JP2002096651A - Diferential limiting device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance the behavior stability of a vehicle before and after the start of ABS control, for the vehicle being equipped with a differential limiting device and an anti-skid brake. SOLUTION: In the vehicle, a constraint torque control is performed according to a final constraint torque (T final) set in correspondent to a vehicle driving status, when the vehicle is not under ABS control. Meanwhile, the constraint torque control is performed according to a final constraint torque (T final) set by an ABS corresponding constraint torque setting section (46) in correspondent to a wheel velocity difference (ΔVcd) between front and rear wheels, when the vehicle is under ABS control.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a differential limiting device for a vehicle, and more particularly, to a differential limiting device capable of improving the behavioral stability of a vehicle before and after starting anti-skid brake control.

[0002]

2. Related Art A vehicle equipped with a differential device between left and right driving wheels is excellent in turning performance, but may be unable to travel when one of the driving wheels slips. For this reason, it is known that a differential limiting device is provided between the drive shafts of the left and right wheels, and the differential by the differential device is limited as necessary by the restraining force generated by the differential limiting device. Further, in order to achieve both turning performance and running stability of a four-wheel drive vehicle, a differential limiting device may be provided together with a differential device that allows a differential between front and rear wheels.

[0003] In a vehicle equipped with such a differential limiting device, an anti-skid brake device (hereinafter, referred to as ABS) is generally mounted in order to improve braking performance. The differential limiting device is operable in various vehicle operating conditions, while the ABS is activated during braking. Therefore, when both the differential limiting device and the ABS operate during the deceleration operation of the vehicle, control interference occurs and AB
The braking stabilizing effect of S may be hindered.

In order to solve such inconvenience, for example,
As described in JP-B-6-53466, when it is detected that the brake operation state has been continued for a predetermined time or more, the operation of the differential limiting device is canceled and AB
A method of permitting the operation of S is used.

[0005]

However, AB
S, differential devices, differential limiting devices, and components of control systems of these devices have variations in operating characteristics due to variations in manufacturing and the like. It is actually difficult to start the operation of the ABS with good timing. For example, when the differential limiting device has been operating just before the start of the ABS operation, the timing for reducing the restraining force generated by the differential limiting device is defined as AB.
If it is later than the start of the S operation, control interference occurs, and the braking force control performance by the ABS decreases. On the other hand, if the timing for reducing the binding force is too early, A
The braking stability before the operation of the BS starts is reduced.

As described above, according to the method of releasing the operation of the differential limiting device at the start of the operation of the ABS, the operation timing of the ABS and the differential limiting device becomes inappropriate due to the influence of the variation in the operating characteristics of the device. And the behavior of the vehicle may become unstable. The present invention relates to a vehicle equipped with a differential limiting device and an anti-skid brake device,
The purpose is to increase the behavior stability before and after the start of the ABS control.

[0007]

SUMMARY OF THE INVENTION A differential limiting device for a vehicle according to the present invention includes a differential limiting device capable of selectively limiting the differential of a differential device, and a differential limiting device based on a vehicle operating state. Differential limiting control means for setting the differential limiting torque, wherein the differential limiting torque is set based on a difference in the number of revolutions of the output shaft when the anti-skid control means operates.

In the present invention, if the anti-skid control is not performed, the differential limiting torque, that is, the restraining force is set according to the vehicle operating condition, and the differential limiting control is performed as needed. The vehicle operation state provided as control information for this type of differential limiting control is not particularly limited, but, for example, changes in the presence or absence of an accelerator operation or a brake operation by a driver and, in accordance with such an operation, change. Vehicle acceleration and deceleration. If differential limiting control based on such control information is performed simultaneously with anti-skid control,
As described above, control interference easily occurs, and if the differential limiting control is simply canceled at the start of the anti-skid control, the vehicle behavior tends to become unstable.

In this respect, the setting of the differential limiting torque at the start of the anti-skid control according to the present invention is performed according to the rotational speed difference between the output shafts. Has a high control affinity with the anti-skid control performed according to the difference in the number of rotations of the wheels.
For this reason, even when the differential limiting control is performed simultaneously with the anti-skid control, the possibility of occurrence of control interference is eliminated or greatly reduced.

As described above, according to the present invention, even after the start of the anti-skid control, the differential limiting control can be performed without causing control interference with the anti-skid control. Can be That is, unlike the method in which the differential limiting control is simply released to eliminate the restraining force even when the differential limiting control according to the vehicle driving condition has been performed until immediately before the start of the anti-skid control, the present invention employs an output shaft. A restraining force is generated by the differential limiting control according to the rotational speed difference between the two, and therefore, a change in the restraining force before and after the start of the anti-skid control and a change in the behavior of the vehicle are suppressed.

Also in the present invention, the anti-brake control start timing and the differential limit control start timing are intended due to variations in the operating characteristics of the differential means, anti-skid control means and differential limiting device of each vehicle. Although there is a possibility of deviation, as described above, the differential limiting control according to the rotational speed difference between the output shafts has little control interference with the anti-skid control, and therefore, it is particularly effective even if executed before the anti-skid control. It does not cause any trouble. In consideration of this point, it is also possible to give an allowance such that the response of the differential limiting device to the establishment of the anti-skid control start condition is faster than the response of the anti-skid control means. At the start of the anti-skid control, the timing of switching from the differential limiting control based on the vehicle driving state to the differential limiting control based on the rotational speed difference between the output shafts is delayed compared to the timing intended due to the variation in the operation characteristics of the device. Even if it seems, it is possible to eliminate the delay in the switching timing of the differential limiting control mode and the accompanying control interference by applying the above-mentioned allowance in advance, or to significantly reduce the period of occurrence of the control interference it can.

In view of the fact that it is useful to eliminate the switching timing delay of the differential limiting control mode, the present invention predicts the start time of the anti-skid control,
According to this prediction, it is preferable that the differential limit torque setting and the differential limit control based on the rotational speed difference of the output shaft be started earlier. According to this preferred aspect, even when the operation characteristics of the differential means, the anti-skid control means, and the differential limiting device mounted on each vehicle vary, based on the vehicle driving state at the start of the anti-skid control. The delay in switching from the differential limiting control to the differential limiting control based on the rotational speed difference of the output shaft is reliably eliminated, and the vehicle behavior before and after the start of the anti-skid control is stabilized.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a vehicle differential limiting device according to an embodiment of the present invention will be described. The differential limiting device of the present embodiment is mounted on a vehicle equipped with a center differential (hereinafter, referred to as a center differential) as a differential means and an anti-skid control means (hereinafter, referred to as an ABS).

As shown in FIG. 1, a center differential 1 has a ring gear 6 for inputting rotation of an engine 4 through a transmission 5.
And a pinion gear that can rotate integrally therewith, and a pair of side gears that mesh with the pinion gear. One of the two side gears is connected to an outer casing of a front differential (hereinafter, referred to as a front differential) 2. The ring gear 10 provided on the outer periphery of the outer casing is
It is connected to a rear differential (hereinafter, referred to as a rear differential) 13 via a pinion gear 11 and a propeller shaft 12. Accordingly, the rotation of the outer casing of the one side gear and the front differential 2 is transmitted to the drive shaft 14 via the ring gear 10, the pinion gear 11, the propeller shaft 12 and the rear differential 13, so that the left and right rear wheels 3R rotate. It has become.

Although not shown in detail, the other side gear of the center differential 1 is connected to the inner casing of the front differential 2, and a pair of planetary gears supported in the inner casing are formed by inner ends of the left and right drive shafts 17. Respectively meshed with the sun gear formed. Therefore, the rotation of the side gears and the inner casing is transmitted to the drive shaft 17 via the planetary gears and the sun gear meshing with the planetary gears, and the left and right front wheels 3F are rotationally driven. At this time, a rotation difference between the left and right front wheels is allowed by the rotation of the planetary gear.

A hydraulic multi-plate clutch (not shown) is provided between the outer casing and the inner casing of the front differential 2 as differential limiting means. Oil is supplied. The engagement state of the hydraulic multi-plate clutch changes in accordance with the operating oil supply state controlled by the solenoid valve 21,
A restraining torque corresponding to the engagement state is generated to regulate the relative rotation between the two casings. That is, when the hydraulic multi-plate clutch is completely disengaged (restraint torque 0), the rotation of the outer casing and the inner casing of the front differential 2 is not restricted, and the front wheels 3F are arranged at a ratio of 50:50.
The torque is distributed to the side and the rear wheel 3R side. On the other hand, when the hydraulic multi-plate clutch is fully engaged (maximum restraint torque), rotation of both casings is restricted, and torque is distributed at a ratio according to the ground load of the front and rear wheels 3F, 3R.

In the vehicle interior, a 4WD ECU (electronic control unit) 31 and an ABS ECU 38, each including a microprocessor and the like, are installed together with an engine / transmission ECU (not shown). The input side of the 4WD ECU 31 includes a wheel speed sensor 32 for detecting wheel speeds VFL, VFR, VRL, VRR of the front and rear left and right wheels 3F and 3R, respectively, and a longitudinal acceleration G acting on the vehicle.
x, a lateral acceleration sensor 34 for detecting an actual lateral acceleration RGy acting on the vehicle, a vehicle speed sensor 35 for detecting a vehicle speed RVB, and an engine 4
Sensor 3 for detecting the throttle opening TPS of the throttle
6 and a steering angle sensor 37 for detecting the steering angle θs. The solenoid valve 21 is connected to the output side of the ECU 31.

The input side of the ABS ECU 38 is connected to a wheel speed sensor 32, a longitudinal acceleration sensor 33 of each wheel, and a brake switch (not shown), and the output side is connected to a wheel cylinder (not shown) from a hydraulic pump (not shown). An ABS control valve 39 for controlling the supply of the hydraulic pressure is connected. As is well known, when the brake switch is turned on and the braking state is detected, the ABS ECU 38 compares the reference wheel speed obtained from the wheel speed sensor output with each wheel speed to determine whether each wheel has a tendency to lock. The ABS control valve 39 is determined so that the slip ratio of the wheel having a tendency to lock becomes the optimum slip ratio at the estimated vehicle speed VB calculated as described later, and the wheel speed changes following the estimated vehicle speed VB. Is controlled. That is, the ABS ECU 38 and the ABS control valve 39 constitute anti-skid control means.

In connection with the differential limitation, the ECU 31
4, the front-rear difference rotation constraint torque setting unit 41, the front-rear G proportional constraint torque setting unit 42, the acceleration correspondence constraint torque setting unit 43, the deceleration correspondence constraint torque setting unit 44, and the final constraint torque setting unit 45 shown in FIG. The function of each of the ABS corresponding restraining torque setting sections 46 is achieved. As described later, the final constraint torque Tfi is obtained from the constraint torques Tv, Tx, Ta, and Tb set by the setting units 41 to 44.
nal is set, and the restraining torque generated by the hydraulic multiple disc clutch is controlled according to the final restraining torque Tfinal. Further, when the anti-skid control means is operated, that is, during the ABS control, the ABS corresponding restraining torque setting section 46 sets the final restraining torque Tfinal. That is, the setting unit 41
46 to 46 constitute differential limit control means.

The front / rear difference rotation restricting torque setting unit 41 sets the front / rear difference rotation restriction torque Tv based on the front / rear wheel rotation difference in order to optimize the vehicle behavior during turning. The front wheel averaging section 51 of the restraining torque setting section 41 averages the wheel speeds VFL and VFR of the left and right front wheels 3F to calculate the front wheel speed VF, and the rear wheel averaging section 52 calculates the left and right rear wheels 3F.
R wheel speeds VRL and VRR are averaged to obtain rear wheel speed V
R is calculated. Further, in the actual front-rear difference rotation calculating unit 53,
The front wheel speed VF is subtracted from the rear wheel speed VR, and the actual front-rear difference rotation ΔVcd is calculated.

In the estimated vehicle speed calculating section 54, the current vehicle speed represented by the second lowest wheel speed among the wheel speeds VFL, VFR, VRL, VRR is detected by the longitudinal acceleration sensor 33, The estimated vehicle speed VB is calculated by correcting with the longitudinal acceleration Gx representing the vehicle speed change. The ideal front-rear rotation calculation unit 55 calculates the ideal front-rear rotation ΔVhc from the estimated vehicle speed VB and the steering angle θs detected by the steering angle sensor 37 according to a map schematically shown in the calculation unit 55 block of FIG. Is calculated. In this map, the ideal front-rear rotation ΔVhc is set to a negative value in a low-speed range where the estimated vehicle speed VB is less than a predetermined value, while it is set to a positive value in a high-speed range above the predetermined value. The larger the value is ΔVh
The absolute value of c is set so as to increase as the steering angle θs increases. That is, when turning in the low speed range, the rear wheel speed VR is changed to the front wheel speed V in order to achieve a smooth turn.
F while turning at high speeds, the rear wheel 3
The rear wheel speed VR is made higher than the front wheel speed VF in order to realize a good turning performance by slipping R.

Next, the .DELTA.Vc setting section 56 sets the difference .DELTA.Vc from the following table based on the actual front-rear difference rotation .DELTA.Vcd and the ideal front-rear difference rotation .DELTA.Vhc.

[0023]

[Table 1]

The difference ΔVc in Table 1 is set in consideration of the fact that the restraining torque of the center differential 1 acts only in the direction where the actual front-rear difference rotation ΔVcd is 0, and the actual front-rear difference ΔVc is set.
It is intended to bring cd as close as possible to the ideal front-rear rotation ΔVhc. That is, as shown in Table 1, when the ideal front-rear rotation difference ΔVhc and the actual front-rear rotation difference ΔVcd have the same sign and ΔVcd is larger than ΔVhc,
By generating a restraining torque ΔVc equal to the difference between the two, the two are matched, and the ideal front-rear difference rotation ΔVhc and the actual front-rear difference rotation ΔVcd have the same sign, and
When Vcd is smaller than ΔVhc, if the constraint torque ΔVc is generated, the difference between the two increases instead.
And the ideal front-rear rotation ΔV
When hc and the actual front-rear rotation ΔVcd have different signs, a constraint torque ΔVc for setting the actual front-rear rotation ΔVcd to 0 is generated to bring ΔVcd closer to ΔVhc.

The restricting torque calculating section 58 calculates the front-rear difference rotation restricting torque Tv from the difference ΔVc based on the map shown in the block. In this map, the difference Δ
A dead zone is provided near the point where Vc is 0, and the difference ΔVc
Is set so that the front-rear difference rotation restricting torque Tv increases as the absolute value of the rotation torque increases. Next, the longitudinal G proportional constraint torque setting unit 42 determines the longitudinal G constraint torque Tx as the longitudinal acceleration G
x, which is calculated in accordance with x.
Then, the longitudinal G constraint torque Tx according to the longitudinal acceleration Gx is calculated according to the map shown in the block. In this map, the longitudinal G restraining torque Tx is set so as to increase as the longitudinal acceleration Gx increases, thereby preventing slip and improving running stability.

A switch 72 arranged at a subsequent stage to the restraining torque calculating section 71 is provided with an estimated vehicle speed VB
Is turned on during estimation, the front and rear G constraint torque Tx from the constraint torque calculation unit 71 is output to the final constraint torque setting unit 45 as it is, while the estimated vehicle speed calculation unit 54 completes the estimation of the estimated vehicle speed VB. If it is turned off, G
The value 0 is used as the final constraint torque setting unit 4 instead of the constraint torque Tx.
5 is output.

That is, in the present embodiment, when the estimated vehicle speed calculating section 54 is in the process of estimating the estimated vehicle speed VB and it is inferred that four wheels are slipping, the front and rear G restraining torque Tx is used instead of the restraining torque Tv. I use it. The acceleration-response restraint torque setting unit 43 controls the rear wheel 3 at the time of sudden start or the like.
This is for calculating an acceleration-response restraining torque Ta for preventing the initial slip of R. In the restraining torque calculating section 81 of the setting section 43, the throttle torque is detected by the throttle sensor 36 according to the map shown in the block. Acceleration-related restraint torque Ta is calculated from throttle opening degree TPS and estimated vehicle speed VB calculated by estimated vehicle speed calculation unit 54, and is output to final restraint torque setting unit 45 via filter 82.

Although not shown, in the above-described map, the acceleration-response restraining torque Ta is determined by the throttle opening TPS.
Is set so as to increase as the vehicle speed VB increases and to decrease as the estimated vehicle body speed VB increases, thereby suppressing the initial slip at the time of sudden start and the like. The deceleration-response constraint torque setting unit 44 calculates a deceleration-response constraint torque Tb for securing the stability of the vehicle attitude during sudden deceleration.
The restraining torque calculating unit 91 of the setting unit 44 calculates the deceleration-related restraining torque Tb from the longitudinal acceleration Gx according to the map shown in the block. In this map,
The deceleration-response restraining torque Tb is set so as to increase as the deceleration increases, so that the vehicle posture during deceleration is stabilized.

The K2 calculator 92 calculates a correction coefficient K2 from the steering angle θs and the estimated vehicle speed VB according to the map shown in the block. Although not shown, in the map, the correction coefficient K2 is set so as to decrease with an increase in the steering angle θs, whereby the deceleration-response restraining torque Tb is corrected to decrease, thereby ensuring the turning performance. Multiplication unit 94
In this case, the deceleration-response constraint torque Tb is multiplied by the correction coefficient K2.

On the other hand, in the K3 calculating section 96, the steering angular velocity Ds obtained by differentiating the steering angle θs from the steering angle sensor 37 with the differential processing section 95 in accordance with the map shown in the block.
The correction coefficient K3 is calculated from θs. In this map, the correction coefficient K3 is set such that the correction coefficient K3 decreases with an increase in the steering angular velocity Dθs in a region where the steering angular velocity Dθs is equal to or greater than a predetermined value. Correction is made to ensure turning.
The correction coefficient K3 is input to the multiplication unit 99 via the filter 97. The multiplication unit 99 multiplies the deceleration correspondence constraint torque Tb by the correction coefficient K3, and the corrected deceleration correspondence constraint torque Tb is output to the final constraint torque setting unit 45. You.

Next, in the maximum value selecting section 101 of the final restraining torque setting section 45, the front-rear difference rotation restraining torque Tv and the front-rear G
The larger of the proportional constraint torque Tx is selected. If there is a possibility that control hunting may occur in the front / rear difference rotation constraint torque Tv due to the four-wheel slip, the front / rear G proportional constraint torque Tx is selected. The selected restraining torque Tv or Tx is added by the adding unit 102 to the acceleration corresponding restraining torque Ta and the deceleration corresponding restraining torque Tb. The resulting final constraint torque Tfinal is limited by the limiter 103 to the maximum constraint torque achievable by the hydraulic multiple disc clutch, and is output as the final constraint torque Tfinal.

In the 4WD ECU 31, the duty ratio corresponding to the final restraint torque Tfinal is set from a map (not shown), and based on the set duty ratio, the solenoid valve 21 is actuated and the hydraulic unit 20 sends the hydraulic multi-plate clutch 19 Control the hydraulic oil supply to the engine. As a result, the engagement state of the hydraulic multiple disc clutch 19 is adjusted, and the constraint torque is controlled to the final constraint torque Tfinal.

As described above, when the ABS control by the anti-skid control means is not performed, the operation restriction control is performed according to the final restraint torque Tfinal set based on the vehicle driving state. On the other hand, when a brake switch (not shown) is turned on to detect a braking state, ABS
The ECU 38 determines whether or not each wheel has a locking tendency, and if the locking tendency is determined for any of the wheels, as shown by a block 116 in FIG.
A signal indicating that the ABS control is being performed is transmitted from the switch 38.
Turns on to cut off the output of the final constraint torque Tfinal from the final constraint torque setting unit 45, while the ABS is turned off as described below.
The final constraint torque Tfinal calculated by the corresponding constraint torque setting unit 46 can be sent to the 4WD ECU 31. That is, during the ABS control, the normal restraint torque control based on the vehicle driving state is prohibited, and the ABS-based restraint torque control is performed instead.

The ABS corresponding restraining torque setting section 46 includes a restraining torque calculating section 111 for inputting the actual front-rear difference rotation ΔVcd from the actual front-rear difference rotation calculating section 53, and the restraining torque calculating section 111 uses the map shown in the block. , The final constraint torque Tfinal corresponding to the actual front-rear rotation ΔVcd is calculated. In this map, the actual front-rear difference rotation ΔVcd is 0
A dead zone is provided in the vicinity of
The final constraint torque Tfinal is set to increase as the absolute value of Vcd increases, and the difference between the rotational speeds of the front and rear wheels is made zero by the constraint torque control.

The K4 calculating section 112 calculates a correction coefficient K4 according to the estimated vehicle speed VB input from the estimated vehicle speed calculating section 54 according to a map shown in the block. It is set to decrease as the vehicle speed VB increases. Then, in the multiplier 113, the final constraint torque Tfinal from the constraint torque calculator 111 is multiplied by the correction coefficient K4, and the final constraint torque Tfinal after the vehicle speed correction is sent to the 4WD ECU 31 via the filter 114 and the switch 115. .

As a result, during the ABS control, the final restraint torque T set by the restraint torque setting section 46 corresponding to the ABS is set.
The constraint torque control (differential limit control) based on final is performed. As described above, this final constraint torque Tfinal
Is set according to the actual front-rear difference rotation ΔVcd, that is, the difference between the wheel speeds of the front and rear wheels, and the restraining torque control based on this is performed according to the difference between the reference wheel speed and the wheel speed of each wheel.
It has a high affinity for control and is less likely to cause control interference with ABS control.

That is, when the restraint torque control based on the acceleration-response restraint torque Tv or the deceleration-response restraint torque Tx set in response to the driver's operation of the accelerator pedal or the brake pedal is performed during the ABS control, such restraint is performed. The wheel speed change of each wheel that appears as a result of the torque control is A
While the BS control system may act as a large disturbance that cannot be dealt with by the ABS control system,
It is understood that the constraint torque control based on the actual front-rear difference rotation ΔVcd does not give such a disturbance.

Since the ABS control and the restraint torque control are simultaneously performed, the braking control is achieved by the ABS control and the behavior stability is improved by the restraint torque control. Even when the restraint torque control based on the state is performed, the restraint torque change is suppressed, and the instability of the vehicle behavior due to the restraint torque change is avoided.

The present invention is not limited to the above embodiment, but can be variously modified. For example, in the above-described embodiment, in the setting of the differential limiting torque based on the vehicle driving state, the front-rear difference rotation restriction torque, the front-rear G proportional restriction torque, the acceleration-response restriction torque and the deceleration-response restriction torque are set. The setting of the differential limiting torque based on the state is not limited to this. For example, one or more of the above four types of constraint torques may be set.

In the above embodiment, the actual front-rear difference rotation Δ
The restraint torque control (differential limit control) based on Vcd (more generally, the difference in the number of rotations of the output shaft) is started at the same time as the start of the ABS control. In order to avoid an adverse effect when the start timing of the restraint torque control or the ABS control deviates from the intended one, the restraint torque control based on ΔVcd may be started slightly earlier than the start time of the ABS control. . Such a determination of the start timing is performed by, for example, A
This can be realized by determining the degree of lock of each wheel in the BS ECU 38 in two stages. That is, the restraint torque control based on ΔVcd may be started when a slight locking tendency occurs in any of the wheels, and the ABS control may be started when the locking tendency further increases.

[0041]

The differential limiting device for a vehicle according to the present invention has a differential limiting means capable of selectively limiting the differential of the differential means and a differential limiting torque of the differential limiting means based on the operating state of the vehicle. Differential limiting control means for setting the differential limiting torque based on the rotational speed difference of the output shaft when the anti-skid control means operates.
After the start of the S control, the differential limiting torque control that has a high affinity with the ABS control and is less likely to cause control interference can be performed, and the vehicle behavior can be stabilized. In particular, when the differential limiting control according to the vehicle driving condition is performed immediately before the start of the ABS control, a change in the differential limiting torque before and after the start of the ABS control is suppressed, thereby contributing to an improvement in behavior stability. Further, the differential limiting device of the present invention makes it easy to take measures for avoiding the switching timing delay of the differential limiting control mode due to the variation in the operating characteristics of the devices of the individual vehicles and the control interference accompanying it, Practical.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a differential limiting device according to an embodiment of the present invention, together with a drive system of a vehicle on which the differential limiting device is mounted.

FIG. 2 is a block diagram showing a part of a differential limiting control unit of the differential limiting device shown in FIG. 1;

FIG. 3 is a block diagram showing another part of the differential limit control means.

FIG. 4 is a block diagram showing the rest of the differential limit control means.

[Explanation of symbols]

Reference Signs List 1 center differential (differential means) 32 wheel speed sensor 35 body speed sensor 38 electronic control unit for ABS 39 ABS control valve 41, 42, 43, 44, 45, 46 setting section (differential limit control means)

 ──────────────────────────────────────────────────続 き Continued on the front page F-term (reference) HH25 HH26 HH36 HH41 KK07

Claims (1)

[Claims] 1. A vehicle equipped with a differential device for distributing a driving force from an engine to each output shaft and an anti-skid control device for adjusting a braking force so that a wheel slip condition is optimized. In the dynamic limiting device, a differential limiting means capable of selectively limiting the differential of the differential means, and a differential limiting torque of the differential limiting means based on an operation state of the vehicle and the anti-skid A differential limiting control device for setting the differential limiting torque based on a rotational speed difference between the output shafts when the control device is operated.