JPH07186766A - Control device for four wheel drive vehicle - Google Patents

Abstract

PURPOSE:To provide a 4WD(four wheel drive) vehicle control device which improves the reliability of a differential device for a wheel and makes it compact by preventing excessive driving torque transmitted to the differential device for a wheel on a side where the wheel is to be a driven wheel during normal running in starting the vehicle. CONSTITUTION:A 4WD vehicle control device having a differential limiting clutch means 19 to vary differential limiting torque in a front wheel differential device 7, a rear wheel differential device 10 and between both these differential devices according to the driven state of the vehicle has a control means 32 through which, for fixed time after starting the vehicle, the differential limiting clutch means 19 makes the differential limiting torque between both the differential devices zero to serve either the front or the rear wheel as a driven wheel, and after the fixed time, controls the differential eimiting torque between both the differential devices to bring the vehicle into a four wheel drive state.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a four-wheel drive vehicle, and more particularly to a front wheel differential device, a rear wheel differential device and a differential limiting torque between these two differential devices. The present invention relates to a control device for a four-wheel drive vehicle having differential limiting clutch means that changes according to a driving state.

[0002]

2. Description of the Related Art Conventionally, a four-wheel drive vehicle is provided with a transfer device that distributes a driving force to front wheels and rear wheels, and this transfer device normally has a differential gear that does not have a differential limiting function. A mechanism is provided, but recently, in order to make it possible to control the distribution of the driving force to the four wheels, a differential limiting device including an electromagnetic multi-plate clutch is provided together with or instead of the differential gear. Some have been proposed. On the other hand, Japanese Patent Application Laid-Open No. 63-251327 discloses a vehicle equipped with a center differential device for absorbing a rotational speed difference between front wheels and rear wheels and a differential limiting device for locking the center differential device. A four-wheel drive vehicle in which this sender differential device is locked by a differential limiting device at the time of starting to equalize the power distribution of the engine transmitted to the front wheels and the rear wheels at the time of starting the vehicle so that the vehicle can start smoothly. Is disclosed.

[0003]

Here, in normal traveling, for example, front wheel drive is used to drive only one wheel, which is the front wheel. In a traveling state where differential limitation is required, the other wheel, which is the rear wheel, is also driven. When the above conventional technique is applied to a so-called part-time four-wheel drive vehicle, the following problems occur. That is, in a four-wheel drive vehicle in which an electromagnetic multi-plate clutch is provided between the front wheel differential device and the rear wheel differential device,
In order to enable a smooth start, if the electromagnetic multi-plate clutch is energized to transmit equal drive torque to the front wheels and the rear wheels when the vehicle starts, a smooth start is possible,
On the other hand, the rear wheel diff is subjected to a torque considerably larger than that during normal running when the front wheels are driven and function as driven wheels. Therefore, the rear wheel differential needs to have a structure capable of withstanding the excessive torque for four-wheel drive even though such an excessive torque does not act during normal traveling. Therefore, in order to improve the reliability of the rear wheel diff, it is necessary to make it complicated and large, and on the other hand, there is a demand to make it as compact as possible. Therefore, such a conventional device has a problem that both reliability and compactness cannot be achieved at the same time, and there has been a demand for solving such a problem.

Therefore, the present invention has been made on the basis of such a conventional request, and an excessive driving torque transmitted to the wheel differential device on the side which becomes the driven wheel during normal running when the vehicle starts. It is an object of the present invention to provide a control device for a four-wheel drive vehicle in which the reliability of the wheel differential device is improved and the size is reduced by preventing the above.

[0005]

In order to achieve the above object, the present invention provides a front wheel differential device, a rear wheel differential device, and a differential limiting torque between these two differential devices to determine a vehicle operating condition. In a control device for a four-wheel drive vehicle having a differential limiting clutch means that changes in accordance with the above, the differential limiting clutch means sets the differential limiting torque between the two differential devices to zero for a predetermined time after starting the vehicle. Alternatively, one of the rear wheels is set as a driven wheel, and after the lapse of the predetermined time, the differential limiting clutch means controls the differential limiting torque between the differential devices to bring the four-wheel drive state. It is characterized by having. In the present invention thus configured, the control means sets the differential limiting torque between the front wheel differential device and the rear wheel differential device to zero by the differential limiting clutch means for a predetermined time after the vehicle starts. By doing so, either the front wheel or the rear wheel becomes the driven wheel. Therefore, the driving torque is not transmitted to the driven wheels, and an excessive driving torque does not act on the differential device of the driven wheels within a predetermined time when the vehicle starts. After the lapse of a predetermined time, the control means controls the differential limiting torque between the differential devices by the differential limiting clutch means to bring the four-wheel drive state. In this case, the driven wheels are already rotating, the frictional resistance between the road surface and the wheels is considerably lower than when the vehicle starts, and even if the drive torque is transmitted by the differential limiting clutch means, the drive state is achieved. No excessive driving torque is applied when the vehicle starts.

Further, the present invention further comprises a road surface friction coefficient estimating means for estimating a road surface friction coefficient, and the predetermined time is
The larger the road surface friction coefficient, the larger the setting. As a result, a larger drive torque acts on the differential gear on a road surface having a larger road surface friction coefficient, but this can be prevented because the predetermined time is set longer. Further, in the present invention, when the road surface friction coefficient is equal to or less than the predetermined value, the predetermined time is set to zero. As a result, the driving torque is transmitted to both the front wheels and the rear wheels by the limited slip differential clutch means even at the time of starting the vehicle. However, since the road surface has a small road surface friction coefficient, the frictional resistance between the road surface and the drive wheels is small, and a large drive torque does not act on the differential device between the front and rear wheels. Further, in the present invention, when the rotational speed of the driven wheels is equal to or higher than the predetermined value, the control device controls the differential limiting torque between the front wheel differential device and the rear wheel differential device by the differential limiting clutch means. The four-wheel drive state is controlled. This is because when the speed of rotation of the driven wheel exceeds a predetermined value, the frictional resistance between the road surface and the wheel is small, and even if the driven wheel is in the driving state, a large driving torque is generated by the wheel. This is because it does not act on the device.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the accompanying drawings. This embodiment is an example in which the present invention is applied to a four-wheel drive vehicle of a type in which the front wheels are driven during normal traveling and the rear wheels are also driven in a traveling state where differential limitation is required. First, a schematic overall configuration of a four-wheel drive vehicle to which the present invention is applied will be described with reference to FIG. As shown in FIG.
In a wheel drive vehicle, the left front wheel axle 5 is located between the left and right front wheels 1, 2.
And a right front wheel axle 6 are provided, a left rear wheel axle 8 and a right rear wheel axle 9 are provided between the left and right rear wheels 3, 4, and the left front wheel axle 5 and the right front wheel axle 6 are left and right. The front wheel differential 8 for permitting the differential between the front wheels 1 and 2 is interlocked and coupled, and the left rear wheel axle 8 and the right rear wheel axle 9 are the differentials for the rear wheel that permit the differential between the left and right rear wheels 3, 4. It is interlockingly connected by the moving device 10. A power unit 11 including an engine and an automatic transmission connected to the engine is disposed in the front-rear direction in the center of the front part of the vehicle body. The output shaft 12 of the power unit 11 is connected to the front wheel differential device 7. A front wheel driving force transmission system 13 for transmitting driving force,
From the output shaft 12 of the power unit 11 to the rear wheel differential 1
A rear wheel driving force transmission system 14 for transmitting the driving force to 0 is provided.

The front wheel drive force transmission system 13 transmits the drive force from the gear 15 fixed to the output shaft 12 to the gear 16, and the drive force of the gear 16 is transmitted via the front wheel drive shaft 17 to the front wheel differential device. 7 is configured to be transmitted. The rear wheel drive force transmission system 14 includes a rear wheel drive shaft 18 that is interlocked with the rear wheel differential device 10 and an electromagnetic clutch 19 provided between the output shaft 12 and the rear wheel drive shaft 18. An electromagnetic clutch 19 (differential limiting clutch means) capable of limiting the dynamic limiting torque is provided. The electromagnetic clutch 19 includes an output shaft 12
And a plurality of clutch plates 21 disposed in the case 20 and integrally rotating with the case 20.
And a plurality of clutch discs 22 disposed in the case 20 and rotating integrally with the rear wheel drive shaft 18, and electromagnets (which are the coil 23 and the magnetic disc) that act on the clutch plates 21 and the clutch discs 22. (Including a path forming member), and is composed of an electromagnet or the like fixed to the vehicle body. When the coil 23 of the electromagnetic clutch 19 is not energized, the electromagnetic clutch 19 is disengaged,
Although only the left and right front wheels 1 and 2 are driven and the driving force is not transmitted to the rear wheel drive shaft 18, when the coil 23 is energized, a drive torque equal to the fastening torque proportional to the magnitude of the coil current is applied to the rear wheel drive shaft. 18 is transmitted to the four-wheel drive state.

Next, the control system will be described. A power unit control device 30 for controlling the power unit 11, an ABS control device 31 (control device for anti-skid control) for controlling a braking device (not shown), and an electromagnetic clutch 19
And a clutch control device 23 for controlling the.
Further, as sensors, the rotation speed N1 of the left front wheel 1 is
A front left wheel speed sensor 34 that detects through a disk 33 that rotates integrally with the front left wheel axle 5, and a rotation speed N of the front right wheel 2.
2 through the disk 35 that rotates integrally with the right front wheel axle 6 and the right front wheel speed sensor 36, and the rotational speed N3 of the left rear wheel 3 through the disk 37 fixed to the left rear wheel axle 8. A left rear wheel wheel speed sensor 38 for detecting, a right rear wheel wheel speed sensor 40 for detecting the rotational speed N4 of the right rear wheel 4 via a disc 39 that rotates integrally with the right rear wheel axle 9, and a brake switch 41. , A steering angle sensor 43 for detecting the steering angle θh of the steering wheel 42, a neutral / inhibitor switch 44, a yaw rate sensor 45 for detecting a yaw rate ψv acting on the vehicle body, an idle switch 46 and a throttle opening sensor provided in the engine. 47, a crank angle sensor 48, and the like are provided.

The wheel speed sensors 34, 36, 38, 40
The wheel speed signals N1, N2, N3, N4 are input to the ABS control device 31, and from the ABS control device 31, the ABS signal and the wheel speed signals N1, N2, N3, N4 which are turned on during execution of the anti-skid control. Are supplied to the clutch control device 32. Further, the ABS control device 31 determines that the wheel speed signal N
The road surface friction coefficient μ is estimated based on 1, N2, N3, N4, and is supplied to the clutch control device 32. The switch signal BR from the brake switch 41 and the steering angle sensor 4
The steering angle signal θh from 3 and the yaw rate signal ψv from the yaw rate sensor 45 are directly input to the clutch control device 32. The switch signal NI from the neutral / inhibitor switch 44 and the idle switch 4
Switch signal ID from 6 and throttle opening sensor 4
The throttle opening signal TVO from 7 and the crank angle signal CA from the crank angle sensor 45 are supplied to the clutch control device 32 via the power unit control device 30. The clutch control device 32 is configured to be able to output a coil current Iout to the coil 23 of the electromagnetic clutch 19, and the clutch control device 32 is connected to a power source when the ignition switch is ON, and also the ignition switch is turned on. Is off, power is supplied from the backup battery 49, and the clutch control device 32
Is basically configured to operate when the ignition signal IG that is input when the ignition switch is ON is being input, but during the tailing process, the ignition switch signal IG is OF
Works with F.

The clutch control device 32 includes an A / D converter for A / D converting the detection signal as needed, a waveform shaping circuit for shaping the detection signal as necessary, an input / output interface, a CPU and a ROM. It is composed of a microcomputer including a RAM, a coil drive circuit that outputs a coil electromagnetic Iout to the coil 23, and the like. In the ROM of the microcomputer, as will be described later, a control program for driving force distribution control for controlling the fastening torque according to the running state of the four-wheel drive vehicle to control the driving force distribution to the four wheels 1 to 4. , A plurality of maps associated with the control program are input and stored in advance, and the RAM is
Various memories necessary for the arithmetic processing of the control are provided. Here, the outline of the control for the electromagnetic clutch 19 will be briefly described. As shown in FIG. 2, as the physical quantity (physical parameter) related to the running state and behavior of the four-wheel drive vehicle, mainly the differential rotation speed ΔN of the front and rear wheels,
The yaw rate ψv and the vehicle speed V are used. First, the detected differential rotation speed ΔN is applied to the map M1 to obtain the fastening torque Tn, and the fastening torque Tn is calculated using the map M1.
Gain G1n obtained from the gain characteristic of No. 2 and map M3
The gain is changed with the gain G2n obtained from the gain characteristic of the differential torque, and the fastening torque Tn at the time of the gain change is subjected to a holding process as necessary to perform the differential rotation speed reflecting fastening torque Tn.
Ask for 1.

In parallel with the above, the detected yaw rate ψv
The estimated lateral acceleration α obtained from the vehicle speed V and the vehicle speed V (the speed of the four-wheel drive vehicle) is applied to the map M4 to obtain the engagement torque Tψ.
The engagement torque Tψ is changed by the gain G1ψ obtained from the gain characteristic of the map M5 to obtain the yaw rate reflected engagement torque T2. In parallel with the above, the detected vehicle speed V
Is applied to the map M6 to obtain the engagement torque Tv and the vehicle speed reflected engagement torque T3. Next, the total fastening torque Tt obtained by adding the fastening torques T1, T2, and T3 is calculated by the map M
7 is applied to convert the coil current I into a coil current I, and then the coil current Iout is multiplied by a gain Ga by an ABS corresponding process and a gain Gt by a tailing process to obtain an output coil current Iout. The coil current Iout is set and output to the coil 23. Here, each of the maps M1, M4, M6 corresponds to a torque characteristic in which the characteristic of the fastening torque is set, and the maps M2, M4.
Each of M3 and M5 corresponds to a gain characteristic in which the characteristic of the gain multiplied by the engagement torque is set. Next, the structure of these maps M1 to M7 will be described. Map M
As shown in FIG. 3, 1 is a characteristic of the fastening torque Tn set with the differential rotation speed ΔN as a parameter, and the differential rotation speed ΔN is the maximum wheel speed and the minimum wheel speed of the detected four wheels. And the following equation is determined.

ΔN = Max [N1, N2, N3, N4] -min
[N1, N2, N3, N4] In the map M1, the solid line indicates the torque characteristic during acceleration, the broken line indicates the torque characteristic during deceleration, and a = 80 to 12
The values are 0, b = 40 to 80, c = 400 to 500. Although a slight slip is allowed during acceleration, it is desirable to prevent the wheels from locking during deceleration so that as many wheels as possible share the braking force, so a> b is set. Thereby, braking performance can be improved. As shown in FIG. 4, the map M2 shows the vehicle speed V and the yaw rate ψv.
Is set as a parameter, and the vehicle speed V is determined by the following equation by multiplying the detected minimum wheel speed by a constant. V = min [N1, N2, N3, N4] ・ 2π ・ rt ・ 60/10
00 where rt is the dynamic load radius of the tire. Since the lowest wheel speed is generated from the wheels gripping the road surface, the vehicle speed V is determined from the lowest wheel speed. In the map M2, in the area A1, the gain G1n = 1.0 is set to ensure straight running stability, and in the area A3, the gain G1n = 1.0 is set to prevent spin during a sharp turn. In the area A4, the gain G1n = 1.0 is ensured in order to secure the traveling performance during turning and enable the power drift traveling.
Is set to. Incidentally, d = 25 to 35, e = 70 to 10
0, f = 25 to 30, g = 40 to 60, and speed values.

Further, in the area A2, the gain G1n = 0 is set in order to improve the turning performance of turning a tight corner. Further, when turning, the ground load of the front and rear wheels changes due to the load movement due to acceleration, and the steering characteristics change. Therefore, in the region A5, it is necessary to switch to the torque characteristic based on the estimated lateral acceleration α in order to correct the change in the steering characteristic due to the movement of the load. Therefore, the gain G1n = 0 is set. The boundary line L1 is 0.
4G (where G is the gravitational acceleration) is a line corresponding to the lateral acceleration, and the boundary lines L2 and L3 decrease the yaw rate ψv as the vehicle speed V increases. Torque can be distributed to ~ 4. As shown in FIG. 5, the map M3 sets the characteristics of the gain G2n using the vehicle speed V and the differential rotation speed ΔN as parameters. The boundary line L4 is a line of the differential rotation speed ΔN corresponding to the case where the tire dynamic radius is reduced by 10% due to the decrease of the tire air pressure or the temper tire device, and the region B
In No. 1, in order to ignore the influence of the decrease in tire air pressure and the differential rotation speed ΔN due to the temper tire device, the gain G
2n = 0 is set, and in the region B2, the gain G2n = 1.0 is set to correspond to the differential rotation speed ΔN substantially generated.
Is set to. Note that h = 7, i = 70 to 100, j =
The value of h = 7 is about 30 to 50, and the value of h = 7 is the minimum vehicle speed that can be detected from the detection signals of the wheel speed sensors 34, 36, 38, 40.

As shown in FIG. 6, the hold process is a control for holding the fastening torque Tn for a predetermined time in order to prevent hunting, and the fastening torque Tn ≧ the set torque Tno (this is 95% of the maximum fastening torque). Is a value). In this hold processing, Tn ≧ Tn
When it is o, the fastening torque Tn is held for a predetermined hold time th while counting by the counter, and after the predetermined time th elapses, the hold process is released and the fastening torque Tn is decreased at a predetermined reduction rate. However, if the fastening torque Tn ≧ the set torque Tno is reached within the predetermined time tf after the release of the hold process, the next hold process is executed for the hold time 2th that is twice the previous hold time th, and the hold time After the elapse of 2th, the fastening torque Tn is reduced at a predetermined reduction rate as described above. As shown in FIG. 7, the map M4 sets the characteristic of the fastening torque Tψ using the estimated lateral acceleration α as a parameter. The estimated lateral acceleration α is determined by the following equation using the yaw rate ψv and the vehicle speed V as parameters. α = (V · 1000/3600) · (ψv · π / 10
0) In this map M4, when the estimated lateral acceleration α is greater than or equal to a certain value, the estimated lateral acceleration α increases as shown in the line L5 in order to improve the running performance of the winding traveling and enable the power drift traveling. Tightening torque Tψ
Is increased to a certain value.

Near the turning limit (position of estimated lateral acceleration α = m), since the front and rear wheels are directly connected to each other, there is a tendency to spin out. Therefore, the grip force of the rear wheels 3 and 4 is increased, and the front wheels 1 and 2 are also increased. In order to reduce the grip force and eliminate this spin-out tendency, a characteristic is set such that the fastening torque Tψ gradually decreases along the line L6 near the turning limit. As described above, when the turning degree is near the turning limit, the fastening torque Tψ gradually decreases along the line L6. Therefore, the fastening torque Tψ is not suddenly released and the front and rear wheels 1 to 4 are not released. Since the grip force of the vehicle does not change suddenly, it is possible to secure the steering stability in the limit turning traveling. In addition, k = 5.5 to 6.0, m
= 6.5 to 7.0, n = 440 to 460, which are values.
As shown in FIG. 8, the map M5 sets the characteristic of the gain G1ψ using the differential rotation speed ΔN as a parameter, and this map M5 shows the responsiveness when the differential rotation occurs during turning travel. It is for raising. Incidentally, p = 30
.About.40, q = 60 to 80, and values of the order. Map M6
Indicates that the characteristic of the engagement torque Tv is set with the vehicle speed V as a parameter, and this map M6 is for ensuring straight running stability during high-speed traveling. Incidentally, r = 60,
The values are s = 70 to 90, t = 100, and so on.

The map M7 is a map in which the relationship between the total engagement torque Tt and the coil current I is set. In consideration of the influence of the hysteresis of the coil 23, when the total engagement torque Tt increases, the map M7 is drawn by the broken line L7. When the current I is determined and the total engagement torque Tt decreases, the broken line L
The coil current I is determined by 8. The ABS corresponding process is a device for releasing the engagement torque of the electromagnetic clutch 19 in order to prevent the wheels from being locked by the ABS control device 31 while the ABS control is being executed, and the ABS signal is ON.
If the brake switch signal BR is ON, the gain Ga is set to 0, and otherwise the gain Ga is set to 1.0. Map M8 is
The characteristic of the gain Gt by the tailing process for preventing the shock due to the sudden change of the fastening torque when the running state is changed to the stopped state is set, and the fastening torque is gradually reduced over 3 seconds. It is set to various characteristics. The tailing processing conditions are ignition switch signal IG = OFF and crank angle signal CA = 0 (rp
m), vehicle speed V = 0, neutral / inhibitor signal NI
This is executed when the conditions of = ON are satisfied.

Next, referring to FIG. 12 to FIG. 14, the clutch control executed by the clutch control device 32 is performed, and the driving force for appropriately setting the distribution of the driving force to the four wheels in accordance with the traveling state. The contents of distribution control will be described. 12 to 14, the symbol S indicates each step. First, in S1, control is started when the ignition switch signal IG is turned ON, and first,
Various detection signals (N1 to N4, BR, ABS, TVO, C
(A, NI, θh, μ, etc.) are read. Next, in S2, it is determined whether or not it is the first speed, and in S3, the steering angle θh
Is a predetermined value, that is, whether the vehicle is in a straight-ahead state. Based on these S2 and S3, it is determined whether or not the vehicle is in a starting state.
When it is determined that the vehicle is in the starting state, the process proceeds to S4, and it is determined whether the road surface friction coefficient μ is equal to or larger than a predetermined value μ ₁ . If the road surface friction coefficient μ is greater than or equal to the predetermined value μ ₁ ,
The timer time TM is read in S5, and the elapsed time is added in S6. Next, in S7, it is determined whether the timer time TM is a predetermined time TM ₁ or less. This predetermined time TM ₁ is set by the map shown in FIG. 15, and is set larger as the road friction coefficient μ is larger, and is set to zero when the predetermined value μ ₁ or less.

If the timer time TM is less than the predetermined time TM _1, it is determined in S8 whether the rotational speed N3 of the left rear wheel is less than a predetermined value. If it is less than the predetermined value, the total fastening torque is determined in S9. Set Tt to zero. After that, the process jumps to S24 described later, the coil current is set to zero in S24, and finally, in S32, the coil of the electromagnetic clutch is not energized. As a result, at the time of starting the vehicle, when the road surface friction coefficient μ is equal to or greater than the predetermined value μ ₁ and within the predetermined time TM ₁ and the rotational speed of the rear wheels is within the predetermined value, the electromagnetic clutch 19 is disengaged, and Only the front wheels 1 and 2 are driven, and the driving force is not transmitted to the rear wheel drive shaft 18. On the other hand, not when the vehicle starts,
If the road surface friction coefficient μ is equal to or less than the predetermined value μ _{1 for} a predetermined time TM ₁ even when the vehicle starts, or if the rotation speed of the rear wheels is equal to or higher than the predetermined value, the process proceeds to S10. In S10, the differential rotation speed ΔN, the yaw rate ψv, the vehicle speed V, and the estimated lateral acceleration α are calculated as described above using the detection signal read in S1.

Next, in S11, the differential rotation speed ΔN is applied to the map M1 to calculate the engagement torque Tn, and then
In S12, the vehicle speed V and the yaw rate ψv are mapped to the map M.
2, the gain G1n is calculated, and then, in S13, the vehicle speed V and the differential rotation speed ΔN are applied to the map M3 to calculate the gain G2n. Next, in S14,
It is determined whether hold processing is necessary, and the determination result is No.
At the time of, the fastening torque Tn is held unchanged (S1
5) If the determination result of S14 is Yes, the fastening torque Tn is corrected by the hold process (S1).
6). Since this hold processing is as described above, its explanation is omitted. Next, in S17, the differential rotation speed reflecting fastening torque T1 is calculated by the following equation. T1 = Tn × G1n × G2n Next, in S18, the estimated lateral acceleration α is applied to the map M4 to calculate the fastening torque T1ψ, and then, in S19, the differential rotation speed ΔN is applied to the map M5 to obtain the gain. G
1ψ is calculated, and then, in S20, the yaw rate reflected fastening torque T2 is calculated by the following equation.

T2 = Tψ × G1ψ Next, in S21, the vehicle speed V is applied to the map M6 to calculate the engagement torque Tv, and then in S22, the vehicle speed reflected engagement torque T3 is calculated by the following equation. T3 = Tv Next, in S23, the total engagement torque Tt, which is the sum of the torques T1, T2, and T3, is calculated by the following equation. Tt = T1 + T2 + T3 Next, in S24, the total engagement torque Tt is set to the map M.
7 is applied to calculate the coil current I. When the total engagement torque Tt increases, the calculation is performed based on the line L7 of the map M7. When the total engagement torque Tt decreases, the coil current I is calculated on the line L8 of the map M7. Calculate based on Next, in S25, it is determined whether the ABS signal is ON and ABS control is being executed, and the brake switch signal BR is ON and the brake is operating. If the result of the determination is No, the gain Ga is Ga = Set to 1.0 (S2
6) If the determination result of S25 is Yes, the gain Ga is set to Ga = 0 (S27).

Next, in S28, it is determined whether tailing processing is necessary. This determination is made by ignition switch signal IG = OFF, crank angle signal CA = 0 (rp
m), vehicle speed V = 0, neutral / inhibitor signal NI
When the various conditions of = ON are satisfied, it is determined to be Yes, and when the various conditions are not satisfied, it is determined to be No. When the determination result is No, the gain Gt is set to Gt.
= 1.0 (S29), and the determination result is Yes.
When s, the gain Gt is calculated based on the clock time by the counter, the map M8 and the like (S30). Then S
In 31, the output coil current Iout output to the coil 23 is calculated by the following equation. Iout = I × Ga × Gt Next, in S32, the output coil current Iout is output to the coil 23, and then the process returns to return to S1 to S32.
However, it is repeatedly executed every predetermined minute time. In this four-wheel drive vehicle, there are an auto mode in which the drive force distribution control is automatically executed, an FF mode in which only the front wheels are always driven, and a 4WD mode in which four electromagnetic wheels are always connected to drive the four wheels. Is configured to be selectively set, and the high μ road traveling mode and the low μ road traveling mode can be selectively set.

Further, the present invention is a four-wheel drive vehicle in which the rear wheels are always driven, the front wheels are driven wheels in a normal traveling state, and the rear wheels are driven only when four-wheel drive is required. Can also be applied to. The torque characteristic and the gain characteristic are characteristics premised on a high μ road, and S10 to S32 relate to the case of the auto mode and the high μ road traveling mode.
Incidentally, in the low μ road traveling mode, substantially the same characteristics as the torque characteristics and the gain characteristics are applied, but the values of the various values (a to k, m, n, p to t) are required. The slip suppression direction is changed accordingly, and the line L5 itself is changed to the left with respect to the characteristics of the map M4. As described above, according to this embodiment, at the time of starting the vehicle, with the road surface friction coefficient mu is a predetermined value mu ₁ or more, when the rotational speed of the rear wheel and at a predetermined time TM ₁ within the predetermined value or less , The electromagnetic clutch 19 is disengaged,
Only the left and right front wheels 1 and 2 are driven, and the driving force is not transmitted to the rear wheel drive shaft 18. As a result, an excessive torque does not act on the rear wheel differential gear 10 when the vehicle starts moving. Further, when the road surface friction coefficient μ is a predetermined value μ ₁ or less and a predetermined time TM _{1 has} elapsed, or when the rotation speed of the rear wheels is a predetermined value or more, the coil 23 of the electromagnetic clutch 19 is energized, and the coil A drive torque equal to the engagement torque proportional to the magnitude of the current is transmitted to the rear wheel drive shaft 18 and the four-wheel drive state is set. In this case, the rear wheels are already rotating, and the frictional resistance between the road surface and the wheels is considerably lower than when the vehicle is starting.Therefore, excessive torque, such as when starting, is applied to the rear wheels. There is no.

Therefore, according to the present embodiment, excessive torque does not act on the rear wheel side even when the vehicle starts and then travels in the four-wheel drive state.
0 can have a compact structure and high reliability. Further, in this embodiment, the predetermined time TM ₁ after starting is set to be larger as the road surface friction coefficient μ is larger. The reason for this is as follows. That is, if the rear wheels are in a driving state at the time of starting on the higher μ road, the friction resistance between the road surface and the driving wheels is large, so that the rear wheel differential device 10 is provided.
Also a large torque acts. In order to prevent such an excessive torque from acting, the predetermined time TM ₁ is set long. Also, this predetermined time TM
₁ is set to zero below a predetermined value μ ₁ . As a result, even when the vehicle starts moving, the electromagnetic clutch 19
Drive torque is transmitted to the rear wheels. However, low μ
Since it is a road, the frictional resistance between the road surface and the drive wheels is small, and a large torque does not act on the rear wheel differential device 19. Further, in this embodiment, when the rotational speed of the rear wheels becomes equal to or higher than the predetermined value even within the predetermined time when the vehicle starts, the electromagnetic clutch 19 transmits the driving torque to the rear wheels to drive the four wheels. It is in a state. When the rotational speed of the rear wheels is equal to or higher than a predetermined value, the frictional resistance between the road surface and the wheels is small, and a large torque acts on the rear wheel differential device 19 even when the rear wheels are driven. Because there is nothing to do.

Further, as described above, in the driving force distribution control (differential limit control) executed by the clutch control device 32 of the present embodiment, the engagement torque Tn corresponding to the differential rotation speed ΔN, The engagement torque Tψ according to the estimated lateral acceleration α and the engagement torque Tv according to the vehicle speed V are obtained from the respective torque characteristic maps, and the differential limiting torque of the electromagnetic clutch 19 is controlled based on the total torque. Therefore, ideally, the driving force distribution according to the differential rotational speed ΔN during slope traveling or turning traveling, the driving force distribution according to the yaw rate ψv during turning traveling, and the driving force distribution according to the vehicle speed V are ideal. I can do it. Moreover, since the engagement torque Tn is changed with the gain G1n obtained from the map M2 based on the vehicle speed V and the yaw rate ψv, the engagement is performed by comprehensively considering the differential rotation speed ΔN, the vehicle speed V, and the yaw rate ψv. The torque Tn can be set appropriately. In particular, in the map M2, the lines L2 and L3 are set to have a characteristic that ψv decreases with an increase in the vehicle speed V, so that the torque distribution according to the increase in the lateral acceleration α is the tire lateral force. It becomes possible to distribute the torque in consideration of the limit of, and it is possible to prevent the sudden change of the tire lateral force and the steep characteristic of the steer characteristic during the turning traveling, and to improve the turning performance remarkably.

Particularly, on the map M2, the predetermined vehicle speed d
Regarding the following areas, by setting the gain G1n = 1.0 in the yaw rate small area A1, it is possible to improve the straight running stability, and in the yaw rate intermediate area A2, the gain G is increased.
By setting 1n = 0, it is possible to improve the turning performance when turning in a tight corner, and by setting the gain G1n = 1.0 in the excessive yaw rate region A3, spin prevention is achieved and steering stability is improved. Can be increased. Moreover, in the map M2, the lines L2 and L3 are set to have a characteristic that ψv decreases with an increase in the vehicle speed V, so that the torque distribution corresponds to an increase in the lateral acceleration α,
It becomes possible to distribute torque considering the limit of tire lateral force,
It is possible to prevent a sudden change in the tire lateral force and a steep change in the steer characteristic during turning and to improve the turning performance remarkably. In particular, in the map M3, the line L4 that separates the region B1 from the region B2 is a line indicating the differential rotation speed ΔN corresponding to the case where the tire dynamic radius is reduced by 10%, and the differential rotation speed ΔN is the line L4. In the following region, the gain G2n is G2
Since n is set to 0, the tire pressure drops,
Since the fastening torque Tn is not controlled to increase due to the erroneous differential rotation speed ΔN that occurs when a temper tire having a small radius is mounted, the accuracy and reliability of the differential limiting control can be improved.

Further, since the engagement torque Tn is changed by the gain G2n obtained from the vehicle speed V and the differential rotation speed ΔN, the engagement torque is taken into consideration in consideration of the correlation between the differential rotation speed ΔN and the vehicle speed V. Tn can be set appropriately. Moreover, map M1
Indicates that the torque characteristics at the time of acceleration shown by the solid line and the torque characteristics at the time of deceleration shown by the broken line are set to different characteristics.The torque characteristics at the time of deceleration have more differential limiting action than the torque characteristics at the time of acceleration. Since the height is increased, the differential limitation can be performed with appropriate characteristics at the time of acceleration and deceleration, so that it is possible to ensure both driveability during acceleration and braking performance during deceleration. Also,
Gain G obtained from the engagement torque T ψ from the differential rotation speed ΔN
Since the gain is changed with 1n, the yaw rate ψ and the vehicle speed V
And the differential rotation speed ΔN are comprehensively taken into consideration, and the fastening torque T
ψ can be set appropriately. Also, the fastening torque T
Since the gain of ψ is changed by the gain G1n obtained from the differential rotation speed ΔN, the yaw rate ψ, the vehicle speed V, and the differential rotation speed ΔN are comprehensively taken into consideration to appropriately set the engagement torque Tψ. be able to. In particular, as shown in the map M4 shown in FIG. 7, the lateral acceleration α is a predetermined lateral acceleration (position where α = m).
In the above case, since the fastening torque Tψ is gradually reduced along the line L6, the grip force of the front and rear wheels 1 to 4 (tire lateral force of the tire) is increased in a severe turning traveling state near the turning limit. ) Does not suddenly change, and the effective driving force does not suddenly change, so that the stability of turning traveling can be secured.

Further, in order to determine the coil current I based on the map M7 in which the hysteresis of the coil 23 is added,
The coil current I can be set with high accuracy. In addition to the above, hold processing can suppress hunting,
Further, the tailing process can prevent a shock when the vehicle is stopped. In the embodiment, the three torque characteristics are preset in the maps M1, M4, M6, but some or all of the torque characteristics are preset in the table or the arithmetic expression. May be. Similarly, the three gain characteristics are represented by maps M2, M3, and M.
Although it is preset to 5, some or all of these gain characteristics may be preset to a table or an arithmetic expression. Further, regarding the map M4, the actual lateral acceleration acting on the vehicle body may be applied as a parameter of the horizontal axis. In that case, the actual lateral acceleration detected by the lateral acceleration detection sensor is applied to the map M4. Then, the fastening torque Tψ is obtained. The total fastening torque Tt may be calculated without using the vehicle speed reflecting fastening torque T3 as necessary, and the total fastening torque Tt may use the yaw rate reflecting fastening torque T2 as necessary. It may be configured so as to obtain without using.

[0029]

As described above, according to the control device for a four-wheel drive vehicle of the present invention, the excessive drive torque transmitted to the differential device for the wheel on the side which becomes the driven wheel at the time of normal running at the time of starting the vehicle is exerted. By preventing it, the reliability of the wheel differential device can be improved and the wheel device can be made compact.

[Brief description of drawings]

FIG. 1 is a block diagram of a control device for a four-wheel drive vehicle according to the present invention;
Overall configuration diagram showing a wheel drive vehicle

FIG. 2 is an explanatory diagram showing the content of driving force distribution control of a four-wheel drive vehicle.

FIG. 3 is a map M1 showing the torque characteristics of the engagement torque Tn.

FIG. 4 is a map M2 showing a gain characteristic of a gain G1n.

FIG. 5 is a map M3 showing a gain characteristic of a gain G2n.

FIG. 6 is a diagram showing a hold process.

FIG. 7 is a map M4 showing torque characteristics of the fastening torque Tψ.

FIG. 8 is a map M5 showing torque characteristics of a gain G1ψ.

FIG. 9 is a map M6 showing torque characteristics of the engagement torque Tv.

FIG. 10 is a map M7 for converting the total engagement torque Tt into a coil current.

FIG. 11 is a map M8 showing the gain characteristic of the gain Gt in the tailing process.

FIG. 12 is a first half of a flowchart showing driving force distribution control.

FIG. 13 is an intermediate part of a flowchart showing driving force distribution control.

FIG. 14 is a second half of a flowchart showing driving force distribution control.

FIG. 15 is a map showing a relationship between a road surface friction coefficient μ and a predetermined time TM _1.

[Explanation of symbols]

 1 Front Wheel 2 Front Wheel 3 Rear Wheel 4 Rear Wheel 7 Front Wheel Differential Device 10 Rear Wheel Differential Device 19 Electromagnetic Clutch 23 Coil 31 ABS Controller 32 Clutch Controller 38 Left Rear Wheel Wheel Speed Sensor 40 Right Rear Wheel Wheel Speed Sensor 43 Steering angle sensor 44 Neutral / inhibitor switch

Claims (4)

[Claims] 1. A four-wheel drive having a front-wheel differential device, a rear-wheel differential device, and a differential limiting clutch means for changing a differential limiting torque between these differential devices according to a driving state of a vehicle. In a vehicle control device, for a predetermined time after starting the vehicle, the differential limiting clutch means sets the differential limiting torque between the two differential devices to zero and either one of the front wheels or the rear wheels is set as a driven wheel, and 4. A control device for a four-wheel drive vehicle, comprising control means for controlling the differential limiting torque between the differential devices by the differential limiting clutch means after a lapse of time to bring the four-wheel drive state. 2. The control device for a four-wheel drive vehicle according to claim 1, further comprising a road surface friction coefficient estimating means for estimating a road surface friction coefficient, wherein the predetermined time is set to be larger as the road surface friction coefficient is larger. 3. When the road surface friction coefficient is less than a predetermined value,
The control device for a four-wheel drive vehicle according to claim 2, wherein the predetermined time is set to zero. 4. When the rotational speed of the driven wheels is equal to or higher than a predetermined value, the control device controls the differential limiting torque between the differential devices by the differential limiting clutch means to drive four wheels. The control device for a four-wheel drive vehicle according to claim 1, which is set in a state.