JPH10166878A - Front and rear wheel torque distribution ratio setting device for four-wheel driven automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase/decrease a torque distribution ratio according to driver's wish by providing an adjusting dial for changing the gains of signals respectively outputted from vertical and horizontal G sensors. SOLUTION: A setting device 15 is connected between an E-TS control unit 9 and front and rear (vertical) G sensor 11a or between the control unit 9 and a horizontal G sensor 11b. The setting device 15 is a converter for increasing/ decreasing, based on vertical and horizontal G values respectively inputted from the front and rear (vertical) and horizontal G sensors 11a and 11b, a voltage applied to the E-TS control unit 9 and outputs the same. Also, the setting device 15 has a built-in arithmetic amplifier circuit, and changes the gains of the front and rear (vertical) and horizontal G sensors 11a and 11b by adjusting an amplification rate changing dial for the input signals from the front and rear (vertical) and horizontal G sensors 11a and 11b.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a front and rear wheel torque distribution ratio setting device for a four-wheel drive vehicle.

[0002]

2. Description of the Related Art As is well known, Skyline GT-R (registered trademark, current type: R33 type, conventional type: R32 type) manufactured and sold by Nissan Motor Co., Ltd. It is a special vehicle that enables sports driving and racing activities on the circuit.

[0003] The Skyline GT-R is designed to achieve both high driving performance and vehicle stability during sports running and turning and controllability during turning.
An electronically controlled torque split four-wheel drive system called "ATTESA E-TS" (registered trademark) is employed.

FIG. 6 shows the "ATTESA E-TS"
FIG. 1 is an explanatory diagram schematically showing a configuration of a four-wheel drive system 1 of FIG. In the four-wheel drive system 1, the output from the engine 2 is transmitted through a transmission 3, all or a part of which is sent to a rear differential 5 through a transfer 4, and a part divided by the transfer 4 is a front differential It is distributed to the differential 6.
The rear differential 5 adjusts the rotational speed difference between the left and right front wheels, while the front differential 6 adjusts the rotational speed difference between the left and right rear wheels.

The transfer 4 includes a wet multi-plate clutch 7
The magnitude of the torque distributed to the front differential 6 (torque distribution ratio) is adjusted by adjusting the pressing force of the wet multi-plate clutch 7.

[0006] A hydraulic unit 8 is used to adjust the pressing force of the wet multi-plate clutch 7. The hydraulic pressure of the hydraulic unit 8 is adjusted by a solenoid valve 8a provided in the hydraulic unit 8. The opening of the solenoid valve 8a is adjusted by a control signal transmitted from the E-TS control unit 9.

[0007] The E-TS control unit 9 includes, as determinants of the control signal, wheel rotation sensors 10a to 10d provided for the respective wheels, and before and after detecting longitudinal acceleration and lateral acceleration occurring in the running vehicle. Vertical) G sensor 11
a, The signal input from the horizontal G sensor 11b is used.

According to such a four-wheel drive system 1,
Despite having a four-wheel drive mechanism, based on the rear-wheel drive state (so-called FR state), the front wheels and rear wheels are adjusted according to the vehicle behavior such as acceleration / deceleration and turning, and the running conditions such as road surface conditions. Is electronically controlled using the E-TS control unit 9, the front and rear wheels can be variably and optimally distributed in a range of 0: 100 to 50:50. Table 1 shows an outline of control in various traveling situations such as straight running, turning, braking, and getting out of the stack (or when climbing a steep slope).

[0009]

[Table 1]

[0010] As shown in Table 1, the four-wheel drive system 1 is, in short, under normal running conditions, based on the rear-wheel drive state, for example, the turning performance at the time of high-speed turning on a dry road surface. In addition, when the controllability of the vehicle attitude by the accelerator (accelerator controllability) is sufficiently ensured, and when the lateral G is small such as when starting or when accelerating straight ahead, or when the amount of rear wheel slip is large such as when driving on a low μ road, The extra drive torque in the rear wheels is redistributed to the front wheels to maximize the stability characteristic of the four-wheel drive vehicle.

In other words, by automatically redistributing the driving torque to each of the front wheels and the rear wheels according to the running conditions, the driving force (the force with which the tire kicks the road surface in the rotational direction) for all four wheels is improved. The driving force of each of the front wheels and the rear wheels is optimally controlled by controlling the road surface capturing force of the tire, which is the sum of the cornering force (the force with which the tire presses in the direction perpendicular to the rotation direction).

FIG. 7 shows a front wheel 12a and a rear wheel 12b during running.
FIG. 5 is a two-wheel model diagram showing an influence of a force acting between the vehicle and a road surface on turning performance of a vehicle turning right. As shown in the figure, the cornering force C _Ff of the front wheel 12a is a force for turning the vehicle, and the yaw center position 1
This is a force that tries to rotate clockwise around the center 3. On the other hand, the cornering force C _Fr of the rear wheel 12b is a force for stabilizing the vehicle, and the vehicle is positioned at the yaw center position 1
This is a force that tries to rotate clockwise around the center 3.

Therefore, in the vehicle equipped with the four-wheel drive system 1 shown in FIG. 6, when the rear wheel drive torque in the base state is large, the cornering force C _Fr of the rear wheel 12b decreases, so that the vehicle is overloaded. Steering tends to occur, and the front wheel 12a increases as the front wheel drive torque increases.
The vehicle tends to understeer because the cornering force C _Ff of the vehicle decreases.

Thus, this four-wheel drive system 1
According to a program predetermined by the E-TS control unit 10, the front wheels 12a and the rear wheels 12b
Controls the torque distribution ratio to each.

[0015] Therefore, there is a problem in the circuit running using the vicinity of each limit of the driving force of the tire and the cornering force, unlike the general running on the public road.

For example, depending on a driver's preference or skill on a circuit, he or she may want to actively slide the rear wheel side outward during a turn to turn the vehicle toward the corner exit (when oversteering tends to occur). Even when it is desired to weaken the understeer generated after the accelerator is fully opened after passing the clipping point in the middle of the corner, the handling characteristics of the vehicle (steer balance from understeer to oversteer) are mainly determined by the E-TS control unit 10. It will be dominated by the program you have and will have different handling characteristics than the driver's preference.

[0017] Even in the same vehicle, the driver desires depending on the situation (radius, road surface frictional force, how to apply a load to the vehicle, etc.) at each corner of the traveling circuit, and the type of the circuit. Handling characteristics are different. However, even in such a case, the handling characteristics of the vehicle mainly depend on the E-TS control unit 10.
Is not controlled by the driver's preference.

In order to cope with such a problem, in a vehicle equipped with the four-wheel drive system 1 shown in FIG. 6, the torque distribution ratio to each of the front wheels and the rear wheels is set in several steps.
A fixed control device has been proposed.

That is, in FIG. 6, the control device 14 is connected between the E-TS control unit 9 and the hydraulic unit 8 to control the analog output output from the E-TS control unit 9. The signal is controlled in several stages, and a control signal in several stages corresponding to each stage is output to the hydraulic unit 8. By using the control device 14, the torque distribution ratio to each of the front wheels and the rear wheels is fixed in several steps, thereby realizing the driver's favorite handling characteristics.

[0020]

However, in the conventional control device 14, once the torque distribution ratio is set, the torque distribution ratio is fixed to that state. Therefore, basically, the handling balance of the entire vehicle is unchanged. Become. Therefore, there is a problem in that the excellent feature of the “ATTESA E-TS” four-wheel drive system 1 in which the torque distribution ratio can be linearly changed according to the running conditions is lost.

Further, in order to set the conventional control device 14, it is necessary to repeatedly perform a check such as running a circuit around a circuit with a certain setting, switching to another setting and making a second round again. Even with such complicated settings, only moderate handling characteristics that are acceptable for all corners were obtained. Therefore, there is a problem that the lap time cannot be easily improved.

[0022]

The inventors of the present invention have conducted intensive studies to solve the above-mentioned problems, and have found "ATTES."
AE-TS "increases or decreases the torque distribution ratio automatically generated to the front wheels and the rear wheels generated according to front and rear G and side G generated by the four-wheel drive system 1 according to the driver's intention. By doing so, the handling characteristics of the vehicle are strengthened from strong oversteer to weak oversteer.
The inventors have found that the above problem can be solved by freely setting a wide range from neutral steer to weak understeer to strong understeer, and completed the present invention.

According to the first aspect of the present invention, the arithmetic processing is performed based on various information at the time of traveling, and front wheels: rear wheels = 0: 100 to 5
A front / rear wheel torque distribution ratio setting device for a four-wheel drive vehicle including a control mechanism for changing a torque distribution ratio to each of a front wheel and a rear wheel in a range of 0:50. It is a gain changing device that includes an adjustment dial that changes the gain of a signal output from each of the lateral G sensors and that is input to a control device that performs arithmetic processing.

According to a second aspect of the present invention, there is provided the front and rear wheel torque distribution ratio setting device according to the first aspect, wherein the adjusting dial adjusts a gain for the vertical G sensor and a gain for the horizontal G sensor. Adjust horizontal G
And an adjustment dial.

According to a third aspect of the invention, in the front and rear wheel torque distribution ratio setting device according to the second aspect, the vertical G adjustment dial and the horizontal G adjustment dial are turned on during a period that significantly affects the steering balance of the vehicle. It is characterized by the following.

According to a fourth aspect of the present invention, in the front and rear wheel torque distribution ratio setting device for a four-wheel drive vehicle according to the third aspect, the period in which the vertical G adjustment dial is turned on is a period in which a corner rises and a straight line. In addition, the period in which the horizontal G adjustment dial is lit is a period of entering a corner and turning.

According to a fifth aspect of the present invention, there is provided a front and rear wheel torque distribution ratio device for a four-wheel drive vehicle according to the third aspect,
The period in which the vertical G adjustment dial is turned on and the period in which the horizontal G adjustment dial is turned on are both periods in which the input acceleration value is 0.3 G or more.

[0028]

BEST MODE FOR CARRYING OUT THE INVENTION

(First Embodiment) Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a front and rear wheel torque distribution ratio setting device for a four-wheel drive vehicle according to the present invention (hereinafter, simply referred to as “setting device of the present invention”.
TS LINEAR ”)
R33 Skyline GT equipped with “TS” system 1
It is explanatory drawing which shows the state applied to -R.

The explanatory diagram shown in FIG. 1 corresponds to FIG.
Are mostly the same as the explanatory diagrams shown in FIG. 1, and therefore, the description of the present embodiment will be made only for different portions.
The common portions are denoted by the same reference numerals in the drawings, and redundant description will be omitted as appropriate.

As shown in FIG. 1, the setting device 15 of the present invention comprises an E-TS control unit 9 and a front-back (vertical) G
It is connected between the sensor 11a and the lateral G sensor 11b.
The setting device 15 of the present invention includes the front-back (vertical) G sensor 11.
a, a converter that increases or decreases the voltage input to the E-TS control unit 9 based on the vertical G and horizontal G values input from the horizontal G sensor 11b, respectively, and outputs the voltage.

Although not shown, the setting device 15 of the present invention includes a well-known operational amplifier circuit,
The gains of the front-rear (vertical) G sensor 11a and the horizontal G sensor 11b are changed by adjusting the gain change dial (see FIG. 2 described later) of the input signal from each of the G sensor 11a and the horizontal G sensor 11b.

The main body of the setting device 15 according to the present invention can be conveniently changed during driving if it is within a range operable by a driver. Fixed. Also, E-TS
Control unit 9 and front and rear (vertical) G sensor 11
a, connection to the lateral G sensor 11b is made by connecting the power supply from the harness of the E-TS control unit 9 because the E-TS control unit 9 is disposed on the lower surface of the rear par shell (rear shelf) of the vehicle; This was performed by connecting the wiring of the main body of the setting device 15 of the present invention to the middle of the wiring of the front and rear (vertical) G sensor 11a and the horizontal G sensor 11b.

FIG. 2 is a front view showing the main body of the setting device 15 of the present invention. On the front part of the setting device 15 of the present invention,
A power switch 16, a three-way display unit 17, a corner adjustment dial (horizontal G amplification factor adjustment dial) 18, and a straight adjustment dial (front and rear (vertical) G amplification factor adjustment dial) 19 are arranged. Hereinafter, these will be described separately.

(Power switch 16) Power switch 16
Is turned on, the setting device 15 of the present invention is activated. When the power switch 16 is turned off, the power switch 16 bypasses the setting device 15 of the present invention.
The G sensor 11a, the lateral G sensor 11b, and the E-TS control unit 9 are directly connected. That is, when the power switch 16 is turned off, the state returns to the normal state.

(3 way display section 17) 3 way display section 1
7, the front wheel torque distribution (0 to 5) is switched by switching a display changeover switch (not shown) on the back of the main body.
0kgf-m), side G (left and right corner G, 0 to 1.2)
G) or front and back G (acceleration G or deceleration G, 0 to 1.2 G) is digitally displayed in real time.

(Straight Adjustment Dial 19) The straight adjustment dial 19 is a dial for mainly changing the handling characteristics when the acceleration G is acting on the vehicle, such as from a corner rising to a straight. By the adjustment, the amplification factor is changed by the above-described operational amplifier circuit. FIG. 3 is a graph showing the relationship between the input value of the G sensor 11a and the output value to the E-TS control unit 9 in the setting device 15 of the present invention.

When the straight adjustment dial 19 is set at the position of the scale 5, a voltage is output in a relationship indicated by a straight line m in FIG. This is the same as the normal state.

When the straight adjustment dial 19 is turned to the left with respect to the scale 5, the amplification factor of the operational amplifier circuit is changed, and a voltage larger than that in the normal state is output. That is, a voltage is output in a relationship where a portion of 0 G or more of the straight line m in FIG. 3 is bent around the point x into the upper region A. That is, even with the same acceleration, a larger voltage is input to the E-TS control unit 9, and the torque distribution to the front wheels is suppressed as compared with the normal state. As a result, the steering balance of the vehicle shifts in the oversteer direction (rear wheel drive direction) in the region of vertical G: 0 to 1.2G.

On the other hand, when the straight adjustment dial 19 is turned clockwise with reference to the scale 5, the amplification factor of the operational amplifier circuit is changed, and a voltage smaller than that in the normal state is output. That is, a voltage is output in a relationship in which a portion of 0 G or more in the straight line m in FIG. 3 is bent around the point x into the lower region B. That is, even with the same acceleration, a smaller voltage is input to the E-TS control unit 9, and the torque distribution to the front wheels is increased from that in the normal state. As a result, the steering balance of the vehicle shifts in the understeer direction (four-wheel drive direction) in the region of vertical G: 0G to 1.2G.

In FIG. 3, the deceleration side (-1.2
G to 0G), the relationship of the normal state is maintained, but this is due to the AB mounted on the vehicle during deceleration.
The signal from the wheel rotation sensors 10a to 10d, which are sensors for S (anti-lock brake system), is also taken into account.
This is because, since the output from the TS control unit 9 is determined, safety is taken into consideration so that the operation timing of the ABS does not change.

Further, the straight adjustment dial 19 has a built-in two-color light emitting LED, which is normally lit in green, but the G value input from the G sensor 11a is 0.
When it becomes 3G or more, it lights up in red. That is, the lighting of the red color indicates to the driver in real time the timing at which the adjustment of the steer balance by adjusting the straight adjustment dial 19 is effective.

(Corner Adjustment Dial 18) The corner adjustment dial 18 is mainly used for the horizontal G such as during cornering.
Is used to change the handling characteristic when acting on the vehicle. By adjusting the corner adjustment dial 18, the amplification factor is changed by the above-described operational amplifier circuit. FIG. 4 is a graph showing the relationship between the input value of the G sensor 11b and the output value to the E-TS control unit 9 in the setting device 15 of the present invention.

When the corner adjustment dial 18 is set at the position of the scale 5, a voltage is output in a relationship indicated by a straight line n in FIG. This is the same as the normal state.

When the corner adjustment dial 18 is turned to the left with respect to the scale 5, the amplification factor of the operational amplifier circuit is changed. In the range of 0G to 1.2G, the gain is larger than that in the normal state and -1.2G to 0G. In this range, a voltage smaller than that in the normal state is output. That is, the straight line n existing in the regions C ₁ and C ₂ formed by rotating the straight line n counterclockwise around the point y in FIG.
Is output according to the relation given to. That is, even with the same left turn G, a larger voltage is input to the E-TS control unit 9 in the range of 0G to 1.2G, and a smaller voltage is set in the range of -1.2G to 0G. -It is input to the TS control unit 9, so that the torque distribution to the front wheels is suppressed more than in the normal state. As a result, the steering balance of the vehicle shifts in the oversteer direction (rear wheel drive direction) in the region of lateral G: -1.2G to 1.2G.

On the other hand, when the corner adjustment dial 18 is turned clockwise with reference to the scale 5, the amplification factor of the operational amplifier circuit is changed. In the range of 0 G to 1.2 G, the gain is smaller than the normal state and -1.2 G. In the range of 0 to 0 G, a voltage higher than that in the normal state is output. That is, a voltage is output in a relationship given to the straight lines n existing in the regions D ₁ and D ₂ formed by rotating the straight line n clockwise around the point y in FIG. That is,
Even for the same turning G, a smaller voltage is input to the E-TS control unit 9 in the range of 0G to 1.2G, and a larger voltage is applied to the E-TS control in the range of -1.2G to 0G. This is input to the unit 9, and the torque distribution to the front wheels is increased from the normal state. As a result, the steering balance of the vehicle shifts in the understeer direction (four-wheel drive direction) in the region of lateral G: -1.2G to 1.2G.

Further, the corner adjustment dial 18 has two
A color light-emitting LED is built in and normally lit green, but the G value input from the G sensor 11b is 0.3.
When it becomes G or more, it lights up in red. That is, the lighting of this red color indicates to the driver in real time the timing at which the adjustment of the steer balance by adjusting the corner adjustment dial 18 is effective.

The setting device 15 of the present invention is configured as described above. Since the setting device 15 of the present invention is configured as described above, in use thereof, in brief, one or both of the adjustment dials 18 and 19 illuminated in red at a place where a handling characteristic is desired to be changed on a circuit. When the driver wants to improve the turning performance and accelerator controllability, turn the adjustment dial to the left. When the driver wants to improve the stability, turn the adjustment dial to the right. The adjustment allowance changes depending on the degree of turning the dial.

Next, the R equipped with the setting device 15 of the present invention
The effect of the setting device of the present invention was confirmed by traveling on the Tsukuba Circuit using the 33-type Skyline GT-R.

FIG. 5 is an explanatory diagram showing an outline of the Tsukuba Circuit 20. The solid line in the figure indicates an ideal running line, and a part of the solid line indicates a saw blade-shaped portion. In addition, the numbers surrounded by circles indicate gear change (shift up or down) near the described position.
Is performed.

First, the corner adjustment dial 18 and the straight adjustment dial 19 of the setting device 15 of the present invention were set on the graduation 5 in a normal state, and the Tsukuba circuit 20 was run.

The vehicle that has passed the start / finish point 21 with the fourth-speed gear and the accelerator fully opened, has passed the home straight 22 and then downshifted in the order of fourth-speed gear → third-speed gear → second-speed gear with strong braking. First
Enter corner 23.

After passing through the clipping point 23a of the first corner 23 with the second gear and the accelerator off, the accelerator is fully opened and the gears are sequentially shifted up from the second gear to the third gear and then to the fourth gear while accelerating. Looter 24
Head for. The vehicle shifts down in the order of 4th gear → 3rd gear → 2nd gear while braking strongly before the first hairpin corner 24, and enters the first hairpin corner 24.

After passing through the clipping point 24a of the first hairpin corner 24 with the second gear and the accelerator off, the accelerator is fully opened, the gear is shifted up from the second gear to the third gear, and goes to the lower corner 25 of the bridge. When entering the lower corner 25 of the bridge, the throttle is returned (partial throttle) to perform light braking, apply a front load to the vehicle, and maintain the turning performance of the vehicle, while passing the clipping point 25a of the lower corner 25 of the bridge. I do.

When the clipping point 25a is
After passing through the partial throttle, shift up to 3rd gear → 4th gear while accelerating fully open, and with 4th gear → 3rd gear → 2nd gear with strong braking just before the second hairpin corner 26 Down, second
Clipping point 26a of hairpin corner 26
Through the second gear partial throttle.

After passing through the clipping point 26a, the vehicle runs through the back straight 27 while shifting up from the 2nd gear → 3rd gear → 4th gear while accelerating with the accelerator fully opened, and heads for the final corner 28.

At the entrance of the final corner 28, the vehicle shifts down from the fourth gear to the third gear while performing light braking, and passes the clipping point 28a with the accelerator off. After passing through the clipping point 28a, the vehicle accelerates while gradually opening the accelerator and returns to the home straight 22. After passing through the last corner 28, the gear is shifted up from the third gear to the fourth gear in the fully open acceleration state.

The vehicle was driven on the Tsukuba Circuit by the above operations. The lap time for one lap was 1: 8: 21. The corner adjustment dial 18 was illuminated in red during one round of traveling because the corners 23, 24, 2
5, 26 and 28 (clipping point 23
a, 24a, 25a, 26a and 28a before and immediately after) and after passing the clipping point 28a.

On the other hand, the straight adjustment dial 19 is illuminated in red during braking when entering each of the corners 23, 24, 25, 26 and 28, and after exiting each of the corners 23, 24, 25 and 26. It was time to get up in second gear. After performing such a run, the driver was asked about his impression regarding maneuverability (handling characteristics of the vehicle), and the following answers were given.

(1) After passing the clipping point 28a of the last corner 28, if the accelerator is fully opened, a strong understeer occurs. Therefore, the accelerator cannot be fully opened until the lateral G can hardly be felt. Here, since the accelerator cannot be fully opened, the lap time cannot be reduced.

(2) When entering the lower corner 25 of the bridge, in order to gain a lap time, it is desired to perform cornering only by load transfer by a throttle-off without braking, but the side G acting on the vehicle without braking is applied to the rear wheels. Oversteering beyond the cornering force limit value results in a tail-out posture after passing the clipping point 25a where the load is applied the most, resulting in loss of driving force. Therefore, the lap time cannot be reduced.

(3) Even if the accelerator is fully opened immediately after passing the clipping point 26a of the second hairpin corner 26, the timing at which the torque is redistributed to the front wheels and the four-wheel drive state is established is late, and the rear wheels slightly slip. Occur. Therefore, the traction of the four-wheel drive cannot be effectively utilized, and the lap time cannot be reduced.

Therefore, the steer balance of the vehicle is adjusted by the setting device 15 of the present invention. That is,
In the above problems (1) to (3), understeer in (1) has the greatest influence on the loss of the lap time. Therefore, the corner adjustment dial 18 is changed from the scale 5 to the scale 3.5 to reduce understeer in high-speed corners.

As for (2), it is effective to advance the switching timing to the four-wheel drive state at the time of start-up acceleration. Therefore, the straight adjustment dial 19 is changed from the scale 5 to the scale 7 so that the switching timing to the four-wheel drive at the time of straight ahead acceleration is set earlier.
According to such a setting of the straight adjustment dial 19, in the case of (3) as well, the timing of turning on the aqua after the passage of the clipping point 25a is advanced, so that the oversteer tendency can be weakened and the driving force loss can be reduced. Becomes possible.

As described above, the setting device 15 of the present invention was adjusted, and the lap time was measured again. As a result, the problems listed in (1) to (3) above are all reduced,
A steer balance close to the driver's preference was easily obtained.

As a result, the lap time was 1: 7: 56, which was improved by 0:65 from the normal state. As described above, since the setting device 15 of the present invention does not fix the torque distribution ratio to each of the front wheels and the rear wheels, the load applied to the drive system such as the transfer is almost the same as the normal state. Therefore, even in a circuit running or the like, the operability of the vehicle can be easily, reliably and optimally set from the interior of the vehicle according to the driver's preference without damaging the vehicle (particularly the drive system).

(Second Embodiment) Hereinafter, a second embodiment will be described. In the following description of each embodiment, only portions different from the above-described first embodiment will be described.
The description of the common parts is omitted.

For two drivers A and B having substantially the same skill, a test run of the Tsukuba Circuit was carried out using the same vehicle as in the first embodiment, and both drivers A and B were taken into account in consideration of the lap time. Optimal settings for people.
Mr. A had a corner adjustment dial 18: scale 9 and a straight adjustment dial 19: 4. This is a setting in which the understeer tendency is slightly increased with respect to the normal state.

On the other hand, Mr. B has a corner adjustment dial 18: scale 6.5 and a straight adjustment dial 19:
It was 5. This was a setting that strengthened the traction at the start of each corner while maintaining the normal state as the base.

As described above, the preference of the steer balance differs depending on the driving style of the driver. However, if the setting device 15 of the present invention is used, the steer balance according to the preference of each person can be easily set.

Also, the same driver may be affected by the road surface condition (dry road surface to wet road surface) or the decrease in tire grip force (so-called tire dripping) caused by the increase in the number of laps during circuit running. The desired handling characteristics are different. Even in such a case, according to the setting device 15 of the present invention, it is possible to easily and reliably adjust the handling characteristic to a desired state from inside the vehicle.

(Third Embodiment) Under the vehicle and running conditions in the first and second embodiments, the adjusting dials 18 and 19 of the setting device 15 of the present invention are set to (0, 0), (1).
0, 10), the behavior of the vehicle was confirmed.

In the setting of (0,0), the vehicle is in a complete rear wheel drive state (a state in which the front wheel torque is not redistributed). For this reason, while driving at the Tsukuba Circuit, turning performance is improved, but the steering balance tends to be oversteer, especially in corners where the lateral G acts strongly, it is necessary to operate the countersteer to reestablish the vehicle attitude with a tail-out tendency. Was done.

On the other hand, in the setting of (10, 10), the front wheels:
The torque distribution of the rear wheels was always 50:50, and a tight corner braking phenomenon occurred at a corner having a small radius of curvature. Therefore, the drive system (especially transfer 4)
, And could not be used on a normal dry road surface. However, this setting is extremely effective when escaping during stacking on a snowy road or the like.

(Modification) The description of the present embodiment is as follows.
R33 Skyline GT-R was taken as an example,
The present invention is not limited to such an embodiment, and the old R32 skyline GT-R, the new R33 skyline GTS-4 and the old R32 skyline G are used.
The present invention can be equally applied to all vehicles equipped with the “ATTESA E-TS” system such as the TS-4.

[0075]

As described above in detail, according to the setting device of the present invention, the torque distribution ratio between the front wheels and the rear wheels of the vehicle equipped with the "ATTESA E-TS" system is kept variable. Steer balance can be controlled freely.

Further, according to the setting device of the present invention, since the vertical G and the horizontal G can be separately controlled and input to the E-TS control unit 9, a large setting width of the handling characteristics is ensured. be able to. Therefore, it is possible to set optimal handling characteristics according to various circuits.

Further, according to the setting device of the present invention, when the vehicle is running on a circuit, it is possible to determine at a glance which adjustment dial should be operated at which timing by adjusting the light emission of the adjustment dial. Steer balance can be obtained. As a result, it is possible to reduce the troublesome set-up operation time that needs to be performed during circuit running.

[Brief description of the drawings]

FIG. 1 shows a setting device according to the present invention called “ATTESA ET”.
It is explanatory drawing which shows the state applied to the R33 type skyline which has an "S" system.

FIG. 2 is a front view showing a main body of the setting device of the present invention.

FIG. 3 is a graph showing a relationship between an input value of a G sensor and an output value to an E-TS control unit in the setting device of the present invention.

FIG. 4 is a graph showing a relationship between an input value of a G sensor and an output value to an E-TS control unit in the setting device of the present invention.

FIG. 5 is an explanatory diagram showing an outline of the Tsukuba Circuit.

FIG. 6 is an explanatory diagram schematically showing a configuration of an ATTESA E-TS system.

FIG. 7 is a two-wheel model diagram showing an influence of a force acting between a front wheel during running and a road surface on turning performance of the vehicle.

[Explanation of symbols]

 1 ATTESA E-TS system 2 Engine 3 Transmission 4 Transfer 5 Rear differential 6 Front differential 7 Wet multi-plate clutch 8 Hydraulic system 8a Solenoid valve 9 E-TS control unit 10a to 10d Wheel rotation sensor 11a Front and rear (longitudinal) G sensor 11b Horizontal G sensor 15 Setting device of the present invention 16 Power switch 17 3-way display section 18 Corner adjustment dial 19 Straight adjustment dial

Claims (5)

[Claims] 1. An electronic control for performing arithmetic processing based on various information during traveling to change a torque distribution ratio to each of a front wheel and a rear wheel within a range of front wheel: rear wheel = 0: 100 to 50:50. A front and rear wheel torque distribution ratio setting device for a four-wheel drive vehicle including a mechanism, comprising an adjustment dial for changing a gain of a signal output from each of a vertical G sensor and a horizontal G sensor among the various information, A front-rear wheel torque distribution ratio setting device for a four-wheel drive vehicle, which is a gain changing device input to a control device that performs the arithmetic processing. 2. The front / rear wheel torque distribution ratio setting device according to claim 1, wherein the adjustment dial adjusts a gain related to a vertical G sensor and a gain related to the horizontal G sensor. A front and rear wheel torque distribution ratio setting device for a four-wheel drive vehicle, comprising a lateral G adjustment dial. 3. The front and rear wheel torque distribution ratio setting device according to claim 2, wherein the vertical G adjustment dial and the horizontal G adjustment dial are turned on during a period that significantly affects the steering balance of the vehicle. Front and rear wheel torque distribution ratio setting device for four-wheel drive vehicles. 4. The front / rear wheel torque distribution ratio device for a four-wheel drive vehicle according to claim 3, wherein the period during which the vertical G adjustment dial is lit is a period of a rising edge of a corner and a straight line, and Horizontal G
The front and rear wheel torque distribution ratio setting device for a four-wheel drive vehicle, wherein the period in which the adjustment dial is lit is a period of entering a corner and turning. 5. The front and rear wheel torque distribution ratio device for a four-wheel drive vehicle according to claim 3, wherein the period in which the vertical G adjustment dial is lit and the period in which the horizontal G adjustment dial is illuminated are: A front and rear wheel torque distribution ratio setting device for a four-wheel drive vehicle, wherein each of the periods is a period in which the value of the input acceleration is 0.3 G or more.