Control of a limited slip differential based on an engine torque

1. A method of controlling a limited slip differential (LSD) of a vehicle, the vehicle having an engine, the LSD, and left and right driven wheels operably connected to the LSD, the method comprising:

determining a current output torque of the engine;

determining a position of an accelerator control;

determining a predicted engine torque based on the current output torque of the engine and on the position of the accelerator control;

determining a speed of the vehicle;

determining a value of a preload for application to the LSD, the value of the preload being based on the predicted engine torque and on the speed of the vehicle; and

applying a preload to the LSD when the value of the preload is greater than zero.

2. The method of claim 1 , further comprising:

determining rotational speeds of the left and right wheels; and

determining an average of the rotational speeds of the left and right wheels.

3. The method of claim 1 , wherein applying the preload to the LSD comprises compressing a clutch of the LSD to reduce a rotational speed difference of the left and right wheels.

4. The method of claim 3 , wherein compressing the clutch of the LSD comprises:

using an electric motor to drive a gear set and a ball ramp to apply a torque on the clutch; and

using a solenoid to lock the gear set.

5. The method of claim 3 , further comprising applying the predicted engine torque and the speed of the vehicle to a loading mapping table to read a value of a torque to be applied for compressing the clutch.

6. The method of claim 5 , further comprising:

determining a position of a transmission shifter; and

selecting the loading mapping table among a plurality of loading mapping tables according to the position of the transmission shifter.

7. The method of claim 1 , further comprising:

determining a rate of change over time of the position of the accelerator control;

wherein the predicted engine torque is further based on the rate of change over time of the position of the accelerator control.

8. The method of claim 7 , wherein determining the predicted engine torque comprises adding a torque adjustment proportional to the rate of change over time of the position of the accelerator control and the current output torque of the engine.

9. A differential assembly for use in a vehicle having an engine, and left and right driven wheels, the differential assembly comprising:

a limited slip differential (LSD) operatively connectable to a driveshaft and to the left and right driven wheels, the LSD being adapted for transferring torque from the driveshaft to the left and right driven wheels;

an engine torque monitor;

an accelerator control sensor;

a speed sensor; and

a control unit operatively connected to the LSD, to the engine torque monitor, to the accelerator control sensor and to the speed sensor, the control unit being adapted for:

determining a predicted engine torque based on an engine torque measurement from the engine torque monitor and on a position of an accelerator control provided by the accelerator control sensor,

determining, based on a measurement from the speed sensor, a speed of the vehicle,

determining a value of a preload for application to the LSD, the value of the preload being based on the predicted engine torque and on the speed of the vehicle, and

controlling application of a preload to the LSD when the value of the preload is greater than zero.

10. The differential assembly of claim 9 , further comprising an electric motor, wherein applying the preload to the LSD comprises controlling a preload applied by the electric motor to the LSD.

11. The differential assembly of claim 10 , wherein the LSD further comprises:

a compressible clutch, wherein applying the preload to the LSD comprises compressing the clutch; and

a gear set and a ball ramp, the gear set being adapted for applying the preload from the electric motor to the ball ramp for compressing the clutch.

12. The differential assembly of claim 11 , further comprising a solenoid having a tooth adapted for engaging the gear set when the solenoid is energized, wherein the control unit is further adapted for controlling the solenoid for locking the LSD.

13. The differential assembly of claim 9 , wherein the control unit comprises:

an input port adapted for receiving measurements from the engine torque monitor, from the accelerator control sensor, and from the speed sensor;

an output port adapted for forwarding control commands to the LSD; and

a processor operatively connected to the input port and to the output port, the processor being adapted for:

determining the predicted engine torque,

determining the speed of the vehicle,

determining the value of the preload for application to the LSD, and

when the value of the preload is greater than zero, causing the output port to forward a control command for the application of the preload to the LSD.

14. The differential assembly of claim 13 , wherein:

the control unit further comprises a memory storing configuration information for controlling the LSD; and

the processor is operatively connected to the memory.

15. The differential assembly of claim 14 , wherein:

the configuration information comprises a loading mapping table containing a plurality of torque values for application on a compressible clutch of the LSD as a function of a plurality of values for the predicted engine torque and as a function of a plurality of values for the speed of the vehicle; and

the processor is further adapted for applying the predicted engine torque and the speed of the vehicle to the loading mapping table to determine an input torque value for the LSD.

16. The differential assembly of claim 13 , wherein the processor is further adapted for determining the predicted engine torque by:

applying the position of the accelerator control and a time-limited rate of change over time of the position of the accelerator control to a torque mapping table to obtain an engine torque estimate;

correcting the engine torque estimate based on an accelerator control correction factor to determine a projected torque;

determining a torque correction based on the engine torque measurement and on a torque correction factor; and

adding the projected torque and the torque correction.

17. The differential assembly of claim 13 , wherein the processor is further adapted for:

receiving, via the input port, the engine torque measurement;

receiving, via the input port, successive signals providing positions of an accelerator control;

determining a rate of change over time of the position of the accelerator control; and

calculating a torque correction factor based on the rate of change over time of the position of the accelerator control;

wherein the predicted engine torque is determined based on the torque correction factor and on the engine torque measurement; and

wherein the processor is further adapted for determining the predicted engine torque by adding a torque adjustment proportional to the rate of change over time of the position of the accelerator control and the engine torque measurement.

18. The differential assembly of claim 17 , wherein the processor is further adapted for determining the predicted engine torque by:

applying the position of the accelerator control and a time-limited rate of change over time of the position of the accelerator control to a torque mapping table to obtain an engine torque estimate;

correcting the engine torque estimate based on an accelerator control correction factor to determine a projected torque;

determining a torque correction based on the engine torque measurement and on a torque correction factor; and

adding the projected torque and the torque correction.

19. A vehicle, comprising:

a frame;

a front suspension assembly connected to the frame;

a rear suspension assembly connected to the frame;

a left driven wheel and a right driven wheel connected to one of the front and rear suspension assemblies;

at least one other wheel connected to an other one of the front and rear suspension assemblies;

an engine connected to the frame;

a transmission operatively connected to the engine for receiving torque from the engine;

a driveshaft operatively connected to the transmission for transferring torque from the transmission to the left and right driven wheels; and

the differential assembly of claim 9 , the LSD being operatively connected to the driveshaft and operatively connected to the left and right driven wheels.

20. The vehicle of claim 19 , further comprising:

a transaxle for transferring torque from the transmission to the at least one other wheel; and

a selector adapted for selectively operatively connecting the LSD to the driveshaft.