JP2576203B2 - Front and rear wheel differential control device for four-wheel drive vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial applications]

The present invention relates to a front-rear wheel differential control device for a four-wheel drive vehicle,
In particular, the present invention relates to an improvement of a front-rear wheel differential control device for a four-wheel drive vehicle configured to be able to release and slip a differential control clutch for front and rear wheels by a signal reflecting a vehicle running state.

[Prior art]

As a front-rear wheel differential control device for a four-wheel drive vehicle, any one of a two-wheel drive state and a four-wheel drive state can be switched by a differential control clutch. One that can be switched stepwise or continuously by a differential control clutch having a variable transmission capacity. A center differential device is provided between the front and rear wheels, and either the permission or prohibition of the differential is controlled by the differential control clutch. A center differential device is provided between the front and rear wheels, and the state of permission to restriction (including prohibition) of the differential is stepwise or continuously controlled by a differential control clutch having a variable transmission capacity. It has been proposed that the switchover can be performed automatically. When these front and rear wheel differential control devices are specifically controlled, a) during or after most of the travel of the vehicle, the differential between the front and rear wheels is restricted or prohibited, and the differential restriction or prohibition is restricted by the vehicle. Can be appropriately released (or the degree of restriction is changed) according to the running state of the vehicle (for example, Japanese Patent Application No. 60-280662). Further, b) it is also possible to arrange so that the differential between the front and rear wheels is maintained in a state in which the front and rear wheels can be differentially set in a normal state, and the differential between the front and rear wheels is appropriately limited according to the running state of the vehicle.

[Problems to be solved by the invention]

However, in particular, in the case of a four-wheel drive vehicle of the type in which the differential between the front and rear wheels is limited during all or almost all running of the vehicle as described in a), the differential control clutch is used during running. Is rarely completely released,
Inevitably, the differential control clutch will be continuously slid for a long time. As a result, there is a shortage of lubricating oil supply to the friction material of the differential control clutch, which leads to a decrease in durability due to early progress of wear, a rise in the temperature of the friction surface due to insufficient cooling, and furthermore, a friction characteristic. However, inconveniences such as deterioration and short-term degradation are likely to occur.

[Object of the invention]

The present invention has been made in view of such a conventional problem, and in a front-rear wheel differential control device of a four-wheel drive vehicle, the durability of a differential control clutch that executes the differential control is improved. It is an object of the present invention to provide a front-rear wheel differential control device for a four-wheel drive vehicle that can be improved without affecting the running state.

[Means for Solving the Problems]

As shown in FIG. 1, the present invention provides a front and rear wheel differential control device for a four-wheel drive vehicle which is configured to be able to release and slip a differential control clutch for front and rear wheels by a signal reflecting a vehicle running state. Differential control means for temporarily releasing the front and rear wheel differential control clutch when a predetermined condition is satisfied, for lubrication of the front and rear wheel differential control clutch;
Means for detecting that the differential control clutch of the front and rear wheels has been released by another condition including a signal reflecting the vehicle running state; and that the differential control clutch of the front and rear wheels has been released by the other condition. Means for inhibiting the execution of the temporary release control for lubrication with the provision of the temporary release control for the lubrication having the same. It has been achieved.

According to the present invention, in order to periodically supply the lubricating oil to the friction surface of the differential control clutch, the differential control clutch is released, and the differential between the front and rear wheels is temporarily permitted. I try to. As a result, even if the four-wheel drive vehicle is of a type that limits the differential between the front and rear wheels when the vehicle travels all or most of the time as described in a) above, the vehicle remains in the sliding state for a long time. Lubricating oil is appropriately supplied to the friction surface of the differential control clutch, which cools the friction surface and maintains good durability. In the case where the differential control clutches of the front and rear wheels are released as described above, there is a problem as to what is used as a "trigger" to execute such release control. In the case of the present invention, this point is not considered. There is no particular limitation. For example, the applicant has proposed in Japanese Patent Application No. 62-244592 a technique in which the execution of a shift is set as a "trigger", but other "triggers" may be used. The present invention further includes means for detecting that the differential between the front and rear wheels has been enabled for another purpose. When the differential between the front and rear wheels is allowed for another purpose, that is, when the differential control clutch is released, the execution of the temporary release for the purpose of improving lubricity is suppressed. I have. Regardless of the purpose, when the differential between the front and rear wheels is allowed, the release of the differential control clutch for improving lubrication, which is the object of the present invention, is performed once. This is because it can be considered that That is, if attention is paid only to the supply of lubricating oil to the friction surface of the clutch, the more frequently the temporary release of the differential control clutch, the better. Therefore, even if the release is performed for another purpose, it is not necessary to suppress the release for this purpose in that sense. However, if the differential permission is executed too frequently, the number of operations (sliding) of the hydraulic servo mechanism itself that drives the differential control clutch increases, and for example, the durability of the seal ring or the like becomes a problem. In addition, if the number of times that the differential is permitted is increased even temporarily under the condition where the differential restriction should be performed, the differential restriction that should be performed is not executed. In the present invention, in consideration of these circumstances, when the release of the differential control clutch is performed for another purpose,
The release for this purpose is deemed to have been performed, so while ensuring the durability of the differential control clutch is improved,
The durability of the hydraulic servo mechanism for driving the clutch can be ensured, and necessary differential control of the front and rear wheels can be performed to the maximum. It should be noted that specific processing after the release of the differential control clutch for lubrication has been performed according to the present invention is based on the execution (start) condition of the release control for lubrication. It depends on the content. Specifically, when the execution condition for releasing the differential control clutch for this purpose is determined by counting the number of times or the time, a method of resetting the count can be considered. Further, when the determination is made by comparing the value of some parameter with a predetermined threshold, a method of changing the threshold so that it is difficult to be established for a certain period can be considered.

【Example】

 Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
I will tell. FIG. 2 is a front and rear wheel differential control apparatus for a four-wheel drive vehicle according to the present invention.
Skeleton diagram showing a four-wheel drive device for a vehicle to which the device is applied
It is. The four-wheel drive includes an engine 10, an automatic transmission 20,
Center differential device 30, Front differential device
Device 40, transfer device 50, rear differential
Device 60, differential control clutch 70, control device 80, and various inputs
A power system 90 is provided. The engine 10 is placed horizontally at the front of the vehicle. En
The output of the gin 10 is transmitted to the automatic transmission 20. The automatic transmission 20 includes a fluid torque converter 21 and an auxiliary
A transmission 22 is provided, and the hydraulic control unit 23 controls four forward speeds and a reverse speed.
It has a well-known configuration that automatically switches one shift speed.
You. The fastest gear (fourth gear) of the four forward gears is over
It is connected to the drive stage. The hydraulic control unit 23 includes a control device 80
It is controlled by the command. The power through the automatic transmission 20
The center differential device 30 is input via the output gear 24.
The power is transmitted to the power gear 31. The center differential device 30 is connected to the input gear 31.
An integrated differential case 32 is provided. Differential
A pinion is formed in the allen case 32 by a well-known meshing structure.
On shaft 33, two differential pinions 34, 35, rear wheel output size
Gear 36 and the front wheel output side gear 37
You. The rear wheel output side gear 36 is connected to the transfer device 50
The lance coupling gear 51 is connected. For front wheel output
The side gear 37 is connected to the hollow front wheel drive shaft 41.
You. The front differential device 40 is mounted on the front wheel drive shaft.
A differential case is integrated with the differential case.
The differential case 42 has a well-known meshing configuration.
Pinion shaft 43, two differential pinions 44, 45, left front wheel
The output side gear 46 and the right front wheel output side gear 47
Installed. Left side gear 46 for left front wheel drive
Side front wheel axle 48 and right front wheel output side gear 47
The right front wheel axle 49 is connected to each. On the other hand, the transfer device 50 has a center differential arrangement.
The train connected to the rear wheel output side gear 36
Sharing gear 51, this transfer gear 51
Driven pinion 52 that meshes, this driven pinion 52
And the turbine that rotates integrally via the propeller shaft 53
It has a shaft output rotary gear 54. Transfer output gear
54 is connected to a rear differential device 60. The rear differential device 60 has a transfer output gear.
A ring gear integrally formed with a ring gear meshing with the gear 54
A renial case 61 is provided. This differential
The pinion shaft 62 and the two
Differential pinions 63, 64, left rear wheel output side gear 65 and
And a right rear wheel output side gear 66 are mounted. left
Side rear wheel output side gear 65 is attached to left rear wheel axle 67 and right rear
Wheel output side gear 66 is connected to right rear axle 68
Have been. The differential control clutch 70 is connected to the center differential
A differential case 32, which is an input member of the device 30,
Front wheel drive which is the output member of the center differential apparatus 30
This is for connecting the driving shaft 41 with the torque transmission relationship. this
The differential control clutch 70 includes a wet-type multi-plate
It mainly comprises a hydraulic control unit 72 for controlling this. As shown in FIG. 3, hydraulic pressure is applied to the multi-plate clutch 71.
A servo unit 73 is provided. The oil in this hydraulic servo unit 73
When the servo hydraulic pressure is supplied to the chamber 74, the servo piston 75 is reset.
Move to the right in the figure against the spring force of the turn spring 76
You. As a result, the multi-plate clutch 71 is pressed, and the multi-plate
Differential case 32 and front wheel via clutch 71
The drive shaft 41 is connected in a torque transmitting relationship. Oil chamber 74
Transmission torque according to the increase / decrease of servo hydraulic pressure supplied to
The capacity is increased or decreased proportionally. In the oil chamber 74 of the hydraulic servo unit 73
The supply of servo hydraulic pressure is performed by the hydraulic control unit 72.
You. Since the configuration of the hydraulic control unit 72 is unknown, it is described in detail below.
This will be described in detail. 4 to 7 show the configuration of the hydraulic control unit 72. 4 to 7, reference numeral 160 denotes a pressure regulating valve, and 190 denotes a pressure regulating valve.
1 switching valve, 210 is the second switching valve, SD₁And SD_TwoAre these
1. An electromagnetic valve for switching between the second switching valves 190 and 210 is provided.
Each is shown. The pressure regulating valve 160 has a stepped spool 162. Also this
The pressure regulating valve 160 has an inlet port 164, a drain port 165,
1, 2nd boost port 166, 168, feed back port
And an outlet port 174. The line pressure supply oil passage 15 is connected to the inlet port 164 of the pressure regulating valve 160.
General line that increases or decreases according to the load of the engine 10 from 8
Hydraulic pressure is always supplied. Also, the first boost port 166
The line hydraulic pressure is always supplied from the line hydraulic supply oil passage 158
Is done. On the other hand, the second boost port 168 is described later.
Via the first switching valve 190 and the second switching valve 210
The hydraulic pressure is selectively supplied. Also, Hui
The hydraulic port 170 has an oil passage 176 having a throttle 178.
The output hydraulic pressure at outlet port 174 is fed back
Is done. The pressure regulating valve 160 is an upward force acting on the spool 162 in the drawing.
Port 164 and inlet port 164
And the degree of communication between the drain port 165 and the outlet port 174
Controlled. By controlling the degree of communication, the inlet port 16
The line oil pressure from 4 is adjusted, this adjusted oil pressure,
That is, the modulated hydraulic pressure is taken out of the outlet port 174.
You. The upward force acting on the spool 162 in FIG.
Provided to the boost port 166 and the second boost port 168.
Generated by the hydraulic pressure. Also acts on the spool 162
The downward force in the figure is applied to the feed back port 170.
Generated by the applied hydraulic pressure and the spring force of the compression coil spring 172.
Be born. Line hydraulic pressure is supplied only to the first boost port 166
The hydraulic pressure characteristics as shown in FIG.
Diurate hydraulic Pm_TwoIs generated at the exit port 174 and the first
2nd boost port 168 in addition to the boost port 166
When the hydraulic pressure is supplied (same throttle opening
Modulation hydraulic pressure Pm_TwoHigher module
Rate hydraulic Pm₁Is generated at the exit port 174. The outlet port 174 of the pressure regulating valve 160 is connected to the first
It is connected to the second inlet port 194 of the switching valve 190. The first switching valve 190 supplies hydraulic pressure to the pilot port 196.
The spool 192 moves up and down depending on whether or not it is
Switching the connection relationship of each port 194, 200, 202, 204, 206
Things. Pilot port 196 receives line hydraulic pressure from oil line 184.
Solenoid valve SD provided in the middle of_TwoSelectively according to the opening and closing of
Is being supplied. Throttle 1 in the middle of oil passage 184
88 are provided. As a result, the solenoid valve SD_TwoIs off
When this is in the valve closed state, the line pressure supply oil passage 15
Line hydraulic pressure from 8 passes through oil passage 184 and pilot port 19
Given to 6. Also, solenoid valve SD_TwoIs turned ON and this is opened
In this state, the line oil pressure of oil passage 184 is drained.
Pilot port 196 receives substantial hydraulic pressure.
Disappears. When hydraulic pressure is supplied to pilot port 196
The spool, as shown in FIGS. 4 and 5,
192 moves downward in the figure against the spring force of the compression coil spring 198.
Be moved. Therefore, the first inlet port (oil passage 182
Port 200 to which line hydraulic pressure is supplied from the
Mouth port (Modulator oil pressure is supplied from oil passage 180
Port 194 communicates with the first exit port 202 and the second
An outlet port 204 communicates with the drain port 206. In contrast, hydraulic pressure is supplied to pilot port 196.
If not, as shown in FIGS. 6 and 7,
The spool 192 is shown in the figure by the spring force of the compression coil spring 198.
It is moved upward. Therefore, the first entrance port 200
The first outlet port 202 is in communication with the second outlet port 1
94 and the second outlet port 204 are communicated. The first outlet port 202 of the first switching valve 190 is connected to the oil passage 208.
Therefore, it is communicated with the first inlet port 214 of the second switching valve 210.
ing. Also, the second outlet port 204 of the first switching valve 190 is
The second inlet port 220 of the second switching valve 210 is connected by the oil passage 226.
Is communicated to. The second switching valve 210 supplies hydraulic pressure to the pilot port 216.
The spool 212 moves up and down depending on whether or not it is supplied,
First and second inlet ports 214 and 220, first and second outlet ports
219, 222 and drain port 224 are switched
It has become so. An oil passage 228 is connected to the pilot port 216 of the second switching valve 210.
From the solenoid valve SD line pressure is provided in the middle₁Opening of
It is selectively supplied in response to closing. Oil
A stop 232 is provided in the middle of the road 228. This
Solenoid valve SD₁Is turned off and this is the valve closed state
The line oil pressure from the line pressure supply oil passage 158
Is supplied to the pilot port 216. Against this
And solenoid valve SD₁Is turned ON and this is open
The line pressure of oil passage 228 is drained
No substantial oil pressure is applied to the seat 216. When hydraulic pressure is supplied to pilot port 116
Is a spool, as shown in FIGS. 4 and 6.
212 moves downward in the figure against the spring force of the compression coil spring 218.
Be moved. Therefore, the first inlet port 214 and the first outlet
The port 219 is communicated, and the second inlet port 220 is the second outlet
It is communicated with the port 222. In contrast, hydraulic pressure is supplied to pilot port 216.
If not, as shown in FIG. 5 and FIG.
Then, the spool 212 is moved by the spring force of the compression coil spring 218.
It is moved upward in the figure. Therefore, the first exit port 21
9 is connected to the drain port 224 and the second outlet port 22
2 communicates with the second inlet port 220. The first outlet port 219 of the second switching valve 210 is connected to the oil passage 234.
Through the second boost port 168 of the pressure regulating valve 160
Have been. Also, the second outlet port 222 of the second switching valve 210
Is connected to the oil chamber 74 of the hydraulic servo unit 73 through the oil passage 236.
Are in communication. Next, the operation of the hydraulic control unit 72 having the above-described configuration will be described.
explain about. The hydraulic control unit 72 includes two solenoid valves SD
₁And SD_TwoThe power supply to the
This is performed by being controlled separately. Solenoid valve SD₁And SD_TwoNo electricity is supplied to any of the two
Solenoid valve SD₁And SD_TwoWhen both are closed
Is a spoon of the first switching valve 190, as shown in FIG.
192 and the spool 212 of the second switching valve 210 are both on the lower side.
Moving. At this time, the second outlet port of the second switching valve 210
Switch 222 is the first switch via the second inlet port 220 and oil passage 226
Port 190 communicates with the second outlet port 204 of the
The mouth port 204 is connected to the drain port 206. Therefore,
The hydraulic pressure supplied to the oil chamber 74 of the hydraulic servo unit 73, that is, the clutch
The hydraulic pressure Pc is drained and Pc = 0. Solenoid valve SD₁Is supplied only to the solenoid valve SD_TwoIs closed,
Magnetic valve SD₁When the valve is open, it is shown in FIG.
The spool 192 of the first switching valve 190 moves downward.
And the spool 212 of the second switching valve 210 moves upward.
You. At this time, the second outlet port 222 of the second switching valve 210
Of the first inlet port 214, the oil passage 218, and the first switching valve 190
The first outlet port 202, the second inlet port 194, and the oil passage 180
Through the outlet port 174 of the pressure regulator 160. The result
As a result, from the second outlet port 222, the outlet port of the pressure regulating valve 160
The modulating oil pressure generated at 174 is now output.
You. The second boost port 168 of the pressure regulating valve 160 is connected to the oil passage 234,
Drain port through the first outlet port 219 of the two-way switching valve 210
The second boot of the pressure regulating valve 160
No hydraulic pressure is supplied to the stop port 168, and the first boost port
Only the port 166 is supplied with hydraulic pressure. Therefore, this
The hydraulic pressure taken out from the outlet port 174 of the pressure regulating valve 160 is
The symbol Pm in FIG._TwoThe lower hydraulic pressure shown in
This lower hydraulic pressure Pm_TwoIs the clutch oil pressure Pc
The oil is supplied to the oil chamber 74 of the pressure servo unit 73. Solenoid valve SD_TwoAnd the solenoid valve SD_TwoOpens,
Solenoid valve SD₁When the valve is closed,
As shown, the spool 192 of the first switching valve 190 is
And the spool 212 of the second switching valve 210 moves downward.
I will be. At this time, the second output of the second switching valve 210
The mouth port 222 is the second inlet port 220, the oil passage 226, the first cutoff.
A second outlet port 204, a second inlet port 194 of the replacement valve 190,
And the outlet port 174 of the pressure regulating valve 160 through the oil passage 180
I do. As a result, the second output port 222
Modulated hydraulic pressure generated at the outlet port 174 is output
Become like The second boost port 168 of the pressure regulating valve 160 is connected via an oil passage 234.
Through the first outlet port 219 of the second switching valve 210
It is connected to the port 214. This first inlet port 214
The first outlet port 202 of the first switching valve 190 via the oil passage 208
From the first inlet port 200. Therefore the second
Boost port 168 is now supplied with line hydraulic pressure
Become. Therefore, the outlet port 174 of the pressure regulating valve 160 is shown in FIG.
Sign Pm₁Higher modular oil pressure indicated by
This higher modulating hydraulic pressure generated₁Butter oil
The pressure Pc is supplied to the oil chamber 74 of the hydraulic servo unit 73.
Swell. Solenoid valve SD₁And SD_TwoAre turned off and the solenoid valve S
D₁And SD_TwoWhen both are open, FIG.
, The spool 192 of the first switching valve 190 and the second
So that both spools 212 of the two-way switching valve 210 move upward
become. At this time, the second outlet port 2 of the second switching valve 210
22 is the first switching through the first inlet port 214 and the oil passage 208
The first outlet port 202 of the valve 190 is connected to the first outlet port 202. This first exit
Whether port 202 communicates with the first inlet port 200
In addition, the line hydraulic pressure is directly supplied to the first outlet port 222.
It is. Therefore, the line hydraulic pressure P_LIs oil as clutch hydraulic Pc
The oil is supplied to the oil chamber 74 of the pressure servo unit 73. With the above configuration, the solenoid valve SD₁, SD_TwoIs shown in the upper column of FIG.
By switching as described above, the line pressure at that time
The clutch hydraulic pressure Pc of the differential control clutch 70 (= differential control
Power) in four stages: HIGH, MIDDLE, LOW, and FREE
Can be controlled. Here, "FREE" releases the differential control clutch 70,
Hydraulic pressure that allows free differential, "LOW" is play in the drive train
And the effect of fine road surface disturbances during normal driving
Can be absorbed, but on the other hand, tight corner brake
Oil that can turn freely without causing
Pressure, "MIDDLE" is a stronger differential limit than "LOW", like
For example, a differential limit sufficient to perform control during starting acceleration is added.
Hydraulic pressure, "HIGH" gets a stronger differential limit
It corresponds to the hydraulic pressure that can be performed. Returning to the description of FIG. The control device 80 responds to each input signal from the input system 90
It controls the hydraulic control units 23 and 72. The controller 80 receives a throttle opening sensor 91 from the throttle opening sensor 91.
Throttle opening information, manual shift position
Manual shift range information of the automatic transmission 20 from
Information, front wheel speed information from the front wheel speed sensor 93, rear wheel speed
Rear wheel speed information from the speed sensor 94 and the steering angle sensor 95
Steering angle information of these vehicles, braking information from the braking sensor 96,
Driver overdrive from O / D switch 97 (4th
(Gear) Information regarding permission for traveling is input. O / D
When the switch 97 is turned off, the automatic transmission 20
The gear is not shifted to the fourth gear, but is changed between the first to third gears.
Done. Also, the controller 80 has an engine from the cooling water temperature sensor 98.
Information on the warm-up state of the button 10 is also input. Engine
Until the warm-up of the engine 10 has not been completed,
In order to promote the transmission, the automatic transmission 20 is also operated in the fourth gear
The gear is not shifted to the first gear, and the gear is shifted between the first gear and the third gear.
It is. Further, the control device 80 receives a signal from the differential select switch 99.
Information about the driver's request for differential control status is also entered.
I have. The operation select switch 99 is "FREE" (free)
Two modes "AUTO" can be selected
I'm sorry. When in FREE mode, the differential control clutch 70
The clutch hydraulic pressure Pc is set to "FREE", that is, zero (operation permission).
You. When in AUTO mode, the system automatically
The clutch hydraulic pressure Pc is "FREE", "LOW", "MIDDLE", "H
IGH "(see Fig. 8).
I'm wearing The control device 80 can be manually shifted by a known method.
Range information and front wheel speed information or rear wheel speed information
(Vehicle speed information) and throttle opening information
The speed of the automatic transmission 20 is changed according to the set shift pattern.
A control signal for control is output to the hydraulic control unit 23. In addition, the control device 80 is configured to control various driving states of the vehicle,
The aforementioned solenoid valve SD₁And SD_TwoBy controlling the differential
The clutch hydraulic pressure Pc of the clutch 70 is controlled to the fourth stage, and
Differential (limit) force that is most suitable for the driving conditions at the time of
Let Solenoid valve SD₁, SD_TwoControl of clutch hydraulic pressure Pc to 4
The configuration for controlling the stages is as described in detail above.
You. Further, the control device 80 executes this control according to a control procedure described later.
In order to implement the invention, if the number of shifts is equal to or greater than a predetermined value
The clutch hydraulic pressure Pc of the differential control clutch 70 at the determined stage
Is temporarily controlled to be “FREE”. FIG. 9 shows a schematic control system employed in the apparatus of the above embodiment.
Indicates the order. The differential select switch 99 is in AUTO mode.
To allow or restrict the differential between the front and rear wheels according to various driving conditions.
Control is performed. At that time, the security
Request for differential permission and differential restriction due to multiple sensors
Can occur simultaneously and interfere with each other
You. In this embodiment, in order to avoid this problem,
The principle of rank is adopted. The principle of this priority is
Prioritize differential control, and the differential with higher priority
When executing control, execute the differential control at the other lower level.
It is not. For example, on a rough road (slip running)
Steering) or braking on rough roads.
Even when steering and steering are performed, etc.
Only the control required in differential control is executed.
You. As a result, interference between the differential controls is prevented.
You. In this embodiment, whether any control conditions are satisfied
The differential control clutch 70 goes LOW.
Is programmed to The control procedure of FIG. 9 will be specifically described. At step 250, the state of the differential select switch 99 is determined.
Is determined. Differential select switch 99 is set to FREE mode
If it is, proceed to step 272 to set the differential control clutch 7
0 is "FREE", that is, the differential permission state. If the differential select switch 99 is in AUTO mode,
If so, proceed to step 252. In step 252, when braking
It is determined whether the execution condition of the differential control in
You. The differential control at the time of braking here refers to the low friction
Prevents deterioration of steering performance due to four-wheel lock on several roads
To detect the "braking condition"
This refers to control for permitting the differential of the tangential device 30. Follow
When this control condition is satisfied, the differential control clutch
Proceed to step 272 to make 70 “FREE”
Mikurachi 70 is called "FREE". When the execution condition of differential control during braking is not satisfied
Proceeds to step 254. In step 254, the differential control
It is determined whether the execution condition of the force release control of the switch 70 is satisfied.
Is determined. Here, forced release control means that differentials are limited.
The solenoid valve SD₁, SD_TwoFew
When at least one of them is ON, the difference between the rotational speeds of the front and rear wheels
If the value does not fall below the specified value for more than the specified time
The solenoid valve immediately to protect the differential control clutch 70
SD₁, SD_TwoTo OFF and set the differential control clutch 70 to "FRE
"E". The predetermined value and the predetermined time are different from each other.
Set multiple groups according to the degree of differential limitation of dynamic control clutch 70
Is done. When the execution condition of this forced release control is satisfied
Proceed to step 272, and the differential control clutch 70 changes to "FREE".
Is done. If the execution condition of forced release is not satisfied,
Go to 256. Here, the execution condition of the N → D shift control is
It is determined whether or not the condition is satisfied. N → D shift here
Control is a stop or near stop, N → D (N →
R, N → 2, N → L).
After detecting the N → D shift signal, the differential control
The switch 70 is set to "LOW" (step 270), and the predetermined time has passed.
When the idle switch is ON after
The switch 70 is set to "HIGH" (step 266).
This reduces rattling noise etc. during the N → D shift.
You. When the execution condition of the N → D shift control is not satisfied
Proceeds to step 258. At step 258, the slip control
It is determined whether the control condition is satisfied. Here
Slip control means that one of the front and rear wheels is released,
Ground on road surface with different friction coefficient, 4 wheels on low μ road
When trying to start in such a state, the differential between the front and rear wheels
To reduce slippage and smooth the vehicle.
Start control. Specifically, all of the following conditions are met.
Stand-by, and if it lasts for a predetermined time,
This is the control to set the clutch 70 to “HIGH”. Either the average rotation speed of the front wheels or the average rotation speed of the rear wheels is smaller
The difference between the front and rear wheel speeds is greater than a predetermined value.
Upper Either the average rotation speed of the front wheels or the average rotation speed of the rear wheels is larger.
The threshold value is equal to or lower than a predetermined value.
If the predetermined time has elapsed, proceed to step 266 to perform differential control.
The clutch 70 is set to "HIGH". If the condition for executing the slip control is not satisfied,
Proceed to step 260. At step 260, control at high vehicle speed is executed.
It is determined whether the condition is satisfied. High car here
Speed control means that when the vehicle speed exceeds a predetermined value,
This is a control in which the control clutch 70 is set to “FREE”. like this
This is because the front and rear wheels are
A slight difference in the effective radius will become apparent as a large differential
To prevent a decrease in drive system durability due to power circulation.
To stop or improve fuel economy
Because it is more desirable for the control clutch 70 to be "FREE"
is there. The actual differential between the front and rear wheels when “FREE” is set
Condition is detected, and as a result, the differential between the front and rear wheels is smaller than a predetermined value.
Condition has been confirmed to have continued for more than the specified time.
The differential control clutch 70, even at high vehicle speeds.
It is normal again because there is no problem in terms of durability and fuel efficiency
It can be switched to "LOW". If the execution condition of the high vehicle speed control is not satisfied,
Proceed to step 262. Start acceleration tense at step 262
It is determined whether the execution condition is satisfied. Here
Start-up acceleration control means that the gear position of the automatic transmission 20 is the first
When the gear is in the first gear and the throttle opening is greater than
Differential control clutch to prevent tip and obtain good acceleration
70 is "MIDDLE". Therefore, step 26
If the execution condition for start acceleration control is satisfied in 2,
Proceed to step 268. If the control conditions for the start acceleration control in step 262 are not satisfied
If yes, go to step 264. Speed change in step 264
Whether the execution condition of the time control (control according to the present invention) is satisfied
Is determined. That is, the shifting control here is:
Each time the differential control clutch 70 is shifted a predetermined number of times, the "FR
EE ”(release) and set to the friction surface of the differential control clutch 70
This refers to control for periodically supplying lubricating oil. Execution condition is satisfied
The differential control clutch 70 proceeds to step 272.
"FREE". Fig. 10 shows this shift control.
Details will be described later. As a result of executing such a control flow, each control
The execution conditions for differential control that are prioritized and correspond to higher
When the condition is satisfied, the differential control
No establishment determination is made. As a result, differential control
Multiple control commands may be issued simultaneously for clutch 70.
As a result, control interference is effectively prevented. Note that the shift control at step 264 is shown in FIG. 10, for example.
Steps 250-264 so that there are many steps
The determination of the execution conditions of each control and the execution of the control are not necessarily
This is achieved by a simple flow as shown in FIG.
Not something. Next, FIG. 10 shows the above-described shift control (hereinafter referred to as the main control).
3) shows a control flow focusing on FIG. This control flow is started by starting the engine.
You. Initialize data, flags, counts, etc. in step 301
After the conversion, the data required for various controls is
Enter Based on this data, the gear position of the automatic transmission 20
Control, differential control clutch 70 AUTO control
(If the differential select switch 99 is in the AUTO mode,
Automatic control). As is clear from the above description, in this embodiment, the difference
When the dynamic select switch 99 is in the AUTO mode
In addition, the differential limiting force of the front and rear wheels is
Control for automatically switching is performed. Also, differential select
When the switch 99 is in the FREE mode,
Four-wheel drive with differential enabled regardless of what
Will be applied. Below, the differential control clutch 70 is periodically referred to as “FREE”.
A detailed description will be given focusing on the main control. In step 310 of FIG. 10A, the differential select switch 9 is set.
It is determined whether or not 9 is in the AUTO mode. Differential cell
If the rect switch 99 is in the AUTO mode, step 315
Proceed as follows, but if it is in “FREE mode”,
Immediately set the motion control clutch 70 to "FREE". If the process proceeds to step 315 or below, the next
Is executed. Automatic transmission 20 can shift to the highest speed (4th speed)
If the vehicle is traveling in the active state, shifting to the fourth speed
Number of times (upshift) N_AIs counted and this number N_A
Is the prescribed value N₁A predetermined time T when₁Only differential system
Limited clutch 70 is called "FREE". The automatic transmission 20 shifts to the highest speed (4th speed).
If the status is not correct,
Number of shifts (upshifts) to the speed (for example, the third speed)
Number N_BIs counted and this number N_BIs the prescribed value N_TwoMore
When a predetermined time T₁The only differential limited clutch 70 is "FRE
E ". Here, the automatic transmission 20 is shifted to the highest speed (the fourth speed).
For example, as described above, the state where speed cannot be
Yes, if the O / D switch 97 is turned off in Brange
Or overdrive cut control during unwarmed driving
Is satisfied. The best change in this case
The speed is the third speed. In this control flow, the position of the shift lever is
Especially when the setting is in the “2” range or “L” range
Although not mentioned, a similar idea is possible. This place
If, for example, the range is “2”, the highest possible
Since the speed is the second speed, the first speed is changed to the second speed.
The number of shifts to the second gear (upshift) can be counted.
Let's be. Number of shifts to the highest possible gear (upshift)
This control is executed based on the first reason.
Hit after engine torque decreases after upshift
Therefore, the burden on the differential control clutch 70 is relatively small.
What is considered to be the second, and second, possible
When shifting to the highest speed, shifting to another intermediate speed
Input to the center differential device 30
Low torque and generally the most stable driving
This is because it is considered that In addition, a predetermined value N is set for each possible maximum gear.₁, N_TwoSet separately
The reason is that if the type of the highest speed stage is different,
This is because the frequency of shifting to the highest gear varies.
You. Returning to the description of the control flow in FIG. Number of shifts N in step 312_AAnd N_BReset the count
The only thing that I do is to periodically set it to “FREE”
Is the purpose, but not "FREE" more than necessary
That is because. That is, what is the purpose
Regardless, in step 311 the differential control clutch 70 is
When "FREE" was selected, the objective of this control was achieved.
As a result, this control was executed once.
This is because it can be considered. Also, as described above, this implementation
In the example, the differential select switch 99 is in AUTO mode.
If so, set the differential control clutch to "LOW".
Is in the standard running state. Therefore, for lubrication
As the number of “FREE” increases, the original differential limit control becomes
Will not be executed. Therefore, for other purposes
When the status changes to “FREE”, the
By performing "FREE" for lubrication
Unnecessary execution of "FREE" can be prevented
become. In step 385, the number of shifts N_A, N_Bof
The count has been reset. In step 310, the differential select switch 99 is in the AUTO mode
If it is determined that the flag F
_AIs determined. This flag F_AIs when this is 1
In this control, the differential control clutch 70 is set to "FREE".
Control is being executed, and when this is zero,
Indicates that it is running. Initially at step 301
Since data etc. has been initialized, F_A= 0 (this control
Non-executing). Therefore, the steps in FIG.
Proceed to step 320 to set the priority of the AUTO control as described above.
Therefore, in steps 320 to 322, "HIGH"
Whether "MIDDLE" or "FREE" control is established
Judge. If "HIGH" or "MIDDLE" control is established
Proceed to step 386 to control "HIGH" or "MIDDLE"
Execute However, go to “FREE” in step 322
If the AUTO control of
Speed change N_A, N_BReset
After that, proceed to step 386, where "FREE" control is executed.
You. Where flag F in step 387_TwoI will explain. Flag F_TwoStarts "FREE" by this control (F_A= 1
State) before other auto control or transmission shift control
Is started. Flag F_TwoIs 1
If this is the case, the AUTO control or transmission shift control
Until the end, even if the number of shifts N_AOr N_BIs a predetermined number of times
N₁Or N_TwoEven if the start condition of this control is satisfied,
Do not execute this control. This is step 343 and flag F_TwoTo
It is realized in the form of judgment. Therefore, in step 387, other AUTO controls are executed first.
It was F_Two= 1 (during execution of other AUTO control)
In step 327, the shift control of the transmission is executed first.
F_Two= 1. Such a purpose
Flag F_TwoThis is because the priority of this control is lower.
Therefore, it is executed when no other control is performed.
It is based on the reason that it should be. Steps 320 to 322 are all NO
Means that the normal state ("LOW" state) is acceptable.
Therefore, the differential control clutch 70 is set to "LOW" in step 323.
doing. Since this control is a control to make it "FREE", the differential
Switching to “FREE” with minimum change in limiting force
It is desirable that this be done. That is, the differential control clutch 70 is an example.
For example, if the status is "HIGH" or "MIDDLE"
In other words, in other words, the vehicle running state is such a strong
You are in a situation that requires differential limiting.
You. This control is used to improve the lubricity of the differential control clutch 70.
Since it is provided, execution of the original differential limit control
Should be carried out in such a way as to have as little influence as possible.
Therefore, this control is always in the "LOW" state, that is, the differential limiting force.
Is considered to be less than the specified value (after step 323)
Of the execution condition. Next, in step 324, the flag F_FourIs determined. Flag F
_FourIndicates that this control has not yet been executed (F_A= 0)
If the shift determination of the automatic transmission 20 is made first,
It is a flag that is set to zero when it is turned on. Initially F_Four= 0
Whether the shift determination was made in step 325 or not.
Is determined. If the gear shifting judgment is made,
Proceeding to 326, the shift is preferentially executed, and step 326 is executed.
A for flag F_FourIs set to 1. Also, priority at step 327
The flag F_TwoIs set to 1 and Rita
Be added. Flag F_TwoThe significance of has been mentioned earlier. Once flag F_FourIs set to 1, then in step 324 F_Four
= 1 so that the process proceeds to step 328,
It is determined whether or not has been completed. When not finished
Returned as is. If it is determined that the
Flag F with tip 328A_FourIs reset. If it is determined in step 325 that there is no shift determination,
AUTO control, which has priority over this control, is determined in steps 320 to 328.
There is no gear shift control of the automatic transmission 20 (or
Ended via step 328)._Two
Is set to zero (step 329). Next, the process proceeds to steps 330 and 331 in FIG. 10 (C). In step 330, the state of the O / D switch 97, step 331
Now, determine the status of other O / D cut control such as warm-up promotion.
You. As a result of this determination, it is possible to shift to the highest speed (4th speed)
If it is determined that the vehicle is running in a good condition, go to step 332.
Proceed, otherwise proceed to Step 360. If the process proceeds to step 332, steps 336 and 337 will be performed later.
The number of shifts to the highest gear (4th gear) N_ACount
You. If you have proceeded to step 360, follow steps 364 and 36
5 is the number of shifts to the third gear N_BIs counted. Soshi
And the number of shifts N in step 340 or step 368._AOr N_BBut
Predetermined number N₁Or N_TwoWhen this condition is reached, the conditions for starting this control are met.
And Steps 330, 331 and later Steps 332 to 334 and Steps
360-362 does the following: For example, dry drive
O / D switch 97 is ON with no other O / D cut control
Upshift to the 4th gear
Performed several times, the number of times N_AIs counted. here,
For example, if the O / D switch is turned off, steps 360-362
Now, the number N counted in the previous state_AIs N_BReplace with
It is. As a result, N_BCount from zero
It's no longer necessary. The reason for doing this is
Even if the running condition changes, perform this control as regularly as possible.
It is because I want to. If the running condition changes,
N_AOr N_BTo be reset
In other words, this control will not be executed forever
Things are possible. Next, the flag F in steps 335 and 363₁And F_ThreeLine description
U. Flag F₁And F_ThreeIn steps 341 and 369
The shift control to the fourth speed or the third speed has not been completed yet.
When it is judged that there is no, step 349, 370 each
This flag is set to 1. That is, the flag F₁, F_ThreeIs 1
Indicates that the shift control is being executed.
This flag F₁And F_ThreeSpecifically, the change to the last 4th gear
Step only after the shift to the third or third gear is completed.
Proceed to 344 or later and perform "FREE" of the differential control clutch 70
Use to The reason is that we do not want to have the effect of this control on the shift control
That's why. That is, the shift control is performed in a stable hydraulic pressure state.
Otherwise, good shifting characteristics may not be obtained. Also
Originally there is a lot of room for pop
However, the oil is required to execute this control during the shift control.
When a large number of gears are moved, the shift control
Oil transfer may not be performed properly
is there. In addition to the problem of oil movement,
It is better to avoid changing the differential limiting state during operation.
is there. Flag F₁And F_ThreeIn light of these circumstances,
At least the last shift to the 4th or 3rd speed is complete
Wait until the differential control clutch 70 is set to “FREE”.
It is provided for the purpose. Specifically, at step 338 or 366, the fourth gear or the third gear
When the shift to the first gear is executed, the steps 341 and 369 are executed.
It is determined whether the shift has been completed. The gear shifting has been completed
If it is determined that there is not, then in step 349 or step 370
F₁, F_ThreeIs set to 1. Then go to step 341 or
Until it is determined in Step 369 that the gear shifting is completed, F₁, F_ThreeIs 1
Step 342, 371
Go to and reset. Note that F₁, F_ThreeIs set to 1 until the gearshift ends.
A YES determination is made at step 335 or step 363
So that steps 336-338 and 364-366 are skipped
It has become. By the way, the number of shifts N_A, N_BIn the process of counting,
N_A<N₁Or N_B<N_TwoFrom steps 340 and 368
Turned, and differential control is performed at steps 320 to 322 in FIG. 10 (B).
Whether AUTO control that limits the limit force to other than "LOW" is established
Whether it is always detecting. This
Therefore, after starting to determine the satisfaction of the conditions of this control,
If other AUTO control conditions are satisfied,
Control will be executed. Returning to FIG. 10 (C), N is set in steps 341 and 369._A, N_BTo
The counted shift (shift to 4th speed or 3rd speed)
It is determined that the process has been completed, and N is determined in steps 340 and 368._A≧ N₁,is there
Or N_B≧ N_TwoAnd another AUTO control in step 343
Or no gear shifting (F_Two= 0)
Proceed to step 344 and change the differential control clutch 70 to "FREE".
Then N_A, N_BReset the count of (Step 34
Five). Then, for a predetermined time T₁This "FREE" state is maintained only during
Timer T_AStart counting
(Hip 346). Along with this start, the main control is performed in step 347.
The differential control clutch 70 as "FREE"
Flag F meaning_AAnd returns. Returning to FIG. 10 (A), the flag F_AIs 1
F at step 315_A= 1, so step 390 and below
Proceed down. Normal LOW state with step 390 or 395
When the control that increases the differential limiting force is established,
The control of “FREE” is cancelled, and at step 391 or 369
"HIGH" or "MIDDLE" control is executed. Immediately
In other words, this control is different from other AUTO control in any state.
Is not executed with priority. If the AUTO control to increase the differential is interrupted,
Timer T_AIs reset (step 392). And book
Flag indicating that "FREE" control by control has ended
F_AIs set to zero. Note that N_A, N_BAbout F_A= 1
Before being reset at step 345. On the other hand, “FREE” AUTO control was established in step 397.
Is determined, the state is the same as during the execution of this control.
Timer T_AContinue counting. Timer T_AIs a predetermined time T₁Before step 397
If the priority “FREE” control is completed, step 39
From 7 to 398, T_A≧ T₁And then to step 400
move on. In step 400, the differential control clutch 70 returns to "LO
W ". Then, in step 405, the timer T_ABut
Reset, flag F at step 401_AAfter is set to zero
This control ends. T_A> T₁Even so, priority "FREE" system in step 397
If the control does not end, release this priority "FREE" control.
Continue from step 403 to steps 405 and 401
Only, timer T_AAnd flag F_AControl only after resetting
To end. What is the priority of automatic control during “FREE” by this control?
If this does not happen, repeat steps 390-395, 397, 398
Proceed, T_A≧ T₁At step 400 to perform differential control
Return the clutch 70 to “LOW” and go through steps 405 and 401
This control ends. In this embodiment, the change to the highest possible speed stage at that time is performed.
Speed N_A, N_BAre counted respectively, and the highest speed stage
Predetermined number N for each type of₁, N_TwoIs set,
As a result, sufficient lubricating oil can be supplied.

[Brief description of the drawings]

Fig. 1 is a block diagram showing the gist of the present invention, Fig. 2 is a skeleton diagram showing a power transmission system of a four-wheel drive vehicle to which the present invention is applied, and Fig. 3 is a difference between center differential devices. FIGS. 4 to 7 are hydraulic circuit diagrams for generating hydraulic pressure to be supplied to a hydraulic servo unit of the differential control clutch, and FIGS. FIG. 9 is a diagram showing characteristics of a hydraulic pressure generated by the hydraulic circuit and an ON / OFF state of a solenoid valve when realizing the hydraulic characteristics. FIG. 9 is a schematic diagram of a control procedure employed in the above-described embodiment. FIGS. 10 (A) to 10 (C) are flow charts showing the above control procedure in more detail by focusing on shift control. 10 ... engine, 20 ... automatic transmission, 30 ... center differential device, 40 ... front wheel differential device, 50 ... transfer device, 60 ... rear wheel differential device, 70 …… Differential control clutch, 80 …… Control device, 90 …… Input system, 97 …… O / D switch, 99 …… Differential select switch, N _A , N _B …… Shift frequency, N ₁ , N ₂ ... Predetermined value, T ₁ ... Predetermined time.

Claims (1)

(57) [Claims] The present invention is characterized in that a differential control clutch for front and rear wheels can be released and slipped by a signal reflecting a vehicle running state.
In the front and rear wheel differential control device for a wheel drive vehicle, the differential for temporarily releasing the front and rear wheel differential control clutch when a predetermined condition is satisfied for lubrication of the front and rear wheel differential control clutch. Motion control means; means for detecting that the differential control clutch for the front and rear wheels has been released according to other conditions including a signal reflecting the vehicle running state; and differential control for the front and rear wheels according to the other conditions. Means for suppressing the execution of the temporary release control for lubrication when the clutch is in the released state, assuming that the temporary release control for lubrication has been executed. A front-rear wheel differential control device for a four-wheel drive vehicle.