JPS62198522A - Clutch control device on driving system for vehicle - Google Patents

Abstract

PURPOSE:To increase stability in turning and running by controlling a clutch catching force in the direction where an actual momentum from a yawing momentum detecting means accords with a target yawing momentum to be gotten by the running speed and the steering angle. CONSTITUTION:Driving system clutch means 4 for changing a transmission driving torque by the intensity of a clutch catching force is provided between a drive input part 2 and a drive output part 3. A signal from an input means 5 is transmitted to a clutch control means 6 and the clutch catching force is controlled to increase or decrease. This control is executed in the direction where an actual momentum from a yawing momentum detecting means 503 accords with a target yawing momentum to be gotten by the signals from a running speed sensor 501 and a steering angle sensor 502. Hereby it always becomes an ideal condition in turning and running by the target yawing momentum regardless of road condition and others and high performance in turning can be gotten.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention applies clutch engagement force to drive force distribution clutches, differential limiting clutches, etc. used in transfer devices of four-wheel drive vehicles, differential devices of automobiles, etc. The present invention relates to a vehicle drive system clutch control device.

(Prior Art) As a conventional driving force distribution clutch control device, for example,
A device as described in Japanese Unexamined Patent Publication No. 58-101829 is known.

This conventional device has four wheels configured to directly transmit power from a transmission to one of the front and rear wheels, and to transmit power to the other of the front and rear wheels via a 2.4-wheel drive switching clutch. The drive vehicle is equipped with a front wheel rotation sensor that detects the rotation of the front wheels, a rear wheel rotation sensor that detects the rotation of the rear wheels, and a torque direction detector that detects the direction of power torque on the rear wheels. When slip occurs due to the difference in rotation between the front and rear wheels detected by the sensor, the system automatically switches to 4-wheel drive, and even if slip does not occur, if the vehicle is accelerating, 4-wheel drive is activated using the signal from the torque direction detector. It was characterized by being maintained in a state of .

Further, as a differential limiting clutch control device, for example, a device as described in Japanese Patent Laid-Open No. 199331/1983 is known.

In a vehicle equipped with a differential lock device, this conventional device inputs and compares a sensor that detects the ground load of each drive wheel and the output signal of each sensor, and detects a predetermined difference in the ground load of each drive wheel. The device is characterized by comprising a control circuit that operates an actuator or operates an alarm device to release the differential lock device from the activated state when the differential lock device is activated.

(Problem to be Solved by the Invention) However, in the former driving force distribution clutch control device, when the front and rear wheel rotational speed difference ΔN exceeds a predetermined value, the clutch is engaged to establish a four-wheel drive state. Because there was
There is a problem in that when the drive is switched from two-wheel drive to four-wheel drive during a turn, the steering characteristics suddenly change.

In other words, in a rear-wheel drive vehicle, when the vehicle switches from a two-wheel drive state to a four-wheel drive state during a turn, the understeer tendency increases, the turning performance during a turn becomes worse, and the yawing maneuverability deteriorates. Conversely, in a two-wheel drive state, yawing maneuverability during turning is ensured, but sufficient driving force may not be obtained.

In addition, with the latter differential limiting clutch control device, unless there is a significant difference in the ground load between the left and right drive wheels, the differential lock state (left and right wheels are directly connected) will remain in the differential lock state. When turning, there is a problem in that the vehicle exhibits a tendency to understeer when entering the corner, and at the exit of the corner, the tendency changes to oversteer due to lateral acceleration, that is, it exhibits reverse steer characteristics.

Furthermore, even if the differential lock state suddenly changes to the differential lock release state during a turn, there is a problem in that the steering characteristics suddenly change and the cornering stability becomes extremely low.

(Means for Solving the Problems) The present invention has been made for the purpose of solving the above-mentioned problems, and in order to achieve this purpose, the present invention employs the following solving means. did.

The solution of the present invention will be explained with reference to the conceptual diagram of the claim shown in FIG.
A drive system clutch means 4 is provided between the drive input section 2 and the drive output section 3 and is capable of changing the transmitted drive torque depending on the magnitude of the clutch engagement force, and a drive system clutch means 4 is provided between the drive input section 2 and the drive output section 3 and is capable of changing the transmitted drive torque depending on the magnitude of the clutch engagement force. In a vehicle drive system clutch control device comprising a clutch control means 6 for controlling the increase/decrease of engagement force, the input means 5 includes a vehicle speed sensor 501.
Steering angle sensor 502 and yawing momentum detection means 50
3, and the clutch control means 6 is a means for controlling the clutch engagement force in a direction in which the actual yawing momentum from the yawing momentum detection means 503 matches the target yawing momentum obtained from the vehicle speed V and the steering angle θ. .

Note that the yawing momentum here refers to the momentum around the vertical axis of the vehicle, which is the yaw axis of the vehicle, and the yaw rate ψ (
angular velocity around the vertical axis of the vehicle), yaw angular acceleration ψ, etc.

(Function) Therefore, in the vehicle drive system clutch control device of the present invention, as described above, the actual yawing momentum from the yawing momentum detection means is equal to the target yawing interlocking amount obtained from the vehicle speed and the steering angle. By using a means to control the clutch engagement force in the same direction, the target yawing momentum is always maintained in an ideal turning condition regardless of the road surface condition or turning condition, and there is no sudden change in spin or steering characteristics when turning. Turning performance can be realized.

(Example) Hereinafter, one embodiment of the present invention will be described in detail with reference to the drawings.

As a first embodiment, a driving force distribution clutch control device for a four-wheel drive vehicle based on rear wheel drive, which controls the driving force distribution ratio between one front and rear wheels, will be taken as an example.

First, the configuration of the first embodiment will be explained.

As shown in FIG. 2, a four-wheel drive vehicle to which the driving force distribution clutch control device of the first embodiment is applied includes an engine 10, a transmission 11, a transmission output shaft 12,
Transfer device (power split device) A, rear propeller shaft 13, rear differential 14. Rear drive shaft 15, 16, rear wheels 17, 17, front propeller shaft 18, front differential 19,
Front drive shaft 20, 21, front wheel 22, 22
The transmission output shaft 12 is connected to the transfer input shaft 31, and the rear propeller shaft 1
3 is connected to the transfer rear output shaft 32, and the front propeller shaft 18 is connected to the transfer front output shaft 3.
It is connected to 5.

As shown in FIG. 3, the transfer device A includes a transfer case 30, a transfer input shaft 31, a transfer rear output shaft 32, a multi-disc friction clutch (drive system clutch means) 33, a gear train 34, and a transfer front output shaft 35. We are prepared.

The rear drive system is constituted by a transfer input shaft 31 and a transfer rear output shaft 32 that are coaxially directly connected, and the driving force from the transmission output shaft 12 is directly transmitted to the rear propeller shaft 13.

The front drive system includes a transfer input shaft 31. ! : Constructed by interposing a multi-disc friction clutch 33 and a gear train 34 between the transfer front output shaft 35, and the driving force from the transmission output shaft 12 is applied to the front propeller according to the engagement force of the multi-disc friction clutch 33. transmitted to the shaft 18.

The multi-disc friction clutch 33 receives control hydraulic pressure Pc from the outside.
It is possible to change the transmission drive torque to the front wheels 22 and 22 side by engaging the clutch. This multi-disc friction clutch 33 is connected to a clutch drum 331 (driver a plurality of clutch plates 332 rotationally engaged with the clutch drum 331; and a plurality of clutch discs 333 disposed between the clutch plates 332.
, a clutch hub 334 (drive output section) that engages the clutch disc 333 in the rotational direction, a dish plate 335 that applies initial torque to the clutch plate 332 and the clutch disc 333, and the clutch plate 332 and the clutch disc 333. A clutch piston 336 that applies a fastening force to the control hydraulic pressure PC
The piston chamber 338 is provided with a piston chamber 338.

The gear train 34 is a means for transmitting driving force to the front wheels 22 and 22 by engagement of the multi-disc friction clutch 33,
a first gear 341 fixed to the clutch hub 334; a second gear 342 formed on the intermediate shaft 344;
A third motor provided on the transfer front output shaft 35
and a gear 343.

As shown in FIG. 3, the driving force distribution clutch control device (clutch control means) 40 of the first embodiment has a vehicle speed sensor 41. A steering angle sensor 42 and a yaw rate sensor (yawing momentum detection means) 43 are provided, a control unit 44 using an on-vehicle microcomputer is provided as a control circuit, and an electromagnetic proportional solenoid valve 45 is provided as a control actuator.

The vehicle speed sensor 41 is a sensor that detects a vehicle speed V and outputs a vehicle speed signal (V) according to the vehicle speed V.

The steering angle sensor 42 detects the steering angle θ.
This is a sensor that outputs a steering angle signal (θ) according to the steering angle signal (θ).

The vehicle speed sensor 41 and the steering angle sensor 42 are used as sensors for determining the target yaw rate φ bundle and the target yaw angular acceleration φ bundle.

The calculation formulas for these target values are as follows: φ East = V/R...■ ψ flux = V/R...■ R=KsXL/tan(θ/N) -...■V=
clV/dt...■
R: Turning radius V: Vehicle acceleration KS gain L: Wheelbase length N: Steering gear ratio, turning radius R and vehicle speed sensor 41 determined by formula
By substituting the vehicle speed V obtained by Equation 0 into Equation 0, the target yaw rate ψ can be obtained. φky is obtained.

Here, for the vehicle acceleration V, a vehicle longitudinal direction acceleration sensor may be added, and an acceleration signal from this sensor may be used.

In addition, in the embodiment, these target values have a range, and the target yaw rate ψ is set in the form of the target yaw rate lower limit ψeow and the target yaw rate upper limit "nigh," and the target yaw angular acceleration ψ is set as the target yaw angular acceleration lower limit. The range is set from ψkyo to the target yaw angular acceleration upper limit value ψHigh to Low.

The yaw rate sensor 43 is a sensor that detects a yaw rate ψ, which is an angular velocity around the vertical axis of the vehicle, and outputs a yaw rate signal (φ) corresponding to the yaw rate φ.

This yaw rate sensor 43 is used as a sensor for knowing the actual yaw rate ψ and the actual yaw angular acceleration ψ, and the actual yaw angular acceleration ψ is obtained by the calculation formula φ=dψ/dt.

The control unit 44 has a RAM-? which is a storage circuit as an internal circuit. ), a ROM, a central processing circuit (CPU, etc.), and processes are performed based on input signals and information stored in advance. (i) is output.

Note that the control current signal (i
) controls the hydraulic pressure to the multi-disc friction clutch 33 so that the actual yaw rate ψ and the actual yaw angular acceleration φ match the ideal target yaw rate ψ and the target yaw angular acceleration φ, and sets a predetermined control hydraulic pressure Pc. A control map M+ (FIG. 4) for determining the output current value and the relationship between the control oil pressure Pc and the current value are preset in the control unit 44 by the signal.

The electromagnetic proportional solenoid valve 45 is connected to the oil pump 4.
It is provided in the middle of a drain oil path 48 branched from the pump oil pressure path 47 from 6, and controls the amount of drain oil to the reserve tank 49 by the balance of electromagnetic force and hydraulic pressure, and the magnitude of the current value I. This is a valve that adjusts the pressure to the control oil pressure Pc according to the pressure.

Next, the operation of the first embodiment will be explained.

First, the flow of control operations in the control unit 44 of the apparatus of the first embodiment will be described with reference to the flowchart shown in FIG.

The flow of control operations during turning is as follows: step 100 → step 101 → step 102 → step 103 → step 104 → step 105. In step 105, which is an output step, the selected content (suddenly A control current signal (f) is output based on pressure reduction, holding, rapid pressure increase, etc.).

That is, in step 104, the actual yaw rate signal *<
*Book, ψ bundle ≦ψku ψning φ× ≦φLow
The actual yaw angular acceleration φ is determined in three stages: Low, High and High.
Book ≦φkuφning φeast ≦φ Law Low
High ' High The judgment is divided into three stages, and depending on the combination of these, as shown in Figure 4,
One of rapid pressure reduction, slow pressure reduction, holding, slow pressure increase, and rapid pressure increase is selected.

Then, in step 105, for example, step 104
If sudden pressure reduction is selected in , a signal is output that suddenly decreases the current value ■, changes the drive force distribution ratio from 4-wheel drive state to rear-wheel drive state, and increases yaw rate φ and yaw angular acceleration ψ. In addition, if hold is selected, a signal is output to maintain the driving force distribution ratio while leaving the current value unchanged, and if rapid pressure is selected, the current value I is suddenly increased and the rear wheel drive state is maintained. A signal is output that changes the driving force distribution ratio from to a four-wheel drive state and decreases the yaw rate ψ and the yaw angular acceleration φ.

Note that step 100 includes each input means 41 and 42.

Step 101 is a calculation step of calculating a target yaw rate of 141 times and a target yaw angular acceleration of φ times based on the vehicle speed V and steering angle O.
Step 102 is the target yaw rate lower limit value ψend, the target yaw rate upper limit value ψf! igh and target yaw angular acceleration lower limit value φ, target yaw angular acceleration ow upper limit value φi; gh setting step, step 103 is a calculation step for calculating the actual yaw angular acceleration ψ from the actual yaw rate ψ.

As described above, in the driving force distribution clutch control device 40 of the first embodiment, the vehicle speed sensor 41. A steering angle sensor 42 and a yaw rate sensor 43 are provided, and a control unit 44 is provided with a steering angle sensor 42 and a yaw rate sensor 43.
The direction in which the actual yaw rate ψ and the actual yaw angular acceleration φ obtained from the output signal No. 3 coincide with the target yaw rate 1JJ bundle and the target yaw angular acceleration ψ obtained from the vehicle speed V and the steering angle θ, that is, ψ￥ ≦ψ≦ ψ book and ψLow≦ψL
ow High ≦ψAigh, the front and rear wheels move in the direction of 22°1
7, the actual yaw rate ψ and the actual yaw angular acceleration φ are controlled in a direction that matches the target values mentioned above, regardless of the road surface condition or the turning driving condition. It is possible to achieve high turning performance without sudden changes in spin or steering characteristics when turning.

Next, a second example will be described.

As a second embodiment, a differential limiting clutch control device applied to a rear wheel drive automobile that performs differential limiting amount control on left and right rear wheels, which are drive wheels, will be taken as an example.

First, the configuration of the second embodiment will be explained.

As shown in FIG. 6, an automobile to which the differential limiting clutch control device of the second embodiment is applied includes an engine 50, a transmission 51, a propeller shaft 7) 52, a differential device (power split device) B, and a left rear wheel. Drive shaft 53. Right rear wheel drive shaft 54, left rear wheel 55, right rear wheel 56. It is equipped with a left front wheel 57 and a right front wheel 58, and is a so-called FR vehicle (front engine rear drive vehicle).

The differential device B includes a housing 6 as shown in FIG.
0, drive pinion 61, ring gear 62, differential case 63, pinion mate shaft 64,
It is equipped with a differential gear 65, side gears 66, 67, and multi-plate friction clutches (drive system clutch means) 68, 69.

The multi-disc friction clutches 68, 69 can change the torque transmitted to the left and right rear wheels 55, 56 by engaging the clutches using externally controlled hydraulic pressure Pc, and are latched to engage the differential case (drive input section) 63 in the rotational direction. a plurality of clutch plates 681.691 to be mated; a plurality of clutch discs 682.692 disposed between the clutch plates 681.691 and rotationally engaged with the side gear (drive output section) 66.67; clutch plate 6
Clutch piston 683 that applies fastening force to 81, 691 and clutch disc 682, 692, and control hydraulic pressure P.
A piston chamber 684 to which c is supplied.

Incidentally, a fastening force is applied to the multi-plate friction clutch 69 on the side where the clutch piston 683 is not provided by a reaction force from the housing 60 and the differential case 63.

As shown in FIG. 7, the differential limiting clutch control device (clutch control means) 70 of the second embodiment has a vehicle speed sensor 71. Steering angle sensor 72, yaw rate sensor 7
3. Left rear wheel speed sensor 74, right rear wheel speed sensor 75
A control unit 76 using an on-vehicle microcomputer is provided as a control circuit, and an electromagnetic proportional solenoid/help 77 is provided as a control actuator.

The vehicle speed sensor 71 is a sensor that detects a vehicle speed V and outputs a vehicle speed signal (V) corresponding to the vehicle speed V.

The steering angle sensor 72 detects the steering angle θ.

This sensor outputs a steering angle signal (θ) corresponding to a steering angle of 0.

Note that the vehicle speed sensor 71 and the steering angle sensor 72 are
As in the embodiment, it is used as a sensor for determining the target yaw rate ψ8 and the target yaw angular acceleration ψ, and the calculation formulas thereof are the same as in the first embodiment, so a description thereof will be omitted.

The yaw rate sensor 73 is a sensor that detects a yaw rate φ, which is an angular velocity around the vertical axis of the vehicle, and outputs a yaw rate signal (φ) corresponding to the yaw rate φ.

This yaw rate sensor 73 is used as a sensor for determining the actual yaw rate ψ and the actual yaw angular acceleration ψ, similarly to the first embodiment.

The left and right rear wheel speed sensors 74 and 75 are connected to the left and right rear wheels 55.
．． 56 wheel speeds NL and NR are detected, and the wheel speeds NL and NR are detected.
Wheel speed signal (nJL) according to.

(nr), which of the inner and outer wheel speeds N and N is higher when turning
OUT Used as a signal to determine whether the signal is large.

The control unit 76 is basically a means for performing the same control processing as in the first embodiment, except that N
>N, control map M2tlT (Fig. 8) when N, and control map M30UT≦ when NN
IN (FIG. 9) is set in advance.

The electromagnetic proportional solenoid valve 77 is connected to the oil pump 7.
It is provided in the middle of the drain oil path 80 branched from the pump oil pressure path 79 from 8, and controls the amount of drain oil to the reserve tank 81 by the balance of electromagnetic force and hydraulic pressure, and adjusts the magnitude of the current value. This is a valve that adjusts the pressure to the control oil pressure Pc according to the pressure.

Next, the operation of the second embodiment will be explained.

First, as shown in FIG.
Left wheel torque TLI when generating c+, Te3
, TL2 and right wheel torque T RlTR2 will be described.

When the differential limiting force is not applied, the left and right wheel torque is equally distributed, and if the differential limiting force Tc+ is applied when the right rear wheel 56 is slipping or spinning, the torque characteristic Tc1
is selected, and the left and right wheel torques are TLI and TR, respectively.
I, and the drive torque TLI on the left rear wheel 55 side increases.

The same effect occurs when the differential limiting force T C2 is applied, and the same effect occurs when the left rear wheel 55 is slipping or spinning.

Next, we will discuss the yaw moment when a high differential limiting force is applied during turning.

First, at the beginning of a turn, in the case shown in Fig. 12, the lateral acceleration is small, so inner wheel spin does not occur and N
>N.

01lT IN Therefore, if the differential is limited at this time, the inner wheel drive torque will be large and the outer wheel drive torque will be small, resulting in a yaw moment in the understeer direction toward the outside of the turning radius, and the yaw rate ψ and yaw angular acceleration φ is reduced.

Next, in the case shown in Fig. 13 from the middle stage of turning to the late stage of turning, inner wheel spin occurs due to high lateral acceleration, and N
The relationship is ≦NIH.

OUT Therefore, if the differential is limited at this time, the difference in driving force between the inner and outer wheels will increase, and the outer wheel drive torque will increase, resulting in a yaw moment in the direction of oversteer toward the inside of the turning radius, resulting in yaw up/down. ψ and yaw 1゛1 acceleration ψ increase.

In this way, if the differential limiting amount is controlled in a direction that suppresses the yaw moment in the understeer direction at the beginning of a turn, tack-in will be reduced and driving stability will be improved. It was found that by controlling the differential limiting amount in a direction that suppresses the amount of differential, it is possible to stabilize the vehicle behavior at the limit running during turning acceleration. This is an example device.

Next, the flow of control operations in the control unit 76 of the second embodiment device will be described with reference to the flowchart shown in FIG.

(B) UT at N>N IN(7) It is the beginning of the turn and there is no inner wheel slip, N0UT>N
If there is an IH relationship, step 200 → step 2
01 → Step 202 → Step 203 → Step 20
4→Step 205, or step 200→
The flow is as follows: step 201→step 206→step 203→step 204→step 205, and in step 205, which is an output step, the control current signal (i) is outputted according to the control content searched in the control map M2.

In other words, when the actual yaw rate ψ and the actual yaw angular acceleration ψ are large, the differential limiting force is strengthened and the control is performed in the direction of decreasing the actual yaw rate φ and the actual yaw angular acceleration ψ, and in the opposite case, the differential limiting force is Control is performed to weaken the force, and the target value is ψ. 6≦ψ≦ψ end and φ book ≦ψ≦
Converge to High/Low within the range of ψnigh.

(b) 0υT when N ≦NIN When the inner wheel slip occurs from the middle to the late turning stage and the relationship N ≦NIN, step UT is set. → Step 205, or Step 200 → Step 201 → Step 206
→Step 203-4-Step 207→Step 20
Step 20 is the output step.
In step 5, a control current signal (i) is output in accordance with the control content searched in the control map M3.

It should be noted that the control map M3 has an opposite relationship between pressure increase and pressure reduction compared to the control map M2.

(c) When traveling straight forward When traveling straight ahead, the flow is step 200 → step 201 → step 208 → step 205, and in step 205, which is the output step, the control current signal (i) that provides the maximum oil pressure is output.

Incidentally, step 201 is a judgment step for determining whether to turn right, turn left, or go straight based on the steering angle 0. Steps 202 and 206 are setting steps for setting the wheel speeds N and NIN of the inner and outer wheels. This is a step to determine whether N > N IN.

As described above, in the driving force distribution clutch control device 9770 of the second embodiment, the vehicle speed sensor 71. Steering angle sensor 72. Yaw rate sensor 73. Left rear wheel speed sensor 74. A right rear wheel speed sensor 75 is provided, a control unit 76 is provided, and a yaw rate sensor 73 is provided.
a direction in which the actual yaw rate ψ and the actual yaw angular acceleration φ obtained from the output signal of coincide with the target yaw rate φ end and the target yaw angular acceleration ψ obtained from the vehicle speed V and the steering angle 0,
In other words, ψ tree ≦φ≦φ bundle and φLow≦ψLow
High ≦* Q igh” As the means is used to control the differential differential amount of the left and right rear wheels 55°56 in a direction that converges within the aih range, when turning, regardless of the road surface condition or the turning driving condition,
The values of the actual yaw rate ψ and the actual yaw angular acceleration ψ are controlled in a direction that matches the target value described above, and high turning performance without sudden changes in spin or steering characteristics during turning can be achieved.

Although the embodiments of the present invention have been described above in detail with reference to the drawings, the specific configuration is not limited to these embodiments, and the present invention may be modified without departing from the gist of the present invention. included.

For example, in the embodiment, the yawing momentum is expressed as the yaw rate φ
An example was shown in which the determination is made based on the yaw angular acceleration ψ, but ψ+φ
may be used as the yawing momentum, or may be an appropriate combination of these.

Further, in the embodiment, a clutch operated by hydraulic pressure is shown as the drive system clutch means, but a clutch operated by external force other than hydraulic pressure, such as an electromagnetic clutch, may be used.

(Effects of the Invention) As described above, in the vehicle drive system clutch control device of the present invention, the actual yawing momentum from the yawing momentum detection means is the target yawing interlocking amount obtained from the vehicle speed and the steering angle. By using this method to control the clutch engagement force in the direction consistent with The effect is that the performance can be realized.

[Brief explanation of drawings]

Fig. 1 is a conceptual diagram of claims of a vehicle drive system clutch control device of the present invention, and Fig. 2 is a diagram showing a drive system of a four-wheel drive vehicle to which the drive force distribution clutch control device of the first embodiment is applied. 3 is a schematic diagram showing the transfer device and driving force distribution clutch control device of the first embodiment, FIG. 4 is a control map diagram stored in advance in the control unit of the device of the first embodiment, and FIG. A flowchart showing the flow of control operations in the control unit of the 1'llll device;
FIG. 6 is a diagram showing a drive system of a rear wheel drive vehicle to which the differential limiting clutch control device of the second embodiment is applied, and FIG. 7 is a diagram showing the differential device and differential limiting clutch control device of the second embodiment. 8 and 9 are control maps stored in advance in the control unit of the device of the second embodiment, and FIG. 10 is a flowchart showing the flow of control operations in the control unit of the device of the second embodiment. Fig. 11 is a diagram showing the torque characteristics of the left and right wheels due to differential limiting force, Fig. 12 is an action explanatory diagram showing the generation of yaw moment when differential limiting is performed at the beginning of a turn, and Fig. 13 is a diagram showing the torque characteristics of the left and right wheels due to differential limiting force. FIG. 6 is an action explanatory diagram showing the generation of yaw moment when differential restriction is performed from the middle stage to the late stage of turning. 1... Power split device 2... Drive input section 3... Drive output section 4... Drive system clutch means 5... Input means 501... Vehicle speed sensor 502... Steering angle sensor 503. ... Yawing momentum detection means 6 ... Clutch control means patent application Nissan Motor Co., Ltd. 1 ... Power split device 2 ... Drive input section 3 ... Drive output section 4 ... Drive system clutch Means 5... Input means 6... Clutch control means Fig. 5 Fig. 8 kAj N0LIT > NI
NFigure 10Figure 1I

Claims (1)

[Claims] 1) A power split device that distributes and transmits engine driving force to front and rear or left and right drive wheels, and a power split device that is provided between a drive input section and a drive output section of the power split device, In a drive system clutch control device for a vehicle, comprising a drive system clutch means capable of changing transmission drive torque depending on the size, and a clutch control means controlling increase/decrease of clutch engagement force based on an input signal from an input means. , the input means includes a vehicle speed sensor, a steering angle sensor, and a yawing momentum detection means, and the clutch control means is configured so that the actual yawing momentum from the yawing momentum detection means matches the target yawing momentum obtained from the vehicle speed and the steering angle. 1. A vehicle drive system clutch control device, characterized in that the device is configured to control a clutch engagement force in a direction in which the clutch is engaged.