JP3412313B2 - Driving force distribution control device for four-wheel drive vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive force distribution control device for a four-wheel drive vehicle, and more particularly to distribution control of engine drive force to main drive wheels and sub drive wheels.

[0002]

2. Description of the Related Art As a conventional drive force distribution control device for a four-wheel drive vehicle, there is known a device disclosed in Japanese Patent Application Laid-Open No. 2-270641. This is a configuration in which the engine driving force is transmitted to the front wheels (slave driving wheels) via the torque distribution clutch whose fastening force changes according to the control signal, to the rear wheels (main driving wheels) of the drive system directly connected to the engine. In the four-wheel drive vehicle, the rotational speed difference between the front and rear wheels is calculated, and the engagement force of the clutch is increased as the rotational speed difference increases, that is, the rear wheel, which is the main drive wheel, generates more slip. The driving force distribution to the front wheels (sub-driving wheels) is increased to quickly suppress the slip of the rear wheels (main driving wheels).

Further, in the device disclosed in the above publication, the vehicle is started in order to prevent the idling of the rear wheels (main driving wheels) at the time of starting due to the delay of the driving force distribution control based on the rotational speed difference. When the vehicle speed is low (when the vehicle speed is low), the clutch engaging force is controlled to increase in proportion to the accelerator opening (engine driving force).

[0004]

In the driving force distribution control device as described above, in order to avoid a sudden change in the driving force distribution state and stabilize the driving performance, the changing speed of the clutch engaging force is limited. Preferably. On the other hand, for example, in the case of the configuration in which the clutch engagement force, that is, the driving force distribution to the driven wheels is determined according to the accelerator opening degree at the time of starting (at low vehicle speed) as described above, the accelerator is depressed sharply. When the acceleration operation is performed, control for greatly increasing the driving force distribution to the sub-driving wheels (control for greatly increasing the clutch engagement force) is performed in order to avoid idling of the main driving wheels due to such rapid acceleration.

Here, when such a rapid acceleration operation is performed and then the vehicle immediately shifts to a deceleration turn, the actual fastening force is not easily reduced by the limiting control of the fastening force change speed, and the secondary driving is performed. The distribution to the wheels may be continuously performed even after the deceleration turning operation is started by being affected by the sudden acceleration operation before turning. In this way, when the driving force is distributed to the driven wheels during the decelerating turning operation, there is a fear that a tight corner braking phenomenon or understeer may occur to impair the maneuverability during turning.

The tight corner brake means a phenomenon in which a vehicle is hard to bend as if it was braked due to a rotation difference generated between a front wheel and a rear wheel at the time of turning during four-wheel drive traveling. And On the other hand, if it is configured to always allow a relatively large speed for changing the fastening force, the driving force distribution to the driven wheels will suddenly decrease at the time of acceleration in which it is desired to maintain the driving force distribution to the driven wheels. There is a problem such as the fear of being unable to maintain.

The present invention has been made in view of the above problems, and avoids occurrence of a tight corner braking phenomenon or understeer due to unnecessary driving force distribution to the driven wheels during deceleration turning immediately after rapid acceleration. At the same time, it is an object of the present invention to provide a driving force distribution control device capable of stabilizing driving performance during acceleration.

[0008]

Therefore, in the drive force distribution control device for a four-wheel drive vehicle according to the invention of claim 1, the fastening force for the main drive wheels of the engine direct drive system changes according to the control signal. A drive force distribution control device for a four-wheel drive vehicle having driven wheels to which engine drive force is transmitted via a torque distribution clutch, and is configured as shown in FIG.

In FIG. 1, the engagement force control means controls the engagement force of the torque distribution clutch according to operating conditions. Here, the allowable maximum reduction speed switching means, the maximum allowable rate of decrease in the fastening force that is controlled by the engagement force control means, and means for switching set in accordance with the acceleration or deceleration state of the vehicle, before
Note that the maximum permissible decrease speed is reduced when the vehicle is decelerated
Greater reduction rate. The fastening force reduction speed limiting means limits the fastening force reduction speed controlled by the fastening force control means within the allowable maximum reduction speed switched and set by the allowable maximum reduction speed switching means.

In the drive force distribution control device for a four-wheel drive vehicle according to the invention of claim 2, the engagement force control means calculates the required engagement force according to the difference in rotational speed between the main drive wheel and the sub drive wheel. The fastening force calculation means based on the rotational speed difference, the fastening force calculation means based on the accelerator opening degree that calculates the required fastening force according to the accelerator opening degree at the time of starting, and the final based on the required fastening force calculated by each of the means. Target fastening force setting means for setting a specific target fastening force.

In the drive force distribution control device for a four-wheel drive vehicle according to a third aspect of the present invention, the increasing speed of the engaging force controlled by the engaging force control means is higher than the allowable maximum decreasing speed by a predetermined allowable maximum. The configuration is such that a fastening force increasing speed limiting means for limiting the speed within the increasing speed is provided.

[0012]

According to the drive force distribution control device for a four-wheel drive vehicle according to the invention of claim 1, when the vehicle is decelerated as compared with when it is decelerated.
Is allowed to control the tightening force at a higher speed,
As a result, the fastening force greatly increased before the deceleration turn is controlled.
However, it is retained even after shifting to deceleration turning.
It can be avoided, but at the time of acceleration, the speed at which the fastening force decreases is reduced.
Drive power is distributed to the driven wheels continuously by limiting
So that

[0013]

[0014]

According to the driving force distribution control device for a four-wheel drive vehicle according to the invention of claim 2 , the driving force is distributed to the driven wheels on the basis of the occurrence of the idling of the main driving wheels, so that the idling state is promptly changed. It can be resolved to
It is possible to prevent the occurrence of idling by distributing the driving force to the driven wheels according to the accelerator opening degree without waiting for the occurrence of idling. Here, even if the accelerator is largely opened before the deceleration turn and the fastening force is controlled to be greatly increased, the fastening force can be relatively quickly reduced by the limitation of the maximum reduction speed, so the accelerator is largely opened. It is possible to avoid unnecessary driving force distribution during the deceleration turn immediately after.

According to the drive force distribution control device for a four-wheel drive vehicle according to the third aspect of the present invention, the increasing speed of the engaging force allows a changing speed higher than that in the case where the decreasing speed of the engaging force is limited. The driving force can be promptly distributed under the driving condition where the driving force needs to be distributed to the driving wheels.

[0017]

EXAMPLES Examples of the present invention will be described below. Figure 2
1 is an overall system diagram of a drive system in a four-wheel drive vehicle to which a drive force distribution control device according to the present invention is applied. The vehicle shown in FIG. 2 is a rear-wheel-based four-wheel drive vehicle, and its drive system includes an engine 1, a transmission 2, a transfer input shaft 3, a rear propeller shaft 4, a rear differential 5, and rear wheels (main drive wheels). ) 6, a transfer output shaft 7, a front propeller shaft 8, a front differential 9, and front wheels (driven wheels) 10. The engine driving force transmitted via the transmission 2 is directly transmitted to the rear wheels 6 and the front wheels 10 The engine driving force is transmitted to the engine through a transfer 11 provided between the transfer input / output shafts 3 and 7 which is a front wheel drive system.

The drive force distribution control device for optimally controlling the drive force distribution between the front and rear wheels is a wet multi-plate friction clutch 11a.
The transfer with built-in (clutch for torque distribution)
11, a control oil pressure generator 20 that generates a control oil pressure Pc that serves as a clutch engagement force, and a solenoid valve 28 provided in the control oil pressure generator 20 to a predetermined solenoid drive current i based on information from various input sensors 30. And a torque split controller 40 (fastening force control means) that outputs

The control oil pressure generator 20 includes a motor 22 driven or stopped by a relief switch 21, and the motor 22.
Hydraulic pump 24 that is operated by the suction pump to suck hydraulic oil from reservoir tank 23, accumulator 26 that stores pump discharge pressure (primary pressure) from hydraulic pump 24 via check valve 25, and line pressure from accumulator 26 ( (Secondary pressure) is adjusted to a predetermined control oil pressure Pc by a solenoid drive current i from the torque split controller 40, and hydraulic oil of the control oil pressure Pc is supplied to the clutch port via a control oil pressure pipe 29. To be done.
The control oil pressure Pc supplied to the clutch port
The clutch torque (engaging force) of the wet multi-plate friction clutch 11a is controlled in accordance with the above, and the distribution of the driving force to the front wheels, which are the driven wheels, is controlled in accordance with the clutch torque (engaging force).

FIG. 3 is a block diagram showing an electronic control system in the embodiment. Here, on the input side of the torque split controller 40, as the various input sensors 30, there are left front wheel rotation sensor 30a, right front wheel rotation sensor 30b, left rear wheel rotation sensor 30c, right rear wheel rotation sensor 30d, and first lateral acceleration. Sensor 30e, second lateral acceleration sensor 30f, accelerator opening sensor
The solenoid valve 28 is connected to the output side of the torque split controller 40.

Next, the torque split controller 40
The state of the driving force distribution control (clutch torque control) to the front and rear wheels performed by the above will be described with reference to the flowchart of FIG. In the present embodiment, the fastening force control means (including the fastening force calculation means based on the rotational speed difference, the fastening force calculation means based on the accelerator opening, the target fastening force setting means), the allowable maximum reduction speed switching means, and the fastening force reduction speed. As shown in the flowchart of FIG. 4, the torque split controller functions as the limiting means and the fastening force increasing speed limiting means.
40 has software.

In the flowchart of FIG. 4, first, S
1, the left front wheel speed V detected by the various input sensors 30
_WFL, Right front wheel speed V_WFR, Left rear wheel speed V_WRL, Rear right wheel speed V
_WRR, First lateral acceleration Y_G1, Second lateral acceleration Y_G2,accelerator
Read various data such as opening θ. In S2, the
1 Lateral acceleration Y_G1And the second lateral acceleration Y_G2And the average value (Y_G=
(Y _G1+ Y_G2) / 2) is calculated, and the average value is divided by the driving force.
Lateral acceleration Y used for distribution control_GAnd

At S3, the left rear wheel speed V _WRL and the right rear wheel speed V
The average value with _WRR is obtained, and this is set as the rotation speed V _{WR of the} rear drive wheel (V _WR = (V _WRL + V _WRR ) / 2).
In S4, an average value of the left front wheel speed V _WFL and the right front wheel speed V _WFR is obtained, and this is set as the rotation speed V _WF of the front wheels that are the driven wheels (V _WF = (V _WFL + V _WFR ) / 2). In the present embodiment, the front wheel rotation speed V _{WF is set} to the vehicle speed equivalent value.

In S5, a rotational speed difference ΔV _W between the rotational speed V _{WR of the} rear wheels which are the main driving wheels and the rotational speed V _WF of the front wheels which are the secondary driving wheels is calculated (ΔV _W = V _WR −V _WF). ). Then, in S6, the basic value TΔV (basic required engaging force) of the clutch torque (engaging force) of the wet multi-plate friction clutch 11a (torque distributing clutch) is set according to the rotational speed difference ΔV _W. Here, the basic value TΔV is set so that the clutch torque is increased and the driving force distribution to the front wheels is increased as the rotational speed difference ΔV _W increases, but the gain is changed according to the lateral acceleration Y _G. It is preferable to set so that the driving force distribution can be made relatively small on a high friction coefficient road where the lateral acceleration Y _G is large so that the occurrence of tight corner braking can be avoided.

At S7, the vehicle speed VSP (the rotation speed V of the front wheels V
_WF ) is above a predetermined speed (for example, 20 km / h) set as a criterion for starting the vehicle. Here, when the vehicle speed VSP (rotational speed V _{WF of the} front wheels) is determined to be less than the predetermined speed, when the vehicle is equivalent to the start, the process proceeds to S8, and the clutch torque (engagement force) TS for the start control according to the accelerator opening θ. Set (Required fastening force for start control). Here, the clutch torque Ts is configured to be set to increase as the accelerator opening θ increases, whereby the driving force distribution to the front wheels is increased as the vehicle suddenly starts, and the idle wheels of the rear wheels when the vehicle starts. To prevent this.

On the other hand, if it is determined in S7 that the vehicle speed VSP (the rotational speed V _{WF of the} front wheels) is equal to or higher than the predetermined speed,
When it is determined that the vehicle is not in the starting state, the clutch torque (engagement force) TS for controlling the starting state is set to zero in S9 and the process proceeds to S10. In S10, the larger one of the clutch torque basic value TΔV and the clutch torque TS for starting control is selected and set to the target clutch torque T1 (target engagement force).

In S11, it is determined whether or not the vehicle is in a decelerating state based on the rate of change of the vehicle speed VSP (rotational speed V _{WF of the} front wheels) with time. When it is determined that the vehicle is in the decelerating state, the process proceeds to S12, where the maximum allowable speed for increasing the clutch torque (engagement force) is 120 kgm, for example.
In addition to / s, the maximum permissible speed when the clutch torque is controlled to decrease is set to, for example, 60 kgm / s.

On the other hand, when it is determined that the vehicle is not in the decelerating state (in the accelerating state), the routine proceeds to S13, where the maximum allowable speed for increasing the clutch torque (engagement force) is set to 120 kgm / s, and The maximum permissible speed when controlling the clutch torque to decrease is, for example, 15 kgm / s. That is,
A constant allowable maximum speed (120 kgm / s) is set regardless of the acceleration / deceleration state during clutch torque increase control, but during reduction control, the maximum allowable speed during reduction control depends on whether the vehicle is in the deceleration state. Are set differently, and the clutch torque is controlled to decrease more quickly as the vehicle decelerates (see FIG. 5).

According to the switching setting of the allowable maximum speed, for example, a rapid acceleration operation is performed by stepping on the accelerator greatly, and after a control for greatly increasing the clutch torque (driving force distribution) is performed along with the rapid acceleration operation. When the vehicle immediately shifts to the decelerating turn, the clutch torque can be quickly reduced to prevent the drive force from being unnecessarily distributed to the front wheels during the decelerating turn to cause the tight corner braking phenomenon and the understeer.

On the other hand, at the time of acceleration, the clutch torque is kept relatively high by reducing the clutch torque relatively slowly, and it is possible to prevent the clutch torque from being carelessly reduced to cause idling, thereby preventing idling. Can be effective.
Also, by setting the maximum allowable speed in the increase control higher than the maximum allowable speed in the decrease control, the responsiveness in the starting torque control and the clutch torque control based on the rotational speed difference is secured, and the prevention of idling is ensured. Moreover, when idling occurs, idling is suppressed with good responsiveness.

In the above description, the maximum allowable speed when the clutch torque is controlled to be reduced is switched and set depending on whether the vehicle is in the decelerating state. However, the acceleration (including negative acceleration) is calculated. Then, the maximum allowable speed may be changed stepwise according to the acceleration while maintaining the basic characteristic that a large reduction speed is allowed when decelerating as compared with the acceleration. Further, instead of determining the acceleration / deceleration state of the vehicle based on the time change rate of the vehicle speed VSP, the acceleration / deceleration state may be determined based on the longitudinal G of the vehicle. Further, as the configuration in which the allowable maximum speed is set by adding the information on the steering angle and the lateral acceleration to the information on the acceleration / deceleration state, for example, the speed at which the clutch torque decreases may be increased by specifying the deceleration turn.

At S14, the final final clutch torque T is compared with the target clutch torque T1 set at S10 this time so that the clutch torque T does not change at a speed exceeding the allowable maximum speed. The final clutch torque T of this time is set by adding a limit. In S15, the clutch torque T set in S14 is converted into a clutch torque control signal (for example, solenoid drive current i) and output.

In the above embodiment, an example of a rear wheel-based four-wheel drive vehicle has been shown, but it is obvious that a front wheel-based four-wheel drive vehicle having front wheels as main drive wheels may be used. Further, in the above embodiment, the clutch torque TS for starting control is set according to the accelerator opening θ, but the throttle valve opening of the engine is detected as a parameter corresponding to the accelerator opening θ. Alternatively, the clutch torque may be set according to the rate of change of the accelerator opening θ.

Further, in the above embodiment, only the clutch torque control based on the rotational speed difference and the clutch control based on the accelerator opening at the time of starting are shown, but the initial torque control according to the oil temperature and the operation of the antilock brake are performed. Torque control depending on the state may be combined.

[0035]

Four-wheel drive vehicle according to the invention of claim 1 as described above, according to the present invention, according to the driving force distribution control apparatus, the vehicle
Faster force at a higher speed when decelerating than when accelerating
Since it is configured to allow reduction control of
The fastening force, which has been greatly increased before turning, shifts to the deceleration turn.
It is possible to avoid being held even after doing so, deceleration turning
Tight corner braking phenomenon and understeer
While avoiding the occurrence of
The reduction speed of the
The driving force can be distributed to maintain the driving performance.
There is an effect that you can.

[0036]

According to the drive force distribution control device for a four-wheel drive vehicle according to the second aspect of the present invention, the drive force is distributed to the sub-driving wheels based on the occurrence of idling in the main driving wheels, and the idling state is promptly changed. It can be resolved to
Without waiting for the occurrence of the idling, the driving force is distributed to the driven wheels according to the accelerator opening to prevent the occurrence of the idling, and the clutch is engaged with the accelerator opening operation at the start. Even if the force is controlled to increase, there is an effect that the fastening force can be promptly reduced during the deceleration turn immediately after that.

According to the drive force distribution control device for a four-wheel drive vehicle of the third aspect of the present invention, since the increasing speed of the engaging force allows the changing speed higher than that in the case of limiting the decreasing speed of the engaging force, the secondary drive There is an effect that the driving force can be promptly distributed under the driving condition in which the driving force is distributed to the wheels.

[Brief description of drawings]

FIG. 1 is a basic configuration block diagram of an apparatus according to the invention of claim 1.

FIG. 2 is an overall configuration diagram showing a drive system in an embodiment.

FIG. 3 is a block diagram showing an electric control system in the embodiment.

FIG. 4 is a flowchart showing driving force distribution control in the embodiment.

FIG. 5 is a diagram showing a change in a torque distribution clutch engaging force in the embodiment.

[Explanation of symbols]

1 engine 2 transmission 3 Transfer input shaft 4 Rear propeller shaft 5 Rear differential 6 rear wheels (main drive wheels) 7 Transfer output shaft 8 Front propeller shaft 9 Front differential 10 front wheels (driven wheels) 11 Transfer 11a Wet multi-plate friction clutch (torque distribution clutch) 20 Control oil pressure generator 30 Various input sensors 30a Left front wheel rotation sensor 30b Right front wheel rotation sensor 30c Left rear wheel rotation sensor 30d Right rear wheel rotation sensor 30e First lateral acceleration sensor 30f Second lateral acceleration sensor 30g accelerator opening sensor 40 Torque split controller

Front page continuation (58) Fields surveyed (Int.Cl. ⁷ , DB name) B60K 17/34-17/35 B60K 41/00 F16D 48/00

Claims (3)

(57) [Claims] 1. A four-wheel drive system comprising sub-drive wheels for transmitting engine drive power to a main drive wheel of an engine direct drive system via a torque distribution clutch whose engaging force changes according to a control signal. A driving force distribution control device for a vehicle, comprising: a fastening force control means for controlling the fastening force according to a driving condition; and an allowable maximum reduction speed of the fastening force controlled by the fastening force control means, An allowable maximum decrease speed switching means for switching and setting according to the state, and a tightening force decrease speed controlled by the engaging force control means is limited within the allowable maximum decrease speed switched by the allowable maximum decrease speed switching means. Tightening force reduction speed limiting means,
It is configured to include a, the maximum allowable reduction speed switching means, the maximum allowable reduction
Greater speed reduction during deceleration compared to vehicle acceleration
A driving force distribution control device for a four-wheel drive vehicle, which is characterized by speed . 2. The fastening force control means calculates a required fastening force according to a rotational speed difference between the main driving wheel and the driven wheel, and a fastening force calculating means based on a rotational speed difference; and an accelerator opening degree when starting. And a target fastening force setting means for setting a final target fastening force based on the required fastening force calculated by each of the means. 4. The structure according to claim 1 , wherein
Drive force distribution control device for wheel drive vehicle. 3. A fastening force increase speed limiting means for limiting the increasing speed of the fastening force controlled by the fastening force control means to a predetermined allowable maximum increasing speed faster than the allowable maximum decreasing speed. The drive force distribution control device for a four-wheel drive vehicle according to claim 1 or 2 .