1978-01-04 1978-10-23 Dolerud Sven Anordning for att manovrera en differentialsperr hos ett motorfordon
US4347760A (en) * 1980-01-25 1982-09-07 Massey-Ferguson, Inc. Locking differential control system
US4523494A (en) * 1983-06-13 1985-06-18 Deere & Company Steering pressure responsive differential lock control system
US4549448A (en) * 1983-06-13 1985-10-29 Deere & Company Differential lock control system responsive to a plurality of vehicle parameters

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1981002049A1 (fr) * 1980-01-14 1981-07-23 B Avery Systeme de commande de differentiels d'un vehicule
DE3342574A1 (de) * 1983-11-25 1985-06-05 Robert Bosch Gmbh, 7000 Stuttgart Fahrzeug mit einer einkoppelbaren sperre fuer die angetriebenen raeder
DE3543894A1 (de) * 1985-12-12 1987-06-19 Wabco Westinghouse Fahrzeug Betaetigungseinrichtung fuer eine differentialsperre
DE3614863A1 (de) * 1986-05-02 1987-11-05 Wabco Westinghouse Fahrzeug Betaetigungseinrichtung fuer eine differentialsperre mit einem stellglied

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE404675B (sv) * 1978-01-04 1978-10-23 Dolerud Sven Anordning for att manovrera en differentialsperr hos ett motorfordon
US4347760A (en) * 1980-01-25 1982-09-07 Massey-Ferguson, Inc. Locking differential control system
US4523494A (en) * 1983-06-13 1985-06-18 Deere & Company Steering pressure responsive differential lock control system
US4549448A (en) * 1983-06-13 1985-10-29 Deere & Company Differential lock control system responsive to a plurality of vehicle parameters

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003070507A1 (fr) * 2002-02-19 2003-08-28 Volvo Lastvagnar Ab Dispositif destine a un vehicule de transport de marchandises a moteur
US7276015B2 (en) 2002-02-19 2007-10-02 Volvo Lastvagnar Ab Device for engine-driven goods vehicle
EP1688334A1 (fr) * 2005-02-03 2006-08-09 Dana Corporation Dispositif de bloquage pour différentiel inter-essieux
EP1908620A1 (fr) 2006-10-02 2008-04-09 Deere & Company Procédé et appareil pour le commande de verrouillage d'un différentiel
US7666116B2 (en) 2006-10-02 2010-02-23 Deere & Company Method and apparatus for differential lock control
US8790217B1 (en) 2013-03-01 2014-07-29 Honda Motor Co., Ltd. Vehicles including differential lock controller and methods
CN103496634A (zh) * 2013-09-18 2014-01-08 徐州重型机械有限公司 差速锁工作模式切换的控制方法、系统及轮式起重机
US9440656B2 (en) 2014-12-03 2016-09-13 Caterpillar Inc. Torque control for dog clutch differential engagement
CN108138933A (zh) * 2015-10-01 2018-06-08 Zf 腓德烈斯哈芬股份公司 用于操作机动车传动系中的差动器的差动器锁止器的方法
CN108138933B (zh) * 2015-10-01 2021-10-19 Zf 腓德烈斯哈芬股份公司 用于操作机动车传动系中的差动器的差动器锁止器的方法
CN114562551A (zh) * 2021-02-20 2022-05-31 长城汽车股份有限公司 一种差速锁控制方法及装置
CN114198478A (zh) * 2021-12-14 2022-03-18 三一专用汽车有限责任公司 一种差速锁控制方法及其控制器以及工程车辆
CN114198478B (zh) * 2021-12-14 2023-09-22 三一专用汽车有限责任公司 一种差速锁控制方法及其控制器以及工程车辆

Also Published As

Publication number Publication date
DE4292208T1 (de) 1994-04-28
SE468710B (sv) 1993-03-08
SE9102027D0 (sv) 1991-07-01
SE9102027L (sv) 1993-01-02
BR9206226A (pt) 1994-11-22
DE4292208C2 (de) 2002-05-08

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