JPH0725270B2 - Rear wheel torque distribution control device for vehicle - Google Patents
Rear wheel torque distribution control device for vehicleInfo
- Publication number
- JPH0725270B2 JPH0725270B2 JP61023238A JP2323886A JPH0725270B2 JP H0725270 B2 JPH0725270 B2 JP H0725270B2 JP 61023238 A JP61023238 A JP 61023238A JP 2323886 A JP2323886 A JP 2323886A JP H0725270 B2 JPH0725270 B2 JP H0725270B2
- Authority
- JP
- Japan
- Prior art keywords
- torque distribution
- vehicle
- steering
- clutch
- rear wheel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
Description
【発明の詳細な説明】Detailed Description of the Invention
本発明は、車両の操縦安定性や旋回性の対策として、左
右後輪のトルク配分を走行条件により自動的に制御する
車両の後輪トルク配分制御装置に関し、詳しくは、操舵
速度に応じて制御するものに関する。The present invention relates to a rear wheel torque distribution control device for a vehicle, which automatically controls the torque distribution of the left and right rear wheels as a measure against the steering stability and turning performance of the vehicle. Regarding what you do.
従来一般に、フロントエンジン・リヤドライブ車等の後
輪駆動車両では、変速機出力側がリヤデフ装置を介して
左右の後輪に伝動構成され、旋回時の内外輪の回転差を
吸収するようになっている。また、リヤデフ装置にデフ
ロック装置を付加し、左右後輪の回転差が設定値以上に
なると差動機能をロックするものもある。 なお４輪駆動車の前後輪トルク配分に関しては、特開昭
56−43031号公報がある。Generally, in a rear-wheel drive vehicle such as a front-engine / rear-drive vehicle, the transmission output side is configured to transmit power to the left and right rear wheels via a rear differential device, and absorbs the rotation difference between the inner and outer wheels when turning. There is. In some cases, a differential lock device is added to the rear differential device to lock the differential function when the rotation difference between the left and right rear wheels exceeds a set value. Regarding the front and rear wheel torque distribution of a four-wheel drive vehicle, see
There is a publication of 56-43031.
【発明が解決しようとする問題点】 ところで、上記従来技術のリヤデフ装置は、単に旋回時
の内外輪の回転差を吸収してスムーズな旋回を可能にす
るもので、左右後輪には常に等しくトルク配分する。ま
た、デフロック装置の作用の場合も同様である。従っ
て、旋回時の車両の重心に作用するコーナリングフォー
スのモーメントを打消しまたは助長して、積極的に操縦
安定性等を向上することはできない。 一方、旋回時にはゆっくりまたは急激にハンドルを切る
ことがあり、このような操舵状態において回頭性，安定
性を的確に図ることが望まれる。 本発明は、このような点に鑑みてなされたもので、後輪
トルク配分を制御して操縦安定性，旋回性を向上し、さ
らに操舵状態にも対処することが可能な車両の後輪トル
ク配分制御装置を提供することを目的としている。By the way, the rear differential device of the prior art described above simply absorbs the rotation difference between the inner and outer wheels when turning, and enables smooth turning, and the left and right rear wheels are always equal. Distribute torque. The same applies to the operation of the diff lock device. Therefore, it is not possible to cancel or promote the moment of the cornering force acting on the center of gravity of the vehicle at the time of turning to positively improve the steering stability and the like. On the other hand, when turning, the steering wheel may be turned slowly or abruptly, and it is desirable to accurately achieve turning and stability in such a steering state. The present invention has been made in view of the above circumstances, and the rear wheel torque of a vehicle capable of controlling the rear wheel torque distribution to improve steering stability and turning performance, and also to cope with a steering state. It is intended to provide a distribution control device.
この目的のため、本発明による車両の後輪トルク配分制
御装置は、変速機出力軸と結合するリヤドライブ軸に、
２組の伝達トルク可変クラッチの入力側をそれぞれ連結
し、一方のクラッチの出力側の軸をファイナルギヤを介
して左右後輪の一方の伝動構成し、他方のクラッチの出
力側の軸をファイナルギヤを介して左右後輪の他方へ伝
動構成し、転舵角と車速のセンサ信号により、走行条件
に応じて２組のクラッチのクラッチ圧を変化して、左右
後輪のトルク配分を制御するよう構成し、さらに車両横
方向の加速度センサを設け、横加速度の作用している車
輪側のトルク配分を少なくするよう制御することを手段
としている。For this purpose, the vehicle rear wheel torque distribution control device according to the present invention includes a rear drive shaft connected to a transmission output shaft,
The input sides of the two sets of variable transmission torque clutches are connected to each other, the output side shaft of one clutch is configured to transmit one of the left and right rear wheels via the final gear, and the output side shaft of the other clutch is set to the final gear. It is configured to be transmitted to the other of the left and right rear wheels via a steering wheel, and the sensor signals of the steering angle and the vehicle speed are used to change the clutch pressures of the two clutches in accordance with the running conditions to control the torque distribution of the left and right rear wheels. In this configuration, an acceleration sensor in the lateral direction of the vehicle is further provided, and control is performed so as to reduce the torque distribution on the wheel side on which the lateral acceleration acts.
上記構成に基づき、後輪トルク分配装置の２組の油圧ク
ラッチのクラッチ油圧が走行条件により変化され、コー
ナリングフォースのモーメントを助長して旋回性を、逆
にそれを打消して安定性を向上するようになる。また、
操舵速度によってもトルク配分が制御されることで、急
旋回時の回頭性を向上することも可能となる。Based on the above configuration, the clutch hydraulic pressures of the two hydraulic clutches of the rear wheel torque distribution device are changed depending on the traveling conditions, and the moment of the cornering force is promoted to improve the turning performance, and conversely, it is improved to improve the stability. Like Also,
Since the torque distribution is controlled also by the steering speed, it is possible to improve the turning performance during a sharp turn.
以下、本発明の実施例を図面に基づいて説明する。 第１図において、符号１は車両のリヤデフ装置に代って
設けられる後輪トルク分配装置であり、細長い筒状のケ
ース２とリヤカバー３の内部の前端に、図示しない変速
機の動力が入力するリヤドライブ軸４が挿入されてい
る。リヤドライブ軸４の直後には共通のクラッチドラム
５が結合し、かつリヤドライブ軸４と同一直線上に出力
軸6Rと、それに同軸配置された中空の出力軸6Lが回転自
在に設けられる。そしてクラッチドラム５と両出力軸
6L,6Rとの間に、それぞれ伝達トルク可変の油圧クラッ
チ7L,7Rが直列配置して設けられる。 また、ケース２の左右には車軸8L,8Rがベアリングケー
ス９により支持して直角に取出されており、上記出力軸
6L,6Rが干渉しないようにオフセットしたファイナルギ
ヤ10L,10Rを介してそれぞれ車軸8L,8Rに連結する。そし
てかかる後輪トルク分配装置１の車軸8L,8Rが、左右の
後輪11L,11Rに連結する。 一方、制御系として、油圧アクチュエータ12L,12Rが、
油路13L,13Rを介して各油圧クラッチ7L,7Rに連通する。
また、入力トルクセンサ23,車速センサ14,転舵角センサ
15および転舵角信号θを微分して操舵速度ｄθ/dtを算
出する操舵速度検出部16を有し、これらのセンサ信号等
が制御ユニット17に入力する。制御ユニット17は、各走
行条件や操舵状態に応じてトルク配分を定めるものであ
り、このトルク配分に応じた出力信号で油圧アクチュエ
ータ12L,12Rを動作するようになっている。 次いで、このように構成された後輪トルク配分制御装置
の作用について説明する。 先ず、変速機からリヤドライブ軸４に入力した動力は、
油圧クラッチ7L,7Rの伝達トルクに応じて出力軸6L,6Rに
伝達する。そしてファイナルギヤ10L,Rで終減速し、車
軸8L,8Rを介して左右の後輪11L,11Rに伝達してこれを駆
動するようになる。 そこで、この場合のトルク配分について第２図を参照し
て説明する。図において、符号18L,18Rは前輪、19はス
テアリングホイール、20はエンジン、21は変速機であ
り、変速機21がプロペラ軸22等を介して後輪トルク分配
装置１のリヤドライブ軸４に伝動構成されている。 ここで、車速センサ14,転舵角センサ15の信号が制御ユ
ニット17に入力しており、これらのセンサ信号により直
進，中低速または高速の旋回が検出される。そして直進
時には、油圧アクチュエータ12L,12Rにより油圧クラッ
チ7L,7Rの油圧が同一に制御されて伝達トルクの配分は
等しくなり、左右後輪11L,11Rは同一トルクで駆動す
る。 中低速での旋回時には、トルク配分を内輪より外輪の方
が大きくなるように制御される。即ち、第２図の左旋回
では油圧クラッチ7Lの油圧が小さく、油圧クラッチ7Rの
油圧が大きく設定され、これにより左右後輪11L,11Rの
駆動トルクTL,TRは実線のようになる。こういて内側の
左後輪11Lは、油圧クラッチ7Lのスリップで低速回転す
ることで、左動機能と同様に内外輪の回転差を吸収して
円滑な旋回を可能にする。また、上記トルク配分では、
車両重心Ｇは実線のような反射計方向のモーメントを生
じ、これは破線のコーナリングフォースによるモーメン
トと同一方向になって旋回性能を向上する。 一方、高速での旋回時には、上述と逆にトルク配分を外
輪より内輪の方が大きくなるように制御される。そのた
め、例えば上述の左旋回では、左右の後輪11L,11Rのト
ルクTL,TRは一点鎖線ようになり、車両重心Ｇにおいて
一点鎖線のような時計方向のモーメントを生じて、破線
のコーナリングフォースによるモーメントを打消すよう
に作用する。従って、旋回時の安定性を向上するように
なる。 さらに旋回時の操舵速度が操舵速度検出部16で検出され
て、この信号も制御ユニット17に入力し、操舵速度が大
きいほど外輪側のトルクの配分を多くするように制御さ
れる。このため、上記走行条件において急激にハンドル
を切った場合は、内外輪の駆動トルクTL′,TR′で車両
前部が迅速に内側に向けられ、操舵を助長する。一方、
ゆっくりとハンドルを切る場合は、内輪側の駆動トルク
で安定性重視となる。 なお、本実施例では、油圧クラッチ7L,7Rのドラムを入
力側、ハブを出力側として説明したが、これとは反対に
ハブを入力側、ドラムを出力側に構成してもよい。Embodiments of the present invention will be described below with reference to the drawings. In FIG. 1, reference numeral 1 is a rear wheel torque distribution device provided in place of a rear diff device of a vehicle, and power of a transmission (not shown) is input to the front ends inside the elongated cylindrical case 2 and the rear cover 3. The rear drive shaft 4 is inserted. Immediately after the rear drive shaft 4, a common clutch drum 5 is coupled, and an output shaft 6 R and a hollow output shaft 6 L coaxially arranged therewith are rotatably provided on the same straight line as the rear drive shaft 4. . And the clutch drum 5 and both output shafts
Hydraulic clutches 7 L and 7 R with variable transmission torques are arranged in series between 6 L and 6 R , respectively. Axles 8 L and 8 R are taken out at right angles by being supported by bearing cases 9 on the left and right sides of the case 2.
The final gears 10 L and 10 R , which are offset so that the 6 L and 6 R do not interfere with each other, are connected to the axles 8 L and 8 R , respectively. The axle 8 of such rear wheel torque distribution apparatus 1 L, 8 R is connected to the left and right wheels 11 after L, 11 R. On the other hand, as a control system, hydraulic actuators 12 L and 12 R
It communicates with each hydraulic clutch 7 L , 7 R via oil passages 13 L , 13 R.
Also, input torque sensor 23, vehicle speed sensor 14, steering angle sensor
15 and a steering speed detection unit 16 that calculates the steering speed dθ / dt by differentiating the turning angle signal θ, and these sensor signals and the like are input to the control unit 17. The control unit 17 determines torque distribution according to each traveling condition and steering state, and operates the hydraulic actuators 12 L , 12 R with an output signal according to this torque distribution. Next, the operation of the rear wheel torque distribution control device thus configured will be described. First, the power input from the transmission to the rear drive shaft 4 is
It transmits to the output shafts 6 L and 6 R according to the transmission torque of the hydraulic clutches 7 L and 7 R. Then, the final gears 10 L , R are finally decelerated, and the left and right rear wheels 11 L , 11 R are transmitted and driven via the axles 8 L , 8 R. Therefore, the torque distribution in this case will be described with reference to FIG. In the figure, reference numerals 18 L and 18 R are front wheels, 19 is a steering wheel, 20 is an engine, 21 is a transmission, and the transmission 21 is a rear drive shaft 4 of the rear wheel torque distribution device 1 via a propeller shaft 22 and the like. It is composed of transmissions. Here, the signals of the vehicle speed sensor 14 and the turning angle sensor 15 are input to the control unit 17, and the straightforward, medium-low speed or high-speed turning is detected by these sensor signals. And straight running, a hydraulic actuator 12 L, 12 hydraulic clutch 7 L by R, 7 allocation of hydraulic pressure is controlled in the same transmission torque R are equal, the left and right rear wheels 11 L, 11 R are driven at the same torque. When turning at medium and low speeds, the torque distribution is controlled so that the outer wheels are larger than the inner wheels. That is, small hydraulic pressure of the hydraulic clutch 7 L is a left turn of FIG. 2, the hydraulic pressure of the hydraulic clutch 7 R is set larger, thereby the left and right rear wheels 11 L, 11 R of the drive torque T L, T R is the solid line Like This had left rear wheel 11 inside of L, by rotating at low speed in the slip of the hydraulic clutch 7 L, to allow smooth pivoting to absorb the rotational difference between the inner and outer rings as well as leftward movement function. Also, in the above torque distribution,
The center of gravity G of the vehicle produces a moment in the direction of the reflectometer as shown by the solid line, which is in the same direction as the moment due to the cornering force shown by the broken line, improving the turning performance. On the other hand, when turning at a high speed, contrary to the above, the torque distribution is controlled so that the inner wheel is larger than the outer wheel. Therefore, for example, in the above-described left turn, the torques T L , T R of the left and right rear wheels 11 L , 11 R are as shown by the alternate long and short dash line, and a clockwise moment like the alternate long and short dash line is generated at the center of gravity G of the vehicle, and the broken line It acts to cancel the moment due to the cornering force of. Therefore, the stability at the time of turning can be improved. Further, the steering speed at the time of turning is detected by the steering speed detection unit 16, and this signal is also input to the control unit 17, and the torque distribution on the outer wheel side is controlled to increase as the steering speed increases. Therefore, when the steering wheel is suddenly turned under the above traveling conditions, the front portions of the vehicle are swiftly turned inward by the driving torques T L ′ and T R ′ of the inner and outer wheels, which promotes steering. on the other hand,
When slowly turning the steering wheel, the driving torque on the inner wheel side gives importance to stability. Although the drums of the hydraulic clutches 7L and 7R have been described as the input side and the hub as the output side in the present embodiment, conversely, the hub may be configured as the input side and the drum may be configured as the output side.
以上述べてきたように、本発明によれば、 ２組の油圧クラッチにより左右後輪のトルク配分を積極
的に変化する構成であるから、特に旋回時と回頭性，操
縦安定性を向上することができる。 操舵速度を用いて操舵状態によってもトルク配分を制御
するので、急旋回時の回頭性を向上し得る。As described above, according to the present invention, the torque distribution of the left and right rear wheels is positively changed by the two sets of hydraulic clutches. Therefore, it is possible to improve turning performance, turning performance, and steering stability. You can Since the torque distribution is controlled also by the steering state using the steering speed, it is possible to improve the turning performance during a sharp turn.
第１図は本発明の制御装置の実施例を示す構成図、第２
図はトルク配分状態を示す図である。 １……後輪トルク分配装置、４……リヤドライブ軸、
6L,6R……出力軸、7L,7R……油圧クラッチ、10L,10R…
…ファイナルギヤ、11L,11R……後輪、14……車速セン
サ、15……転舵角センサ、16……操舵速度検出部、17…
…制御ユニット。FIG. 1 is a block diagram showing an embodiment of a control device of the present invention, and FIG.
The figure is a diagram showing a torque distribution state. 1 ... rear wheel torque distribution device, 4 ... rear drive shaft,
6 L , 6 R ...... Output shaft, 7 L , 7 R ...... hydraulic clutch, 10 L , 10 R …
… Final gear, 11 L , 11 R …… Rear wheel, 14 …… Vehicle speed sensor, 15 …… Steering angle sensor, 16 …… Steering speed detection unit, 17…
…Controller unit.
Claims (1)
に、２組の伝達トルク可変クラッチの入力側をそれぞれ
連結し、 一方のクラッチの出力側の軸をファイナルギヤを介して
左右後輪の一方へ伝動構成し、他方のクラッチの出力側
の軸をファイナルギヤを介して左右後輪の他方へ伝動構
成し、 転舵角と車速のセンサ信号により、走行条件に応じて２
組のクラッチのクラッチ圧を変化して、左右後輪のトル
ク配分を制御するよう構成し、 さらに転舵角センサ信号から転舵速度を検出し、転舵速
度が大きいほど外輪側のトルク配分を多くするよう制御
する車両の後輪トルク配分制御装置。1. A rear drive shaft connected to a transmission output shaft is connected to input sides of two sets of transmission torque variable clutches, and an output side shaft of one clutch is connected to left and right rear wheels via a final gear. It is configured to transmit to one side, and the output side shaft of the other clutch is configured to transmit to the other of the left and right rear wheels via the final gear. Depending on the driving conditions, the steering angle and vehicle speed sensor signals
The clutch pressure of the pair of clutches is changed to control the torque distribution of the left and right rear wheels, and the steering speed is detected from the steering angle sensor signal, and the torque distribution on the outer wheel side is increased as the steering speed increases. A rear wheel torque distribution control device for controlling the vehicle to increase.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61023238A JPH0725270B2 (en) | 1986-02-05 | 1986-02-05 | Rear wheel torque distribution control device for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61023238A JPH0725270B2 (en) | 1986-02-05 | 1986-02-05 | Rear wheel torque distribution control device for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62181918A JPS62181918A (en) | 1987-08-10 |
| JPH0725270B2 true JPH0725270B2 (en) | 1995-03-22 |
Family
ID=12105025
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61023238A Expired - Lifetime JPH0725270B2 (en) | 1986-02-05 | 1986-02-05 | Rear wheel torque distribution control device for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0725270B2 (en) |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3837862C2 (en) * | 1988-11-08 | 1993-09-30 | Gkn Automotive Ag | Device for controlling limited slip differentials |
| JP2629364B2 (en) * | 1989-07-14 | 1997-07-09 | 三菱自動車工業株式会社 | Vehicle drive torque distribution device |
| DE4134240C2 (en) * | 1991-10-16 | 1995-12-14 | Mannesmann Ag | Steering support for a non-track-bound vehicle |
| US5323866A (en) * | 1993-03-01 | 1994-06-28 | Hydro-Quebec | Power steering system |
| JP5309556B2 (en) * | 2007-12-25 | 2013-10-09 | 株式会社ジェイテクト | Vehicle control device |
| JP5299368B2 (en) | 2010-07-09 | 2013-09-25 | 日産自動車株式会社 | Vehicle left and right wheel driving force distribution control device |
| DE102016218731B4 (en) * | 2016-09-28 | 2021-09-30 | Audi Ag | Axle drive for a motor vehicle |
| DE102016218729B4 (en) * | 2016-09-28 | 2022-02-03 | Audi Ag | Axle drive for a motor vehicle |
| DE102016218740A1 (en) * | 2016-09-28 | 2018-03-29 | Audi Ag | Axle drive for a motor vehicle |
| DE102016218722A1 (en) * | 2016-09-28 | 2018-03-29 | Audi Ag | Axle drive for a motor vehicle |
| DE102016218727B4 (en) * | 2016-09-28 | 2022-02-03 | Audi Ag | Axle drive for a motor vehicle |
-
1986
- 1986-02-05 JP JP61023238A patent/JPH0725270B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS62181918A (en) | 1987-08-10 |
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| Date | Code | Title | Description |
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| R250 | Receipt of annual fees |
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| EXPY | Cancellation because of completion of term |