JP2008132892A - Driving force distribution control device of four-wheel-drive vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force distribution control device of a four-wheel-drive vehicle capable of enhancing acceleration while enhancing slip convergence. <P>SOLUTION: A controller 8 limits the maximum driving force distribution ratio of rear wheels with a limit value larger than a value according to the static weight distribution ratio of front and rear wheels when an output response of an electric motor 2b to a rear wheel driving force command value is delayed more than an output response of an engine 1+ an electric motor 2a to a front wheel driving force command value. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention belongs to the technical field of a driving force distribution control device for a four-wheel drive vehicle.

In the conventional driving force distribution control device for a four-wheel drive vehicle, the driving force limit values of the front and rear wheels are determined according to the road surface μ and the static weight distribution ratio of the front and rear wheels, respectively, and the range not exceeding these driving force limit values. Thus, the driving force according to the driving force request value is distributed to the front and rear wheels (see, for example, Patent Document 1).
JP 63-195032 A

  However, in the above prior art, since both the front wheel drive force reduction and the rear wheel drive force increase are limited based on the static weight distribution ratio of the front and rear wheels, the slip convergence is low, There was a problem that an acceleration feeling corresponding to the driving force requirement could not be obtained.

  The present invention has been made paying attention to the above problems, and an object thereof is to provide a driving force distribution control device for a four-wheel drive vehicle capable of improving acceleration while improving slip convergence. It is in.

In order to achieve the above object, the present invention provides:
A main drive source for driving one of the front and rear wheels;
A sub drive source for driving the other sub drive wheel of the front and rear wheels;
Sub-drive wheel driving force calculating means for calculating a larger driving force of the sub-driving wheel as the difference in rotational speed between the main driving wheel and the sub-driving wheel is larger;
A driving force command value calculating means for calculating a driving force command value of the main driving source and a driving force command value of the auxiliary driving source based on the driving force request of the driver and the calculated driving force of the auxiliary driving wheel;
In a four-wheel drive vehicle driving force distribution control device equipped with
When the output response of the auxiliary driving source to the driving force command value of the auxiliary driving source is delayed from the output response of the main driving source to the driving force command value of the main driving source, the maximum driving force distribution ratio of the auxiliary driving wheels And a driving force distribution ratio limiting means for limiting the vehicle with a limit value larger than the static weight distribution ratio of the front and rear wheels.

In the driving force distribution control device for a four-wheel drive vehicle of the present invention, when the main drive source is idle, the maximum driving force distribution ratio of the auxiliary driving wheels is a value corresponding to the static weight distribution ratio of the front and rear wheels ( The value is increased to a value larger than the slip limit value. At this time, the output response of the auxiliary drive source with respect to the drive force command value of the auxiliary drive source is delayed from the output response of the main drive source with respect to the drive force command value of the main drive source. It is done.
That is, in the present invention, since the driving force of the auxiliary driving wheel rises early, the road surface of the vehicle is compared with the conventional technology that suppresses the maximum driving force distribution ratio of the auxiliary driving wheel to a value corresponding to the static weight distribution ratio. The transmission drive force to the can be increased, and the idling of the main drive wheels can be quickly suppressed.
As a result, acceleration can be improved while improving slip convergence.

  Hereinafter, the best mode for carrying out the present invention will be described based on Examples 1 to 3.

First, the configuration will be described.
FIG. 1 is a system configuration diagram of a hybrid vehicle to which a four-wheel drive vehicle driving force distribution control device according to a first embodiment is applied. The four-wheel drive vehicle driving force distribution control device according to the first embodiment includes an engine 1, an electric motor Motors 2a, 2b, wheels 3a, 3b, 3c, 3d, differential 4, transmission 5, wheel speed sensors 6a, 6b, 6c, 6d, steering angle sensor 7, controller 8, high-power battery 9, inverters 10a, 10b and accelerator open A degree sensor 11 is provided. The engine 1 and the electric motor 2a correspond to a main drive source, and the electric motor 2b corresponds to a sub drive source.

  The electric motors 2a and 2b perform both power running and regeneration as a motor generator. The controller 8 commands the driving force distribution ratio of the front and rear wheels and controls the driving force of the engine 1 and the electric motors 2a and 2b. The high-power battery 9 serves to supply power to the electric motors 2a and 2b via the inverters 10a and 10b and to collect power from the electric motors 2a and 2b. The inverters 10 a and 10 b serve to supply the electric energy of the high-power battery 9 to the electric motors 2 a and 2 b and return the electric energy regenerated from the electric motors 2 a and 2 b to the high-power battery 9.

Next, the configuration of the driving force distribution control apparatus according to the first embodiment will be described.
FIG. 2 is a drive force distribution control block diagram of the controller 8. The controller 8 includes a rear wheel drive force calculation unit (sub drive wheel drive force calculation means) 8a and a rear wheel drive force limiter (drive force distribution ratio limit). Means) 8b, a total driving force calculation unit 8c, a rear wheel driving force command value determination unit 8d, and a front wheel driving force command value determination unit 8e. The rear wheel driving force command value determining unit 8d and the front wheel driving force command value determining unit 8e correspond to driving force command value calculating means.

The rear wheel driving force calculation unit 8a generates a rear wheel driving force such that the driving force of the rear wheels (3c, 3d) increases in proportion to the front-rear rotational speed difference obtained from the wheel speed sensors 6a, 6b, 6c, 6d. Calculate.
The rear wheel driving force limiting unit 8b limits the maximum driving force distribution ratio of the rear wheels based on the vehicle body speed obtained from the wheel speed sensors 6a, 6b, 6c, and 6d and the steering operation amount from the steering angle sensor 7. To do.
The total driving force calculation unit 8c sets the total driving force of the vehicle based on the accelerator opening from the accelerator opening sensor 11 and the vehicle body speed obtained from the wheel speed sensors 6a, 6b, 6c, 6d.

The rear wheel driving force command value determining unit 8d determines a rear wheel driving force command value for the electric motor 2b based on the limited rear wheel driving force. Here, for the purpose of motor protection, the rear wheel driving force command value determination unit 8d determines that the rear wheel driving force so that the maximum change rate of the rear wheel driving force command value is smaller than the maximum change rate of the front wheel driving force command value. Limit the rate of change of the command value.
The front wheel driving force command value determining unit 8e determines a front wheel driving force command value for the engine 1 and the electric motor 2a from the total driving force and the rear wheel driving force command value.

[Driving force distribution control processing]
FIG. 3 is a flowchart showing the flow of the driving force distribution control process executed by the controller 8 of the first embodiment, and each step will be described below.

  In step S101, the front-rear rotational speed difference ΔVW, the total driving force ATRQ, the vehicle body speed VELO, and the front-rear rotational speed difference control gain K1 are read, and the process proceeds to step S102.

  In step S102, the rear wheel driving force calculation unit 8a calculates the rear wheel driving force calculation value TRQR0 by multiplying the front / rear rotation speed difference ΔVW and the front / rear rotation speed difference control gain K1, and the process proceeds to step S103.

  In step S103, the rear wheel driving force limiter 8b determines whether or not the vehicle is turning. If YES, the process proceeds to step S104, and if NO, the process proceeds to step S105. Here, a case where the steering operation amount θ is equal to or greater than a predetermined value is determined as turning, and a case where the steering operation amount θ is less than the predetermined value is determined as non-turning.

In step S104, the rear wheel driving force limiting unit 8b calculates the rear wheel driving force TRQR2 during turning by selecting low of the rear wheel driving force calculation value TRQR0 and ATRQ × ratio_curve, and the process proceeds to step S106.
TRQR2 = min (TRQR0, ATRQ × ratio_curve)
Here, ratio_curve is the maximum distribution ratio during turning, and is set to a value larger than the value corresponding to the static weight distribution ratio of the front and rear wheels.

In step S105, the rear wheel driving force limiting unit 8b calculates the rear wheel driving force TRQR2 when traveling straight by selecting low of the rear wheel driving force calculation value TRQR0 and ATRQ × ratio_straight, and the process proceeds to step S106.
TRQR2 = min (TRQR0, ATRQ × ratio_straight)
Here, ratio_straight is the maximum distribution ratio during straight travel, and is set to a value corresponding to the static weight distribution ratio of the front and rear wheels.

In step S106, the rear wheel driving force command value determining unit 8d calculates the rear wheel driving force command value TRQR according to the changing direction of the rear wheel driving force TRQR2, and the process proceeds to step S107. When the rear wheel driving force TRQR2 increases, the rear wheel driving force command value TRQR is calculated by select low of the rear wheel driving force TRQR2 and a value obtained by adding the predetermined value A to the previous value. When the rear wheel driving force TRQR2 is decreasing, the rear wheel driving force command value TRQR is calculated by selecting high between the rear wheel driving force TRQR2 and a value obtained by subtracting the predetermined value B from the previous value. The predetermined values A and B are predetermined values that can avoid an overcurrent of the electric motor 2b.
When rear wheel slip increases: TRQR = MIN (TRQR2, TRQR + A)
When rear wheel slip amount decreases: TRQR = MAX (TRQR2, TRQR-B)

In step S107, the front wheel driving force command value determining unit 8e sets a value obtained by subtracting the rear wheel driving force command value TRQR from the total driving force ATRQ as a front wheel driving force command value TRQF, and the process proceeds to step S108.
TRQF = ATRQ−TRQR

  In step S108, the front wheel driving force command value TRQF and the rear wheel driving force command value TRQR are output, and the process proceeds to return.

Next, the operation will be described.
[Problems of driving force distribution according to weight distribution ratio]
In Japanese Patent Laid-Open No. 63-195032, the driving force limit values of the front and rear wheels are respectively determined from the road surface μ and the static weight distribution of the front and rear wheels, and the driving force request values are set within a range not exceeding these driving force limit values. A technique for distributing the corresponding driving force to the front and rear wheels is described.

  However, in this prior art, both the reduction in the driving force of the front wheels and the increase in the driving force of the rear wheels are restricted based on the static weight distribution ratio of the front and rear wheels, so the slip convergence of the front wheels is low, and the driving of the driver Acceleration performance according to force demands cannot be obtained, resulting in deterioration of acceleration feeling.

  FIG. 4 is a diagram showing the relationship between the slip amount of the tire and the driving force, where (a) is a front wheel and (b) is a rear wheel. In the figure, when the slip amount of the front and rear wheels is within the range of the solid line, the transmission driving force to the road surface as a vehicle can be maximized, and slip convergence can be improved.

  Here, in a hybrid vehicle where the front wheels are driven by the engine + electric motor (or only the engine) and the rear wheels are driven by the electric motor, the maximum value of the rear wheel driving force increase gradient is limited in order to protect the rear wheel motor. is doing. For this reason, in a scene where front wheel slip is likely to occur, such as when starting acceleration, the rear wheel driving force rises later than the front wheel driving force changes.

  Therefore, when the driving force distribution ratio of the front and rear wheels is limited to a static weight distribution ratio or less, the driving force of the rear wheels is within the wavy line range, so the front wheel driving force is within the wavy line range to the solid line range. It takes time to pull back. That is, since the driving forces of the front and rear wheels are both within the wavy line range, the driving force transmitted to the road surface of the vehicle cannot be maximized due to the difference between the solid line and the wavy line.

[Maximum driving force distribution ratio limiting action]
In contrast, in the driving force distribution control device for a four-wheel drive vehicle according to the first embodiment, when idling occurs in the front wheels, the maximum driving force distribution ratio of the rear wheels corresponds to the static weight distribution ratio of the front and rear wheels. The value is increased to a value larger than the value (slip limit value). That is, in the flowchart of FIG. 3, the process proceeds from step S101 → step S102 → step S103 → step S104. In step S104, the maximum value of the rear wheel driving force TRQR2 is determined according to the static weight distribution ratio of the front and rear wheels. Is also limited by a large value (ATRQ × ratio_curve).

  Subsequently, the process proceeds from step S106 to step S107 to step S108. In step S106, the rear wheel driving force command value TRQR in which the rate of change is limited by the predetermined values A and B is calculated. In step S108, the front wheel driving force command value is calculated. Front and rear wheels are driven based on TRQF and rear wheel driving force command value TRQR.

  As a result, the response of the driving force transmitted to the road surface of the rear wheel to the rear wheel driving force TRQR2 is delayed from the response of the driving force transmitted to the road surface of the front wheel to the front wheel driving force. However, when the value (slip limit value) corresponding to the actual weight distribution ratio (dynamic weight distribution ratio) is exceeded, the driving force does not decrease.

  Further, when the vehicle starts, the driver's driving force requirement decreases as the vehicle speed increases. That is, even when the rear wheel driving force distribution ratio is set to a value exceeding the static weight distribution ratio of the front and rear wheels, the rear wheel driving force distribution ratio actually exceeds the dynamic weight distribution ratio. There is almost no possibility.

  Therefore, since the driving force of the rear wheels rises early, the transmission driving force to the road surface of the vehicle is reduced compared to the conventional technology that suppresses the maximum driving force distribution ratio of the rear wheels to a value corresponding to the static weight distribution ratio. It can be made larger, and the idling of the main drive wheel can be quickly suppressed.

  That is, in the four-wheel drive vehicle driving force distribution control apparatus of the first embodiment, when the front wheel slip occurs, the rear wheel driving force is raised to the range of the solid line in FIG. Raise the rear wheel to the maximum driving force that can be transmitted to the road surface. By increasing the driving force of the rear wheels, the transmission driving force to the road surface of the vehicle increases, so the front wheel driving force quickly moves from the wavy line range to the solid line range in FIG. Converge quickly. In addition, since the driving force transmitted to the road surface of the vehicle can be maximized at an early stage, acceleration can be improved.

  By the way, it is possible to improve slip convergence by installing a traction control system (TCS) that reduces the driving force of the driving wheel where the slip occurred, but it is necessary to reduce the total driving force, so acceleration There is a disadvantage that it is accompanied by deterioration of feeling. On the other hand, in Example 1, it is possible to improve both the slip convergence and the acceleration feeling.

FIG. 5 is a time chart showing the maximum driving force distribution ratio limiting action at the start of the first embodiment, in which the first embodiment is represented by a solid line and the prior art is represented by a wavy line.
At time t1, the driver starts depressing the accelerator pedal, and at time t2, a front / rear rotational speed difference occurs due to idling of the front wheels, so that the driving force is distributed to the front and rear wheels according to the accelerator opening.

At time t3, the driving force distribution ratio of the rear wheels reaches a value corresponding to the static weight distribution ratio of the front and rear wheels, but because the vehicle is running straight, it depends on the accelerator opening during the period from time t3 to t4 Thus, the driving force distribution ratio of the rear wheels is set to a value exceeding the value corresponding to the static weight distribution ratio of the front and rear wheels. As a result, the transmission driving force to the road surface of the rear wheel is increased and the transmission driving force to the road surface of the vehicle is increased, so that the acceleration of the vehicle is increased, and the transmission driving force to the road surface of the front wheel is compared with the prior art. Gets up quickly and front wheel slip is resolved early.
At time t4, the front / rear rotational speed difference is zero, and the front wheel slip is completely converged.

[Maximum driving force distribution ratio limiting action during turning]
In the first embodiment, when the vehicle is turning, the maximum driving force distribution ratio of the rear wheels is limited to a value corresponding to the static weight distribution ratio of the front and rear wheels. That is, in the flowchart of FIG. 3, the process proceeds from step S101 → step S102 → step S103 → step S105. In step S105, the maximum value of the rear wheel driving force TRQR2 is a value corresponding to the static weight distribution ratio of the front and rear wheels ( ATRQ × ratio_straight).

  As shown in FIG. 4 (b), the cornering force of the rear wheel decreases as the rear wheel slip amount increases. Therefore, if the rear wheel slip amount increases excessively even when turning, the vehicle will be reduced due to the decrease in cornering force. Oversteer tendency.

  For this reason, in the first embodiment, at the time of turning, the maximum driving force distribution ratio of the rear wheels is limited to a value corresponding to the static weight distribution ratio of the front and rear wheels, thereby improving slip convergence during straight running and turning It is possible to achieve both the stabilization of the behavior.

Next, the effect will be described.
In the driving force distribution control device for a four-wheel drive vehicle according to the first embodiment, the following effects can be obtained.

  (1) When the output response of the electric motor 2b with respect to the rear wheel driving force command value is behind the output response of the engine 1 + electric motor 2a with respect to the front wheel driving force command value, the rear wheel driving force limiting unit 8b The maximum driving force distribution ratio is limited by a larger limit value than the value corresponding to the static weight distribution ratio of the front and rear wheels. As a result, acceleration can be improved while improving slip convergence.

  (2) The rear wheel driving force limiter 8b limits the maximum driving force distribution ratio to a value corresponding to the static weight distribution ratio of the front and rear wheels when the vehicle turns, thus improving slip convergence during straight traveling And stabilization of the turning behavior can be achieved.

The second embodiment is an example in which the maximum driving force distribution ratio is limited according to the slip amount of the rear wheel.
Since the system configuration is the same as that of the first embodiment, illustration and description are omitted.

  In the second embodiment, a rear wheel slip amount is input to the rear wheel driving force limiting unit 8b, and when the rear wheel slip amount is smaller than the rear wheel slip threshold, an increase in the driving force of the rear wheel is permitted. When the slip amount is equal to or greater than the rear wheel slip threshold, the rear wheel maximum driving force distribution ratio is limited so as to maintain the rear wheel slip threshold. Here, the “rear wheel slip threshold” is a rear wheel slip amount at which the transmission driving force to the road surface of the rear wheel is maximized (within the range of the solid line in FIG. 4B).

[Driving force distribution control processing]
FIG. 6 is a flowchart illustrating the flow of the driving force distribution control process executed by the controller 8 according to the second embodiment. Each step will be described below.

  In step S201, the front / rear rotation speed difference (front wheel tire rotation speed−rear wheel tire rotation speed) ΔVW, total driving force ATRQ, steering operation amount (absolute value of steering angle) θ, rear wheel slip amount Rr_SRIP, vehicle body speed VELO, front / rear The rotational speed difference control gain K1 and the final maximum distribution ratio XA are read, and the process proceeds to step S202. Here, the final maximum distribution ratio XA is the maximum distribution ratio set in the previous control cycle.

In step S202, the rear wheel driving force calculation unit 8a calculates the rear wheel driving force calculation value TRQR0 by multiplying the front / rear rotation speed difference ΔVW and the front / rear rotation speed difference control gain K1, and the process proceeds to step S203.
TRQR0 ＝ ΔVW × K1

In step S203, the rear wheel driving force limiting unit 8b determines the maximum distribution ratio X0 with reference to the map of FIG. 7 from the vehicle body speed VELO and the steering operation amount θ, and proceeds to step S204.
FIG. 7 is a setting map of the maximum distribution ratio X0 corresponding to the vehicle body speed VELO and the steering operation amount θ, and the maximum distribution ratio (maximum driving force distribution ratio) X0 is 3 from the vehicle body speed VELO and the steering operation amount θ. It is divided into two areas.

  In the region (1) where the vehicle body speed VELO is high and the steering operation amount θ is large, the maximum distribution ratio X0 is set to a weight distribution ratio that is an optimal distribution ratio according to the static weight distribution of the front and rear wheels. When the vehicle body speed VELO is equal to or higher than the predetermined value, the region (1) is set so that the higher the vehicle body speed VELO, the smaller the steering operation amount θ.

In the region (3) where the vehicle body speed VELO is low and the steering operation amount θ is small, the maximum distribution ratio X0 is set as the required distribution ratio.
In the area (2) sandwiched between the area (1) and the area (3), the maximum distribution ratio X0 is set by {weight distribution ratio + (request distribution ratio−weight distribution ratio) × A} and the weight distribution ratio select high. Ask.
X0 = MAX {weight distribution ratio + (required distribution ratio-weight distribution ratio) x c, weight distribution ratio}
Here, c is set to be close to zero when close to the region (1), and close to 1 when close to the region (3).

In step S204, the rear wheel driving force limiting unit 8b determines the maximum distribution ratio XZ based on a select row between the maximum distribution ratio X0 and the final maximum distribution ratio XA, and the process proceeds to step S205.
XZ = MIN (X0, XA)

  In step S205, the rear wheel driving force limiting unit 8b determines whether the rear wheel slip amount Rr_SRIP is smaller than a threshold value 1 (rear wheel slip threshold value). If YES, the process moves to step S206, and if NO, the process moves to step S208. Here, the threshold value 1 is the rear wheel slip amount at which the transmission driving force to the road surface of the rear wheel is maximized (within the range of the solid line in FIG. 4B).

In step S206, the rear wheel driving force command value determining unit 8d determines the rear wheel driving force output TRQR1 based on the select low of the rear wheel driving force calculation value TRQR0 and the total driving force ATRQ × the maximum distribution ratio XZ, and then proceeds to step S207. Transition.
TRQR1 ＝ MIN (TRQR0, ATRQ × XZ)

  In step S207, the rear wheel driving force command value determining unit 8d limits the rate of change of the rear wheel driving force output TRQR1, and proceeds to step S210. Here, the rate of change is limited by the same method as the process of step S106 of the first embodiment shown in FIG.

In step S208, the final maximum distribution ratio XA is set in the rear wheel driving force limiting unit 8b, and the process proceeds to step S209.
XA = XA (first time)
XA = XA × d ⁿ
Here, d is a constant larger than zero and smaller than 1, and n is the number of times of passing through step S208.

In step S209, the rear wheel driving force command value determining unit 8d determines the rear wheel driving force output TRQR1 based on the select low of the rear wheel driving force calculation value TRQR0 and the total driving force ATRQ × final maximum distribution ratio XA, and then proceeds to step S210. Transition.
TRQR1 ＝ MIN (TRQR0, ATRQ × XA)

In step S210, the rear wheel driving force command value determining unit 8d and the front wheel driving force command value determining unit 8e use the rear wheel driving force output TRQR1 as the rear wheel driving force command value TRQR, and calculate the rear wheel driving force command from the total driving force ATRQ. The value obtained by subtracting the value TRQR is set as the front wheel driving force command value TRQF, and the process proceeds to step S210.
TRQR = TRQR1
TRQF = ATRQ−TRQR

  In step S211, the rear wheel driving force limiting unit 8b determines whether the rear wheel slip amount Rr_SRIP is smaller than a preset threshold value 2. If YES, the process moves to step S212, and if NO, the process moves to step S213. Here, the threshold value 2 is a predetermined value smaller than the threshold value 1.

In step S212, the rear wheel driving force limiting unit 8b resets the maximum distribution ratio XA to a predetermined value e, and proceeds to return.
XA = e (0 <e <1)

In step S213, the maximum distribution ratio XA is continued in the rear wheel driving force limiting unit 8b, and the process proceeds to return.
XA = XA

Next, the operation will be described.
[Maximum driving force distribution ratio limiting action according to rear wheel slip amount]
On the low μ road, immediately after the driver starts depressing the accelerator pedal and starts the vehicle, in the flowchart of FIG. 6, step S201 → step S202 → step S203 → step S204 → step S205 → step S206 → step S207 → The flow proceeds from step S210 to step S211 to step S212. That is, in step S203, the required distribution ratio corresponding to the accelerator opening is set to the maximum distribution ratio X0 from the map shown in FIG. 7, and in step S210, ATRQ × maximum distribution ratio XZ is set to the rear wheel drive command value TRQR. Therefore, the driving force distribution ratio of the rear wheels rises exceeding the static weight distribution ratio of the front and rear wheels.

  Subsequently, when the rear wheel slip amount becomes equal to or greater than the threshold value 1, until the rear wheel slip amount becomes smaller than the threshold value 2, step S201 → step S202 → step S203 → step S204 → step S205 → step S208 → Since the flow from step S209 → step S207 → step S210 → step S211 → step S213 is repeated, the rear wheel drive command value TRQR gradually decreases.

  When the rear wheel slip amount is smaller than the threshold value 2, the process proceeds from step S211 to step S212, and the maximum distribution ratio XA is reset to the predetermined value e, so that the maximum driving force distribution ratio of the rear wheels is the predetermined value e. Maintained.

FIG. 8 is a time chart showing the maximum driving force distribution ratio limiting action at the time of start on the low μ road of the second embodiment.
In the section from the start of depression of the accelerator at time t1 to time t2, the rear wheel slip amount is smaller than the threshold value 1, so that the driving force of the rear wheels is increased.

  In the section from the time point t2 to the time point t3, the rear wheel slip amount is equal to or greater than the threshold value 1. Therefore, the maximum driving force distribution ratio of the rear wheels is limited so as to maintain the threshold value 1. For example, as indicated by the wavy line in FIG. 8, when the maximum driving force distribution ratio of the rear wheels is not limited during traveling on a low μ road, there is a possibility that the rear wheel rotational speed exceeds the vehicle body speed and four-wheel slip occurs.

  In contrast, in the second embodiment, when the rear wheel slip amount is equal to or greater than the threshold value 1, the maximum driving force distribution ratio is set so as to maintain the rear wheel slip amount that maximizes the driving force transmitted to the road surface of the rear wheel. Therefore, the number of rear wheel rotations is suppressed to the vehicle body speed or less, and it is possible to reliably prevent the occurrence of four-wheel slip while improving acceleration.

[Drive force distribution ratio limiting action according to the turning angle]
In the second embodiment, the larger the steering operation amount θ, the smaller the maximum driving force distribution ratio. For example, if the amount of rear wheel slip becomes too large even when turning, the vehicle tends to oversteer due to a decrease in the cornering force of the rear wheels. For this reason, in Example 2, it can avoid that the turning behavior of a vehicle is disturb | confused by making a largest driving force distribution ratio smaller, so that the turning angle of a front wheel is large.

[Drive force distribution ratio limiting action according to vehicle speed]
In the second embodiment, the maximum driving force distribution ratio is further reduced as the vehicle body speed VELO is higher. The lateral acceleration differs greatly between the low vehicle speed range and the high vehicle speed range even with the same steering operation amount. It is considered that the degree of turning is strong in the high vehicle speed region because a large lateral acceleration is generated compared to the low vehicle speed region. For this reason, it is possible to avoid the turning behavior of the vehicle from being disturbed by using a static weight distribution ratio rather than a large driving force distribution ratio to the rear wheels in a high vehicle speed range.

Next, the effect will be described.
In the driving force distribution control device for a four-wheel drive vehicle of the second embodiment, in addition to the effect (1) of the first embodiment, the following effects can be obtained.

  (3) When the rear wheel slip amount is smaller than the threshold value 1, the rear wheel driving force limiting unit 8b allows the rear wheel driving force to increase, and the rear wheel slip amount is greater than or equal to the rear wheel slip threshold value. Restricts the maximum driving force distribution ratio of the rear wheels so that the threshold value 1 is maintained. Thereby, even on a low μ road, it is possible to reliably avoid four-wheel slip while improving acceleration.

  (4) The rear wheel driving force limiting unit 8b can stabilize the turning behavior because the maximum driving force distribution ratio becomes smaller as the turning angle (steering operation amount θ) of the front wheels increases.

  (5) The rear wheel driving force limiting unit 8b can stabilize the turning behavior in order to reduce the maximum driving force distribution ratio as the vehicle body speed VELO increases.

The third embodiment is an example in which the maximum driving force distribution ratio of the rear wheels is further reduced as the road surface cant is larger. Here, the cant includes a bank that is a curved road.
Since the system configuration is the same as that of the first embodiment, illustration and description are omitted.

  In the third embodiment, the steering operation amount and the lateral acceleration are input to the rear wheel driving force limiting unit 8b, and as the deviation between the lateral acceleration corresponding to the steering operation amount and the actual lateral acceleration increases, Limit the maximum driving force distribution ratio of the wheels.

Next, the operation will be described.
[Maximum driving force distribution ratio limiting action according to road surface cant]
In the third embodiment, the road surface cant is estimated from the deviation between the lateral acceleration corresponding to the steering operation amount and the actual lateral acceleration, and the maximum driving force distribution ratio is reduced as the road surface cant increases (see FIG. 9). For example, if the maximum driving force distribution ratio is larger than the value corresponding to the static weight distribution ratio of the front and rear wheels while traveling on a cant road, the vehicle tends to oversteer due to a decrease in the cornering force of the rear wheels. Vehicle behavior may be disturbed.

  On the other hand, in Example 3, since the maximum driving force distribution ratio is more restricted as the road surface cant is larger, the vehicle behavior can be prevented from being disturbed during traveling on the cant road, and the vehicle behavior can be stabilized. it can.

Next, the effect will be described.
In the driving force distribution control device for a four-wheel drive vehicle of the third embodiment, in addition to the effect (1) of the first embodiment, the following effects can be obtained.

  (6) The rear wheel driving force limiting unit 8b reduces the maximum driving force distribution ratio as the road surface cant increases, so that the vehicle behavior is caused by excessive rear wheel driving force distribution ratio during cant road traveling. Disturbance can be avoided and vehicle behavior can be stabilized.

(Other examples)
The best mode for carrying out the present invention has been described based on the first to third embodiments. However, the specific configuration of the present invention is not limited to the first embodiment. For example, the first embodiment is described below. Although the example in which the main driving wheel is the front wheel and the auxiliary driving wheel is the rear wheel is shown in FIGS.

  In the second embodiment, the front wheel turning angle is estimated from the steering operation amount θ. However, the front wheel turning angle includes the lateral acceleration, the yaw rate, the front wheel left and right wheel speed difference, and the rear wheel left and right. It can be estimated from wheel speed difference, steering rack movement amount, and the like.

1 is a system configuration diagram of a hybrid vehicle to which a four-wheel drive vehicle driving force distribution control device according to a first embodiment is applied. FIG. FIG. 4 is a block diagram of driving force distribution control of a controller 8 6 is a flowchart illustrating a flow of a driving force distribution control process executed by a controller 8 according to the first embodiment. It is a figure which shows the relationship between the slip amount of a tire, and driving force. 3 is a time chart showing a maximum driving force distribution ratio limiting action at the time of start of Example 1. FIG. 6 is a flowchart illustrating a flow of a driving force distribution control process executed by a controller 8 according to the second embodiment. It is a setting map of the maximum distribution ratio according to a vehicle body speed and the amount of steering operations. 6 is a time chart showing the maximum driving force distribution ratio limiting action at the time of starting on a low μ road in Example 2. It is explanatory drawing which shows the vehicle behavior during a cant road driving | running | working.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2a, 2b Electric motor 3a, 3b, 3c, 3d Wheel 4 Differential 5 Transmission 6a, 6b, 6c, 6d Wheel speed sensor 7 Steering angle sensor 8 Controller 8a Rear wheel driving force calculating part 8b Rear wheel driving force limiting part 8c Total driving force calculation unit 8d Rear wheel driving force command value determination unit 8e Front wheel driving force command value determination unit 9 High power batteries 10a, 10b Inverter 11 Accelerator opening sensor

Claims (6)

A main drive source for driving one of the front and rear wheels;
A sub drive source for driving the other sub drive wheel of the front and rear wheels;
Sub-drive wheel driving force calculating means for calculating a larger driving force of the sub-driving wheel as the difference in rotational speed between the main driving wheel and the sub-driving wheel is larger;
A driving force command value calculating means for calculating a driving force command value of the main driving source and a driving force command value of the auxiliary driving source based on the driving force request of the driver and the calculated driving force of the auxiliary driving wheel;
In the drive force distribution control device for a four-wheel drive vehicle equipped with
When the output response of the auxiliary driving source to the driving force command value of the auxiliary driving source is delayed from the output response of the main driving source to the driving force command value of the main driving source, the maximum driving force distribution ratio of the auxiliary driving wheels A driving force distribution control device for a four-wheel drive vehicle, comprising: a driving force distribution ratio limiting means for limiting the vehicle with a limit value larger than a static weight distribution ratio of the front and rear wheels. In the four-wheel drive vehicle driving force distribution control device according to claim 1,
The driving force distribution ratio limiting means limits the maximum driving force distribution ratio to a value corresponding to a static weight distribution ratio of the front and rear wheels when the vehicle is turning. Control device. In the four-wheel drive vehicle driving force distribution control device according to claim 1 or 2,
When the slip amount of the auxiliary drive wheel that maximizes the driving force transmitted to the road surface of the auxiliary drive wheel is set as a slip threshold,
The driving force distribution ratio limiting means allows an increase in driving force of the auxiliary driving wheel when the slip amount of the auxiliary driving wheel is smaller than the slip threshold, and when the slip amount of the auxiliary driving wheel is equal to or greater than the slip threshold. A drive force distribution control device for a four-wheel drive vehicle, wherein the maximum drive force distribution ratio of the auxiliary drive wheels is limited so that the slip amount is maintained at a slip threshold. The drive force distribution control device for a four-wheel drive vehicle according to any one of claims 1 to 3,
The drive force distribution control device for a four-wheel drive vehicle, wherein the drive force distribution ratio restriction means restricts the maximum drive force distribution ratio to a smaller value as the turning angle of the steered wheels is larger. The drive force distribution control device for a four-wheel drive vehicle according to any one of claims 1 to 4,
The driving force distribution ratio limiting means restricts the maximum driving force distribution ratio to a smaller value as the road surface cant that is a road surface inclination in a direction perpendicular to the vehicle traveling direction is larger. Distribution controller. The drive force distribution control device for a four-wheel drive vehicle according to any one of claims 1 to 5,
The driving force distribution ratio restricting unit restricts the maximum driving force distribution ratio to a smaller value as the vehicle body speed is higher.

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