JPH08230519A - Cooperation controller for vehicle - Google Patents

Abstract

PURPOSE: To control traction in the slip of front and rear wheels by providing a torque calculating means to determine clutch torque according to each mode for outputting the torque signal to a transfer part and an output reducing means to control engine output in the slip mode for traction control. CONSTITUTION: In the case of a slip mode having slipping front wheels, torque is transferred from the high speed front wheel to low speed rear wheel to controllably distribute the torque near the rear wheel by largely controlling the differential limit torque Td of a hydraulic multiple disk clutch 55 and reduce the slip of the front wheel while ensuring a drive force. In the slip mode, a fuel cut factor Kfc is set to the proximity of zero by the slip mode signal inn an engine control system E. Thus, the fuel injection amount Ti is substantially reduced and the traction is controlled to reduce forcibly the engine output, so that the drive force of slipping wheels of the front and rear wheels is further reduced to prevent a vehicle from slip and sudden change in the behavior following the slip.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a coordinated control device for controlling four-wheel drive (4WD) and coordinated control when controlling an engine and an automatic transmission with an integrated control unit in a vehicle such as an automobile. , Relates to traction control when front and rear wheels slip.

[0002]

2. Description of the Related Art Generally, an engine of a vehicle is electronically controlled by variously processing various input signals such as fuel injection and ignition timing. Also in the case of an automatic transmission, there is a system in which various input signals are electrically processed and an output signal is used to operate an electronic hydraulic control device to electronically control gear shifting, lockup, line pressure and the like. In the case of a vehicle in which the engine and the automatic transmission are combined, the engine control system and the automatic transmission control system are integrally integrated, and the engine and the automatic transmission are electronically controlled by this integrated control unit.

Here, in order to prevent a sudden change in vehicle behavior when a wheel slips on a low μ road, the engine output is reduced or the wheel is braked to forcibly reduce the driving force of the wheel. Known as a traction control system. In this system, it is necessary to detect the slip of the wheels based on the states of the rotational speeds of the front and rear wheels, and therefore it is necessary to set at least sensors for the front wheel speed and the rear wheel speed respectively. Generally, the speedometer and the fail-safe sensor at the time of its failure are attached to only one of the front wheels or the rear wheels, and when detecting both the front and rear wheel speeds, it is necessary to add a vehicle speed sensor. is there. Therefore, in a normal vehicle with an automatic transmission, it is difficult to add a traction control system to the integrated control unit easily, and it is necessary to improve this point.

Conventionally, regarding the integrated control unit,
For example, there is a first prior art disclosed in Japanese Patent Laid-Open No. 55-164743, in which various theoretical information is calculated by an electrical theoretical calculation device to control the internal combustion engine such as fuel control and ignition timing control, and a power transmission device. It is shown to operate the control device such as the servo, various valves and the like.

Regarding traction control, for example, there is a second prior art disclosed in Japanese Patent Laid-Open No. 2-277936.
It is shown that in a wheel drive vehicle, the maximum wheel speed and the minimum wheel speed are detected from the wheel speeds of the four wheels, and slip detection is performed based on the vehicle speed difference to control the opening of the sub-throttle valve. Further, in the third prior art of Japanese Patent Publication No. 4-52381, in a two-wheel drive vehicle, a slip state is detected by a speed difference between two speed sensors of a driving wheel and a driven wheel, and supercharging is stopped by this slip state. Control is then shown to limit fuel injection.

[0006]

By the way, in the first prior art described above, the traction control is not performed by the electrical theoretical calculation device. The second prior art has a structure in which a wheel speed sensor is attached to each of the four wheels for traction control in a four-wheel drive vehicle and an electronic control unit determines whether or not a slip has occurred. Therefore, the structure and control are complicated. become. The third prior art has a structure in which a speed sensor is attached to a driving wheel and a driven wheel for traction control in a two-wheel drive vehicle, and a slip state is detected and controlled by an electronic processing unit. Control becomes complicated.

In view of such a point, an object of the present invention is to easily perform traction control by performing coordinated control with 4WD control by an integrated control unit.

[0008]

To achieve this object, in a vehicle cooperative control system according to claim 1 of the present invention, an engine transmits power to front and rear wheels through an automatic transmission to drive four wheels. This automatic transmission includes a torque converter unit, an automatic transmission unit that automatically shifts, a transfer unit that controls four-wheel drive by clutch torque, and a first vehicle speed sensor that detects a front wheel rotation speed and a rear wheel. A vehicle in which a second vehicle speed sensor for detecting the number of revolutions is attached, and an engine, an automatic transmission section of an automatic transmission, and a transfer section are electronically controlled by the integrated control unit, wherein the integrated control unit is Mode determination means for determining front and rear wheel slip and other modes based on the front and rear wheel speeds of the second vehicle speed sensor, and clutch torque corresponding to each mode are set to determine the torque signal. And torque calculating means for outputting to the transfer unit, characterized in that it comprises an output reduction means for traction control to reduce the engine output when the sleep mode.

According to another aspect of the vehicle cooperative control apparatus of the present invention, the transfer section has a center differential device for unequally distributing the front and rear wheel torque distribution ratio, and the front and rear torque distribution ratio is variable by limiting the differential of the center differential device. A hydraulic multi-plate clutch for controlling is provided, and when the slip mode is judged by the integrated control unit, the torque capacity of the hydraulic multi-plate clutch is set to a large value and the output lowering means controls to reduce the engine output. .

[0010]

Therefore, according to the first aspect of the present invention, the engine is electronically controlled and operated by the integrated control unit, and the automatic transmission section and the transfer section of the automatic transmission are also electronically controlled and operated by the integrated control unit. To do. Then, the engine power is input to the automatic transmission through the torque converter of the automatic transmission to be automatically shifted, and the transmission power is transmitted to one or both of the front and rear wheels by the transfer portion to travel.

At this time, the mode determining means of the integrated control unit determines whether the front and rear wheels are slipping due to the relationship between the front wheel rotation speed and the rear wheel rotation speed of the first and second vehicle speed sensors attached to the automatic transmission. Whether or not it is appropriately determined. Then, in the slip mode, the torque calculation means generates a clutch torque in the transfer portion to control in the direct-coupling four-wheel drive direction, so that the driving force is secured and traveling stability is achieved. Further, the engine output is reduced by the output reduction means using the signal of the slip mode, whereby traction control is performed so as to further effectively reduce the slip of the slip wheel.

According to a second aspect of the present invention, the transmission power is distributed to the front and rear wheels by the center differential device of the transfer section, for example, at an unequal torque distribution ratio of the rear wheel bias, and the turning performance is improved during full-time four-wheel drive. The steerability is improved. When the center differential is differentially limited by the torque capacity of the hydraulic multi-plate clutch and one of the front and rear wheels slips, the torque moves from the high speed slip side to the low speed non-slip side according to the torque capacity, and the front and rear torque distribution is performed. The ratio is variably controlled within the range of the unequal torque distribution ratio and the direct connection four-wheel drive.

When the integrated control unit judges the slip mode, the torque distribution control is performed so that the driving force of the slip wheels is small and the driving force of the non-slip wheels is large by increasing the torque capacity of the hydraulic multi-plate clutch. Thus, the torque is distributed such that the driving force is secured while reducing the slip. At this time, the engine output is reduced by the output reduction means by the slip mode signal, which further reduces the driving force of the slip wheels, and traction control is performed to effectively reduce slip, thereby improving running stability. To be

[0014]

Embodiments of the present invention will be described below with reference to the drawings. In FIG. 2, a drive system of a four-wheel drive vehicle with a center differential device will be described as a vehicle with an automatic transmission to which the present invention is applied. First, the engine 10 is connected to the automatic transmission 30, and the automatic transmission 30 is configured to transmit power to the front and rear wheels. The automatic transmission 30 includes a torque converter case 1 with a torque converter portion A, a differential case 2 with a final reduction gear portion B, a transmission case 3 with an automatic transmission portion C, and a transfer case 4 with a transfer portion (auxiliary transmission) D. Each of them is arranged, and an oil pan 5 is attached to the lower portion of the transmission case 3 to be integrally configured.

A crankshaft 11 of the engine 10 is connected to a torque converter 13 having a lockup clutch 12 of a torque converter section A, and an input shaft 14 from the torque converter 13 is input to an automatic transmission section C. The transmission output shaft 15 from the automatic transmission unit C is coaxially output to the rear of the input shaft 14 and connected to the center differential device 50 of the transfer unit D. From the center differential device 50, a pair of reduction gears 17, 1
8, a front drive shaft 16 parallel to the input / output shafts 14 and 15, and a front differential device 19 of the final reduction gear B for transmission to the front wheels. Further, it is configured to be transmitted to the rear wheels via a rear drive shaft 20, a propeller shaft 21, a rear differential device 22 and the like.

The automatic transmission section C has a structure in which four forward gears and one reverse gear are obtained by two sets of front planetary gears 31 and rear planetary gears 32. That is, the input shaft 14 is connected to the sun gear 32a of the rear planetary gear 32, and the ring gear 31b of the front planetary gear 31 and the carrier 32c of the rear planetary gear 32 are connected to the transmission output shaft 15. And the carrier 31 of the front planetary gear 31
The first one-way clutch 34 and the forward clutch 35 are provided in series between the coupling element 33 integrated with c and the ring gear 32b, and the first one-way clutch 34 and the forward clutch 35 are provided between the coupling element 33 and the case side which is the fixing member. 2 one-way clutch 3
6. A low reverse brake 37 is provided in parallel.
An overrunning clutch 38 is provided between the coupling element 33 and the ring gear 32b in a bypass manner.

Further, the connecting element 3 integral with the sun gear 31a
9, a band brake 40 is provided, and a high clutch 43 is provided between the coupling element 41 integral with the input shaft 14 and the coupling element 42 integral with the carrier 31c. Further, a reverse clutch 44 is provided between the connecting elements 39 and 41.

Due to the construction of the automatic transmission section C, the forward clutch 35 is engaged in the first speed of the D range or the third range and the second range, and the two-way clutch 3 is engaged in the case of acceleration.
4, 36 and the ring gear 32b together with the connecting element 33.
By locking the sun gear 32a from the input shaft 14,
Power is transmitted to the transmission output shaft 15 via the carrier 32c. During coasting, the first one-way clutch 34 becomes free and the overrunning clutch 38 is engaged to make the first one-way clutch 34 engage.
Even if free rotation of the one-way clutch 34 is regulated,
The second one-way clutch 36 becomes free and the engine brake does not work. In the 1st speed of 1 range, the ring gear 32b is always locked by the engagement of the low reverse clutch 37 via the overrunning clutch 38.
The engine brake works.

In the 2nd speed of the D range or 3 range and 2 range, the forward clutch 35 and the band brake 4 are used.
0 engages, and the band gear 40 locks the sun gear 31a. Therefore, the carrier 31c and the ring gear 32b connect the connecting element 33 and the forward clutch 3 to each other.
5, rotating via the first one-way clutch 34,
The power that is increased by the amount of rotation of the ring gear 32b is output as compared with the speed. At this time, during deceleration, the engagement of the overrunning clutch 38 keeps the connecting element 33 and the ring gear 32b in the connected state, so that the reverse driving force is transmitted to the engine side and the engine brake acts.

In the third speed of the D range or the third range, the forward clutch 35 and the high clutch 43 are engaged with each other, and the high clutch 43 causes the input shaft 14 to connect to the connecting element 41 ,.
32, the carrier 31c, the connecting element 33, the forward clutch 35, and the first one-way clutch 34 to connect to the ring gear 32b. Therefore, the rear planetary gear 32 is integrated, and the input shaft 14 and the transmission output shaft 15 are directly connected. At this time, when decelerating, the overrunning clutch 38 is coupled to restrict the idling of the first one-way clutch 34, so that the engine brake acts similarly to the second speed.

In the fourth speed of the D range, the sun gear 31a is locked by the engagement of the band brake 40 in addition to the above. For this reason, the front planetary gear 31 is engaged with the high clutch 43.
By the power input to the carrier 31c by the ring gear 31
The speed b is increased, and this is transmitted to the transmission output shaft 15. In this case, since the first and second one-way clutches 34 and 36 do not intervene, the engine brake always operates.

In the R range, the power of the input shaft 14 is input to the sun gear 31a by connecting the reverse clutch 44. Further, since the carrier 31c is locked together with the connecting element 33 by the engagement of the low reverse clutch 37, the front planetary gear 31 reversely rotates to the ring gear 31b to output power with a large gear ratio, and this reverse power is transmitted to the transmission output shaft 15. And then reverse speed. In this way, the automatic transmission unit C can obtain a shift speed of four forward gears and one reverse gear.

The center differential device 50 is of a compound planetary gear type, in which a first sun gear 51 as an input element is formed on the transmission output shaft 15, and the rear drive shaft 2 is provided.
A second sun gear 52, which is an output element to the rear wheel side, is formed at 0. Further, the carrier 53 of the output element to the front wheel side is the gear 1
7, a pinion 54 rotatably provided on the carrier 53 is meshed with both sun gears 51 and 52, and a differential function of absorbing a rotation difference between the front and rear wheels at the time of turning and a shift power are used as a reference. It has a function of distributing to the front and rear wheels at a torque distribution ratio.

Here, the center differential device 5
It is possible to freely set the reference torque distribution ratio based on the gear specifications of 0. Therefore, for example, the front wheels are 36% and the rear wheels are 6%.
It is set to 4%. As a result, the unequal torque distribution due to the rear wheel deviation is provided, the turning performance and the steering feeling are improved, and the rear wheels always slip first to improve the running stability.

Further, the center differential device 50
Of the two output elements of the carrier 53 and the second sun gear 52
Between them, a hydraulic multi-plate clutch 55 having a variable torque capacity for differential limitation is arranged in parallel and has a function of arbitrarily limiting the differential. When one of the front and rear wheels slips, the torque is moved from the high-speed slip wheel to the low-speed non-slip wheel according to the torque capacity of the hydraulic multi-plate clutch 55, and the front-rear torque distribution ratio is within the range of the reference torque distribution ratio and the direct connection 4WD. Variable and 4WD control is performed to secure driving force and improve running stability.

On the other hand, in front of the automatic transmission unit C, an oil pump 45 is installed so that it is always driven by a drive shaft 46 on the pump impeller side of the torque converter 13. The discharge pressure of the oil pump 45 is supplied to an electronic hydraulic control device 47 housed in the oil pan 5, and various operating hydraulic pressures are supplied by the electronic hydraulic control device 47 to the torque converter portion A, the automatic transmission portion C, and the transfer portion D. It is designed to be supplied and operated.

Next, an electronic control system for the engine 10 and the automatic transmission 30 will be described. A vehicle speed sensor 57 for a speedometer that detects a front wheel rotation speed Nf is attached to the final deceleration portion B of the automatic transmission 30. Rear drive shaft 2
Another vehicle speed sensor 58 for detecting the rear wheel rotation speed Nr is attached to 0, and the running state is judged by the rotation speeds Nf, Nr of the front and rear wheels by these two vehicle speed sensors 57, 58 to determine 4W.
D control is possible.

An outline of the electronic control system will be described with reference to FIG. An ignition pulse 60 according to the engine speed N as an input signal, a crank angle sensor 61 for detecting a crank angle, a cam angle sensor 62 for determining a cylinder, an air flow meter 63 for detecting an intake air amount Q, an O2 sensor for detecting an air-fuel ratio. 64, a throttle sensor 65 for detecting the throttle opening θ, and the above-mentioned two vehicle speed sensors 57, 5
8. It has an inhibitor switch 66 and the like for detecting each range position. The signals of these sensors and switches are input to the integrated control unit 70 and processed.

The integrated control unit 70 is constructed by integrally integrating an engine control system E, an automatic transmission control system F and a transfer control system G. Explaining the engine control system E, the basic injection amount calculation means 71 for inputting the engine speed N and the intake air amount Q is provided, and the basic injection amount Tp is provided.
Is calculated by Tp = K · Q / N. The air-fuel ratio is input to the coefficient setting means 72 to set the feedback coefficient LAMBDA according to the air-fuel ratio, and the throttle opening θ and other parameters are input to the correction coefficient setting means 73 to input the correction coefficient C.
Set OEF.

Fuel cut is effective as a method of reducing the engine output by traction control. Therefore, the fuel cut means 74 is provided as an output reducing means, and the fuel cut coefficient Kfc is normally set to 1.0, which will be described later. Set to near zero by the slip mode signal. Here, when the fuel cut control is performed during deceleration, the fuel cut means can be used, and it is not necessary to add the fuel cut means. The basic injection amount Tp, the feedback coefficient LAMBDA, the correction coefficient COEF, and the fuel cut coefficient Kfc are input to the fuel injection amount calculation means 75, and the fuel injection amount Ti is Ti = Tp · L.
AMBDA.Kfc.COEF is used for calculation, and an injection signal corresponding to the fuel injection amount Ti is output to the injector 7 of the engine 10 for fuel injection control.

The engine speed N and the intake air amount Q are input to the ignition timing setting means 76, and the ignition advance angle is set by the map of these parameters. Then, the ignition timing IGT corresponding to the ignition advance angle is calculated with the crank angle as a reference, and when the ignition timing IGT is reached, an ignition signal is output to the igniter 8 of the cylinder determined by the cam angle to control the ignition timing.

Next, the automatic transmission control system F will be described. It has a vehicle speed detecting means 77 for inputting the front wheel rotation speed Nf and the rear wheel rotation speed Nr, and calculates the vehicle speed V from the average value of both the rotation speeds Nf and Nr. The throttle opening θ and the vehicle speed V are input to the range shift control unit 78, the line pressure control unit 79, and the lockup control unit 80, respectively, and the range signal is input to the shift control unit 78 to shift the gear, the line pressure, Lock-up ON / OFF is defined. Then, the output signal of the line pressure control means 79 is output to the solenoid 91 of the electronic hydraulic pressure control device 47 to operate the valve to regulate the pump hydraulic pressure to control the line pressure. Also, the output signal of the shift control means 78 is output to the solenoid 90 to operate the valve, and the line pressure is selectively supplied to the clutch and brake of the automatic shift unit C to control the shift. Further, the output signal of the lockup control means 80 is output to the solenoid 92 to operate the valve, and the working hydraulic pressure is supplied to the apply side or the release side of the lockup clutch 12 to perform lockup control.

Further, the transfer unit control system G will be described. It has a rotation ratio calculating means 81 for inputting the front wheel rotation speed Nf and the rear wheel rotation speed Nr, and the rotation ratio e is e = Nr / Nf.
It is possible to appropriately judge the slip of the front and rear wheels and various running states other than that based on the rotation ratio e. The rotation ratio e, the vehicle speed V, and the range signal of the inhibitor switch 66 are the mode determination means 82.
, And normally determine each mode of starting, turning, and slipping according to the map of FIG. Here, particularly, when the rotation ratio e is within the set range, the steering mode is determined, and when the rotation ratio e is below the set value, the front wheel slip is determined, and when the rotation ratio e is above the set value, the rear wheel slip is determined.

These mode signals are input to the differential limiting torque calculating means 83 together with the vehicle speed V and the throttle opening θ, and the differential limiting torque Td is determined according to each mode. In particular, the torque is set large in the start and slip modes. To do. This torque signal is output to the solenoid 93 of the electronic hydraulic control device 47 to operate the valve, and the clutch hydraulic pressure is changed to the hydraulic multi-plate clutch 5.
5 and 4WD control.

The present invention utilizes the slip mode signal obtained by the transfer control system G of the integrated control unit 70 to perform traction control by the engine control system E. Therefore, the mode signal of the mode determination means 82 is input to the fuel cut means 74, and the fuel cut coefficient Kfc is set to near zero in the slip mode.

Next, the operation of this embodiment will be described. When the engine is operating, the engine control system E of the integrated control unit 70 controls the basic injection amount Tp and the feedback coefficient L.
The fuel injection amount Ti is calculated according to the state of operation, air-fuel ratio, etc. by AMBDA and the correction coefficient COEF, and the fuel is injected from the injector 7. In addition, ignition timing IG is set according to the operating state by parameters such as engine speed N and intake air amount Q.
By calculating T and sparking the spark plug by the igniter 8, the air-fuel mixture in each cylinder is ignited and burned, and the engine 10 operates normally. Then, the oil pump 45 is driven by the engine operation, and the electronic hydraulic control device 47 becomes operable.

In the automatic transmission control system F of the integrated control unit 70, line pressure,
The gear stage, lockup ON, and OFF are set, a line pressure signal is output to the solenoid 91, and the line pressure of the electronic hydraulic control device 47 is controlled. Further, a shift signal is output to the solenoid 90, and the electronic hydraulic pressure control device 47 supplies and discharges the line pressure to the clutch and brake of the automatic transmission unit C to perform automatic shift control. Further, a lockup signal is output to the solenoid 92, and similarly, the hydraulic pressure is supplied to the Apply side or the release side of the lockup clutch 12 by the electronic hydraulic pressure control device 47 to turn the lockup ON and OFF.
The automatic transmission unit C is controlled in this manner, and thus the automatic transmission unit C operates.

Then, the power of the engine 10 is input to the automatic transmission unit C via the torque converter 13 and the input shaft 14,
For example, in the D range, the clutches 44, 43, 35, 38,
36, 34 and the brakes 40, 37 are selectively engaged,
The two sets of front planetary gears 31 and rear planetary gears 32 operate to automatically shift to the forward first speed to the fourth speed. This shifting power is transmitted to the first sun gear 51 of the center differential device 50 by the transmission output shaft 15.
Based on this reference torque distribution ratio, 36% is distributed to the carrier 53 and 64% is distributed to the second sun gear 52 at an unequal torque distribution ratio.

The power of the carrier 53 is transmitted to the front wheels via the reduction gears 17, 18, the front drive shaft 16, and the front differential device 19.
Further, the power of the second sun gear 52 is generated by the rear drive shaft 2
0, propeller shaft 21, rear differential device 22
It is transmitted to the rear wheels via the, and the four-wheel drive travels in full time with the rear wheels being unbalanced. And due to this unequal torque distribution, turnability,
The steering feeling is improved, and the rear wheels always slip first to improve running stability.

During the four-wheel drive, the transfer control system G of the integrated control unit 70 determines each mode based on the rotation ratio e based on the front wheel rotation speed Nf and the rear wheel rotation speed Nr, the vehicle speed V, and the range. The limit torque Td is set.
Then, the torque signal is output to the solenoid 93, and the clutch hydraulic pressure is similarly supplied to the hydraulic multi-plate clutch 55 by the electronic hydraulic pressure control device 47 to generate a predetermined differential limiting torque Td in the clutch 55 and 4WD control is performed. The transfer part D operates.

Therefore, in the high load operation in the starting mode or the normal mode, the differential limiting torque Td of the hydraulic multi-plate clutch 55 is largely controlled, so that the front and rear wheels are likely to be directly connected due to the differential limiting of the center differential device 50. ,
Start acceleration and running performance are improved. In the steered mode, the differential limiting torque Td is controlled to be small, so that the center differential device 50 acts in a free differential manner to absorb the rotation difference between the front and rear wheels, thereby freely turning.

On the low μ road, it is appropriately determined whether one of the front wheel and the rear wheel slips based on the rotation ratio e based on the front wheel rotation speed Nf and the rear wheel rotation speed Nr. If, for example, the rear wheels slip due to the torque distribution of the rear wheel bias, the slip mode is set, and the differential limiting torque Td of the hydraulic multi-plate clutch 55 is largely controlled, so that the center differential device 50 is differentially limited. Further, according to the torque capacity in this case, the torque is bypassed from the rear wheels of the high-speed slip wheels to the front wheels of the low-speed non-slip wheels, and the torque distribution is controlled toward the front wheels. As a result, the driving force of the rear wheels is reduced, slippage is reduced, driving stability is improved, and the entire driving force is effectively secured.

Even in the slip mode in which the front wheels slip, by controlling the differential limiting torque Td of the hydraulic multi-plate clutch 55 to a large extent, the torque is moved from the high-speed front wheel to the low-speed rear wheel to the rear wheel side. Torque distribution control is performed to ensure driving force while reducing front wheel slip. In this slip mode, the engine control system E further sets the fuel cut coefficient Kfc near zero by the slip mode signal. Therefore, the fuel injection amount Ti is significantly reduced, and the traction control is performed so that the engine output is forcibly reduced, whereby the driving force of the slip wheels of the front and rear wheels is further reduced, and the slip and the abrupt vehicle accompanying it are rapidly reduced. Behavioral changes are effectively prevented.

When the differential limiting torque Td is maximum, the center differential device 50 is differentially locked and the direct connection four-wheel drive is performed. In this case, the torque distribution is equivalent to the load distribution of the front and rear wheels, and the running performance and the like are maximized.

Although the embodiment of the present invention has been described above, the automatic transmission includes the torque converter portion, the automatic transmission portion, and the transfer portion, and detects the rotational speeds of the front wheels and the rear wheels.
Any vehicle speed sensor can be attached. The transfer part may be a part-time type having only a hydraulic multi-plate clutch, and the center differential device is not limited to the embodiment. The output reducing means may be a system that retards the ignition timing or reduces the boost pressure.

[0046]

As described above, in the vehicle cooperative control apparatus according to the first aspect of the present invention, the first vehicle speed sensor for detecting the front wheel rotation speed and the rear wheel rotation speed for the automatic transmission are detected. In the system in which the second vehicle speed sensor is mounted, and the integrated control unit electronically controls the automatic transmission section and the transfer section of the automatic transmission, the integrated control unit controls the first and second vehicle speed sensors. Mode determining means for determining front and rear wheel slip and other modes based on front and rear wheel rotation speeds, torque calculating means for determining a clutch torque according to each mode and outputting this torque signal to a transfer portion, and slip mode In addition, the engine control system and the transfer unit control system can be controlled in a coordinated manner, since the engine control system and the transfer control system are provided with an output reduction means for reducing the engine output and performing traction control. Traction control can be easily performed by using the slip mode signal of the transfer unit control system, and there is no need to add a vehicle speed sensor.

In the cooperative control system for a vehicle according to claim 2,
The transfer part is equipped with a center differential device that distributes the front-rear wheel torque distribution ratio unequally, and a hydraulic multi-plate clutch that variably controls the front-rear torque distribution ratio by limiting the differential of this center differential device. When the mode is determined, the torque capacity of the hydraulic multi-disc clutch is set to a large value and the output reduction means controls the engine output so that the engine output is reduced. Therefore, the front and rear wheels can be coordinated by the engine control system and the transfer part control system. It is possible to effectively prevent the slip of the vehicle and the abrupt change in vehicle behavior.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of an integrated control unit of an embodiment of a vehicle cooperative control apparatus according to the present invention.

FIG. 2 is a skeleton diagram showing an example of a drive system of a vehicle including an automatic transmission.

FIG. 3 is a diagram showing a mode determination map of a transfer unit control system.

[Explanation of symbols]

 10 engine 30 automatic transmission A torque converter section C automatic transmission section D transfer section 57,58 vehicle speed sensor 70 integrated control unit 74 output reduction means 82 mode determination means 83 differential limiting torque calculation means

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Office reference number FI technical display location F02D 41/22 330 F02D 41/22 330E 45/00 345 45/00 345G

Claims (2)

[Claims] 1. An engine is connected so that power is transmitted to front and rear wheels through an automatic transmission to drive four wheels, and the automatic transmission is a torque converter section, an automatic transmission section for automatically shifting, and four wheels by clutch torque. A first vehicle speed sensor for detecting the front wheel rotation speed and a second vehicle speed sensor for detecting the rear wheel rotation speed, which are equipped with a transfer unit for drive control, are mounted, and an integrated control unit automatically shifts the engine and the automatic transmission. In the vehicle in which the vehicle section and the transfer section are electronically controlled, the integrated control unit includes a mode determination unit that determines the front and rear wheel slip and other modes based on the front and rear wheel speeds of the first and second vehicle speed sensors, A torque calculation unit that determines the clutch torque according to each mode and outputs this torque signal to the transfer unit, and a low engine output in the slip mode. To cooperative control apparatus for a vehicle, characterized in that it comprises an output reduction means for traction control. 2. The transfer section includes a center differential device for unequally distributing the front and rear wheel torque distribution ratio, and a hydraulic multi-plate clutch for variably controlling the front and rear torque distribution ratio by limiting the differential of the center differential device. 2. The vehicle cooperative control apparatus according to claim 1, wherein when the integrated control unit determines the slip mode, the torque capacity of the hydraulic multi-plate clutch is set to a large value and the output reduction means controls the engine output to decrease. .