JP3116686B2 - Left and right driving force adjustment device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle for controlling torque transfer between left and right wheels by limiting the differential between the left and right wheels of the vehicle.
Relates dual left and right driving force adjusting device, in particular, can also be performed during non-orbiting the torque transfer between the left and right wheels equipped with mechanisms that cause differential between non-orbiting also left and right wheels at right and left driving force adjusting vehicle
To an adjusting device .

[0002]

2. Description of the Related Art Between the right and left driving wheels of an automobile,
Although a differential mechanism for allowing a differential generated at the time of turning or the like is provided, in this differential mechanism, when one of the left and right wheels is in an idling state, for example, by being fitted in sand,
In some cases, only one of the wheels rotates and the other wheel hardly rotates, and a state where the driving torque cannot be transmitted to the road surface occurs.

Therefore, in such a case, a differential limiting mechanism (LSD = Limited Slip Differential) capable of limiting the differential has been developed. Such a left and right wheel differential limiting mechanism includes a type that is proportional to the rotational speed difference between the left and right wheels and a type that is proportional to the input torque. The right and left wheel rotation speed difference proportional type uses VC that utilizes the viscosity of the liquid.
(Viscous coupling) type LSD, etc.
There is an advantage that the running stability of the vehicle can be improved. On the other hand, the input torque proportional type includes a friction type such as a general LOM (lock automatic) type LSD, and a TORSE using a friction resistance of a worm gear.
There is a mechanical type such as an N (Truesen) type LSD, which has an advantage that the turning performance of the vehicle can be improved.

However, in each of the above differential limiting mechanisms, the differential control characteristics are determined by physical properties and the like, and the differential control characteristics are always adjusted so that the differential control can always be appropriately performed. Not. Therefore, a differential limiting control device for a vehicle as disclosed in, for example, JP-A-4-232127 has been proposed.

[0005] This differential limiting control device for a vehicle includes a differential limiting mechanism (such as a multi-plate clutch) provided between left and right wheels of the vehicle.
And control means for controlling the rotation of the vehicle. The control means detects an actual rotational speed difference between the left and right wheels of the vehicle during the turn, and an ideal rotational speed of the right and left wheels generated during the turn. By setting the difference, the differential limiting mechanism is controlled so that the actual rotational speed difference approaches the ideal rotational speed difference in accordance with the difference between the actual rotational speed difference between the left and right wheels of the vehicle and the ideal rotational speed difference. ing. According to such a vehicle differential limiting control device, at the time of differential limiting, the torque is moved from the wheel rotating at a higher speed to the wheel rotating at a lower speed, and the left and right wheels are moved. The running stability of the vehicle can be improved by the yaw moment generated in the vehicle due to the unbalanced driving torque.

Further, for example, a decrease in tack-in that occurs during a turn gives a driver a sense of incongruity, and in order to suppress this tack-in, there is a type that uses differential limiting control. For example, the clutch control device disclosed in Japanese Utility Model Publication No. 4-37789 (hereinafter, referred to as a first conventional example) or Japanese Utility Model Publication No. 4-39065 (hereinafter, referred to as a first conventional example) suppresses such tack-in suppression. It is disclosed that the differential limit is controlled with consideration given thereto.

On the other hand, in the above-described differential limiting control device for a vehicle, the differential limiting mechanism serving as a control base is different from the left and right wheels due to, for example, turning of the vehicle or different road surface slip ratios of the left and right wheels. Unless movement occurs, torque movement by differential limitation cannot be realized. In other words, when the vehicle is traveling straight on a normal high μ road, the left and right wheels rotate at substantially the same speed, so that torque movement due to differential limitation cannot be realized.

In view of the above, the right and left driving force adjustment for a vehicle can be performed even when the left and right wheels are rotating at a constant speed so that the distribution of the driving torque of the right and left wheels can be adjusted even when the vehicle is not turning. An apparatus is disclosed in Japanese Patent Application Laid-Open No. 5-131855. In this vehicle left and right driving force adjustment device,
Various embodiments in the case of providing between the left and right rear wheels are described, and each embodiment is further applied between left and right driving wheels such as a rear wheel in a four-wheel drive vehicle or a rear wheel drive vehicle. When,
It can be classified as one applied between left and right driven wheels, such as a rear wheel in a front wheel drive vehicle.

In any case, the torque can be freely moved between the left and right wheels. A coupling capable of variably controlling the transmission torque capacity is provided between the left and right wheels, and this coupling is controlled. It is configured to perform or stop the torque transfer, and to adjust the torque transfer capacity when performing the torque transfer. In particular, even if the left and right wheels are rotating at a constant speed, such as when the vehicle is not turning, a transmission mechanism is provided that rotates one of the left wheel side member and the right wheel side member in the coupling at a higher or lower speed than the other. It is characterized in that a rotational speed difference is generated between the left wheel side member and the right wheel side member in the coupling so that torque transfer control can be performed.

[0010]

By the way, the first and second conventional examples in which the differential limitation is controlled in consideration of the tack-in suppression have the following disadvantages. In the first conventional example, the tack-in control is not always performed when the tack-in occurs, and even when the tack-in is not going to occur, the tack-in may be suppressed, that is, the turning may be suppressed. Also, since the release of the tack-in control is performed on the basis of time, it may not match the actual behavior of the vehicle, and sufficient tack-in control cannot be obtained. In addition, there is a possibility that the clutch may be excessively restrained, preventing smooth turning, or an increase in torque loss.

Further, in the second prior art, a lateral acceleration sensor is used as a lateral acceleration detecting means, which uses a lateral acceleration sensor which also includes a running road surface condition as a detection factor, or a calculated value based on a difference between left and right rotational speeds of non-driving wheels. And the influence of driving intention is not taken into account, so that it may not be possible to properly judge the correct tack-in. Also, the clutch engagement pressure at the time of control is a value corresponding to the lateral acceleration and the braking force. However, the strength of the tack-in is determined by the driving state before the phenomenon occurs. There is also a problem that is generated.

Further, since the left and right torques are controlled by restraining the clutch, there is only an effect of hindering the turn of suppressing the tuck-in. Therefore, for example, in the case of a turn with repeated acceleration / deceleration, the running stability of the vehicle is sufficiently improved. There is also a problem that cannot be secured. SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problem, and enables a proper tack-in suppression control to be performed by reflecting a driver's driving operation and a driving intention in determining a tack-in, so that turning performance is not impaired and energy consumption is improved. An object of the present invention is to provide a left-right driving force adjusting device for a vehicle , which can improve the running stability of the vehicle without increasing the loss.

[0013]

According to the first aspect of the present invention, there is provided a vehicle left / right driving force adjusting apparatus according to the present invention .
Directly or interposed member between the left wheel rotation axis and the right wheel rotation axis
Torque transfer that can indirectly transfer torque via the
A mechanism and each of the torques on the left wheel rotation axis and the right wheel rotation axis.
Torque transfer device so that the torque is in the desired torque distribution state.
Control means for controlling the state of the structure,
The mechanism can variably control the torque transmission capacity according to the control amount
The first transmission capacity variable control type torque transmission mechanism
In the first variable transmission capacity control torque transmission mechanism
Between the left wheel rotation axis and the right wheel rotation axis
The direct or indirect transmission and reception of torque is mainly performed
The second wheel is configured to increase the driving force on the left wheel rotation shaft side.
1 Torque transfer mechanism and torque transmission capacity according to control amount
Transmission capacity variable control type torque transmission device capable of variably controlling torque
The second transmission capacity variable control type torque transmission mechanism.
In accordance with the torque transmission at the left wheel rotation axis and right wheel rotation
Direct or indirect torque transfer with the spindle is performed.
To increase the driving force mainly on the right wheel rotating shaft side
A second torque transfer mechanism,
The step is based on the steering wheel angle and the vehicle speed that are artificially operated.
A reference lateral acceleration calculator for calculating a reference lateral acceleration of the vehicle;
The reference lateral acceleration calculated by the reference lateral acceleration calculation unit.
Degree, accelerator opening and accelerator opening speed
The reference lateral acceleration is large based on the gin brake operation amount.
When the engine brake operation amount is large,
Predicts that tuck-in has occurred and suppresses tuck-in
The first transmission capacity variable control type torque transmission mechanism
And controlling the second transmission capacity variable control type torque transmission mechanism.
It is characterized in that. The vehicle according to claim 2 of the present invention.
The two-sided right-and-left driving force adjusting device is configured as described in claim 1.
The torque transfer mechanism is a rotating unit on the left wheel rotating shaft side.
One of the material and the rotating member on the right wheel rotating shaft side.
A first speed change mechanism for shifting and outputting the rotation speed;
The first transmission mechanism includes a variable transmission torque control mechanism.
And the other of the two rotating members.
Interposed between the transfer members and transmit torque between them.
The first torque transfer mechanism configured to
The rotating member on the wheel rotating shaft side and the rotating member on the right wheel rotating shaft side
The second speed change which outputs after changing one of the rotational speeds
A second transmission capacity variable control type torque transmission machine having a mechanism
A member on the output side of the second transmission mechanism and the two rotating members;
Interposed between the other rotating member and the other
The second torque configured to transmit torque;
It is characterized by having a moving mechanism. Claim 3
The right and left driving force adjusting device for a vehicle according to the present invention is described in claim 1.
Or in the configuration according to 2, wherein the control means is configured to control the vehicle
When the tuck-in is predicted to occur, the torque
Torque movement that sets the amount of torque movement that increases the torque
An amount setting section, and the first transfer is performed in accordance with the amount of torque movement.
Variable transmission capacity control type torque transmission mechanism and the second transmission capacity
Controlling variable control torque transmission mechanism
I have.

According to a fourth aspect of the present invention, there is provided a vehicle left / right driving force adjusting apparatus for transmitting and receiving torque between a left wheel rotating shaft and a right wheel rotating shaft in a vehicle, and the left wheel rotating shaft. And a control means for setting a torque transfer amount so that the right wheel rotating shaft is in a desired torque distribution state, and controlling a state of the torque transfer mechanism based on the torque transfer amount. A transmission mechanism for providing a rotational speed difference between the left wheel rotation shaft side and the right wheel rotation shaft side, a member on the right wheel rotation shaft side or on the left wheel rotation shaft side, and a member on the output unit side of the transmission mechanism And a first and second variable transmission capacity controllable torque transmission mechanism capable of transmitting torque between the left wheel rotation shaft and the right wheel rotation shaft when engaged. The control means predicts and suppresses vehicle tuck-in. Includes a tuck-handling control section that sets the torque transfer amount, the tuck-handling control section,
A reference lateral acceleration calculation unit that calculates a reference lateral acceleration of the vehicle from a handle angle and a vehicle speed that are artificially operated; a reference lateral acceleration calculated by the reference lateral acceleration calculation unit; an accelerator opening and an accelerator opening speed And the reference lateral acceleration is large based on the engine brake operation amount obtained from
A torque movement amount setting section that predicts that a large amount of engine brake operation will cause a tuck-in of the vehicle, and sets the amount of torque movement such that the torque on the turning inner wheel increases to suppress the tuck-in. It is characterized by being.

According to a fifth aspect of the present invention, there is provided a left-right driving force adjusting apparatus for a vehicle according to the fourth aspect , wherein the left wheel rotating shaft and the right wheel rotating shaft are inputted to an input unit. A drive shaft to which force is distributed via a differential mechanism, wherein the torque moving mechanism is provided between the left wheel rotation shaft and the right wheel rotation shaft;
Alternatively, the input unit is interposed between the left wheel rotation shaft or the right wheel rotation shaft and the input unit.

According to a sixth aspect of the present invention, in the vehicle left-right driving force adjusting apparatus according to the fourth aspect , when the torque movement amount setting section predicts a tack-in as described above, The feature is that the torque movement amount is set to a larger value as the accelerator opening immediately before the prediction is larger. According to a seventh aspect of the present invention, in the vehicle left-right driving force adjusting device according to any one of the fourth to sixth aspects, when the torque movement amount setting unit predicts tack-in as described above. The amount of torque movement is set to a larger value as the reference lateral acceleration increases according to the reference lateral acceleration.

[0017]

In the above-described vehicle driving force adjusting apparatus according to the first aspect of the present invention, the torque moving mechanism is used to control the vehicle.
The left wheel rotation axis and the right wheel rotation axis that are driving wheels or non-drive wheels
Transfer torque either directly between them or indirectly through intervening members.
At this time, the control means operates the left wheel rotating shaft and
And the torque applied to the right wheel rotating shaft
The state of the torque transfer mechanism is controlled to be in the state. One
In other words, the control means uses the reference lateral acceleration
Calculated from the steering wheel angle and vehicle speed
Both reference lateral acceleration, accelerator opening and accelerator opening speed
Based on the obtained engine brake operation amount
Large quasi-lateral acceleration and large engine brake operation amount
When it is predicted that the vehicle is tacky,
1st transmission capacity variable control type so as to suppress
Torque transmission mechanism and second transmission capacity variable control torque
Control the transmission mechanism. Thereby, the first torque transfer mechanism
In the first transmission capacity variable control type torque transmission mechanism,
According to the torque transmission between the left wheel rotation shaft and the right wheel rotation shaft
Direct or indirect torque transfer at the
To increase the driving force on the left wheel rotating shaft side,
Then, in the second transmission capacity variable control type torque transmission mechanism,
According to the torque transmission between the left wheel rotation shaft and the right wheel rotation shaft
Direct or indirect torque transfer at the
Then, the driving force on the right wheel rotating shaft side is increased. Claim 2 above
In the vehicle left / right driving force adjusting device of the present invention described above,
In the torque moving mechanism, the left wheel is rotated by the first speed change mechanism.
Of the rotating member on the shaft side and the rotating member on the right wheel rotating shaft side,
When the output is output after shifting either the rotational speed, the first torque
In the gear moving mechanism, the member on the first transmission mechanism output portion side
Transfer torque between the other rotating member and the other rotating member.
A moving mechanism is performed. In addition, the second transmission mechanism allows the left wheel
Of the rotating member on the rotating shaft side and the rotating member on the right wheel rotating shaft side
When the speed of any one of the above is changed and output, the second
In the torque transfer mechanism, the member on the second transmission mechanism output section side
And the other of the two rotating members.
A lock moving mechanism is performed. The present invention according to claim 3.
In the driving-force laterally-adjusting device for a vehicle, the tuck-in vehicle
If it is predicted to occur, the torque on the turning inner wheel side increases
The amount of torque movement is set such that
The first transmission capacity variable control type torque transmission mechanism and the second transmission capacity
The variable capacity control torque transmission mechanism is controlled.

[0018]

According to a fourth aspect of the present invention, the control means sets the amount of torque movement such that the left wheel rotational axis and the right wheel rotational axis are in a desired torque distribution state. The state of the torque transfer mechanism is controlled based on the torque transfer amount. The torque transfer mechanism transmits and receives torque between the left wheel rotation shaft and the right wheel rotation shaft through this control.

At this time, in the torque transfer mechanism, a rotational speed difference is provided between the left wheel rotation shaft side and the right wheel rotation shaft side through the speed change mechanism, and the first transmission capacity variable control torque transmission mechanism or the second transmission capacity variable control torque transmission mechanism is provided. By engaging the transmission capacity variable control type torque transmission mechanism, torque is transmitted between the left wheel rotation shaft and the right wheel rotation shaft with a required transmission capacity. In the control means, a tack-in correspondence control unit calculates a reference lateral acceleration of the vehicle from a steering angle and a vehicle speed which are artificially operated by a reference lateral acceleration calculation unit, and controls the reference lateral acceleration by a control amount setting unit. Based on the reference lateral acceleration calculated by the lateral acceleration calculator and the engine brake operation amount obtained from the accelerator opening and the accelerator opening speed, the reference lateral acceleration is large, and the engine brake operation amount is large. Then, the control amount is set such that the torque on the turning inner wheel side is increased so as to suppress the tack-in by predicting that the vehicle will be tack-in.

According to the fifth aspect of the present invention, the driving force input to the input unit is transmitted to the left wheel rotating shaft as a driving shaft and the right driving force via a differential mechanism. The drive shaft is distributed to the wheel rotation shafts and transmitted from these drive shafts to the left and right drive wheels. At this time, the torque transfer mechanism has a required transmission capacity directly between the left wheel rotation shaft and the right wheel rotation shaft, or through the left wheel rotation shaft or the right wheel rotation shaft and the input unit. Then, torque is transmitted between the left wheel rotation shaft and the right wheel rotation shaft.

Further, the left and right driving force control apparatus for vehicles of the present invention described in claim 6, said torque transfer amount setting section, when predicting the tuck as described above, the torque as the accelerator opening degree of the prediction immediately before is large Set the movement amount to a large value.
Further, the left and right driving force control apparatus for vehicles of the present invention according to claim 7, wherein, said torque transfer amount setting section, when predicting the tuck as described above, the reference lateral acceleration is large depending on the reference lateral acceleration The larger the torque movement amount, the larger the value.

[0023]

EXAMPLES In the following, the drawings, the vehicle right-left driving force adjusting unit (between left and right wheels for the vehicle torque transfer in one embodiment of the present invention
Includes Referring to dynamic controller) FIG. 1 is a functional block diagram illustrating the overall configuration of the control system, 2-4 functional block diagram illustrating portions of a control system in detail, respectively, Figure 5 is the apparatus FIG. 6 is a schematic configuration diagram showing a torque transfer mechanism of the driving torque transmission system of the vehicle.
7 is a diagram for explaining the principle of the present torque transfer control device in comparison with a conventional torque distribution control device. FIG. 8 is a diagram showing advantages of the present torque transfer control device in comparison with a conventional torque distribution control device. 9 is a configuration diagram illustrating a hydraulic system of the torque transfer control device, FIGS. 10 and 11 are diagrams illustrating the control purpose of the torque transfer control device, and FIG. 12 is a diagram illustrating gain characteristics of a filter provided in the torque transfer control device. , FIG. 13 is a diagram showing a control purpose of the steering angular velocity proportional control, FIG. 14 is a diagram showing a steering characteristic corresponding to the lateral acceleration, FIG. 15 is a diagram showing a control amount of the tack-in correspondence control, and FIG. FIG. 17 is a diagram showing a target steering characteristic when the road surface condition is considered in the control, FIG. 17 is a diagram showing a control amount in the case where the road surface condition of the tack-in correspondence control is considered, and FIGS. Velocity diagrams for explaining the principle of determination by the frame state determination unit and the principle of setting the control amount in the reference rotational speed difference follow-up control. FIGS. 29-3
8 is a flowchart showing the control contents, FIG. 39 is a diagram showing the vehicle body posture by the steering angular velocity proportional control, and FIGS.
41 is a diagram showing the vehicle body posture by the four-wheel steering control in comparison with the vehicle body posture by the steering angular velocity proportional control, FIG. 42 is a diagram for explaining the control effect, and FIG. FIG. 44 is a diagram showing a change in lateral force due to a slip ratio according to a tire slip angle, and FIG. 45 is a diagram showing a change in lateral force due to a driving / braking force according to a tire slip angle. FIG. 4, FIG.
6 shows the effect of the tack-in correspondence control, FIG.
7 is an overall configuration diagram of another vehicle drive torque transmission system to which the present apparatus can be applied, FIG. 48 is a schematic configuration diagram showing the torque transfer mechanism, and FIG. 49 is a schematic configuration showing the shaft arrangement of the torque transfer mechanism. 50 is an overall configuration diagram of still another vehicle drive torque transmission system to which the present apparatus can be applied, and FIG. 51 is a schematic configuration diagram showing a torque transfer mechanism thereof. First, the overall configuration of the drive system of the vehicle including the vehicle left and right wheel torque transfer control device (hereinafter abbreviated as torque transfer control device) will be described with reference to FIG.

In FIG. 5, reference numeral 2 denotes an engine,
The output of the engine 2 is transmitted through a transmission 4 and an intermediate gear 6 to a planetary gear type differential gear mechanism (= center differential, hereinafter referred to as a center differential) 8. The output of this center differential 8 is
On the one hand, it is transmitted from axles 12L, 12R to left and right front wheels 14, 16 via a front wheel differential gear mechanism (= front differential, hereinafter referred to as front differential) 10, and on the other hand, bevel gear mechanism 18, propeller shaft 20, and bevel gear. Left and right rear wheels 2 from axles 26L, 26R via a mechanism 22, and a differential gear device (= rear differential, hereinafter referred to as rear differential) 24
8, 30. The torque transfer mechanism 50 of the present torque transfer control device is provided in the rear differential 24.

The center differential 8 is composed of a sun gear 8A, a planetary gear 8B disposed outside the sun gear 8A, and a ring gear 8C disposed outside the planetary gear 8B, similarly to the conventional one. I have it. The output from the automatic transmission 6 is input to a carrier 8D that supports the planetary gear 8B, and is output from the planetary gear 8B to the sun gear 8A and the ring gear 8C. Here, the sun gear 8A is connected to the front differential 10 via the front wheel output shaft 32, and the ring gear 8C is connected to the propeller shaft 20 via the rear wheel output shaft 34 and the bevel gear mechanism 18.

In the center differential 8, the distribution of the engine output torque between the front wheels and the rear wheels can be changed by restricting (or limiting) the differential between the front wheel output portion and the rear wheel output portion. A hydraulic multiple disc clutch 36 is provided as differential limiting means (ie, limited slip differential (LSD)). The hydraulic multi-plate clutch 36 is interposed between the front wheel output shaft 32 connected to the sun gear 8A and the rear wheel output shaft 34 connected to the ring gear 8C, and is provided in its own hydraulic chamber 36A. The differential between the front wheel side and the rear wheel side is restrained by a control hydraulic pressure or a frictional force according to the differential state.

Accordingly, the center differential 8 controls the distribution of the torque transmitted to the front wheels and the rear wheels by appropriately controlling the hydraulic multi-plate clutch 36 from a completely free state to a locked state, for example, by the front wheels: The rear wheel is about 30:
It can be controlled between about 70 and 50:50.
The distribution ratio of the front wheels and the rear wheels in the completely free state can be adjusted by setting the ratio of the number of teeth of the input gears on the front wheel side and the rear wheel side of the planetary gears. When the pressure in the hydraulic chamber of the clutch 36 is zero and the clutch 36 is completely free, the front wheel: rear wheel reference distribution ratio is about 3
0:70 is set.

When the pressure in the hydraulic chamber is set to the set pressure and the hydraulic multi-plate clutch 36 is in the locked state, and the differential becomes substantially zero, the torque distribution between the front wheels and the rear wheels becomes equal to that of the front wheel system. It changes depending on the load balance with the rear wheel system, etc.
Although it depends on the running state, for example, it becomes 50:50 and becomes a directly connected state. The hydraulic pressure of the hydraulic multi-plate clutch 36 for limiting the differential of the center differential 8 is adjusted by a hydraulic unit 38. That is, the hydraulic unit 3
8 is a reservoir tank 4 through a built-in hydraulic pump.
Hydraulic oil from zero is supplied to the hydraulic chamber of the hydraulic multi-plate clutch 36, and the hydraulic oil in the hydraulic chamber is eliminated.

The operation of the hydraulic unit 38 is controlled by an electronic control unit (hereinafter referred to as ECU) 42. The ECU 42 includes an electronic control unit (hereinafter, referred to as an engine ECU) 44 for electronically controlling the engine output through the throttle 2A, an electronic control unit (hereinafter, referred to as ABS ECU) 46 for electronically controlling an antilock brake system (ABS), and a steering wheel. Sensors such as an angle sensor 48A and an acceleration sensor 48B are connected. In the ECU 42, engine information and AB
S information, wheel speed information, steering wheel angle (also referred to as steering angle), that is, information about the rotation angle from the neutral position of the steering wheel, information about the lateral acceleration and longitudinal acceleration of the vehicle body, and the like, and based on these information, The unit 38 is controlled. Further, the differential limiting control and the engine output control need to be linked with each other.
Output reduction information is sent from the U42 to the engine ECU 44.

Each of the ECUs 42, 44, and 46 includes a CPU, a ROM, and an RA (not shown) necessary for control described later.
M, interface, etc. -Configuration of the torque transfer mechanism By the way, the torque transfer control device is a differential carrier 50
A includes a torque transfer mechanism 50 provided in A and the above-described ECU 42 which is a control means thereof.
Rear differential 24 and rear differential 24 and axles 26L, 26
The configuration of the torque transfer mechanism 50 inserted between the R and the R will be described with reference to FIG.

As shown in FIG. 6, an input shaft 52 is connected to the rear end of the propeller shaft 20, and a drive pinion gear 54 is connected to the input shaft 52 so as to rotate integrally. The rear differential 24 is provided within the gear housing 58.
The gear housing 58 includes a pair of bevel gears 60, 60, 62, 64.
4 is fixed. As a result, the output of the engine is transmitted from the input shaft 52 through the drive pinion gear 54 and the crown key 56 to the rear differential 2.
4 and the gears 62,
64 to the left and right rotating shafts 66 and 68.

The left and right rotating shafts 66, 68 are connected to the axles 26L,
26R, and finally the left and right rear wheels 28,
30. The torque transfer mechanism 50 is provided between the gear housing 58 of the rear differential 24 and the left and right rotation shafts 66, 68, and includes a speed change mechanism 70 and a transmission capacity variable control type torque transmission mechanism 72. The transmission mechanism 70 and the torque transmission mechanism 72 are provided on the left wheel side and the right wheel side, but in this embodiment, the left and right transmission mechanisms 70 and the torque transmission mechanism 72 are provided symmetrically to each other.
Therefore, here, only the right wheel side will be described. When the left and right sides of the transmission capacity variable control type torque transmission mechanism 72 are particularly distinguished, the left wheel side torque transmission mechanism 72 is referred to as 72L, and the right wheel side torque transmission mechanism 7
2 may be referred to as 72R.

If the left-wheel-side transmission mechanism 70 is a first transmission mechanism, the left-wheel-side torque transmission mechanism 72L is replaced with a first-transmission-capacity-variable-control torque transmission mechanism, and the right-wheel transmission mechanism 7
0 corresponds to the second transmission mechanism, and the right wheel side torque transmission mechanism 72R corresponds to the second transmission capacity variable control type torque transmission mechanism. First, the transmission mechanism 70 will be described.
A first sun gear 70A fixed to the right wheel rotation shaft 68;
A first planetary gear (planetary pinion) 70C rotatably attached to a carrier 70B fixed to the differential carrier 50A, a second planetary gear (planetary pinion) 70D that rotates integrally with the first planetary gear 70C, and a hollow shaft 74. The second sun gear 70E is fixed. Among them, the first sun gear 7
0A meshes with the first planetary gear 70C, the second sun gear 70E meshes with the second planetary gear 70D, and when the right wheel rotation shaft 68 rotates, the first sun gear 7
0A, the first planetary gear 70C, the second planetary gear 70D, and the second sun gear 70E through the hollow shaft 74.
Is designed to rotate.

In particular, the first sun gear 70A has a larger diameter than the second sun gear 70E, and thus has more teeth.
The first planetary gear 70C is the second planetary gear 7
Since the diameter of the hollow shaft 7 is smaller than that of the hollow shaft 7D, the rotation speed of the right wheel rotating shaft 68 is increased.
4 is driven to rotate. That is, the speed change mechanism 70 functions as a speed increasing mechanism. Therefore, since the hollow shaft 74 has a higher speed than the right wheel rotating shaft 68, the differential between the right and left wheels is small and the large rotation If there is no speed difference, the hollow shaft 74 will be faster than the gear housing 58.

The transmission capacity variable control type torque transmission mechanism 72 is provided between the hollow shaft 74 and the gear housing 58 of the rear differential 24. In this example, the transmission capacity variable control type torque transmission mechanism 72 is controlled according to the control oil pressure. A wet hydraulic multi-plate clutch mechanism that can adjust the transmission capacity is used. In addition,
The transmission capacity variable control type torque transmission mechanism may be any torque transmission mechanism capable of variably controlling the transmission torque capacity, and in addition to the mechanism of this example, other multi-plate clutch mechanisms such as an electromagnetic multi-plate clutch mechanism and the like. In addition to these multi-plate clutch mechanisms, a hydraulic or electromagnetic friction clutch, a hydraulic or electromagnetic controllable VCU (Viscous Coupling Unit), a hydraulic or electromagnetic controllable HCU ( (Hydric coupling unit = differential pump type hydraulic coupling), and other couplings such as an electromagnetic fluid type or an electromagnetic powder type clutch can also be used.

The torque transmission mechanism 72 will be hereinafter also referred to as a wet hydraulic multi-plate clutch mechanism or a coupling. The wet hydraulic multi-plate clutch mechanism 72 is provided with a clutch outer case 72 so as to rotate integrally with the hollow shaft 74.
C, and a plurality of clutch disks 72 supported by an inner case 72D of the clutch so as to rotate integrally with the gear housing 58.
B are alternately arranged.

The wet hydraulic multi-plate clutch mechanism 72 also controls the hydraulic pressure in a hydraulic chamber (not shown) by a hydraulic unit 38, similarly to the center differential hydraulic multi-plate clutch 36. The engagement state of the disks 72A and 72B is adjusted, and the hollow shaft 74 is adjusted.
The torque transfer control is performed together with the adjustment of the difference between the gear differential and the gear housing 58 of the rear differential 24.

That is, the wet hydraulic multi-plate clutch mechanism 72
Is engaged, the clutch disc 72 on the hollow shaft 74 side is engaged.
If A is faster than the clutch disk 72B on the gear housing 58 side, the torque moves from the high-speed clutch disk 72A to the low-speed clutch disk 72B. The amount of movement of the torque at this time depends on the magnitude of the differential between the clutch disks 72A and 72B and the strength of engagement. For this reason, the amount of torque movement can be controlled by adjusting the control oil pressure while considering the differential state between the clutch disks 72A and 72B to adjust the strength of engagement of the clutch disks 72A and 72B.

Therefore, the hydraulic adjustment unit for the wet hydraulic multi-plate clutch mechanism 72 in the hydraulic unit 38 is also controlled through the ECU 42 so that the torque distribution to the left and right rear wheels is in a desired state. In this case, similarly to the case of the center differential, the ECU 42 performs control based on engine information, ABS information, wheel speed information, steering wheel angle information, information on the lateral acceleration and longitudinal acceleration of the vehicle body, and the like. I have.

As described above, when it is desired to distribute the drive torque from the input shaft 52 to the left wheel rotating shaft 66 more, the multi-plate clutch mechanism 72 on the right wheel rotating shaft 68 side according to the degree of distribution (distribution ratio). May be engaged with an appropriate control pressure. On the other hand, the transmission mechanism 70 and the multi-plate clutch mechanism 72 provided on the left wheel rotation shaft 66 are also configured in the same manner, so that the driving torque from the input shaft 52 is transmitted to the right wheel rotation shaft 6.
If it is desired to distribute more than 8, the multiple disc clutch mechanism 72 on the left wheel rotation shaft 66 side should be engaged with an appropriate control pressure according to the degree of distribution (distribution ratio).

The left and right multi-plate clutch mechanisms 72 are set so as not to be completely engaged with each other. When one of the left and right multi-plate clutch mechanisms 72 is completely engaged, the other multi-plate clutch mechanism 72 is engaged. Is supposed to cause slippage. That is, the operation modes of the left and right multi-plate clutch mechanisms 72 are both a mode in which only the left wheel-side multi-plate clutch mechanism 72 is engaged and a mode in which only the right wheel-side multi-plate clutch mechanism 72 is engaged. There is a neutral mode that does not match.

As described above, in the torque transfer mechanism 50, the distribution of the left and right torques can be adjusted by moving the torque. There is a feature that the torque can be distributed and adjusted over a wider range, and, for example, a yaw moment can be generated in the vehicle without discomfort. For example, FIGS. 7A and 7B are operation principle diagrams when a yaw moment is generated in a vehicle. FIG. 7A shows the case of the present torque moving mechanism, and FIG. 7B shows the case of simply braking one wheel. As shown in the figure, in the present torque moving mechanism, the driving force of one wheel is increased, so that a desired yaw moment can be generated in the vehicle while the braking force generated on the other wheel is kept low. The feeling is small and it is difficult for the driver to feel uncomfortable. On the other hand, if only one wheel is braked, a large braking force is applied to one wheel, and the braking feeling is large and the driver is likely to feel uncomfortable. The graph of FIG. 8 shows the braking force generated in the vehicle when the yaw moment is generated in comparison with the case of the present torque moving mechanism and the case of the one-wheel braking. Is small. -Configuration of Hydraulic Unit Here, the configuration of the hydraulic unit 38 will be described with reference to FIG. As shown in FIG. 9, the hydraulic unit 38 supplies hydraulic oil in an oil tank 101 with an electric oil pump 102.
On the other hand, the pressure is adjusted by an electromagnetic proportional pressure control valve (also abbreviated as a proportional valve) 103 and supplied to an oil chamber (not shown) of a hydraulic multi-plate clutch mechanism 36 of a center differential. The pressure is adjusted by a control valve (proportional valve) 104, and an electromagnetic direction control valve (direction switching valve) 105 controls the left rear wheel side hydraulic multi-plate clutch mechanism 72 </ b> L or the right rear wheel side hydraulic multi-plate clutch mechanism 72 (R). The oil is supplied to an oil chamber (not shown).

In FIG. 9, reference numeral 102A denotes an oil pump driving motor; 106, a strainer for removing impurities in oil; 107, a check valve for preventing backflow; A relief valve 109 for adjusting the pressure to be prevented is an accumulator. 11
Reference numerals 0A, 110B, and 111C denote pressure switches, each of which checks whether hydraulic fluid is flowing properly and detects a failure. 111A and 111B are hydraulic pressure sensors which detect the output pressure of the electromagnetic proportional pressure control valves 103 and 104,
It is used for feedback control and failure detection.

As described above, the electromagnetic proportional pressure control valves 103 and 104 and the electromagnetic direction control valve 105
This is controlled by the CU. -Functional configuration of control means (ECU) Here, a functional portion of the ECU 42 that instructs such torque adjustment to the left and right rear wheels will be described.

As shown in FIG. 1, the ECU 42 includes a reference rotational speed difference follow-up control unit 80 and a steering angular velocity proportional control unit 8.
2, a torque movement amount setting unit of a tack-in correspondence control unit 84, a mechanism state determination unit 86, and a comprehensive determination unit 88. The reference rotation speed difference follow-up control unit 80 sets a reference wheel speed difference between the left wheel 28 and the right wheel 30 and
The target amount of torque movement (that is, the direction and magnitude of the torque movement) such that the actual wheel speed difference between the wheel 8 and the right wheel 30 (hereinafter referred to as the actual wheel speed difference) follows the reference wheel speed difference.
Is set, and the steady turning characteristics of the vehicle can be adjusted by the amount of torque movement set here.

The steering angular velocity proportional control section 82 is a section for setting the amount of torque movement (direction and magnitude of torque movement) so as to be proportional to the steering angular velocity. The yaw response can be increased. The tack-in correspondence control unit 84 predicts the tack-in of the vehicle at the time of returning the accelerator and sets the amount of torque movement (direction and magnitude of the torque movement) so as to suppress this.

The mechanism state determining section 86 determines whether or not the amount of torque movement set by the steering angular velocity proportional control section 82 and the tack-in correspondence control section 84 can be realized in the current differential state of the mechanism. The information about the amount of torque movement is output according to the determination result. The overall determination unit 88 includes information from the reference rotational speed difference follow-up control unit 80 and a mechanism state determination unit 86
Is finally determined based on the information output from the steering angular velocity proportional control unit 82 and the tack-in correspondence control unit 84 output through the control unit. Configuration of reference rotation speed difference follow-up control unit The reference rotation speed difference follow-up control unit 80 will be described in detail. The reference rotation speed difference follow-up control is based on the steering wheel angle and vehicle speed. By calculating the reference rotational speed difference between the wheels and controlling the amount of torque movement between the left and right wheels so that the actual rotational speed difference between the left and right wheels follows this reference rotational speed difference, the required turning characteristics (for example, neutral steering) Characteristics or weak understeer characteristics).

For this reason, as shown in FIG. 2, the reference rotation speed difference follow-up control unit 80 includes a reference wheel speed difference calculation unit 80A that calculates a reference wheel speed difference between the left and right wheels from the steering wheel angle information and the vehicle speed information. An actual wheel speed difference calculating section 80C for calculating an actual wheel speed difference between the left and right wheels from the left and right wheel speed information, and an actual wheel speed difference from the information on the reference wheel speed difference and the actual wheel speed difference. Reference rotational speed difference following torque moving amount setting section 8 for determining the amount of torque moving so as to approach the difference
0E is provided. Reference wheel speed difference calculation unit 80
The handle angle information of the information input to A is input after the detection information from the handle angle sensor 48A is filtered by the digital low-pass filter 90A to remove noise. This steering wheel angle is positive when the left wheel becomes faster than the right wheel during turning, that is, when the vehicle is steered to the right.

The vehicle speed information input to the reference wheel speed difference calculating unit 80A is calculated by the vehicle speed calculating unit 48F.
In the vehicle speed calculation unit 48F, for example, the rear left wheel speed sensor 48
D, and the detection information from the rear right wheel speed sensor 48E is input after being filtered by digital low-pass filters 90B and 90C and noise-removed, respectively.
By averaging l and the rear right wheel speed Vrr, the vehicle speed (body speed) can be calculated. This vehicle speed calculation is not limited to such a method, and may be performed by another method.

The reference wheel speed difference calculation unit 80A calculates the steering wheel angle information (δ) and the vehicle speed information (Vr) from
The reference wheel speed difference ΔVhr (= dvhr) is calculated by the following equation. ΔVhr = lt · Vr / R where R: turning radius (reference turning radius) R = (1 + A · Vr ² ) · lw / δ lt: rear tread of vehicle lw: wheel base of vehicle A: stability factor By the way, actual wheels Since the speed has a delay with respect to changes in the steering wheel angle and the vehicle speed, the vehicle modeling filter 80B performs vehicle modeling on the reference wheel speed difference dvhr calculated by the reference wheel speed difference calculating unit 80A in this manner. That is, the signal (dvhf) that has been subjected to the delay system processing is input to the reference rotation speed difference following torque movement amount setting unit 80E.

On the other hand, the actual wheel speed difference calculating section 80C converts the detection information from the rear left wheel speed sensor 48D and the rear right wheel speed sensor 48E into digital low-pass filters 90B and 90B, respectively.
The actual wheel speed difference dvrd (= Vrl-Vrr) is calculated by subtracting the rear right wheel speed Vrr from the rear left wheel speed Vrl after filtering and inputting the noise after filtering at 90C.

The actual wheel speed difference dvrd is also filtered by the digital low-pass filter 80D, and is input as the actual wheel speed difference dv rf to the reference rotational speed difference following torque moving amount setting section 80E. Note that a strong low-cut-off frequency filter is used as the digital low-pass filter 80D.
D will be described.

Generally, when a restraining force is applied between the left and right wheels of a vehicle, a torsional vibration occurs in the drive system due to a difference in input torque between the left and right tires from the road surface. This can be considered by modeling as shown in FIG. In the drawing, I is the moment of inertia of each wheel, K is the spring constant, and T ₁ and T ₂ are the shaft torques of each wheel. Due to such torsional vibration,
The right and left wheel speeds have a 180 ° phase inverted vibration component. For example, FIG. 11 shows the rotational speed difference between the right and left wheels actually detected. The vibration curve with a small frequency shows the vibration component of the left and right wheels due to the effect of torsional vibration, and the gentle curve shows the running trajectory of the left and right wheels. 5 shows a change in the rotational speed difference between the left and right wheels caused by the above. As shown in the figure, the vibration component of the left and right wheels may have an amplitude equal to or larger than the value of the rotational speed difference generated by the running trajectory of the left and right wheels, and such a vibration component may cause control hunting and the like. As a result, it is difficult to appropriately perform the reference rotational speed difference follow-up control and the mechanism state determination described later.

Therefore, as a countermeasure against this, data is filtered by a powerful low-pass filter 80D having a low cutoff frequency. In this case, while the influence of torsional vibration can be reduced, if the running trajectory of the left and right wheels changes minutely and irregularly, it is difficult to take out this, and only the quasi-stationary rotation speed difference will be taken out,
In addition, the responsiveness of the control is inevitably reduced.

Therefore, it is desired to appropriately set the cutoff frequency. For example, the sampling period Ti of the wheel speed is set to 30 m.
If the time wavelength T is 2Ti (= 60) based on the sampling theorem, the original waveform can be reproduced from the input signal.
× 10 ⁻³ s) or more. That is, the reproducible input signal frequency f is f = 1 / T = 1 / (60 × 10 ⁻³ ) ≒ 16.67 (H
z)

FIG. 12 shows the amplitude characteristics of the signal. The horizontal axis is ωτ (ω = 2πf, τ = １ ／ πfc).
, Fc: cutoff frequency). As shown, -2
To attenuate the amplitude to 0 dB (= 1/10), ωτ =
It may be set to 10. From ωτ = 10, fc = f / 10 °
Since 1.67, the cutoff frequency fc is fc = 1.
The frequency may be set to 67 (Hz).

Reference rotational speed difference following torque moving amount setting section 8
0E, the reference wheel speed difference dvhf and the actual wheel speed difference dv
the absolute value ddvr of the difference between the r f [= abs (dvrf-d
vhf)], and this value ddvr is calculated as shown in FIG.
A control amount (torque control gain) tb corresponding to the torque movement amount is determined from a map as shown in the middle block 80E. As shown in this map, the value ddvr is equal to the reference value d.
When it is smaller than ₁ , the control amount tb becomes 0 and the value d
dvr is adapted to control the amount of tb in accordance with an increase in the value ddvr exceeds the reference value d ₁ is increased.

[0058] Also, in the reference rotational speed difference follow-up torque transfer amount setting section 80E, obtains a torque moving direction based on the reference wheel speed difference dvhf and actual wheel speed difference dvr f, further, on the basis of the torque transfer direction or the like, Selection of the clutch to be engaged between the left and right (hereinafter referred to as the engaged clutch direction) d
irb is set. The torque transfer direction, generally to the right direction (R) the sign of dvrf-dvhf is equal positive left rotation is relatively too large, dv rf -
If the sign of dvhf is negative, the clockwise rotation is relatively too large, so the direction is leftward (L).

In order to realize such a torque movement direction, generally, the torque movement in the right direction can be achieved by engaging the hydraulic multi-plate clutch mechanism 72 on the left wheel side. The wheel-side hydraulic multi-plate clutch mechanism 72 may be engaged, but the control is not necessarily performed in this manner according to the magnitude of each of the reference wheel speed difference dvhf and the actual wheel speed difference dvrd. Therefore, the control clutch direction dirb is set in a number of cases, and the setting of the control clutch direction dirb is easier to understand after the description of the mechanism state determination unit 86, and will be described later. . Configuration of Steering Angular Speed Proportional Control Unit The steering angular speed proportional control unit 82 will be described in detail. The steering angular speed proportional control performed here will improve handle responsiveness (ie, danger avoidance performance) when a sharp steering operation is performed. It is assumed that. For example, as shown in FIG. 13 (A), when an operation of quickly turning the steering wheel for a moment (impulse steering) is performed, in response to this, as shown in FIG. I want to generate a yaw moment in the turning promotion direction and generate a yaw moment in the turning suppression direction while the steering wheel is returning.

Of course, the reference rotational speed difference follow-up control described above can theoretically improve yaw response. , The response of the control is lowered, so that improvement of the yaw response cannot be expected. Therefore, the steering angular velocity proportional control is provided to cope with this.

Considering the meaning of the steering angular velocity proportional control, the reference rotational speed difference (here, DV) follows the fast steering with almost no delay, but the actual rotational speed difference (here, dv). Hardly follows because of the delay system of the vehicle. Therefore, assuming that the difference between the reference rotation speed difference DV and the actual rotation speed difference dv is e, e = DV-dv, and the time rate of change is de / dt = d (DV-dv) / dt = d · ( DV) / dt−d · (dv) / dt ≒ d · (DV) / dt [∵d · (dv) / dt ≒ 0], which is equal to the rate of change of the reference rotational speed difference DV.

That is, it can be said that this steering angular velocity proportional control corresponds to the differential term (D term) in the reference rotational speed difference follow-up control. Therefore, in this control, the amount of torque movement is set in proportion to the steering angular velocity so that a predetermined yaw moment can be obtained in response to the operation of the steering wheel. For example, when turning the steering wheel to the right is positive, the torque is moved to the turning outer wheel (for example, the left wheel if there is a steering speed to the right) in proportion to the amount of the turning (i.e., the steering speed). The control gain (control amount) is, for example, the maximum angular velocity (for example, 400 deg / s) when the steering wheel is turned such that the maximum lateral acceleration becomes about 0.4 G by impulse steering equivalent to 2 Hz when the vehicle speed is 80 km / h. )
Is set so that the maximum control amount is obtained.

In general, it is not necessary to increase the handle response to such a sharp steering wheel in a low speed range, and the handle response is originally high in a high speed range, and it is rather contradictory to further increase the handle response. effective. Therefore, in this steering angular velocity proportional control, according to the vehicle speed state,
The amount of torque movement is corrected. For this,
As shown in FIG. 3, the steering angular velocity proportional control unit 82 includes a steering angular velocity corresponding torque transfer amount setting unit 82 </ b> A that sets a torque transfer amount tc− between the left and right wheels based on steering wheel angular velocity (steering angular velocity) information. A correction coefficient setting section 82B for setting a correction coefficient kc and a correction section 82C for accumulating the correction coefficient kc with the torque movement amount tc- set by the steering angular velocity corresponding torque movement amount setting section 82A and correcting for the vehicle speed are provided. I have. It should be noted that the torque movement amount tc- includes the direction of the torque movement to the left or right.

In the torque movement amount setting section 82A, the handle angle information from the handle angular velocity calculating section 48C is filtered by the digital low-pass filter 90A to remove noise, and then input as information (dδ). Note that the steering wheel angular velocity calculating section 48C calculates the steering wheel angular velocity by differentiating the detection information from the steering wheel angle sensor 48A with time.

The torque movement amount setting section 82A determines the steering angular velocity proportional torque movement amount tc- with respect to the steering wheel angular velocity dδ input as described above, using a map as shown in a block 82A in FIG. However, when the magnitude of the steering wheel angular velocity dδ becomes larger than the appropriately small reference value dδ ₀ and the steering wheel angular velocity becomes significant, the torque movement amount tc− is given, and the steering angular velocity proportional control is performed. In this map, the horizontal axis is the steering wheel angular velocity dδ, the right side of the steering wheel angular velocity dδ is the positive direction, the vertical axis is the torque movement amount tc−, and the left side is the torque movement amount tc−. The direction is positive.

As shown in the figure, if the steering angular velocity dδ is rightward, the amount of torque movement tc- to the left wheel is increased according to the increase of the steering angular velocity dδ, and if the steering angular velocity dδ is leftward, the steering angular velocity dδ is The torque movement amount tc- to the right wheel side is increased in accordance with the increase. However, in a region where the steering wheel angular velocity dδ is sufficiently large, the torque movement amount tc− is limited to a constant value.

In the correction coefficient setting section 82B, the vehicle speed calculation section 4
Block 8 in FIG. 3 for the vehicle speed information (Vr) from 8F
The correction coefficient kc is set using a map as shown in 2B. As shown in the figure, the correction coefficient kc also increases with an increase in the vehicle speed Vr, and reaches a maximum in the middle and high speed range.
In a high-speed region where the vehicle speed Vr is increased, the correction coefficient kc is reduced to an increase in the vehicle speed Vr, and is finally set to 0. I have. In other words, the correction coefficient kc is set so that torque transfer control for impulse steering is required, and sufficient control can be performed in a vehicle speed range where the control does not impair the running stability of the vehicle. In particular, when the need for the torque transfer control is low or the control may impair the running stability of the vehicle, the control is suppressed or stopped. Generally, in a low-speed range, the behavior of the vehicle responds sufficiently to steering, so that the need for torque transfer control is low. In a relatively high-speed range (high-speed range), the torque transfer control becomes stable. The property may be impaired. On the other hand, in the speed range from the middle speed range to the relatively low speed range (low speed range) and the middle speed range, torque transfer control for impulse steering is necessary, and this control reduces the running stability of the vehicle. There is no risk of damage. Therefore, the correction coefficient kc is set so that the torque movement control amount tc becomes maximum in the middle and high speed regions, becomes small in the low speed region, and becomes 0 in the high speed region. In the map in the block 82B of FIG. 3, the correction coefficient kc is maximized at a certain speed in the middle and high speed region, but the correction coefficient kc is maximized in a speed region having a certain width in the middle and high speed region. When the speed becomes lower than the speed range, the value may be gradually decreased (see the characteristic line kc1 in the map), or the correction coefficient kc may be set to 0 in the extremely low vehicle speed range (in the map). Characteristic line kc2).

The correction unit 82C uses the correction coefficient kc set by the correction coefficient setting unit 82B in this way to the torque movement amount t.
This is integrated with c- to obtain a steering angular velocity proportional torque movement amount tc. Configuration of Tack-In Correspondence Control Unit Tack-in correspondence control unit 84 will be described in detail. The tuck-in correspondence control performed here is control for suppressing the tuck-in phenomenon of the vehicle. In the reference rotational speed difference tracking control described above, for example, the tack-in phenomenon can be theoretically suppressed by setting so as to always obtain a weak understeer characteristic. Since the data is filtered by the low-pass filter 80D having a low power and the response of the control is low, it is not possible to cope with the suppression of the tack-in phenomenon which is fast. Therefore, in order to compensate for this, it is determined whether the possibility of occurrence of tack-in has increased, and before the occurrence of the tack-in phenomenon, torque transfer control is performed in a feed-forward manner to temporarily change the steering characteristic of the vehicle. They are trying to suppress the tack-in phenomenon. In particular, in this case, when the throttle opening is in a closed region (a region in a substantially fully closed state) and the throttle opening speed is negatively large, it is determined that the larger this size is, the greater the possibility of occurrence of the tack-in phenomenon is; At this time, it is determined that the larger the reference lateral acceleration (theoretical lateral acceleration) of the vehicle is, the larger the tack-in amount is.

The principle of performing control in accordance with the reference lateral acceleration will be described with reference to a graph showing steering characteristics. FIG. 14 is a graph showing a change in the steering angle ratio (θ / θ ₀ ) with respect to the lateral acceleration when a steady turn is performed on a normal traveling road (that is, a high μ road = a road surface having a high road friction coefficient μ). is there. Note that the steering angle ratio is a ratio of the steering angle θ at the time of actual steady turning with the influence of the lateral acceleration to the steering angle θ ₀ at the time of theoretical steady turning without the influence of the lateral acceleration.

As shown in FIG. 14, generally, the value of the steering angle ratio θ / θ is represented by a curve L14a labeled “no control”.
_{In the} region where the lateral acceleration is small, ₀ changes on a straight line L14b having a constant stability factor as the lateral acceleration increases. The value θ / θ ₀ increases sharply. If the characteristic is a straight line L14b of "constant stability factor", the steering characteristic can be maintained at a low level, which is preferable for the driver's steering feeling.
It is not preferable that the value θ / θ ₀ of the steering angle ratio suddenly increases as shown in FIG.

On the other hand, a curve L to which "at the time of maximum control amount operation" is attached
Numeral 14c indicates a steering angle ratio characteristic when the left and right torque movement control of the present apparatus is performed to the maximum. Of course, it is possible to adjust the steering angle ratio between the curves L14a and L14c by adjusting the torque transfer control.

Therefore, in a region where the value θ / θ ₀ of the steering angle ratio sharply increases, it is necessary to adjust the steering angle ratio characteristics such as a curve L14d labeled “control target” in FIG. As a result, characteristics that are favorable for the driver's steering feeling, that is, characteristics with a constant stability factor, are brought close to each other. In order to perform such torque movement control, for example, the control amount may be set in accordance with the lateral acceleration with the characteristics shown in FIG.

On the low μ road, as shown by the broken line curve in FIG. 16, the steering angle ratio value θ /
θ ₀ increases sharply. Therefore, for example, as shown in FIG. 17, a control amount for a low μ road (see a broken line) and a control amount for a high μ road (see a solid line) may be prepared and used properly. Conceivable. In this case, the road surface μ
It is conceivable to provide a device for estimating, and control based on this information.

In this embodiment, the control is set on the premise of a general road (high μ road) without considering this road surface μ. For this reason, as shown in FIG. 3, the tack-in correspondence control unit 84 includes a reference lateral acceleration calculation unit 84A that calculates a reference lateral acceleration of the vehicle from the steering wheel angle information and the vehicle speed information, and left and right wheels corresponding to the reference lateral acceleration. A torque-incoming-corresponding torque setting unit 84B for setting the torque-transfer-amount td- between the two, and an accelerator-opening-corresponding correcting unit 84D for compensating the torque-transfer-amount td- in accordance with the accelerator opening.
And is provided. Note that this torque movement amount td−
Includes the direction of the torque movement to the left or right.

The reference lateral acceleration calculating section 84A calculates the reference lateral acceleration G _Y of the vehicle from the steering wheel angle information and the vehicle speed information by the following equation. G _Y = Vr ² / R R: Turning radius (reference turning radius) R = (1 + A · Vr ² ) · lw / δ lt: Vehicle rear tread lw: Vehicle wheel base A: Stability factor Tack-in-compatible torque transfer amount The setting unit 84B sets a tack-in corresponding torque movement amount td− with respect to the reference lateral acceleration G _Y using, for example, a map shown in the block of the torque movement amount setting unit 84B in FIG. When the magnitude of the acceleration G _Y becomes larger than the reference value G _Y0 ,
The torque movement amount td- is given. In this map, the horizontal axis represents the reference lateral acceleration G _Y , the right side of the reference lateral acceleration G _Y is defined as the positive direction, and the vertical axis represents the torque movement amount td−. Indicates that the left direction is the positive direction.

[0076] As shown, if the reference lateral acceleration G _Y is right, which corresponds to the time of right turn, the torque transfer amount of requests to this time on the right wheel side in accordance with an increase in the reference lateral acceleration G _Y is increases and, by increasing the torque transfer amount td- to the right wheel side, if the reference lateral acceleration G _Y is left, which corresponds to the time of left turning, the left wheel side according to the increase of the reference lateral acceleration G _Y is in this case The amount of torque movement td- to the motor is increased.
However, the reference lateral acceleration G _Y is sufficiently large region torque transfer amount td- is limited to a constant.

As shown in FIG. 3, the accelerator opening correspondence correction section 84D receives detection information from the accelerator opening sensor 48G, and the detection information is subjected to noise removal via a digital low-pass filter 90E. After the accelerator opening information (aps), the peak hold unit 8
The signal peak-held at 4C is input. In the peak hold section 84C, the accelerator opening degree correction section 8
The accelerator opening apf used in 4D is changed to the accelerator opening aps
If apf ≦ aps, that is, if the detected accelerator opening aps is equal to or greater than the accelerator opening apf used in the previous accelerator opening correspondence correction unit 84D, a new accelerator opening apf is set to this accelerator opening. Set to degrees aps. On the other hand, if apf> aps, if the detected accelerator opening aps is smaller than the accelerator opening apf used in the previous accelerator opening correspondence correction unit 84D, the new accelerator opening apf is set to, for example, a minimum control from the previous accelerator opening apf. Unit (1
bit).

The accelerator opening degree correcting section 84D compares the accelerator opening degree apf obtained in this way with FIG.
As shown in the block of the correction section 84D in, when larger than the reference value apf ₀ is the magnitude of the accelerator opening apf, it gives the correction coefficient kd-, the correction coefficient kd particularly according to the increase of the accelerator opening apf -Is increased. However, in a region where the accelerator opening apf is sufficiently large, the correction coefficient kd
-Is limited to a constant.

As described above, the accelerator opening degree correction section 84
The correction coefficient kd− set in D is the sample holder 8
4G is input, and here the start of tack-in correspondence control
A correction coefficient kd for tack-in correspondence control is set according to the determination by the end condition determining unit 84F. That is, in the tack-in correspondence control start / end condition determination unit 84F, the information of the accelerator opening aps sent from the accelerator opening sensor 48G sent via the digital low-pass filter 90E,
An accelerator opening speed dap obtained by differentiating the accelerator opening aps with time in an accelerator opening speed calculating unit 84E.
And the correction coefficient kd and the torque movement amount t of the previous control cycle.
Based on d, it is determined whether a condition for performing tack-in control (set condition) or a condition for not performing tack-in control (clear condition) is satisfied.

The set conditions are as follows: accelerator opening aps is smaller than a predetermined value (for example, 75 bits), accelerator opening speed dap is smaller than a predetermined value (for example, -5 bits), and correction coefficient kd for the previous control cycle is set. Was 0. At this time, the accelerator opening correspondence correction unit 8
Since the correction coefficient kd− set in 4D is used as the correction coefficient kd, the tack-in correspondence control is performed unless the correction coefficient kd− is 0. After this setting, if the clear condition is not satisfied, the correction coefficient kd- is kept as it is as the correction coefficient kd.

The clear condition is that the accelerator opening aps is larger than a predetermined value (for example, 96 bits), the accelerator opening speed dap is larger than a predetermined value (for example, 2 bits), or the torque movement in the previous control cycle. The quantity td is 0
It was that. At this time, the correction coefficient kd is set to 0. If the correction coefficient kd is 0, the torque movement amount td becomes 0 by the processing of the next correction unit 84H, so that the tack-in correspondence control is not substantially performed. After the clear, if the set condition is not satisfied, the official correction coefficient kd
To 0.

The correction coefficient kd thus set
Is multiplied by the correction unit 84H with the torque movement amount td− set by the tack-in corresponding torque movement amount setting unit 84B to obtain the tack-in corresponding torque movement amount td. The thus set steering angular velocity proportional torque movement amount tc and tack-in corresponding torque movement amount td are sent to the mechanism state determination unit 86.
An adder 86A for adding the steering angular velocity proportional torque movement amount tc and the tack-in corresponding torque movement amount td, taking the absolute value of the added value ta-, limiting this to a required maximum value (for example, 256 bits), and further increasing the torque A steering angular velocity and tack-in corresponding control amount setting unit 86B that converts the movement amount into the control amount ta, and a torque movement direction determination unit 86C that determines the torque movement direction based on the value ta− added by the addition unit 86A are determined. It is determined whether the torque movement direction can be realized in the differential state of the current mechanism and which control clutch to use, and the control clutch direction dira is set in accordance with the determination result. A mechanism state determination and control clutch direction setting unit (hereinafter, simply referred to as a control clutch direction setting unit) 86D is provided.

The torque movement direction determining section 86C sets the torque movement direction dir based on the sign of the added value ta-. That is, if ta is positive (ta> 0), the torque movement direction dir is left (L), and if ta is 0 (ta = 0),
Therefore, the torque movement direction dir is set to neutral (N), and if ta is negative (ta <0), the torque movement direction dir is set to the right (R).

The control clutch direction setting section 86D is obtained through the vehicle speed Vr information from the vehicle speed calculation section 48F, the actual wheel speed difference dvrf from the actual wheel speed difference calculation section 80C, and the torque movement direction determination section 86C. From the torque movement direction information dir, it is first determined whether the torque movement direction is currently feasible, and the control clutch direction d is determined.
Set ira. -Setting of control clutch direction dira Here, the determination as to whether the torque movement direction is currently feasible is made using the value of the rotational speed ratio Sm. The rotational speed ratio Sm is obtained by inputting the change amount (here, the amount of speed increase) ΔN of the rotational speed on the output side (ie, the hollow shaft 74 side) of the speed increasing mechanism to the input side (ie, the gear housing 58 side).
Dimensionless value (Sm = ΔN) obtained by dividing by the rotation speed Ni of
/ Ni).

The rotation speed ratio Sm is shown in FIG.
This will be described with reference to FIG. 18 and 19, Vrl
Is the wheel speed of the left rear wheel, Vrr is the wheel speed of the right rear wheel, Vr
Is the vehicle speed, Val is the rotation speed on the output side of the transmission mechanism 70 on the left rear wheel side (equivalent to the hollow shaft 74 on the left rear wheel side), and Var is the output side of the transmission mechanism 70 on the right rear wheel side ( (Corresponds to the hollow shaft 74 on the right rear wheel side). In addition,
The vehicle speed Vr corresponds to the rotation speed Ni of the gear housing 58 of the rear differential 24 on the input side.

FIG. 18 shows the respective speeds when the vehicle is traveling straight. At this time, the wheel speeds Vrl and Vrr of the left and right rear wheels are equal to each other, and the vehicle speed Vr, which is the average value of these, is It becomes equal to these wheel speeds Vrl and Vrr. In this case, the rotation speed ratio Sm is a value obtained by dividing the speed increase ΔN [= (Val−Vrl) or (Var−Vrr)] by the transmission mechanism 70 by the vehicle speed Vr [=
(Val-Vrl) / Vr or (Var-Vrr) / V
r].

The output rotation speeds Val and Var of each transmission mechanism 70 are both higher than the input unit rotation speed (ie, vehicle speed) Vr, and the hydraulic multi-plate clutch mechanism 72 on the left wheel side is engaged. By the engagement, the torque transfer is realized from the left wheel side to the right wheel side, and the torque transfer is realized from the right wheel side to the left wheel side by engaging the hydraulic multi-plate clutch mechanism 72 on the right wheel side.

When one of the left and right hydraulic multi-plate clutch mechanisms 72 is directly connected, the left and right wheels rotate at a constant speed ratio in accordance with the speed ratio of the speed change mechanism 70. For example, FIG. 19 is a velocity diagram showing a case where the left wheel-side hydraulic multiple disc clutch mechanism 72 is directly connected. When the left-wheel hydraulic multi-plate clutch mechanism 72 is engaged, the rotational speed ratio of the left and right wheels approaches this state, and finally, the hydraulic multi-plate clutch mechanism 72 is directly connected to the left and right wheels. The rotation speed ratio of this state is in this state.

On the other hand, when the vehicle is turning to the left, a differential (dvrd) occurs between the left and right wheel speeds Vrl, Vrr. The speed ratio between the left and right wheels may be in a state as shown in FIG. In such a state, even if the hydraulic multiple disc clutch mechanism 72 on the left wheel side is engaged, torque cannot be moved to the right wheel side. Of course, at this time, the torque can be moved to the left wheel side by engaging the hydraulic multiple disc clutch mechanism 72 on the right wheel side.

When the left turning radius of the vehicle further decreases and the magnitude | dvrd | of the actual rotation speed difference between the left and right wheel speeds Vrl and Vrr increases, the hydraulic multi-plate clutch mechanism on the left wheel side is now turned on. 19, the torque is moved from the right wheel side to the left wheel side until the magnitude | dvrd | of the actual rotation speed difference is reduced to the state shown in FIG.

As described above, the rotation speed ratio Sm when either the left or right hydraulic multiple disc clutch mechanism 72 is directly connected is obtained by dividing the speed increase ΔN (= Val−Vrl) by the transmission mechanism 70 by the vehicle body speed Vr. Value [= (Val−Vrl) / Vr], but the actual rotation speed difference between the left and right wheels (dvrf = Vrl−V)
rr) is equivalent to twice ΔN (= 2ΔN), and dvrf = 2 · Sm · Vr when represented by the rotational speed ratio Sm.

The rotational speed ratio Sm can be expressed as Sm = (a-1) / a when the speed ratio of the transmission mechanism 70 is 1: a.
Since the gear ratio a is a constant determined by the gear ratio of the transmission mechanism 70, the rotational speed ratio Sm shown in FIG. 19 is a constant that can be obtained in advance. Then, the boundary state (| dv
rf | = 2 · Sm · Vr, and therefore dvrf = ± 2 · S
m · Vr) than the actual rotational speed difference of the left and right wheels | dv
If rf | is small, that is, | dvrf | <2 · Sm · V
If r, the left wheel side hydraulic multi-plate clutch mechanism 72 is engaged, whereby torque transfer from the left wheel side to the right wheel side is realized, and the right wheel side hydraulic multi-plate clutch mechanism 72 is engaged. Thus, torque transfer from the right wheel side to the left wheel side is realized. The boundary state | dvrf | = 2 · Sm · Vr is dvrf = ±
2 · Sm · Vr, so here, 2 · Sm · Vr
Is the first boundary rotation speed difference, and −2 · Sm · Vr is the second boundary rotation speed difference.

On the other hand, this boundary state (dvrf =
2 · Sm · Vr) or more, the magnitude | dvrf | of the actual rotational speed difference between the left and right wheels increases, that is, dvrf ≦ −2 · S
If m · Vr or 2 · Sm · Vr ≦ dvrf, only torque movement in one direction can be realized. That is, dvrf
If ≦ −2 · Sm · Vr, torque transfer from the right wheel side to the left wheel side is realized, but the left wheel side hydraulic multiple disc clutch mechanism 72
Is engaged, torque transfer from the left wheel side to the right wheel side is not realized. If 2 · Sm · Vr ≦ dvrf,
Although the torque transfer from the left wheel side to the right wheel side is realized, even if the hydraulic multi-plate clutch mechanism 72 on the right wheel side is engaged, the torque transfer from the right wheel side to the left wheel side is not realized.

By the way, this boundary state (dvrf = 2 ·
Sm · Vr, dvrf = −2 · Sm · Vr)
, The right wheel rotation speed Vrr can be considered on the horizontal axis (x-axis) and the left wheel rotation speed Vrl on the vertical axis (y-axis). In FIG. 20, the straight line labeled as “left clutch non-differential” is in the state shown in FIG. 19, that is, dvrf =
The straight line attached to the right clutch non-differential line indicates the state of dvrf = 2 · Sm · Vr.

As shown in FIG. 20, when the rotational speeds Vrr and Vrl of the left and right wheels are equal, a straight line L1 having an inclination of 1
And the vehicle speed Vr is Vr = (Vrr + Vrl) /
2, the relationship between the rotational speeds Vrr and Vrl when the vehicle speed is constant (Vr = C) is Vrl = −Vrr + 2C, and can be expressed by a straight line L2 orthogonal to the straight line L1. In FIG. 20, i is the positive direction of the x-axis (that is, the right wheel rotational speed Vrr).
Is a unit vector indicating the positive direction of the y-axis (that is, the direction of the left wheel rotation speed Vrr).

Here, the xy coordinate system shown in FIG.
When rotated to the left only, an XY coordinate system as shown in FIG. 21 is obtained. In FIG. 21, i and j are unit vectors shown in FIG. 20, u is a unit vector indicating the positive direction of the X-axis, and v is a unit vector indicating the positive direction of the Y-axis.
Such vectors u and v in the XY coordinate system can be represented by vectors i and j in the xy coordinate system as in the following equation.

U = cos (π / 4) i−sin (π / 4) j v = sin (π / 4) i + cos (π / 4) j Therefore, the horizontal axis (X axis) of this XY coordinate system is −1 / √
2) (Vrl−Vrr) = (− 1 / √2) dvrf, which corresponds to the rotational speed difference dvrf, and the vertical axis (Y axis) is (1)
/ √2) (Vrl + Vrr) = (1 / √2) Vr, which corresponds to the vehicle speed Vr.

The straight line of the left clutch non-differential line and the straight line of the right clutch non-differential line are rotated by 45 ° to the left as shown in the figure, and the straight line having a constant vehicle speed (Vr = C) is also indicated by the symbol L2 in FIG. Become like In FIG. 21, the aforementioned boundary condition dvrf
= 2 · Sm · Vr corresponds to the right clutch non-differential straight line,
The boundary condition dvrf = −2 · Sm · Vr corresponds to a left clutch non-differential straight line.

From such a point, the actual rotational speed difference dvrf
Is the boundary value (boundary rotation speed difference) ± 2 · Sm · Vr
Whether or not the torque transfer is realized can be classified into the following five cases while comparing with the following. (1) In the case of -2 · Sm · Vr <dvrf <2 · Sm · Vr (first state) Both left and right torque movements are possible, and the left wheel-side hydraulic multi-plate clutch mechanism 72 is engaged. For example, torque transfer from the left wheel side to the right wheel side is realized, and if the hydraulic multi-plate clutch mechanism 72 on the right wheel side is engaged, torque transfer from the right wheel side to the left wheel side is realized. (2) In the case of dvrf <−2 · Sm · Vr (second state) Although torque movement to the left wheel is possible, torque movement to the right wheel is impossible. In particular, the torque transfer from the right wheel side to the left wheel side is realized regardless of whether the left wheel side hydraulic multi-plate clutch mechanism 72 is engaged or the right wheel side hydraulic multi-plate clutch mechanism 72 is engaged. (3) In the case of 2 · Sm · Vr <dvrf (third state) Contrary to the above-described case, torque movement to the right wheel is possible, but torque movement to the left wheel is impossible. Further, the torque transfer from the left wheel side to the right wheel side is realized even when the left wheel side hydraulic multi-plate clutch mechanism 72 is engaged or the right wheel side hydraulic multi-plate clutch mechanism 72 is engaged. (4) In the case of dvrf = −2 · Sm · Vr (fourth state) Although torque movement to the left wheel is possible, torque movement to the right wheel is not possible. That is, in the hydraulic multi-plate clutch mechanism 72 on the left wheel side, there is no differential between the clutch disks, so that the torque movement cannot be realized. On the other hand, when the right wheel side hydraulic multi-plate clutch mechanism 72 is engaged, the torque can be moved from the right wheel side to the left wheel side. (5) In the case of dvrf = 2 · Sm · Vr (fifth state) Although torque movement to the right wheel is possible, torque movement to the left wheel is impossible. That is, in the hydraulic multi-plate clutch mechanism 72 on the right wheel side, there is no differential between the clutch disks, so that the torque movement cannot be realized. On the other hand, when the hydraulic multi-plate clutch mechanism 72 on the left wheel side is engaged, torque can be moved from the left wheel side to the right wheel side.

As described above, the conditions for determining whether or not the torque transfer can be performed are divided into five cases.
The above classifications (1) to (5) are to determine from the graph on the basis of the position on the straight line L2 in FIG. 21 where the value of the actual rotation speed difference dvrf at a constant vehicle speed (V = C). Can also. In FIG. 21, numbers corresponding to the classification numbers are given on the straight line L2.

Incidentally, as in the cases of (4) and (5), the actual rotation speed difference dvrf is -2 · Sm · Vr or 2 · Sm · Vr.
Sm · Vr matches instantaneously, and the actual rotation speed difference dvrf is −2 · Sm · Vr or 2 · Sm · V.
If it increases or decreases near r, hunting occurs in the control, which is not preferable. To deal with this, the boundary value -2 · Sm · V
A dead zone may be provided near r or 2 · Sm · Vr.
For example, if the dead zone is formed above and below the boundary value by the width db, respectively, the boundary value −2 · Sm · Vr is set to the boundary region (−2 ·
Sm · Vr−db) to (−2 · Sm · Vr + db), and the boundary value 2 · Sm · Vr is changed to the boundary region (2 · Sm · Vr).
−db) to (2 · Sm · Vr + db).
Note that the boundary regions (−2 · Sm · Vr−db) to (−2 · Sm · Vr−db)
Sm · Vr + db) in the second boundary rotational speed difference area, and a boundary value of 2 · Sm · Vr in the boundary area (2 · Sm · Vr−db).
To (2 · Sm · Vr + db) corresponds to the second boundary rotational speed difference region.

In this case, the above cases (1) to (5) are replaced with the following (1 ') to (5'), respectively. (1 ′) db−2 · Sm · Vr <dvrf <2 · Sm ·
In the case of Vr-db (first state) (2 ') dvrf <-2 · Sm · Vr-db (second state) (3 ′) In the case of 2 · Sm · Vr + db <dvrf (third state)
(State) (4 ') 2 · Sm · Vr−db <dvrf <2 · Sm ·
In the case of Vr + db (fourth state) (5 ′) − 2 · Sm · Vr−db <dvrf <−2 · S
In the case of m · Vr + db (fifth state) In addition, if this classification is shown in a graph, it becomes as shown in FIG.

As described above, the control clutch direction setting section 86
In D, it is determined from the detected vehicle speed Vr and the actual wheel speed difference dvrf whether the current running state corresponds to any of the cases (1 ′) to (5 ′), and the torque movement direction information is determined. In each case, it is determined whether or not the torque movement direction is currently feasible. When the torque movement is possible, the control clutch direction setting unit 86D sets the control clutch direction dir based on the torque movement direction dir (any of L, R, and N) set by the torque movement direction determination unit 86C. (L), (R), or (N). If torque movement is not possible, the clutch release signal Z is set as the control clutch direction dir so that none of the hydraulic multiple disc clutch mechanisms 72 performs engagement control.

The setting when the torque movement is possible is set when the torque movement to the left and right is possible [that is, (1) or (1 ')] and when the boundary state where only the torque movement is possible [ That is, (4) or (4 '), (5) or (5')] sets the control clutch direction dira as follows. That is, if the torque movement direction dir set by the torque movement direction determination unit 86C is left (L), the right wheel-side hydraulic multiple disc clutch mechanism 72 is engaged from the characteristics of the mechanism of the present embodiment. Therefore, the control clutch direction di
As ra, a signal (R) for engaging the hydraulic multi-plate clutch mechanism 72 on the right wheel side is set. Torque moving direction determination unit 8
When the torque movement direction dir set in 6C is right (R), the left wheel-side hydraulic multi-plate clutch mechanism 72 is set as the control clutch direction dir so that the left wheel-side hydraulic multi-plate clutch mechanism 72 is engaged. The signal (L) to be engaged is set.

If the torque movement direction dir set by the torque movement direction determination section 86C is neutral (N), no hydraulic multi-plate clutch mechanism 72 is engaged.
Set the neutral signal (N). However, in the case of the above (2) or (2 ′), and (3) or (3 ′), even if any of the left and right hydraulic multiple disc clutch mechanisms 72 is engaged,
Since torque movement in the same direction is realized, it is necessary to select one of the left and right hydraulic multi-plate clutch mechanisms 72. Here, the hydraulic multiple disc clutch mechanism 72 having the smaller torque transmission loss is selected (this operation mode is referred to as a special operation mode).

That is, in the case of (2) or (2 '),
The differential between the clutch disks of the hydraulic multi-plate clutch mechanism 72 on the right wheel side is extremely large, while the differential between the clutch disks of the hydraulic multi-plate clutch mechanism 72 on the left wheel side is small. Generally, the smaller the differential between the clutch disks, the smaller the torque transmission loss, so in consideration of this point,
In this case, in order to move the torque to the left wheel side, the left wheel side hydraulic multi-plate clutch mechanism 72 without engaging the right wheel side hydraulic multi-plate clutch mechanism 72 having a large differential between the clutch discs is engaged. To engage. Therefore, a signal (L) for engaging the left hydraulic multiple disc clutch mechanism 72 is set as the control clutch direction dir.

In the case of (3) or (3 '), the torque is shifted to the right wheel side so as to reduce the torque transmission loss. Without engaging the multiple disc clutch mechanism 72, the hydraulic multiple disc clutch mechanism 72 on the right wheel side with a small differential between the clutch disks is engaged. Therefore, the control clutch direction dira sets the signal (R) for engaging the hydraulic multi-plate clutch mechanism 72 of the right side.

The control clutch direction setting section 86D outputs information on the control clutch direction dir set in this way to the overall judgment section 88. -Setting of control clutch direction dirb Here, setting of the control clutch direction dirb will be described. Incidentally, as described above, for the torque transfer direction on which to base the control clutch direction dirb, generally, to the right direction (R) if the sign of the dvrf-dvhf is positive, the sign of dv rf -dv hf is negative If there is, it is set to the left (L).
Will be based on the relationship between the actual wheel speed difference dvr f and the reference wheel speed difference dvhf of the thus left and right wheels. Also,
In setting the control clutch direction dirb, if the torque is moved in the same direction regardless of whether the left or right clutch is engaged, the control clutch direction dir is set.
As considered in the setting of a, the hydraulic multiple disc clutch mechanism 72 having the smaller torque transmission loss is selected. Therefore, the target reference wheel speed difference dvhf is
The control clutch direction dirb changes depending on the relationship with the above-mentioned boundary values 2 · Sm · Vr and −2 · Sm · Vr.

Therefore, the setting of the control clutch direction dirb is roughly classified into the following three cases according to the magnitude of the reference wheel speed difference dvhf. (A) 2 · Sm · Vr <dvhf (B) −2 · Sm · Vr ≦ dvhf ≦ 2 · Sm · Vr (C) dvhf <−2 · Sm · Vr , -2.Sm.
Of the values of Vr, the value Vr is the vehicle speed, which is calculated by the vehicle speed calculation unit 48F as described above.
This is the rotation speed ratio already described. Further, the state of (A) can be illustrated as shown in FIG. 23, for example, the state of (B) can be illustrated as shown in FIG. 24, and the state of (C) can be illustrated as shown in FIG. 25, for example. Can be illustrated.

For each of the above cases, the control clutch direction dirb is set by sub-classification as described below. (A) Under the condition of 2 · Sm · Vr <dvhf (A1) When dvhf <dvrf [Refer to section (1) of FIG. 23] Even when either the left or right clutch is engaged, the torque moves to the right wheel side. Thus, although the actual rotational speed difference dvrd of the left and right wheels approaches the reference wheel speed difference dvhf, the hydraulic multi-plate clutch mechanism 72 on the right wheel side has a smaller differential amount and a smaller torque transmission loss. The control clutch direction dirb
To the right (R). (A2) In the case of 2 · Sm · Vr ≦ dvrf ≦ dvhf [Refer to section (2) of FIG. 23] When any of the left and right clutches is engaged, the torque moves to the right wheel side, and the actual rotational speed of the left and right wheels The difference dvrd cannot be brought close to the reference wheel speed difference dvhf. Therefore, the control clutch direction di is set so that neither the left nor right clutch is engaged.
rb is set to neutral (N). (A3) -2 · Sm · Vr <dvrf <2 · Sm · Vr
[Refer to section (3) in FIG. 23] When the left wheel clutch is engaged, the torque moves to the right wheel side, and when the right wheel clutch is engaged, the torque moves to the left wheel side. To bring the actual rotational speed difference dvrd between the left and right wheels closer to the reference wheel speed difference dvhf, the clutch on the right wheel side is engaged to move the torque to the left wheel side, and the rotational speed on the left wheel side is increased with respect to the right wheel side. I just need. Therefore, the control clutch direction dirb is set to the right (R). (A4) In the case of dvrf <−2 · Sm · Vr [Refer to section (4) in FIG. 23] Even when the left or right clutch is engaged, the torque moves to the left wheel side, and the actual rotational speed difference dvrd between the left and right wheels. Approaches the reference wheel speed difference dvhf, but the hydraulic multiple disc clutch mechanism 72 on the left wheel side has a smaller differential amount and a smaller torque transmission loss, so that the control clutch direction dirb is selected so as to select this.
To the left (L). (B) -2 · Sm · Vr ≦ dvhf ≦ 2 · Sm · Vr
(B1) In the case of 2 · Sm · Vr <dvrf [Refer to section (1) in FIG. 24] Even when the left or right clutch is engaged, the torque moves to the right wheel side, and Although the rotation speed difference dvrd approaches the reference wheel speed difference dvhf, the right-wheel-side hydraulic multiple disc clutch mechanism 72 has a smaller differential amount and a smaller torque transmission loss, so the control clutch direction dirb is selected so as to select this.
To the right (R). (B2) When dvhf <dvrf ≦ 2 · Sm · Vr [Refer to section (2) in FIG. 24] When the left wheel clutch is engaged, the torque moves to the right wheel and the right wheel clutch is engaged. When they are combined, the torque moves to the left wheel side. To make the actual rotation speed difference dvrd of the left and right wheels closer to the reference wheel speed difference dvhf, the clutch on the left wheel side is engaged to move the torque to the right wheel side, and the rotation speed on the right wheel side is increased with respect to the left wheel side. I just need. Therefore, the control clutch direction dirb is set to the left (L). (B3) When dvrf = dvhf [Refer to section (3) in FIG. 24] In this case, since control is unnecessary, the control clutch direction dirb is set to neutral (N) so that neither the left nor right clutch is engaged. (B4) In the case of -2 · Sm · Vr ≦ dvrf <dvhf [Refer to section (4) in FIG. 24] When the left wheel clutch is engaged, the torque moves to the right wheel side, and the right wheel clutch is disengaged. When engaged, the torque moves to the left wheel side. To make the actual rotation speed difference dvrd of the left and right wheels closer to the reference wheel speed difference dvhf, the clutch on the left wheel side is engaged to move the torque to the right wheel side, and the rotation speed on the right wheel side is increased with respect to the left wheel side. I just need. Therefore, the control clutch direction dirb is set to the right (R). (B5) In the case of dvrf <−2 · Sm · Vr [Refer to section (5) in FIG. 24] Even when the left or right clutch is engaged, the torque moves to the left wheel side, and the actual rotation speed difference dvrd between the left and right wheels. Approaches the reference wheel speed difference dvhf, but the hydraulic multiple disc clutch mechanism 72 on the left wheel side has a smaller differential amount and a smaller torque transmission loss, so that the control clutch direction dirb is selected so as to select this.
To the left (L). (C) Under the condition of dvhf <−2 · Sm · Vr (C1) In the case of 2 · Sm · Vr <dvrf [see section (1) in FIG. 25] The right wheel side regardless of whether the left or right clutch is engaged. The actual rotational speed difference dvrd between the left and right wheels approaches the reference wheel speed difference dvhf, but the hydraulic multi-plate clutch mechanism 72 on the right wheel side has a smaller differential amount and a smaller torque transmission loss. The control clutch direction dirb is selected so as to select this.
To the right (R). (C2) -2 · Sm · Vr <dvrf ≦ 2 · Sm · Vr
[Refer to section (2) in FIG. 25] When the left wheel clutch is engaged, the torque moves to the right wheel side, and when the right wheel clutch is engaged, the torque moves to the left wheel side. To make the actual rotation speed difference dvrd of the left and right wheels closer to the reference wheel speed difference dvhf, the clutch on the left wheel side is engaged to move the torque to the right wheel side, and the rotation speed on the right wheel side is increased with respect to the left wheel side. I just need. Therefore, the control clutch direction dirb is set to the left (L). (C3) In the case of dvhf ≦ dvrf ≦ −2 · Sm · Vr [Refer to section (3) of FIG. 25] Even when the left or right clutch is engaged, the torque moves to the left wheel side, and the actual rotation speed of the left and right wheels The difference dvrd cannot be brought close to the reference wheel speed difference dvhf. Therefore, the control clutch direction di is set so that neither the left nor right clutch is engaged.
rb is set to neutral (N). (C4) In the case of dvrf <dvhf (see section (4) in FIG. 25) Even when either the left or right clutch is engaged, the torque moves to the left wheel side, and the actual rotation speed difference dvrd between the left and right wheels becomes the reference wheel speed difference. dvhf, but the hydraulic multi-plate clutch mechanism 72 on the left wheel side has a smaller differential amount and a smaller torque transmission loss.
To the left (L).

Even when the control clutch direction dirb is set, the boundary value d is set so that hunting does not occur in the control.
It is necessary to provide a dead zone near vhf, −2 · Sm · Vr, and 2 · Sm · Vr. Such a dead zone may be provided, for example, as shown by oblique lines in FIGS. That is, under the condition (A), as shown in FIG.
Dead zones are provided by the width db on the upper side (+ side) of vhf, the lower side (− side) of the boundary value 2 · Sm · Vr, and the lower side (− side) of the boundary value −2 · Sm · Vr. And (A1) to (A4) in (A) described above, respectively.
1 ') to (A4'). (A1 ') dvhf + db <dvrf (see section (1) in FIG. 26) (A2') 2.Sm.Vr-db≤dvrf≤dvhf
+ Db [see section (2) in FIG. 26] (A3 ′) − 2 · Sm · Vr−db <dvrf <2 · S
m · Vr-db [see section (3) in FIG. 26] (A4 ′) dvrf <−2 · Sm · Vr-db [FIG. 26
In the condition (B), as shown in FIG. 27, the upper side (+ side) of the boundary value 2 · Sm · Vr and the upper side and lower side (+ side and the lower side) of the boundary value dvhf, as shown in FIG. − Side) and the boundary value −2 · Sm · V
A dead zone is provided by the width db on the lower side (− side) of r, and the above-mentioned sections (B1) to (B5) in (B) are respectively changed to the following (B1 ′) to (B5 ′). You can change it. (B1 ') 2.Sm.Vr + db <dvrf [see section (1) in FIG. 27] (B2') dvhf + db <dvrf≤2.Sm.Vr
+ Db [see section (2) in FIG. 27] (B3 ′) dvhf−db ≦ dvrf ≦ dvhf + db
[Refer to section (3) in FIG. 27] (B4 ')-2 · Sm · Vr-db ≦ dvrf <dvh
In the case of f-db [see section (4) of FIG. 27] (B5 ′) In the case of dvrf <−2 · Sm · Vr-db [see section (5) of FIG. 27] Then, under the condition of (C), As shown in FIG. 28, the upper side (+ side) of the boundary value 2 · Sm · Vr and the boundary value −2 · Sm
-The upper side of Vr (+ side) and the lower side of the boundary value dvhf (-
(C1) to (C4 ') in the above (C) may be changed as follows (C1') to (C4 '). (C1 ') 2.Sm.Vr + db <dvrf [see section (1) in FIG. 28] (C2')-2.Sm.Vr + db <dvrf≤2.S
In the case of m · Vr + db [see section (2) in FIG. 28] (C3 ′) dvhf−db ≦ dvrf ≦ −2 · Sm · V
In the case of r + db [see section (3) in FIG. 28] (C4 ') In the case of dvrf <dvhf-db [see section (4) in FIG. 28] Overall judgment The overall judgment section 88 Information on the control amount tb and the control clutch direction dirb sent from the reference rotation speed difference following torque movement amount setting unit 80E of the reference rotation speed difference following control unit 80, and the mechanism state determination unit through the limiter 86B and the control clutch direction setting unit 86D. 86, the final control amount tf based on the information of the control amount ta, the control clutch direction dir, and the clutch switching signal cdc.
And the control clutch direction dirf is determined and output.

In the overall judgment section 88, when the two control clutch directions dir and dirb are in the same direction (ie,
dir = dirb) naturally includes the control clutch direction d.
irf is set in the control clutch directions dir, dirb [that is, dirf = dira], and the control amount tf is set.
Is set to the larger of the two control amounts ta and tb [that is, tf = max (ta, tb)].

The two control clutch directions dir,
When dirb is in the opposite direction (that is, dir ≠ dirb)
, The control clutch direction dirf has two control amounts ta,
Compare tb with the control clutch direction corresponding to the larger one. That is, if ta> tb, the control clutch direction d
irf is dir, if ta <tb, the control clutch direction dirf is dirb, and if ta = tb, the control clutch direction dirf is N (does not move). The control amount tf is the difference between the two control amounts ta and tb,
That is, tf = abs (ta−tb) is set.

The control amount tf set in this way is output to the control amount conversion unit 90A.
For example, it is converted to a current value I corresponding to the control amount tf using a proportional valve characteristic map, and is converted into a signal processing unit (dither processing unit) 9.
0B, and subjected to necessary signal processing on the current value I in the dither processing unit 90B, and the electromagnetic proportional pressure control valve (proportional valve)
104.

On the other hand, the control clutch direction dirf is sent to the output signal processing unit 90C, and the output signal processing unit 90C
The signal is subjected to required signal processing and output to the electromagnetic directional control valve (directional switching valve) 105. -Operation (explanation of flowchart) This vehicle left-right driving force adjustment device (vehicle left-right wheel torque)
Movement control device) is configured as described above,
The torque transfer control between the left and right wheels is performed as follows.

Here, first, an example of the overall flow of control will be described with reference to the main routine flowchart in FIG. 29. Details of each step in the main routine will be described below.
This will be described later in order with reference to the subroutine flowcharts of FIGS. This control starts when the ignition switch is turned on, and as shown in FIG. 29, first, each control element is initialized (step A1). At this time, the timer starts and the timer count is started.

Next, it is determined whether the ignition switch is on or off (step A2). At the start of control, since the ignition switch is on, the flow advances to step A3 to perform input signal processing and further to step A4.
Then, the left and right torque movement control, that is, the left and right torque movement control amount is set, and in step A5, a control signal is output based on the set control amount, and this state is displayed on the monitor (step A6).

Then, in step A7, it is determined whether the set control cycle has elapsed. After waiting until the control cycle has elapsed, the timer count is cleared to 0, and the process returns to step A2. In this way, unless the ignition switch is turned off, this step A
The operations of 2 to A6 are performed for each set control cycle.

In the above initial setting step, as shown in FIG. 30, each variable for control is initialized (step B).
1) Initialize the input / output interface (I / O) (step B2), initialize the timer (step B3), and start conversion of the input / output interface (I / O) (step B4). In the above-described input signal processing step, as shown in FIG. 31, first, switch information is input to each sensor (step C1), and then an analog sensor signal is converted to digital and input (step C2). ). Further, as a digital signal, a vehicle speed calculating unit 48F, a reference wheel speed difference calculating unit 80A, an actual wheel speed difference calculating unit 80C, a reference lateral acceleration calculating unit 84A, a peak hold unit 84C, an accelerator opening speed calculating unit 84E, and the like are inputted ( Step C3).

Then, information Vl, Vr of the left and right wheel speeds
The vehicle speed calculating unit 48F and the actual wheel speed difference calculating unit 8
At 0C, calculations relating to the wheel speeds Vl, Vr are performed (step C4). That is, the wheel speed V is calculated by the vehicle speed calculator 48F.
The vehicle speed Vr [= (1/2) (Vl + V
r)], and the actual wheel speed difference calculation unit 80C calculates the actual wheel speed difference dvrd (= Vl−V) from the wheel speeds Vl and Vr.
r) is calculated.

Further, the actual wheel speed difference dvrd is filtered by the filter 80D to obtain the signal dvrf.
(Step C5). The reference wheel speed difference calculation unit 80A and the reference lateral acceleration calculation unit 84A calculate the reference rotation radius R (= sn) from the vehicle speed Vr and the steering wheel angle δ.
kir) is calculated (step C6). The reference wheel speed difference calculation unit 80A calculates a reference wheel speed difference dvhr from the reference rotation radius R and the vehicle speed Vr (step C).
7) The reference wheel speed difference dvhr is processed by the filter 80B so as to match the vehicle delay model, and the signal dvh
It is output as f (step C8). In the reference lateral acceleration calculating unit 84A, and a reference rotation radius R and the vehicle speed Vr, computes the reference lateral acceleration G _Y (step C9).

Further, the accelerator opening aps is subjected to a peak hold process in the peak hold section 84C to determine the accelerator opening apf (step C10). That is, if the accelerator opening aps detected this time is equal to or greater than the accelerator opening apf used in the previous accelerator opening corresponding correction unit 84D, a new accelerator opening apf is set to this accelerator opening aps, while The obtained accelerator opening aps is the accelerator opening a used by the previous accelerator opening corresponding correction unit 84D.
If it is smaller than pf, it is assumed that the new accelerator opening apf is reduced from the previous accelerator opening by, for example, the minimum control unit (1 bit).

Then, the accelerator opening speed calculator 84E calculates the accelerator opening speed dap by differentiating the accelerator opening aps with time (step C11). In the left and right torque movement control step following the input signal processing step, first, as shown in FIG.
In E, a control amount (= torque moving amount or control gain) tb that follows the reference rotational speed difference is obtained (step D1).

Further, the correction coefficient kc for the steering angular velocity proportional control is set by the correction coefficient setting section 82B of the steering angular velocity proportional control section 82 in accordance with the vehicle speed (step D2). Then, a torque movement amount (or torque control gain) tc- between the left and right wheels is set (step D3). Then, the tack-in correspondence control unit 84
In tuck corresponding torque transfer amount setting unit 84B, a torque movement of the tuck corresponding based on the reference lateral acceleration G _Y Set (lateral acceleration gain) td- (step D4),
The accelerator opening degree correcting section 84D obtains a correction coefficient kd- for the tack-in corresponding control corresponding to the accelerator opening degree apf (step D5). Further, the tack-in correspondence control start / end condition determination unit 84F determines whether the tack-in correspondence control should be started or terminated. If the tack-in correspondence control should be started, the accelerator opening degree correspondence correction unit 84D at this time. The obtained correction coefficient kd− is set as a formal correction coefficient kd (step D6). The details of the step of determining the start / end conditions for the tack-in corresponding control will be described later.

Then, the process proceeds to step D7, where the torque movement amount ta is calculated from the torque movement amounts tc and td. That is, the correction unit 82C adds the correction coefficient k to the torque movement amount tc− set by the steering angular velocity corresponding torque movement amount setting unit 82A.
The vehicle speed is corrected by accumulating c to obtain the torque movement amount tc, and the correction unit 84H adds the correction coefficient k to the torque movement amount td− set by the tack-in corresponding torque movement amount setting unit 84B.
By integrating d, the tuck-in corresponding torque movement amount td
Get. Further, the adder 86A sets the torque movement amount t
The torque movement amount ta is obtained by adding c and td.

Next, the torque moving direction determining section 86C
The control direction dir is set from the torque movement amount ta (step D8), and the control clutch direction setting unit 86D determines whether the determined torque movement direction can be realized in the current differential state of the mechanism. Information dra relating to the amount of torque movement is output in accordance with the result of leverage determination (step D).
9). The details of the step of determining the mechanism state will be described later.

Further, the left and right control directions dirb are obtained (step D10). The details of the step of obtaining the control direction dirb will be described later. Then, the overall determination unit 88 determines the information of the torque movement amount tb and the torque movement direction dirb sent from the reference rotation speed difference tracking torque movement amount setting unit 80E of the reference rotation speed difference tracking control unit 80, and the limiter 8
6B, the final torque movement amount tf and the torque movement direction dirf are determined based on the information of the torque movement amount ta and the torque movement direction dir and the clutch switching signal cdc sent from the mechanism state determination unit 86 through the control clutch direction setting unit 86D. Determine and output (step D11). Details of the step of the comprehensive judgment will be described later.

In the control signal output step, as shown in FIG. 33, the input torque movement amount tf is converted by the control amount conversion unit 90A into a current value I capable of obtaining a hydraulic pressure corresponding to the torque movement amount tf. Is output to the proportional valve 104 (step E1). The output signal processing unit 90C performs required signal processing on the control direction information dirc and outputs the resultant signal to the direction switching valve 105. Further, the electric oil pump 102 is controlled based on these control amounts and the like.

In the termination processing step, as shown in FIG. 34, the conversion of the input / output interface (I / O) is terminated (step F1), and the timer is reset (step F1).
2) The input / output interface (I / O) is reset (step F3), and each variable related to control is reset (step F4). Next, a step of judging the start / end conditions of the tack-in correspondence control in FIG. 32 (step D)
6) will be described with reference to FIG.

As shown in FIG. 35, first, at step H1
Then, it is determined whether all three conditions, that is, the accelerator opening is small, the accelerator opening speed is negatively large, and the tack-in correspondence control is not performed, are all satisfied. If all of these three conditions are satisfied, tack-in correspondence control is started (step H2).

If at least one of these three conditions is not satisfied, the routine proceeds to step H3, where the accelerator opening is large, the accelerator opening speed is positive, and the control torque of the tack-in correspondence control. Is zero or not, it is determined whether at least one of the three conditions is satisfied. If none of these three conditions is satisfied, the tack-in correspondence control is continued (step H4), and
If at least one of the two conditions is satisfied, the tack-in correspondence control is released (step H5).

Next, the step (step D9) of judging the mechanical state of FIG. 32 will be described with reference to FIG. As shown in FIG. 36, first, in step J1, the boundary value 2.Sm.Vr is set to the value SmVr2. next,
In step J2, the actual wheel speed difference dvrf is -SmVr
It is determined whether the value falls within a range larger than 2 and smaller than SmVr2.

Dvrf is larger than -SmVr2 and Sm
If it is smaller than Vr2, it corresponds to the above condition (1). In this case, any of the left and right torque movements is possible, and by engaging the left wheel side hydraulic multi-plate clutch mechanism 72, the torque movement from the left wheel side to the right wheel side is realized and the right wheel side When the hydraulic multi-plate clutch mechanism 72 is engaged, torque transfer from the right wheel side to the left wheel side is realized.

Then, the process proceeds to a step J7, where it is determined whether the torque movement direction dir is right wheel increase, left wheel increase or other (neutral). If the right wheel increase, the control clutch direction dira is set to the left (L) ( Step J8) If the left wheel is increased, the control clutch direction dir is set to the right (R) (step J9); otherwise, the control clutch direction dir is set to neutral (N) (step J10).

In step J2, dvrf is -SmVr2
If it is determined that the value is not in the range larger than SmVr2 and smaller than SmVr2, the process proceeds to step J3, and dvrf is set to −SmVr2.
It is determined whether it is smaller than. Here, if dvrf is smaller than -SmVr2, it corresponds to the above condition (2). In this case, torque transfer to the left wheel is possible, but torque transfer to the right wheel is not possible. In particular, even when the left wheel side hydraulic multi-plate clutch mechanism 72 is engaged or the right wheel side hydraulic multi-plate clutch mechanism 72 is engaged, torque transfer from the right wheel side to the left wheel side is realized. The torque cross is less when the hydraulic multiple disc clutch mechanism 72 on the left wheel side is engaged.

Then, the process proceeds to a step J11, where the torque movement direction dir is increased by the right wheel, the left wheel, and the other (neutral).
If the right wheel is increased, the control clutch direction dira is disabled (Z) because it cannot be realized if the right wheel is increased (step J12). If the left wheel is increased, the control clutch direction dira is set to the left (L) so that the torque cross is small. (Step J13), otherwise, the control clutch direction dira is set to neutral (N) (step J14).

In step J3, dvrf is -SmVr2
When it is determined that the value is not smaller than the predetermined value, the process proceeds to step J4, and it is determined whether dvrf is larger than SmVr2. Here, if dvrf is larger than SmVr2, it corresponds to the above condition (3). In this case, contrary to the above-described case, torque movement to the right wheel is possible, but torque movement to the left wheel is impossible. Further, even when the left wheel side hydraulic multi-plate clutch mechanism 72 is engaged or the right wheel side hydraulic multi-plate clutch mechanism 72 is engaged, torque transfer from the left wheel side to the right wheel side is realized. The torque cross is less when the hydraulic multi-plate clutch mechanism 72 on the right wheel side is engaged.

Then, the process proceeds to step J15, where the torque movement direction dir is increased by the right wheel, the left wheel, and other (neutral).
Is determined, the control clutch direction dir is disabled (Z) because the right wheel increase cannot be realized (step J16). If the left wheel increase, the control clutch direction dira is set to the left (L) so that the torque loss is small. (Step J17), otherwise the control clutch direction dira is set to neutral (N) (step J18).

Further, at step J4, dvrf is set to Sm.
If it is determined that it is not larger than Vr2, step J5
To determine whether dvrf is equal to -SmVr2. Here, if dvrf is equal to -SmVr2, it corresponds to the above condition (4). In this case, torque transfer to the left wheel is possible, but torque transfer to the right wheel is not possible. That is, in the hydraulic multi-plate clutch mechanism 72 on the left wheel side, there is no differential between the clutch disks, so that the torque movement cannot be realized. On the other hand, when the right wheel side hydraulic multi-plate clutch mechanism 72 is engaged, the torque can be moved from the right wheel side to the left wheel side.

Then, the process proceeds to a step J19, wherein the torque movement direction dir is increased by the right wheel, the left wheel, and the other (neutral).
Is determined, the control clutch direction dir is disabled (Z) (step J20) if the right wheel is increased, and the control clutch direction dir is determined if the left wheel is increased.
a is set to the right (R) (step J21); otherwise, the control clutch direction dira is set to neutral (N) (step J18).

Further, at step J5, dvrf becomes -S
If it is determined that it is not equal to mVr2, the process proceeds to step J6, and it is determined whether dvrf is equal to SmVr2. Here, if dvrf is equal to SmVr2, it corresponds to the above condition (5). In this case, torque transfer to the right wheel is possible, but torque transfer to the left wheel is not possible. That is, in the hydraulic multi-plate clutch mechanism 72 on the right wheel side, there is no differential between the clutch disks, so that the torque movement cannot be realized. On the other hand, when the hydraulic multi-plate clutch mechanism 72 on the left wheel side is engaged, torque can be moved from the left wheel side to the right wheel side.

Then, the process proceeds to a step J23, wherein the torque movement direction dir is increased by the right wheel, the left wheel, etc. (neutral).
If the right wheel is increased, the control clutch direction dir is set to the left (L) (step J24).
Is set to impossible (Z) (step J25), otherwise, the control clutch direction dir is set to neutral (N) (step J26).

Here, the step (step D10) of selecting the left and right control directions dirb in the reference rotational speed difference follow-up control of FIG. 32 will be described with reference to FIG. As shown in FIG. 37, first, it is determined whether or not the reference wheel speed difference dvhf is larger than a boundary value SmVr2 (= boundary value 2 · Sm · Vr; see step J1 in FIG. 36) (step K1). The reference wheel speed difference dvhf is equal to the boundary value SmVr.
If it is larger than 2, this corresponds to the condition (A) described above.

At this time, the routine proceeds to step K2, where it is determined whether or not the actual wheel speed difference dvrf is larger than the reference wheel speed difference dvhf. Here, the actual wheel speed difference d
If vrf is greater than the reference wheel speed difference dvhf, the process proceeds to step K6. In this case, the aforementioned condition (A
It corresponds to 1), and when either the left or right clutch is engaged,
Although the actual wheel speed difference dvrf approaches the reference wheel speed difference dvhf, the hydraulic multiple disc clutch mechanism 72 on the right wheel side has a smaller differential amount and a smaller torque transmission loss. dirb is set to the right (R).

If it is determined in step K2 that the actual wheel speed difference dvrf is not larger than the reference wheel speed difference dvhf, the process proceeds to step K3, where the actual wheel speed difference dvrf is determined.
Is greater than or equal to the boundary value SmVr2. If the actual wheel speed difference dvrf is equal to or larger than the boundary value SmVr2, the process proceeds to step K7. In this case, the above-described condition (A2) is satisfied, and the actual wheel speed difference dvrf cannot be brought close to the reference wheel speed difference dvhf regardless of whether the left or right clutch is engaged. Therefore, the control clutch direction dirb is set to neutral (N) so that neither the left nor right clutch is engaged.
And

If it is determined in step K3 that the actual wheel speed difference dvrf is not greater than or equal to the boundary value SmVr2, the process proceeds to step K4, where the actual wheel speed difference dvrf is set to the boundary value -SmVr.
It is determined whether or not r2 or more. If the actual wheel speed difference dvrf is equal to or larger than the boundary value -SmVr2, the process proceeds to step K8. In this case, the above-described condition (A3) is satisfied. When the left wheel clutch is engaged, the torque moves to the right wheel, and when the right wheel clutch is engaged, the torque moves to the left wheel. However, in order to make the actual wheel speed difference dvrf closer to the reference wheel speed difference dvhf, the torque may be moved to the left wheel side. Therefore, the control clutch direction dirb is set to the right (R).

If it is determined in step K4 that the actual wheel speed difference dvrf is not greater than or equal to the boundary value -SmVr2, the process proceeds to step K5. In this case, the above-described condition (A4) is satisfied, and the actual rotational speed difference dvrd approaches the reference wheel speed difference dvhf regardless of whether the left or right clutch is engaged. Since the differential amount is smaller and the torque transmission loss is smaller, the control clutch direction dirb is set to the left (L) so as to select this.

On the other hand, at step K1, the reference wheel speed difference d
If it is determined that vhf is not larger than the boundary value SmVr2, the process proceeds to step K9, where the reference wheel speed difference dvhf
Is greater than or equal to the boundary value -SmVr2.
If the reference wheel speed difference dvhf is equal to or larger than the boundary value SmVr2, this corresponds to the above condition (B).

At this time, the process proceeds to step K10,
It is determined whether or not the actual wheel speed difference dvrf is larger than the boundary value SmVr2. Here, if the actual wheel speed difference dvrf is larger than the boundary value SmVr2, the process proceeds to step K15. In this case, the above condition (B1) is satisfied, and the torque moves to the right wheel side regardless of whether the left or right clutch is engaged, and the actual wheel speed difference dvrf becomes equal to the reference wheel speed difference dvhf.
However, since the hydraulic multiple disc clutch mechanism 72 on the right wheel side has a smaller differential amount and a smaller torque transmission loss, the control clutch direction dirb is set to the right (R) so as to select this.

At Step K10, the actual wheel speed difference dvrf
Is not larger than the boundary value SmVr2,
Proceeding to step K11, it is determined whether the actual wheel speed difference dvrf is larger than the reference wheel speed difference dvhf.
Here, the actual wheel speed difference dvrf is equal to the reference wheel speed difference dvh.
If it is larger than f, the process proceeds to step K16. In this case, the above-described condition (B2) is satisfied. When the left wheel clutch is engaged, the torque moves to the right wheel side, and when the right wheel clutch is engaged, the torque moves to the left wheel side. . To bring the actual wheel speed difference dvrf closer to the reference wheel speed difference dvhf, the torque may be moved to the right wheel side. Therefore, the control clutch direction dirb is set to the left (L).

At step K11, the actual wheel speed difference dvrf
Is not larger than the reference wheel speed difference dvhf, the routine proceeds to step K12, where the actual wheel speed difference dvrf
Is determined to be equal to the reference wheel speed difference dvhf. Here, the actual wheel speed difference dvrf is equal to the reference wheel speed difference d.
If equal to vhf, the process proceeds to step K17. This case corresponds to the condition (B3) described above, and control is not required.
The control clutch direction dirb is set to neutral (N) so that neither the left nor right clutch is engaged.

At step K12, the actual wheel speed difference dvrf
Is not equal to the reference wheel speed difference dvhf, the routine proceeds to step K13, where it is determined whether or not the actual wheel speed difference dvrf is equal to or larger than the boundary value -SmVr2.
Here, the actual wheel speed difference dv
If rf is equal to or greater than the boundary value -SmVr2, the process proceeds to step K1.
Proceed to 8. This case corresponds to the above condition (B4),
When the clutch on the left wheel side is engaged, the torque moves to the right wheel side, and when the clutch on the right wheel side is engaged, the torque moves to the left wheel side. The actual wheel speed difference dvrf is used as the reference wheel speed difference d.
To approach vhf, the torque may be moved to the left wheel side. Therefore, the control clutch direction dirb is set to the right (R).

At Step K13, the actual wheel speed difference dvrf
Is smaller than the boundary value -SmVr2, the process proceeds to step K14. In this case, the above condition (B5) is satisfied, and the torque moves to the left wheel side regardless of whether the left or right clutch is engaged, and the actual rotation speed difference dvrf of the left and right wheels approaches the reference wheel speed difference dvhf. Since the hydraulic multi-plate clutch mechanism 72 on the left wheel side has a smaller differential amount and a smaller torque transmission loss, the control clutch direction dirb is set to the left (L).

On the other hand, at step K9, the reference wheel speed difference d
If it is determined that vhf is not greater than or equal to the boundary value -SmVr2, this corresponds to the condition (C) described above. At this time, the process proceeds to step K19, where it is determined whether or not the actual wheel speed difference dvrf is larger than the boundary value SmVr2. here,
If the actual wheel speed difference dvrf is larger than the boundary value SmVr2, the process proceeds to step K23. In this case, the above condition (C1) is satisfied, and the torque moves to the right wheel side regardless of whether the left or right clutch is engaged, and the actual wheel speed difference dvrf approaches the reference wheel speed difference dvhf. Since the wheel-side hydraulic multi-plate clutch mechanism 72 has a smaller differential amount and a smaller torque transmission loss, the control clutch direction dirb is set to the right (R) so as to select this.

At Step K19, the actual wheel speed difference dvrf
Is not larger than the boundary value SmVr2,
Proceeding to step K20, it is determined whether or not the actual wheel speed difference dvrf is larger than the boundary value -SmVr2. Here, if the actual wheel speed difference dvrf is larger than the boundary value -SmVr2, the process proceeds to step K24. In this case, the above-described condition (C2) is satisfied. When the left wheel clutch is engaged, the torque moves to the right wheel side, and when the right wheel clutch is engaged, the torque moves to the left wheel side. . Actual wheel speed difference d
To bring vrf closer to the reference wheel speed difference dvhf, the torque may be moved to the right wheel side. Therefore, the control clutch direction dirb is set to the left (L).

At step K20, the actual wheel speed difference dvrf
Is not larger than the boundary value -SmVr2, the routine proceeds to step K21, where it is determined whether or not the actual wheel speed difference dvrf is equal to or larger than the reference wheel speed difference dvhf. Here, the actual wheel speed difference dvrf is equal to the reference wheel speed difference d.
If vhf or more, the process proceeds to step K25. In this case, the above-described condition (C3) is satisfied, and the torque moves to the left wheel even when any of the left and right clutches is engaged, so that the actual wheel speed difference dvrf cannot approach the reference wheel speed difference dvhf. Therefore, the control clutch direction dirb is set to neutral (N) so that neither the left nor right clutch is engaged.

At step K21, the actual wheel speed difference dvrf
Is not greater than or equal to the reference wheel speed difference dvhf,
Proceed to step K22. In this case, the condition (C
4), the torque moves to the left wheel side even when any of the left and right clutches is engaged, and the actual wheel speed difference dvrf approaches the reference wheel speed difference dvhf. Since the differential amount is smaller and the torque transmission loss is smaller, the control clutch direction d is selected so as to select this.
Let irb be the left (L).

Next, the step of comprehensive judgment in FIG. 32 (step D11) will be described with reference to FIG.
As shown in FIG. 38, first, in step L1, it is determined whether or not the control clutch direction dir is Z. If the control clutch direction dir is Z, the process proceeds to step L7, where it is determined whether the control amount tb is greater than the control amount ta. If the control amount tb is greater than the control amount ta, the process proceeds to step L12. Tb as the final control amount tf
−ta (> 0) and the final control clutch direction d
Set irf to dirb. The control amount tb is equal to the control amount ta.
If not larger, the process proceeds to step L8, where 0 is set as the final control amount tf, and the final control clutch direction dirf is set to N, and any of the clutches 72
Are not engaged.

If the control clutch direction dir is not Z, the process proceeds to step L2, where the control clutch direction dir is
Is determined to be equal to the control clutch direction dirb. If dra and dirb are equal, step L9
To set the larger of tb and ta as the final control amount tf, and set the final control clutch direction dir
f is set to dir (= dirb).

At Step L2, the control clutch direction dir
If it is determined that a is not equal to the control clutch direction dirb, the process proceeds to step L3, where the difference between ta and tb (= | ta−tb |) is set as the final control amount tf. Further, the process proceeds to step L4, where it is determined whether or not the magnitude relationship between ta and tb is ta> tb. If ta> tb, the process proceeds to step L10, and the final control clutch direction dirf is set to ira which is the larger control amount.

If it is determined in step L4 that ta is not greater than tb, the flow advances to step L5, where ta and tb are further determined.
Then, it is determined whether or not the magnitude relation of ta <tb. ta <t
If b, the process proceeds to step L11, where the final control clutch direction dirf is set to dirb, which is the larger control amount. If ta <tb is not satisfied, ta = tb, and the routine proceeds to step L6, where the final control clutch direction dir
f is set to a neutral value N.・ Summary of Example In this manner, the left and right driving force adjusting device for the vehicle (for the vehicle)
In response to a torque transfer request from three control units , a reference rotational speed difference follow-up control unit 80, a steering angular velocity proportional control unit 82, and a tack-in correspondence control unit 84, By combining or selecting in a well-balanced manner, comprehensive torque movement control can be realized,
Various vehicle performances can be simultaneously improved through the torque transfer control.

Further, according to the judgment of the mechanism state judging section 86,
Unnecessary torque movement control can be prevented to improve control stability and control efficiency. The steady turning characteristics of the vehicle can be improved by the amount of torque movement set by the reference rotation speed difference tracking control unit 80. In particular, the reference rotation speed difference tracking control unit 80 Boundary rotational speed difference,
Based on the magnitude relationship between the second boundary rotational speed difference and the actual rotational speed difference between the left and right wheels, the amount of torque movement is set and the operation mode of the two transmission capacity variable control torque transmission mechanisms is selected. The torque transfer control that follows the reference rotational speed difference
This can be appropriately realized, and the steady turning characteristic of the vehicle, that is, the steering characteristic can be set to a desired state.

The mechanism state judging section 86 calculates the actual rotational speed difference, the first boundary rotational speed difference, the second boundary rotational speed difference,
Since it is determined whether the torque movement amount set by the torque movement amount setting unit is feasible based on the magnitude relationship of
The torque transfer control can be performed easily and appropriately, the control capability of the torque transfer is improved, and the smooth torque transfer control can be performed while ensuring the running stability of the vehicle.

Further, the steering angular velocity proportional control unit 82
Generally, the behavior response of the vehicle at the time of so-called impulse steering, which tends to become dull due to the inertial force of the vehicle, becomes extremely fast, and the emergency avoidance ability at the time of traveling of the vehicle is improved.
This emergency avoidance capability is extremely effective because the yaw moment can be easily generated by the present apparatus even when the cornering force of the tires becomes insufficient during a turn in which the lateral acceleration applied to the vehicle increases.

Tack-in determination is made by the tack-in correspondence control unit 84 in consideration of the steering wheel angle and the vehicle speed which are artificially operated. And the control amount can be set appropriately, and the tack-in can be suppressed only when necessary. Further, in this device, it is possible to prevent the clutch from being excessively restrained. As a result, a smooth turning performance can be ensured, and a smooth turning performance can be ensured and an increase in the torque cross can be suppressed, and the running stability of the vehicle can be improved by appropriate tack-in suppression control.

FIG. 46 shows the change in the steering wheel angle required when performing a steady circular turning while accelerating and decelerating while changing the accelerator opening as shown in FIG. It can be seen that the operation of the steering wheel angle is slightly smaller when the torque transfer control is performed [see (A) in the figure] and when the torque transfer control is not performed (see (B) in the figure), and the tuck-in and drift It turns out that out is hard to occur.

In the present apparatus, the yaw moment of the vehicle is controlled by controlling the torque transfer between the left and right wheels.
Controls steering characteristics such as turning characteristics control, impulse steering response control, and tack-in suppression.
The control of the steering characteristics is generally performed by a four-wheel steering device. Therefore, the control of the steering characteristics by this device is performed by 4
The characteristics will be considered in comparison with the wheel steering device.

39 to 41 show the generation of lateral force and the posture of the vehicle body. FIG. 39 relates to this device, FIG. 40 relates to momentary reverse phase steering of a four-wheel steering device, and FIG. 41 shows the same phase of the four-wheel steering device. Regarding steering. In the figure, a is the distance from the vehicle center of gravity to the front wheel axle, b is the distance from the vehicle center of gravity to the rear wheel axle, tr is the tread of the vehicle, βg is the center of gravity slip angle, βf is the front wheel slip angle, and βr is the rear wheel slip angle. , Ff is the front wheel lateral force, Fr
Indicates a rear wheel lateral force, and T indicates a torque movement amount.

The equations of motion relating to yaw rate (rotation) and turning (revolution) in each case are as follows. In addition, the classification number of each equation is
These correspond to the numbers shown in FIGS. (1) In the case of this device At the start of rotation (rotation) Iθ ″ = a · Ff + tr · T (revolution) Mα = Ff During rotation (rotation) Iθ ″ = a · Ff−b · Fr + tr · T (revolution) Mα = Ff + Fr (2) In the case of momentary reverse phase steering of the four-wheel steering device (reverse phase only at the start of turning) At the start of rotation (rotation) Iθ ″ = a · Ff − (− b · Fr) (revolution) Mα = Ff−Fr Turning Medium (rotation) Iθ ″ = a · Ff−b · Fr (revolution) Mα = Ff + Fr (3) In the case of in-phase steering of a four-wheel steering device Start of rotation (rotation) Iθ ″ = a · Ff−b · Fr (revolution) Mα = Ff + Fr During turning (rotation) Iθ ″ = a · Ff−b · Fr (revolution) Mα = Ff + Fr As can be seen from the above equation, in the case of the present apparatus and in the case of four-wheel momentary reverse phase steering, at the start of turning. Yaw occurs early (
In the case of four-wheel in-phase steering, the delay of yaw generation is large at the start of turning (see rotation).

The lateral force applied to the vehicle at the start of turning is large in the case of four-wheel in-phase steering, but small in the case of four-wheel instantaneous reverse-phase steering. In the case of the present apparatus, the lateral force is intermediate.
During turning, yaw is likely to occur by the amount of torque movement in the case of the present device, but in the case of four-wheel steering, the front wheel lateral force Ff is increased or the rear wheel lateral force Fr is decreased. Otherwise, yaw hardly occurs. Generally, when the lateral force is increased to increase the turning limit, the yaw becomes smaller.

Therefore, in the case of the present apparatus, it can be aimed to set the front wheel slip angle βf and the rear wheel slip angle βr to be substantially equal, but in the case of four-wheel steering, βr
The goal is to set ≫βr, that is, the center-of-gravity slip angle βg to 0. If this center-of-gravity slip angle βg is set to 0, there is no extra yaw movement at the time of turning.
As shown in the figure, the driver's line of sight does not turn in the direction in which the driver intends to turn (the inside of the turning of the vehicle), which is unnatural. In order to match human senses, βg is not always controlled to be 0. is there. On the other hand, in the case of the present apparatus, by setting βf ≒ βr, as shown in FIG. 40, for example, as shown in FIG. easy.

FIG. 43 shows the change in the braking / driving force depending on the slip ratio depending on the slip angle of the tire. The larger the slip angle of the tire, the lower the limit of the driving / braking force. FIG. 44 shows the change in the lateral force depending on the slip ratio according to the slip angle of the tire. However, when the slip angle of the tire is large, the limit of the lateral force is reduced. FIG. 45 shows the change of the lateral force due to the driving / braking force according to the slip angle of the tire. It can be seen that the lateral force and the driving / braking force are greatly correlated according to the slip angle.

In general steering, not limited to four-wheel steering and front-wheel steering, a yaw motion is caused while giving a lateral force by giving a slip angle, and therefore there is naturally a limit as shown in FIGS. On the other hand, as can be seen from the above equation, the present device can independently control the yaw rate without depending on the lateral force of the tire, so even in a region where the lateral acceleration of the vehicle is high,
For example, as shown in FIG. 42, a control limit is high such that a weak under can be maintained. For example, as shown in FIG. It is also conceivable that a turning control effect is obtained by this. - can be applied to the device other driving-force laterally-adjusting device for a vehicle drive torque transmitting system constituting the vehicle (between the right and the left wheel torque transfer vehicle
The drive torque transmission system for a vehicle of the dynamic control device) is not limited to the configuration as in the above-described embodiment (see FIGS. 5 and 6), and is described in, for example, Japanese Patent Application Laid-Open No. 5-131855. The present invention can also be applied to other various configurations of the vehicle drive torque transmission system such as the configuration.

For example, the present invention can be applied to a vehicle drive torque transmission system as shown in FIGS. 47 to 49, the same reference numerals as those in FIGS. FIG.
As shown in FIG. 5, the overall configuration of the vehicle drive torque transmission system is substantially the same as that of the embodiment shown in FIG. 5, but in this torque transmission system, the configuration of the rear differential and the torque transfer mechanism is the same as that of the embodiment. It is different from the example.

That is, as shown in FIGS. 47 and 48, also in this configuration, the input shaft 52 is connected to the rear end of the propeller shaft 20, and the drive pinion gear 54 is connected to the input shaft 52 so as to rotate integrally. ing. The crown gear 128 meshing with the drive pinion gear 54
It is provided in a differential case 130 of the rear differential 124.

On the other hand, the rear differential 124 is a planetary gear mechanism 1
32. This planetary gear mechanism 132
The ring gear 132 accommodated in the differential case 130
A, an outer pinion gear 132B meshed with the ring gear 132A, an inner pinion gear 132C meshed with the outer pinion gear 132B, a sun gear 132D meshed with the inner pinion gear 132C, an outer pinion gear 132B and an inner pinion gear 13B.
And a carrier 132E that integrally supports the 2C, and is configured as a double pinion type planetary gear mechanism. In addition, the carrier 132E is coupled to rotate integrally with the left wheel rotation shaft 66, and the sun gear 132D is coupled to rotate integrally with the right wheel rotation shaft 68. Of course, the left and right rotating shafts 66, 68 are connected to the axles 26L, 26R, and finally to the left and right rear wheels 28, 30.

As a result, the input torque from the input shaft 52 is input to the differential case 130 via the drive pinion gear 54 and the crown gear 128, and the pinion gear 1
It is transmitted to the left and right wheels while allowing the differential according to the rotation state of 32B and 132C. For example, the pinion gear 132
When only B and 132C revolve without rotation, the ring gear 132A on the case 130 and the carrier 132E
And the sun gear 132D integrally rotate at a constant speed, and the left wheel 2
8 and the right wheel 30 rotate at a constant speed. On the other hand, when the pinion gears 132B and 132C rotate, the carrier 132
A differential (rotational speed difference) occurs between E and the sun gear 132D, and a differential (rotational speed difference) also occurs between the left wheel 28 and the right wheel 30.

The torque moving mechanism 120 is provided with the left wheel side rotating shaft 6.
The transmission mechanism 122 and the transmission capacity variable control torque transmission mechanism 126 are provided between the side 6 and the right wheel side rotation shaft 68. The speed change mechanism 122 includes the carrier 1
Since the speed increasing mechanism 122A for increasing the rotational speed of the 32E and the speed reducing mechanism 122B for reducing the speed are integrally provided, they will also be referred to as the speed increasing / decreasing mechanism. Further, the variable transmission torque control transmission mechanism 126 is provided as an integral coupling in which a left-wheel drive 126L and a right-wheel drive 126R are integrated. In addition, the transmission capacity variable control type torque transmission mechanism is also simply referred to as a coupling.

The acceleration / deceleration mechanism 122 will be described. The acceleration / deceleration mechanism 122 includes a left-wheel output shaft 66 and a carrier 132E.
Hollow intermediate shaft 1 connected so as to rotate integrally with the shaft 1
34, a hollow intermediate shaft 136 connected to the right wheel side coupling 126R, and a hollow intermediate shaft 138 connected to the left wheel side coupling 126L. The intermediate shafts 134, 136, and 138 are all hollow shafts, and the intermediate shafts 134, 136 are mounted on the outer periphery of the right wheel side rotation shaft 68 so as to be able to relatively rotate.
Reference numeral 38 is provided on the outer periphery of the intermediate shaft 136 so that it can also rotate relative to the intermediate shaft 136.

The intermediate shafts 134, 136, 138 are provided with gears 134A, 136A, 138A, respectively. In addition, these intermediate shafts 134, 136, 1
A counter shaft 150 is provided on the outer periphery of the counter 38, and the counter shaft 150 is provided with a triple gear 148. The triple gear 148 includes gears 148A, 148
B, 148C, and gear 148A is gear 134
A, the gear 148B meshes with the gear 136A, and the gear 148C meshes with the gear 138A.

The accelerating / decelerating mechanism 122 includes the gear 13
4A, 136A, 138A, 148A, 148B, 14
8C. The counter shaft 150 is
As shown in FIG. 49, a plurality (three in this case) are provided on the outer periphery of the intermediate shafts 134, 136, and 138 with a phase shifted from that of the drive pinion 54. Thus, although the ring gear is not provided, the gears 134A, 136A, 138A
Is a sun gear and the gears 148A, 148B, and 148C are planetary pinions. Each counter shaft 15
Numeral 0 is fixed to a wall 152A provided in the differential gear 152. Therefore, the gears 148A, 148
B and 148C perform only rotation.

Thus, the intermediate shafts 134, 136, 13
8 in the radial direction is supported by the gears 134A, 136.
A and 138A are engaged with the gears 148A, 148B and 148C by the plurality of countershafts 150 fixed to the wall 152A as described above.
Then, the gears 134A, 136A, when the number of teeth of 138A and Z _1, Z _2, Z ₃ respectively, Z ₂ <Z ₁
<Is set in the relationship of Z _3. Also, the gear 148A,
The numbers of teeth of 148B and 148C are Z ₄ , Z ₅ and Z _{6 respectively.}
Then, the relation of Z ₆ <Z ₄ <Z ₅ is established.

Then, the gears 134A, 148A, 148
B and 136A constitute a speed increasing mechanism 122A, and a combination of 134A, 148A, 148C and 138A constitute a speed reducing mechanism 122B. That is, in the speed increasing mechanism 122A, the gears 134A, 148A,
When the rotation of the intermediate shaft 134 is transmitted to the intermediate shaft 136 through the paths 148B and 136A, the intermediate shaft 136 rotates at a higher speed than the intermediate shaft 134 based on the ratio of these teeth. Also,
In the reduction mechanism 122B, 134A, 148A, 148
C, 138A, the rotation of the intermediate shaft 134 is
And transmitted to the intermediate shaft 13 from the tooth ratio.
8 rotates at a lower speed than the intermediate shaft 134.

The output of the acceleration / deceleration mechanism 122 is transmitted via the intermediate shafts 136 and 138 to the coupling 126.
L and 126R. Right wheel side coupling 126R and left wheel side coupling 126L
Are integrally provided in the space between the right-wheel-side wall portion 152A of the acceleration / deceleration mechanism 122 and the inner wall of the differential carrier 152.

The couplings 126R, 126L
Are clutch plates 126A, 126A coupled to the clutch case 154 so as to rotate integrally with the right wheel side rotation shaft 68.
, Clutch plates 126B and 126B coupled to rotate integrally with the intermediate shafts 134 and 136, and 2 (not shown) for applying a clutch pressure to each of the clutch plates 126A and 126B.
The driving oil pressure of the two hydraulic pistons is adjusted through the hydraulic unit 38 by the electronic control of the controller 42 so that the coupling 126
The engagement state of R and 126L, that is, the driving force transmission state is adjusted.

Therefore, when the coupling 126R is engaged under the control of the controller 42, during normal running without a sharp turn, the intermediate shaft 136 rotating at a high speed moves from the intermediate shaft 136 side to the right wheel side rotating shaft 68 side, that is, the left wheel side rotation. The driving force moves from the shaft 66 side to the right wheel side rotating shaft 68, and the driving force of the right wheel becomes larger than that of the left wheel. Conversely, controller 4
When the coupling 126L is engaged by the control of Step 2, during normal traveling that is not a sharp turn, the right wheel side rotating shaft 68 that rotates at high speed moves from the right wheel side rotating shaft 68 to the intermediate shaft 138 side, that is, from the right wheel side rotating shaft 68 side to the left wheel. The driving force moves to the side rotation shaft 66, and the driving force of the left wheel becomes larger than that of the right wheel.

In FIG. 49, reference numeral 156 denotes a roller bearing. In addition, the vehicle left and right driving force adjustment device (vehicle left and right wheels)
During torque transfer control device), for example, as shown in FIG. 50 and 51, can also be provided between the left and right wheels is a driven wheel rather than a drive wheel. In FIGS. 50 and 51, FIG.
The same reference numerals as -49 indicate the same ones. As shown in FIG. 50, this vehicle is not a four-wheel drive vehicle but a two-wheel drive vehicle, and the output torque from engine 2 is transmitted to only front wheels 14 and 16 via transmission 4,
8, 30 are not transmitted. A torque transfer mechanism 120 is provided between the left and right rear wheels 28 and 30 that are driven wheels. In particular, the torque transfer mechanism 1
The structure 20 itself is substantially the same as that shown in FIGS.

That is, as shown in FIGS. 50 and 51, the torque moving mechanism 120 is provided between the left wheel side rotating shaft 66 and the right wheel side rotating shaft 68 side, and the transmission mechanism 122 and the transmission capacity variable control type. And a torque transmission mechanism 126. The speed change mechanism 122 increases the rotation speed of the left wheel side rotation shaft 66 and outputs the rotation speed to the right wheel side rotation shaft 68 side.
22A and a speed reduction mechanism 122B for decelerating and outputting to the right wheel side rotation shaft 68 side are integrally provided, and are also referred to as an acceleration / deceleration mechanism. Further, the transmission capacity variable control type torque transmission mechanism 126 has a left wheel 126L and a right wheel 12L.
6R is provided as an integrated coupling integrated with the 6R.

The acceleration / deceleration mechanism 122 includes a left-wheel output shaft 66.
And an intermediate shaft 158 provided between the left-wheel output shaft 66 and the right-wheel output shaft 68 and a hollow intermediate shaft 160 provided on the outer periphery of the intermediate shaft 158. The structure is the same as that shown in FIG. That is, the gear 134A is provided on the left wheel output shaft 66,
The intermediate shaft 158 is provided with a gear 136A.
0 is provided with a gear 138A, and a counter shaft 150 is provided on the outer periphery of the left wheel side output shaft 66 and the intermediate shafts 158, 160. The counter shaft 150 is provided with a triple gear 148. Triple gear 148
Is composed of gears 148A, 148B, 148C,
Gear 148A is gear 134A, gear 148B is gear 1
The gear 148C meshes with the gear 138A at 36A.

The accelerating / decelerating mechanism 122 includes the gear 13
4A, 136A, 138A, 148A, 148B, 14
8C. These counter shafts 1
As shown in FIG. 49, a plurality of (in this case, three) 50 are provided on the outer periphery of the left wheel output shaft 66 and the intermediate shafts 158, 160, 134, 136, 138 with a phase shifted from the drive pinion 54. . That is, the gears 134A, 134
6A and 138A as sun gears and gears 148A and 148
B, 148C are arranged in a triple planetary gear mechanism with a planetary pinion. The gears 148A, 1
48B and 148C perform only rotation.

The gears 134A, 136
A, the number of teeth Z ₁ , Z ₂ , Z ₃ of 138A is Z ₂ <Z ₁ <
It is set to satisfy the relationship of Z _3, gears 148A, 148B, 14
The number of teeth Z ₄ , Z ₅ , Z ₆ of 8C is set in the relation of Z ₆ <Z ₄ <Z ₅ . Then, the gears 134A, 148
A, 148B, 136A, speed-up mechanism 1
22A, and 134A, 148A, 148C, 1
The speed reduction mechanism 122B is configured by the combination of the gears 38A.

That is, in the speed increasing mechanism 122A, the gear 134
When the rotation of the left-wheel output shaft 66 is transmitted to the intermediate shaft 158 along the paths A, 148A, 148B, and 136A, the intermediate shaft 158 rotates at a higher speed than the left-wheel output shaft 66 based on the ratio of these teeth. . In the speed reduction mechanism 122B, 134
When the rotation of the left-wheel output shaft 66 is transmitted to the intermediate shaft 160 along the paths A, 148A, 148C, and 138A, the intermediate shaft 160 rotates at a lower speed than the left-wheel output shaft 66 based on the ratio of these teeth. .

The output of the acceleration / deceleration mechanism 122 is transmitted via the intermediate shafts 158 and 160 to the coupling 126.
L and 126R. These couplings 126R, 126L are connected to the right wheel side rotating shaft 6
8, the clutch plates 126A, 126A rotating integrally with the intermediate shafts 158 and 160.
B, 126B and two pistons (not shown) for applying clutch pressure to the respective clutch plates 126A, 126B. The drive hydraulic pressure of the two hydraulic pistons is adjusted by the electronic control of the controller 42 through the hydraulic unit 38, and the The engagement state of the rings 126R and 126L, that is, the driving force transmission state is adjusted.

Therefore, when the coupling 126R is engaged under the control of the controller 42, during normal running without a sharp turn, the intermediate shaft 158, which rotates at a high speed, moves to the right wheel rotating shaft 68, ie, the left wheel rotating shaft. The driving force moves from the shaft 66 to the right wheel side rotating shaft 68, and the braking force works on the left wheel and the driving force works on the right wheel. Conversely, when the coupling 126L is engaged under the control of the controller 42, during normal traveling without a sharp turn, from the right wheel side rotating shaft 68 that rotates at high speed to the intermediate shaft 160 side, that is, the right wheel side rotating shaft The driving force moves from the 68 side to the left wheel side rotating shaft 66, and the braking force works on the right wheel and the driving force works on the left wheel.

As described above, even with the driven wheels, the torque can be moved by the acceleration / deceleration mechanism 122, and the yaw moment is generated in the vehicle while generating the driving force on one of the left and right wheels and the braking force on the other. Can be a book
Vehicle left / right driving force adjustment device (vehicle left / right wheel torque transfer
Control device) can be applied. In addition, the left and right driving force adjustment for this vehicle
As for the tack-in correspondence control unit of the adjusting device (torque transfer control device between left and right wheels for a vehicle) , as disclosed in Japanese Patent Application Laid-Open No. Hei 4-232127, a differential limiting control device for a vehicle that does not have a speed change mechanism is used. Even if applied, the effect is sufficiently obtained.

[0196]

As described in detail above, according to the vehicle left / right driving force adjusting apparatus of the first aspect of the present invention, the vehicle includes:
Directly or interposed between the left and right wheels
Torque transfer that can indirectly transfer torque through the material
Drive mechanism and each of the torques on the left-wheel rotation axis and the right-wheel rotation axis.
The torque is moved so that the torque is in the desired torque distribution state.
And control means for controlling the state of the mechanism.
Dynamic mechanism variably controls the torque transmission capacity according to the control amount
A first variable transmission capacity controllable torque transmission mechanism,
In this first transmission capacity variable control type torque transmission mechanism,
Between the left wheel rotation axis and the right wheel rotation axis according to the torque transmission
Direct or indirect torque transfer at the
It is configured to increase the driving force on the left wheel rotation shaft side
A first torque transfer mechanism and a torque transmission capacity according to a control amount;
Variable transmission capacity controllable torque transmission with variable controllable amount
The second transmission capacity variable control type torque transmission device having a mechanism
Left wheel rotation shaft and right wheel according to torque transmission in the structure
Direct or indirect torque transfer with the rotating shaft is performed.
In other words, it mainly increases the driving force on the right-wheel rotating shaft side.
And a second torque transfer mechanism configured as described above.
The means are artificially operated steering wheel angle and vehicle speed
A reference lateral acceleration calculation unit that calculates a reference lateral acceleration of the vehicle.
The reference lateral acceleration calculated by the reference lateral acceleration calculation unit.
Speed, accelerator opening, and accelerator opening speed
Based on the engine brake operation amount, the reference lateral acceleration is
If the engine brake operation amount is large, the vehicle
Tack-in is predicted to occur, and
The first transmission capacity variable control type torque transmission machine
And the second transmission capacity variable control type torque transmission mechanism is controlled.
With this configuration, tack-in determination can be made appropriately by reflecting the driver's driving operation and driving intention, and energy loss can be increased without impairing turning performance.
Tack-in suppression control can be performed properly without
It is possible to improve the running stability of the vehicle. Ma
The right and left driving force adjusting device for a vehicle according to claim 2 of the present invention.
According to the configuration described in claim 1, the torque transfer is performed.
The moving mechanism is configured such that the rotating member on the left wheel rotating shaft side and the right wheel rotating
By changing the rotation speed of one of the rotating members on the shaft side
Having a first transmission mechanism for outputting the first transmission capacity variable control.
A control type torque transmission mechanism is a member on the output side of the first transmission mechanism.
Between the other rotating member and the other rotating member.
And are configured to transmit torque between them.
The first torque transfer mechanism, and rotation of the left wheel rotating shaft.
One of the member and the rotating member on the right wheel rotating shaft side.
A second speed change mechanism for changing the rotation speed and outputting the speed,
The second transmission variable-variable control type torque transmission mechanism includes the second transmission.
The output member of the structure and the other of the two rotating members
It is interposed between the rotating members and transmits torque between them.
And the second torque transfer mechanism configured as described above.
With this configuration, the torque
It is possible to more appropriately control the luke movement. Also,
According to the vehicle left / right driving force adjusting device of the third aspect of the present invention.
Then, in the configuration according to claim 1 or 2, the control means
If the steps predict that the vehicle will be tacked in,
Set the amount of torque movement so that the torque on the pronation wheel increases
And a torque transfer amount setting section for adjusting the torque transfer amount.
In addition, the first transmission capacity variable control type torque transmission mechanism and
When controlling the second transmission capacity variable control type torque transmission mechanism,
With this configuration, tack-in suppression control can be performed more appropriately.
I can get it.

[0197] Further, according to the driving-force laterally-adjusting apparatus for a vehicle of the present invention of claim 4, wherein the torque transfer mechanism for transferring torque between the left-wheel axle and a right-wheel axle in a vehicle, left wheel Control means for setting a torque movement amount so that the rotating shaft and the right wheel rotating shaft are in a desired torque distribution state, and controlling a state of the torque moving mechanism based on the torque movement amount; A first mechanism for changing the rotation speed of a member on the left wheel rotation shaft side at a constant speed ratio and outputting the same in order to provide a rotation speed difference between the left wheel rotation shaft side and the right wheel rotation shaft side; A speed change mechanism, a second speed change mechanism that changes the rotational speed of the member on the right wheel rotation shaft side at a fixed speed ratio and outputs the speed change, a member on the right wheel rotation shaft side, and an output side of the first speed change mechanism Between the left wheel rotation shaft and the right wheel rotation shaft when engaged. A first transmission capacity variable control type torque transmission mechanism capable of transmitting torque, and interposed between a member on the left wheel rotation shaft side and a member on the output section side of the second transmission mechanism, and A second transmission capacity variable control type torque transmission mechanism capable of transmitting torque between the left wheel rotation shaft and the right wheel rotation shaft, wherein the control means predicts and suppresses vehicle tuck-in. A reference lateral acceleration calculation unit configured to calculate a reference lateral acceleration of the vehicle from a steering wheel angle and a vehicle body speed that are artificially operated; Based on the reference lateral acceleration calculated by the reference lateral acceleration calculator and the engine brake operation amount obtained from the accelerator opening and the accelerator opening speed, the reference lateral acceleration is large and the engine brake operation is Is large, a torque movement amount setting unit that sets the torque movement amount such that the torque on the turning inner wheel side is increased so as to suppress the tuck-in by predicting that a tuck-in of the vehicle occurs, Tack-in determination is appropriate based on the driver's driving operation and driving intention, so that tack-in suppression control can be performed appropriately, unnecessary tack-in suppression,
It is also possible to prevent the clutch from being excessively restrained, and to improve the running stability of the vehicle by appropriate tack-in suppression control while ensuring smooth turning performance and suppressing an increase in torque loss. Furthermore, since the torque movement control can be performed even when the vehicle is not turning, that is, when the vehicle is traveling straight, even in a turning operation in which acceleration and deceleration are repeated, for example, tack-in can be suppressed while sufficiently ensuring the running stability of the vehicle.

According to the fifth aspect of the present invention, the left-wheel rotation axis and the right-wheel rotation axis are input to the input unit. A drive shaft to which the driving force is distributed via a differential mechanism, wherein the torque moving mechanism is provided between the left wheel rotation shaft and the right wheel rotation shaft, or the left wheel rotation shaft or the right wheel rotation shaft. With the configuration interposed between the shaft and the input unit, it is possible to perform appropriate tack-in suppression control while adjusting the distribution of the driving force, and to improve the running stability of the vehicle.

[0199] Further, according to the driving-force laterally-adjusting apparatus for a vehicle of the present invention described in claim 6, wherein the torque transfer amount setting section, when predicting the tuck as described above, a large accelerator opening prediction immediately before By setting the torque movement amount to a larger value, the tack-in suppression control can be made more appropriate by reflecting the driver's driving operation and driving intention.

[0200] Further, according to the driving-force laterally-adjusting apparatus for a vehicle of the present invention according to claim 7, wherein the torque transfer amount setting section, when predicting the tuck as described above, depending on the reference lateral acceleration the By setting the amount of torque movement to a larger value as the reference lateral acceleration is larger, control according to the degree of request for tack-in suppression is realized, and tack-in suppression control can be performed more appropriately.

[Brief description of the drawings]

FIG. 1 is a left-right driving force control for a vehicle as one embodiment of the present invention.
FIG. 2 is a functional block diagram showing an entire configuration of a control system of a regulating device (a torque transfer control device between left and right wheels for a vehicle) .

FIG. 2 is a left-right driving force control for a vehicle as one embodiment of the present invention.
FIG. 3 is a functional block diagram showing a reference rotation speed difference follow-up control unit of a control system of a regulating device (a torque transfer control device between left and right wheels for a vehicle) in detail.

FIG. 3 is a left-right driving force control for a vehicle as one embodiment of the present invention.
FIG. 3 is a functional block diagram showing in detail a steering angular velocity proportional control unit, a tack-in correspondence control unit, and a mechanism state determination unit of a control system of a rectification device (a torque transfer control device for left and right wheels for a vehicle) .

FIG. 4 is a left-right driving force control for a vehicle as one embodiment of the present invention.
FIG. 3 is a functional block diagram showing in detail a general determination unit of a control system of a regulating device (a torque transfer control device between left and right wheels for a vehicle) .

FIG. 5 is a left-right driving force control for a vehicle as one embodiment of the present invention.
FIG. 1 is an overall configuration diagram of a driving torque transmission system of a vehicle provided with a regulating device (a torque transfer control device between left and right wheels for a vehicle ) .

FIG. 6 is a left-right driving force control for a vehicle as one embodiment of the present invention.
FIG. 2 is a schematic configuration diagram illustrating a torque transfer mechanism of a regulating device (a torque transfer control device for left and right wheels for a vehicle) .

FIG. 7 is a left-right driving force control for a vehicle as one embodiment of the present invention.
FIG. 4 is a diagram for explaining the principle of an adjusting device (a torque transfer control device between left and right wheels for a vehicle) in comparison with a conventional torque distribution control device.

FIG. 8 is a left-right driving force adjustment for a vehicle as one embodiment of the present invention.
FIG. 9 is a diagram showing advantages of a regulating device (a torque transfer control device between left and right wheels for a vehicle) in comparison with a conventional torque distribution control device.

FIG. 9 is a left-right driving force control for a vehicle as one embodiment of the present invention.
FIG. 2 is a configuration diagram illustrating a hydraulic system of a regulating device (a torque transfer control device between left and right wheels for a vehicle) .

FIG. 10 is a lateral drive force for a vehicle as one embodiment of the present invention.
It is a figure explaining the control purpose of an adjustment device (torque transfer control device for right and left wheels for vehicles) .

FIG. 11 is a lateral drive force for a vehicle as one embodiment of the present invention.
It is a figure explaining the control purpose of an adjustment device (torque transfer control device for right and left wheels for vehicles) .

FIG. 12 is a lateral driving force for a vehicle as one embodiment of the present invention.
FIG. 9 is a diagram illustrating gain characteristics of a filter included in an adjustment device (a torque transfer control device for left and right wheels for a vehicle) .

FIG. 13 is a lateral driving force for a vehicle as one embodiment of the present invention.
Adjusting device is a diagram showing a control object of the steering angular velocity proportional control (between left and right wheels for the vehicle torque transfer control device), (A) is b
Shows the time change of the steering wheel angle at the time of the emission pulse steering,
(B) shows the yaw moment characteristics that the vehicle wants to generate correspondingly at this time.

FIG. 14 is a view showing a steering characteristic corresponding to a lateral acceleration, and is a vehicle left / right driving force adjusting device as one embodiment of the present invention;
FIG. 4 is a diagram showing a target steering characteristic in the control of the position (torque transfer control device for left and right wheels for a vehicle) .

FIG. 15 is a lateral driving force for a vehicle as one embodiment of the present invention.
FIG. 4 is a diagram illustrating a control amount of tack-in correspondence control of an adjusting device (a torque transfer control device for left and right wheels for a vehicle) .

FIG. 16 is a lateral drive force for a vehicle as one embodiment of the present invention.
FIG. 9 is a diagram illustrating a target steering characteristic in a case where a road surface state is taken into consideration in a tack-in correspondence control of an adjustment device (a torque transfer control device for left and right wheels for a vehicle) .

FIG. 17 is a lateral drive force for a vehicle as one embodiment of the present invention.
It is a figure which shows the control amount at the time of the tack-in correspondence control of an adjustment device (torque transfer control device between right and left wheels for vehicles ) when road surface conditions are considered.

FIG. 18 is a lateral driving force for a vehicle as one embodiment of the present invention.
FIG. 3 is a velocity diagram for explaining a principle of determination in a mechanism state determination unit of an adjustment device (a torque transfer control device for left and right wheels for a vehicle) and a principle of setting a control amount in reference rotational speed difference follow-up control.

FIG. 19 is a lateral drive force for a vehicle as one embodiment of the present invention.
FIG. 3 is a velocity diagram for explaining a principle of determination in a mechanism state determination unit of an adjustment device (a torque transfer control device for left and right wheels for a vehicle) and a principle of setting a control amount in reference rotational speed difference follow-up control.

FIG. 20 is a lateral driving force for a vehicle as one embodiment of the present invention.
FIG. 9 is an auxiliary speed diagram for explaining a control category relating to a rotational speed difference between left and right wheels in the adjustment device (torque transfer control device for left and right wheels for a vehicle) .

FIG. 21 is a left and right driving force for a vehicle as one embodiment of the present invention.
FIG. 4 is a speed diagram illustrating control categories relating to a rotational speed difference between left and right wheels in an adjustment device (torque transfer control device for left and right wheels for a vehicle) .

FIG. 22 is a left and right driving force for a vehicle as one embodiment of the present invention.
FIG. 4 is a speed diagram illustrating control sections in the adjustment device (torque transfer control device for left and right wheels for a vehicle) in which a dead zone is considered with respect to a rotational speed difference between left and right wheels.

FIG. 23 is a lateral driving force for a vehicle as one embodiment of the present invention.
FIG. 6 is a speed diagram illustrating control categories relating to the difference in rotational speed between the left and right wheels in the adjustment device (torque transfer control device for left and right wheels for a vehicle) when the reference rotational speed difference is in a region where the reference rotational speed difference is exactly large (region A).

FIG. 24 is a lateral drive force for a vehicle as one embodiment of the present invention.
FIG. 9 is a speed diagram illustrating control categories relating to the difference in rotation speed between the left and right wheels when the reference rotation speed difference is in the central region (region B) in the adjustment device (torque transfer control device for left and right wheels for a vehicle) .

FIG. 25 is a lateral drive force for a vehicle as one embodiment of the present invention.
FIG. 7 is a speed diagram illustrating control categories relating to the rotational speed difference between the left and right wheels when the reference rotational speed difference is in a negatively large region (region C) in the adjusting device (the torque transfer control device for the left and right wheels for a vehicle) .

FIG. 26 is a left and right driving force for a vehicle as one embodiment of the present invention.
In the adjustment device (vehicle torque transfer control device between the left and right wheels) , the speed for explaining the control category in consideration of the dead zone with respect to the difference between the rotation speeds of the right and left wheels when the reference rotation speed difference is a region where the reference rotation speed difference is exactly large (region A). FIG.

FIG. 27 is a vehicle left-right driving force according to an embodiment of the present invention.
FIG. 9 is a speed diagram illustrating control sections in which a dead zone is considered with respect to the rotation speed difference between the left and right wheels when the reference rotation speed difference is in the central region (region B) in the adjustment device (torque transfer control device between the left and right wheels for the vehicle) . .

FIG. 28 is a left and right driving force for a vehicle as one embodiment of the present invention.
In the case where the reference rotation speed difference is a negatively large region (region C) in the adjusting device (the torque transfer control device between the left and right wheels for the vehicle ),
FIG. 9 is a velocity diagram for explaining a control division in which a dead zone is considered with respect to a rotational speed difference between left and right wheels.

FIG. 29 is a lateral driving force for a vehicle as one embodiment of the present invention.
It is a main routine flowchart which shows the whole flow in the control of the adjustment device (torque transfer control device between right and left wheels for vehicles) .

FIG. 30 is a lateral driving force for a vehicle as one embodiment of the present invention.
It is a subroutine flowchart which shows the flow of initialization in the control of the adjustment apparatus (torque transfer control apparatus for left and right wheels for vehicles) .

FIG. 31 shows a left-right driving force for a vehicle as one embodiment of the present invention.
It is a subroutine flowchart which shows the flow of input signal processing in control of an adjustment device (torque transfer control device between right and left wheels for vehicles ) .

FIG. 32 is a left-right driving force for a vehicle as one embodiment of the present invention.
It is a subroutine flowchart which shows the flow of right and left torque movement control in the control of the adjustment device (vehicle right and left wheel torque movement control device) .

FIG. 33 is a lateral driving force for a vehicle as one embodiment of the present invention.
It is a subroutine flowchart which shows the flow of a control signal output in the control of the adjustment device (vehicle torque transfer control device between left and right wheels) .

FIG. 34: Left and right driving force for a vehicle as one embodiment of the present invention
It is a subroutine flowchart which shows the flow of end processing in the control of the adjustment device (torque transfer control device for left and right wheels for vehicles) .

FIG. 35 is a left-right driving force for a vehicle as one embodiment of the present invention.
Start of tack-in response control in the left and right torque transfer control of the adjustment device (vehicle right and left wheel torque transfer control device)
9 is a subroutine flowchart showing a flow of a termination condition determination.

FIG. 36 is a left and right driving force for a vehicle as one embodiment of the present invention.
It is a subroutine flowchart which shows the flow of the mechanism state determination in the left-right torque transfer control of the adjustment device (vehicle left-right wheel torque transfer control device) .

FIG. 37 shows a left-right driving force for a vehicle as one embodiment of the present invention.
It is a subroutine flowchart which shows the flow of the left-right control direction selection of the reference rotational speed difference follow-up control in the left-right torque transfer control of the adjustment device (vehicle left-right wheel torque transfer control device) .

FIG. 38 is a left and right driving force for a vehicle as one embodiment of the present invention.
It is a subroutine flowchart which shows the flow of the comprehensive judgment in the left-right torque transfer control of the adjustment device (torque transfer control device for the left and right wheels for the vehicle) .

FIG. 39 is a vehicle left / right driving force as one embodiment of the present invention.
It is a figure which shows the vehicle body attitude | position by the steering angular velocity proportional control of an adjustment apparatus (torque transfer control apparatus between right and left wheels for vehicles) .

FIG. 40 is a left-right driving force for a vehicle as one embodiment of the present invention.
It is a figure which shows the vehicle body attitude | position at the time of reverse phase steering by four-wheel steering control for the moment compared with the vehicle attitude | position by the steering angular velocity proportional control of an adjustment apparatus (vehicle torque transfer control apparatus for right and left wheels) .

FIG. 41 is a lateral drive force for a vehicle as one embodiment of the present invention.
FIG. 5 is a diagram showing a vehicle body posture at the time of in-phase steering by four-wheel steering control so as to be compared with a vehicle body posture by a steering angular velocity proportional control of an adjustment device (vehicle right and left wheel torque movement control device) .

FIG. 42 is a left and right driving force for a vehicle as one embodiment of the present invention.
It is a figure explaining an effect by control of an adjustment device (torque transfer control device for right and left wheels for vehicles) .

FIG. 43 is a diagram showing a change in braking / driving force due to a slip ratio according to a slip angle of a tire, and is a vehicle left / right driving force adjustment device (vehicle left / right wheel) as one embodiment of the present invention;
FIG. 5 is a diagram for explaining the operation of the steering angular velocity proportional control of the inter-torque transfer control device) .

FIG. 44 is a diagram showing a change in lateral force due to a slip ratio in accordance with a slip angle of a tire, and is a vehicle left / right driving force adjusting device (vehicle left / right wheel torque) as one embodiment of the present invention;
FIG. 4 is a diagram for explaining an operation of steering angular velocity proportional control of a movement control device) .

FIG. 45 is a diagram showing a change in lateral force due to a driving / braking force in accordance with a slip angle of a tire. FIG. 45 is a vehicle left / right driving force adjusting device (vehicle left / right wheel torque ) according to an embodiment of the present invention.
FIG. 4 is a diagram for explaining the operation of steering angular velocity proportional control of a control unit (movement control device) .

FIG. 46 is a vehicle left / right driving force as one embodiment of the present invention.
It is a figure which shows the effect by the tack-in correspondence control of the adjustment apparatus (torque transfer control apparatus between right and left wheels for vehicles ) .

FIG. 47 is a lateral drive force for a vehicle as one embodiment of the present invention.
FIG. 9 is an overall configuration diagram of another vehicle drive torque transmission system to which an adjustment device (vehicle left-right wheel torque transfer control device) can be applied.

FIG. 48 is a diagram showing a vehicle driving force according to an embodiment of the present invention;
It is a schematic block diagram which shows the torque transfer mechanism of the drive torque transmission system for other vehicles which can apply an adjustment device (torque transfer control device between right and left wheels for vehicles) .

FIG. 49 is a lateral driving force for a vehicle as one embodiment of the present invention.
FIG. 5 is a schematic layout diagram showing a shaft configuration of a torque transfer mechanism of a drive torque transmission system for another vehicle to which an adjustment device (a torque transfer control device for left and right wheels for a vehicle) can be applied.

FIG. 50 is a vehicle left / right driving force as one embodiment of the present invention.
FIG. 11 is an overall configuration diagram of still another vehicle drive torque transmission system to which an adjustment device (vehicle left-right wheel torque transfer control device) can be applied.

FIG. 51 is a lateral driving force for a vehicle as one embodiment of the present invention.
It is a schematic block diagram which shows the torque transfer mechanism of the drive torque transmission system for other vehicles which can apply the adjustment device (torque transfer control device between right and left wheels for vehicles) .

[Explanation of symbols]

Reference Signs List 2 engine 2A throttle 4 transmission 6 intermediate gear 8 differential gear mechanism (= center differential, abbreviation, center differential) 8A sun gear 8B planetary gear 8C ring gear 8D carrier 10 front wheel differential gear mechanism (= front differential, abbreviation, front 12L, 12R axles 14, 16 front wheels 18 bevel gear mechanism 20 propeller shaft 22 bevel gear mechanism 24 differential gearing for rear wheels (= rear differential, abbreviated as rear differential) 26L, 26R axles 28, 30 rear wheels 32 front wheels Output shaft 34 Rear wheel output shaft 36 Differential limiting means (Limited slip differential = LS
D) Hydraulic multi-plate clutch as hydraulic system 38 Hydraulic unit 40 Reservoir tank 42 Electronic control unit (ECU) 44 Electronic control unit (Engine ECU) 46 Electronic control unit (ABS ECU) 48A Handle angle sensor 48B Acceleration sensor 48C Handle angular velocity calculating section 48D Left wheel speed sensor 48E Rear right wheel speed sensor 48F Vehicle speed calculation unit 50 Torque transfer mechanism 50A Differential carrier 52 Input shaft 54 Drive pinion gear 56 Crown gear 58 Gear housing 60, 62, 64 Bevel gear 66, 68 Rotating shaft 70 Transmission mechanism 70A First transmission Sun gear 70B Carrier 70C First planetary gear (planetary pinion) 70D Second planetary gear (planetary pinion) 70E Second sun gear 72 Transmission capacity variable control torque transmission Mechanism (hydraulic multi-plate clutch mechanism) 72L Hydraulic multi-plate clutch mechanism on left rear wheel side 72R Hydraulic multi-plate clutch mechanism on right rear wheel side 72A, 72B Clutch disc 72C Outer case support of clutch 72D Housing 74 Hollow shaft 80 Reference rotation speed Difference follow-up control unit (torque moving amount setting unit) 80A Reference wheel speed difference calculating unit 80B Vehicle modeling filter 80C Actual wheel speed difference calculating unit 80D Digital low-pass filter 80E Reference rotation speed difference following torque moving amount setting unit 80F, 80G, 80H Digital low-pass filter 82 Steering angular velocity proportional control section (torque moving amount setting section) 82A Steering angular velocity corresponding torque moving amount setting section 82B correction coefficient setting section and 82C correcting section 82D Digital low-pass filter 84 Tack-in corresponding control section (torque moving amount setting section) 84A Reference lateral acceleration Degree calculation part 84B Tack-in correspondence torque movement amount setting part 84C Peak hold part 84D Accelerator opening degree correspondence correction part 84E Accelerator opening speed calculation part 84F Tuck-in correspondence control start / end condition judgment part 84G Sample holder 84H Correction part 84I Digital low-pass filter 86 Mechanism State determination unit 86A Addition unit 86B Tack-in corresponding control amount setting unit 86C Torque movement direction determination unit 86D Mechanism state determination and control clutch direction setting unit (abbreviated to control clutch direction setting unit) 88 General determination unit 90A Control amount conversion unit 90B signal Processing unit (dither processing unit) 90C Output signal processing unit 101 Oil tank 102 Electric oil pump 102A Oil pump driving motor 103 Electromagnetic proportional pressure control valve (proportional valve) 104 Electromagnetic proportional pressure control valve (proportional valve) 105 Electromagnetic direction control Control valve (direction switching valve) 106 Strainer 107 Check valve for backflow prevention 108 Relief valve 109 Accumulator 110A, 110B, 111C Pressure switch 111A, 111B Hydraulic sensor 120 Torque transfer mechanism 122 Transmission mechanism 124 Rear differential 126 Torque transmission mechanism with variable transmission capacity control 126R Right wheel transmission capacity variable control torque transmission mechanism (right wheel side coupling) 126L Right wheel transmission capacity variable control torque transmission mechanism (right wheel side coupling) 128 Crown gear 130 Differential case 132 Planetary gear mechanism 132A Ring gear 132B Outer pinion gear 132C Inner pinion gear 132D Sun gear 132E Carrier 134, 136, 138 Intermediate shaft 134A, 136A, 138A Gear 150 Counter shaft 148 Triple gear 148A, 148B, 148C gear 150 Defugyaria 152A wall portion 154 the clutch case 156 roller bearing 158 intermediate shaft

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-4-244429 (JP, A) JP-A-5-104973 (JP, A) JP-A-4-244429 (JP, A) JP-A-5-244 131855 (JP, A) JP 4-37789 (JP, Y2) JP 4-39065 (JP, Y2) (58) Field surveyed (Int. Cl. ⁷ , DB name) B60K 23/04 F16H 48 / 20 F16H 48/30

Claims (7)

(57) [Claims] (1)The left and right wheel rotation axes in a vehicle
Of torque directly or indirectly through intervening members
A torque transfer mechanism capable of transmitting and receiving, Each torque applied to the left wheel rotation shaft and the right wheel rotation shaft is desired
State of the torque transfer mechanism so that the torque distribution state
Control means for controlling the The torque transfer mechanism is The first that can variably control the torque transmission capacity according to the control amount
The first transmission includes a variable transmission capacity control type torque transmission mechanism.
For torque transmission in variable capacity control torque transmission mechanism
Directly between the left wheel rotation axis and the right wheel rotation axis
Or, indirect torque transfer is performed, and mainly left wheel rotation
First torque configured to increase shaft-side driving force
A moving mechanism; A second type capable of variably controlling the torque transmission capacity according to the control amount.
A transmission capacity variable control type torque transmission mechanism;
For torque transmission in variable capacity control torque transmission mechanism
Directly between the left wheel rotation axis and the right wheel rotation axis
Or, indirect torque transfer is performed, and mainly the right-wheel rotation
Second torque configured to increase shaft-side driving force
With a moving mechanism, The above control means, Based on the steering wheel angle and the vehicle speed that are artificially operated, the vehicle
A reference lateral acceleration calculator for calculating a reference lateral acceleration of
The reference lateral acceleration calculated by the reference lateral acceleration calculator and the reference lateral acceleration
Engine speed obtained from the accelerator opening and accelerator opening speed
Based on the rake operation amount, the reference lateral acceleration is large and
When the engine brake operation amount is large, the vehicle
Predicts that there is an in
The first transmission capacity variable control type torque transmission mechanism and
The second transmission capacity variable control type torque transmission mechanism is controlled. This
A left and right driving force adjusting device for a vehicle, characterized in that: (2)The torque transfer mechanism is The rotation member on the left wheel rotation shaft side and the rotation on the right wheel rotation shaft side
The speed of one of the rotation speed of the
1st transmission capacity variable control type torque having 1 speed change mechanism
The transmission mechanism includes a member on the output unit side of the first transmission mechanism and
Any of the rolling members Or the other rotating member
The first type described above, which is configured to transmit torque between persons.
A torque transfer mechanism, The rotation member on the left wheel rotation shaft side and the rotation on the right wheel rotation shaft side
The speed of one of the rotation speed of the
A second transmission capacity variable control torque having a two-speed transmission mechanism;
The transmission mechanism includes a member on the output portion side of the second transmission mechanism and the two-time transmission mechanism.
Between the other rotating member
The second, which is configured to transmit torque between
A torque transfer mechanism is provided.
2. The vehicle left-right driving force adjusting device according to claim 1. 3. The vehicle according to claim 2, wherein said control means is adapted to tack-in said vehicle.
Is predicted to occur, the torque on the turning inner wheel side increases
A torque transfer amount setting unit that sets such a torque transfer amount is provided.
In addition, the first transmission capacity variable control according to the torque movement amount.
Control torque transmission mechanism and the second transmission capacity variable control type
Controlling the torque transmission mechanism.
Is a vehicle left-right driving force adjusting device according to 2. 4. A torque transfer mechanism for transmitting and receiving torque between a left wheel rotation shaft and a right wheel rotation shaft in a vehicle, and a method for distributing the torque between the left wheel rotation shaft and the right wheel rotation shaft in a desired torque distribution state. Control means for setting a torque movement amount and controlling a state of the torque movement mechanism based on the torque movement amount, wherein the torque movement mechanism is provided between the left wheel rotation shaft side and the right wheel rotation shaft side. A transmission mechanism for providing a rotational speed difference, interposed between a member on the right wheel rotation shaft side or the left wheel rotation shaft side and a member on the output unit side of the transmission mechanism, and when engaged, the left wheel rotation shaft and And first and second variable transmission capacity controllable torque transmission mechanisms capable of transmitting torque between the right wheel rotation shafts, wherein the control means predicts and suppresses vehicle tuck-in. A tack-in control unit that sets the amount of torque movement A reference lateral acceleration calculation unit configured to calculate a reference lateral acceleration of the vehicle from a steering wheel angle and a vehicle speed that are artificially operated; and a reference lateral acceleration calculated by the reference lateral acceleration calculation unit. And the reference lateral acceleration is large based on the engine brake operation amount obtained from the accelerator opening and the accelerator opening speed,
And, when the engine brake operation amount is large, a torque movement amount setting unit that predicts that a tuck-in of the vehicle will occur, and sets the torque movement amount such that the torque on the turning inner wheel side increases to suppress the tuck-in. A left-right driving force adjusting device for a vehicle, comprising: 5. The drive system according to claim 1, wherein the left wheel rotation shaft and the right wheel rotation shaft are drive shafts through which a driving force input to an input unit is distributed via a differential mechanism. The vehicle according to claim 4 , characterized in that it is interposed between a rotation shaft and the right wheel rotation shaft or between the left wheel rotation shaft or the right wheel rotation shaft and the input unit. Left and right driving force adjustment device. Wherein said torque transfer amount setting section, when predicting the tuck as described above, and sets the higher torque movement amount the accelerator opening is large prediction immediately preceding to a large value, claim 4 Or the left and right driving force adjusting device for a vehicle according to any one of the above items. 7. The method according to claim 7, wherein the torque movement amount setting unit sets the torque movement amount to a larger value as the reference lateral acceleration is larger, according to the reference lateral acceleration, when the tack-in is predicted as described above. The vehicle left / right driving force adjusting device according to any one of claims 4 to 6 .