JPS63137028A - Driving system clutch control device for vehicle - Google Patents

Abstract

PURPOSE:To control the clutch tightening force desired by a driver by providing a power-on mode selecting means and a tack-in mode selecting means on a clutch control device and selecting these modes. CONSTITUTION:A driving system clutch control device for vehicle has a driving system clutch means 1 tightened by the external control force. This device also has a clutch control means 3 increasing or decreasing the clutch tightening force based on signals from an input means constituted of a power-on mode selecting means 202 and a tack-in mode selecting means 203. At the time of power-on, the command current value in the control device is determined by the vehicle speed V, accelerator opening, and control characteristic map, and the clutch tightening force is controlled. At the time of tack-in, the final command current value is calculated by the lateral acceleration Yg and the readout of the tack-in mode.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention is used in automobile differential systems, four-wheel drive vehicle transfer systems, etc., and is used in vehicles to control differential limiting amount and front and rear wheel drive force distribution. The present invention relates to a drive system clutch control device.

(Prior Art) As a differential device equipped with a conventional differential limiting means, for example, the one described in "Complete Book of Automotive Engineering, Volume 9, Power Transmission Device" (published by Kaido Masuzan on November 15, 1980), pages 321 to 321 3
Devices such as those described on page 24 are known.

In this conventional device, a multi-disc friction clutch provided between the differential case and the side gear is used as the differential limiting means. This device was equipped with a so-called 1/luk proportional differential limiting means, which uses the thrust force generated by the clutch as a clutch engagement force, and uses this clutch engagement force to generate a differential limiting torque.

(Problems to be Solved by the Invention) However, in such conventional devices, differential limiting torque (differential limiting amount) is generated depending on the rotational speed difference between the left and right wheels. There were problems as described below.

■ When making a power-on turn by depressing the accelerator pedal, for example, it is not possible to improve the turning acceleration ability by using a high differential limit amount.

■ If you suddenly release the accelerator pedal when turning, when the inner and outer wheels are rotating at almost the same rate and no differential limiting torque is generated, a so-called tuck-in phenomenon will occur.

The tuck-in phenomenon occurs because the moment around the center of gravity, which was acting to turn the vehicle outward of the turning circle due to the driving force, suddenly changes to a moment in the turning direction due to engine braking.

Therefore, in an earlier application, the present applicant used a device that controls the increase/decrease of the differential limiting torque using an external force, and maintains a predetermined differential limiting amount when the accelerator is suddenly released, in the opposite direction to the turning direction. An application was filed to suppress the tuck-in phenomenon by generating a moment around the center of gravity in the direction (Patent application 1986-
No. 97065).

However, in this prior application, the clutch engagement force control characteristics during power-on driving are uniquely determined by a single two-dimensional map based on the accelerator opening degree and vehicle speed, and the clutch engagement force control characteristics during power-on driving are uniquely determined by a single two-dimensional map based on the accelerator opening degree and vehicle speed. Since the control content was uniquely determined to maintain the differential differential limit at the previous accelerator depression state, there was a problem in that it could not respond to the driver's preferences, especially when driving in sports. .

For example, you want to increase turning acceleration ability by limiting the differential, but you also want to turn using tuck-in. The differential restriction during turning acceleration may be weaker, but tuck-in should be smaller. This requirement cannot be met for each driver.

The same is true for four-wheel drive vehicles, which are based on rear-wheel drive and can change the drive power distribution from rear-wheel drive to four-wheel drive. When the brake is released and the vehicle enters a rear-wheel drive state, the engine brake acting on the rear wheels increases rapidly, causing a so-called tuck-in phenomenon.

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

The solution of the present invention will be explained with reference to the conceptual diagram of the claim shown in FIG. In the vehicle drive system clutch control device, the vehicle drive system clutch control device includes a clutch control means 3 that increases or decreases the clutch engagement force using a control signal from an output section 301 based on the input means 2.
, a power-on mode selection means 202 , and a tag-in mode selection means 203 , and the clutch control means 3 includes:
A power-on detection section 302 and a tuck-in detection section 303 detect by monitoring an input signal from an accelerator operation sensor 201, and a plurality of control modes are set in which the magnitude of the clutch engagement force is different between power-on and tuck-in. The present invention is characterized in that a power-on control mode setting section 304 and a tuck-in control mode setting section 305 are provided, the modes being independently selected by the mode selection means 202 and 203.

(Function) In the vehicle drive system clutch control device of the present invention, as described above, the power-on control mode setting section 304 selects a mode independently by the power-on mode selection means 202 and the tag-in mode selection means 203. and a tuck-in control mode setting section 305, the clutch engagement force is controlled according to each mode appropriately selected from the power-on control mode and the tuck-in control mode according to the driver's preference.

Therefore, there are various types of drivers who want to increase their turning acceleration ability by limiting the differential, but also want to turn using tuck-in, or who want to reduce the tuck-in even though the differential limit during turning acceleration can be weaker. can meet the demands of

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

In describing this embodiment, an example will be taken of a differential limiting control device for an automobile, which is equipped with a multi-disc friction clutch operated by external hydraulic pressure.

First, the configuration of the embodiment will be explained.

As shown in FIGS. 2 to 4, the embodiment device includes a differential device 10, a multi-disc friction clutch means (drive system clutch means) 1
1. It is equipped with a hydraulic pressure generator 12, a control unit (clutch control means) 13, and an input means 14,
Each configuration will be described below.

The differential device 10 operates as a differential to provide a speed difference between the left and right wheels in accordance with the difference in rotational speed in a driving state where a difference in rotational speed occurs between the left and right wheels, and to equalize engine driving force to the left and right driving wheels. This is a device that has a driving force distribution function that distributes and transmits the driving force.

This differential device 10 is housed in a housing 6 that is attached to the vehicle body by a stud port 15, and includes a ring gear 17, a differential case 18,
It includes a pinion mate shaft 19, a differential pinion 20, and side gears 21 and 21'.

The differential case 18 includes a housing 16
It is rotatably supported by tapered roller bearings 22°22'.

The ring gear 17 is connected to a differential case 18.
The propeller shaft 23 is fixed to the propeller shaft 23 and meshes with a drive pinion 24 provided on the propeller shaft 23, from which rotational driving force is input.

The side gears 21, 21' include a left wheel drive shaft 25 and a right wheel drive shaft 2, which are drive output shafts.
6 is provided for each.

The multi-disc friction clutch means 11 is provided between the drive input section and the drive output section of the differential gear 10, and is a means to which clutch engagement force is applied by external hydraulic pressure and generates a differential limiting torque.

This multi-disc friction clutch means 11 is housed in l\Using 16 and differential case 18, and includes multi-disc friction clutches 27, 27', pressure rings 28, 28', reaction plays) 29, 29.
', thrust bearing 30.30', spacer 31.31'
, push rod 32, hydraulic piston 33, oil chamber 34
, a hydraulic port 35.

The multi-plate friction clutches 27 and 27' include friction plates 27a and 27'a fixed to the differential case 18 in the rotational direction, and side gears 21 and 21'.
Friction disks 27b, 2 fixed in the rotational direction to
7'b, and a pressure ring 28, 28' and a reaction plate 29.28' are provided on both axial end faces.
29' are arranged.

The pressure rings 28 and 28' serve as members for receiving the clutch engagement force and are connected to the pinion mate shaft 1.
9 in a fitted state, and the fitting part is connected to the third
As shown in the figure, the square grooves 28a and 2B'a are fitted to the shaft end 19a, which has a square cross section, and the structure is such that no thrust force is generated due to the rotational difference, unlike the conventional torque proportional differential limiting means. There is.

The hydraulic piston 33 moves in the axial direction (to the right in the drawing) by supplying hydraulic pressure to the hydraulic boat 35, and engages both the multi-disc friction clutches 27 and 27' according to the oil pressure level. In the clutch 27, the engagement force is transmitted from the bushing rod 32 to the spacer 31 to the thrust bearing 30 to the reaction plate 29, and the clutch 27 is engaged using the pressure ring 28 as a reaction force receiver. The fastening reaction force becomes the fastening force and the product is fastened.

As shown in FIG. 4, the hydraulic pressure generating device 12 is an external device that generates hydraulic pressure for clutch engagement force, and is a hydraulic pump 40.
, pump motor 41. An electromagnetic proportional pressure reducing valve 46 having a pump pressure oil passage 42, a drain oil passage 43, a control pressure oil passage 44, and a valve solenoid 45 as a valve actuator.
It is equipped with

The electromagnetic proportional pressure reducing valve 4 controls the hydraulic oil at the pump pressure supplied from the hydraulic pump 40 via the pump pressure oil line 42 to the control current signal (i) from the control unit 13.
As a result, the control oil pressure P is proportional to the magnitude of one command current value.
is a valve actuator that controls pressure and sends control hydraulic pressure P from a control pressure oil path 44 to a hydraulic boat 35 and an oil chamber 34, and a control current signal (i) is sent to a valve solenoid 45 of an electromagnetic proportional pressure reducing valve 46. Output.

In addition, the control oil pressure P and the differential limiting torque T are TocP-g
-n-r-A n; Number of clutches r; Clutch average radius A: There is a relationship between the pressure receiving area, and the differential limiting torque T is proportional to the control oil pressure P.

The control unit 13 is a control circuit centered on an in-vehicle microcomputer, and includes an input interface circuit 131, a memory 132, a CPU (central processing unit) 133, and an output interface circuit 13.
It is equipped with 4.

The input means 14 to the control unit 13 include a vehicle speed sensor 141, an accelerator opening sensor (accelerator operation sensor) 142, a centripetal acceleration sensor 143, a power-on mode select switch (power-on mode selection means) 144, and a tuck-in select switch. A switch (tuck-in mode selection means) 145 is provided.

The vehicle speed sensor 141 is a sensor that detects the vehicle speed V of the vehicle and outputs a vehicle speed signal (V) corresponding to the vehicle speed ■.

The accelerator opening sensor 142 is a sensor that detects the degree of depression of the accelerator pedal and outputs an accelerator opening signal (a) according to the accelerator opening A (also referred to as throttle opening).

The centripetal acceleration sensor 143 is a sensor that detects centripetal acceleration Yg applied to the vehicle when turning, and outputs a centripetal acceleration signal (yg) corresponding to the centripetal acceleration.

The power-on mode select switch 144 is a fifth
As shown in the control characteristic map in the figure, the first power-on map with a small command current value it (Fig. 5a), the command current value i
The driver appropriately selects a map from which a different mode can be obtained from the second power-on map (FIG. 5b) with normal current and the third power-on map (FIG. 5C) with a large command current value it. The switch outputs a switch signal (ps) depending on the selected position.

As shown in the tuck-in mode table in FIG. 6, the tuck-in select switch 145 is set to a first tuck-in mode in which the output current value i is set to 50% of the map-based command current value it; A switch allows the driver to select an appropriate mode from among a second tuck-in mode in which the value remains at one value, and a third tuck-in mode in which the output current value i is set to 150% of the commanded current value it by the map. A switch signal (t s
) is output.

The vehicle speed sensor 141 and the accelerator opening sensor 142 are connected to the control characteristic maps M1, M2, and M3 that are preset in the memory 132 of the control unit 13.
It is used as a sensor to search for one command current value from (Fig. 5).

Further, the accelerator opening sensor 142 and the centripetal acceleration sensor 143 are used as input sensors for determining whether or not tuck-in occurs.

Next, the operation of the embodiment will be explained.

(a) At power-on First, we will explain the operating flow of differential limiting control during driving where tuck-in does not occur (hereinafter referred to as power-on) in Section 7.
The description will be made using a flowchart showing the main routine shown in the figure.

Differential limit control at power-on is performed in step 200.
→Step 201→Step 202→Step 203→
The operation flow is Step 204, and except during tuck-in suppression control, in Step 204, a control current signal (i) is generated based on the command current value i based on the selected control characteristic map (Ml, M2, M3). is output.

Note that step 200 is a step of reading the vehicle speed V and accelerator opening A, and step 201 is a step of reading the switch signal (
This is a mode reading step of which power-on mode is selected by ps), and step 20
Step 2 is a step of looking up a command current value it in a table based on the vehicle speed ■ and accelerator opening A read in step 200 and the control characteristic map selected in step 201, and step 203 is a subroutine for tuck-in suppression control ( This is the step to proceed to Fig. 8).

(B) At the time of tuck-in The flow of the tuck-in suppression control operation when a predetermined tuck-in condition is satisfied (hereinafter referred to as tuck-in time) will be described with reference to a flowchart showing a subroutine in FIG.

First, step 210 → step 211 → step 21
2→Step 213, the tuck-in condition is determined in Step 212 and Step 213, and if either condition is not satisfied, the clutch engagement force is controlled according to the control operation shown in the above-mentioned main routine.

Note that step 210 is a step of reading the lateral acceleration Yg and the tuck-in mode, and step 211 is a step of calculating the rate of change A of the accelerator closing degree.

Step 212 is one of the tuck-in conditions, A>A.
This is a judgment step to determine whether o or not, and also step 2
13 is the other tuck-in condition Y g>Y
This is the determination step of go.

If the tuck-in conditions in steps 212 and 213 are both satisfied, it is determined in steps 214 and 216 whether the tuck-in mode is the first tuck-in mode or the third tuck-in mode. In step 215, the command current value 50 of 1 quintillion is determined by the map.
% value is set as the final command current value i tree, and in the case of the third take-in mode, the value of 150% of the command current value ix according to the map is set as the final command current value 18 in step 217.
In the case of the second take-in mode, the same value as the command current value it according to the map is set as the final command radio wave value i in step 218.

After the final command current value i* is calculated, from step 204 of the main routine, a control current signal (i) based on the final command current value it is output with priority over the map command current value.

As described above, the automotive differential limiting control device of the embodiment provides the following effects.

■ As shown in the control characteristic map in Figure 5, vehicle speed ■
The higher the vehicle speed is, and the larger the accelerator opening A is, the larger the differential limiting torque becomes.
There is no stick-slip phenomenon between the rear wheels and the road surface, and there is no stick-slip noise at the multi-plate friction clutch 27, 27'. Additionally, when driving at high speeds, the differential between the left and right wheels is limited, improving straight-line performance at high speeds.

Furthermore, when starting or accelerating by depressing the accelerator pedal, a high differential limiting torque is achieved even if the vehicle speed V is low, which stabilizes vehicle behavior during starting or accelerating and improves one-start performance and acceleration.

■ The map can be selected from the three maps shown in Figure 5 according to the driver's preference, so if the driver does not want a high differential limit, select map M1, and if a normal differential limit is sufficient, select map M1. Different modes can be selected according to the driver's preference, such as selecting map M2 and selecting map M3 when turning acceleration ability is desired.

■ The tuck-in mode can be selected from the three modes shown in Figure 6 according to the driver's preference, so when the driver does not want high tuck-in suppression, such as when turning using tuck-in, select the first tuck-in mode. If you want a normal tuck-in suppressing effect, select the second tuck-in mode, and if you want a high tuck-in suppressing effect, select the third tuck-in mode.
The driver can select different modes depending on his/her preference, such as selecting the pull-in mode.

■ The power-on detection section de and tuck-in mode can be selected and combined independently.
For example, if the driver wants to increase the turning acceleration ability with a high differential limit, but also wants to turn using tuck-in, or if the differential limit during turning acceleration can be weaker, but the driver wants to keep the tuck-in small, etc. It can be fulfilled every time.

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, a control example of a differential limiting clutch that limits the differential between the left and right drive wheels is shown, but in a clutch engagement force control device for a transfer clutch that distributes driving force between the front and rear wheels of a four-wheel drive vehicle, Similarly, latch fastening force control may be performed.

In addition, in the embodiment, the two-dimensional map characteristics based on vehicle speed and accelerator opening were shown as control characteristics at power-on, but other factors may be included, such as the road surface friction coefficient and the difference in rotational speed between left and right wheels. There are various contents of the dynamic restriction amount control and the driving force distribution control between the front and rear wheels. Gansho 60-1578
It may be No. 37 or the like.

Further, in the embodiment, an electromagnetic proportional pressure reducing valve is shown as an actuator, but an example in which an electromagnetic valve that opens and closes or the like may be used to perform hydraulic control by using a control signal as a duty signal may also be used.

(Effects of the Invention) As explained above, in the vehicle drive train clutch control device of the present invention, the power-on control mode is selected independently by the power-on mode selection means and the tuck-in mode selection means. Since the means is provided with a setting section and a tuck-in control mode setting section 305, the clutch engagement force is controlled by each mode appropriately selected from the repower-on control mode and the tuck-in control mode according to the driver's preference. Various driver demands, such as a desire to increase cornering acceleration ability by limiting the differential, but also a desire to turn using tuck-in, and a desire to reduce the tuck-in even though the differential limit during corner acceleration may be weaker. This has the effect of being able to respond to

[Brief explanation of the drawing]

FIG. 1 is a conceptual diagram of a claim showing a vehicle drive system clutch control device of the present invention, FIG. 2 is a cross-sectional view showing a differential device incorporating differential limiting means of an embodiment of the device of the present invention, and FIG. FIG. 2 is a Z-direction view, FIG. 4 is a diagram showing the hydraulic pressure generating device and control device of the embodiment device, and FIGS. A two-dimensional control characteristic map diagram for a certain command current value, FIG. 6 is a diagram showing a tuck-in mode table preset in the control unit of the embodiment device, and FIG. 7 is a flowchart of differential limiting control operation of the embodiment device. A flowchart diagram of the main routine showing the
FIG. 8 is a flowchart of a subroutine showing the flow of the tuck-in prevention control operation of the embodiment device. l... Drive system clutch means 2... Input means 201... Accelerator operation sensor 202... Power on mode selection means 203... Tuck-in mode selection means 3... Clutch control means 301... Output Section 302... Power-on detection section 303... Tuck-in detection section

Claims (1)

[Claims] 1) A drive system clutch means provided between the front and rear or left and right drive wheels and engaged by an external control force, and a clutch engagement force applied by a control signal from an output section based on an input signal from the input means. A vehicle drive system clutch control device comprising a clutch control means for controlling increase/decrease, wherein the input means includes an accelerator operation sensor, a power-on mode selection means, and a tuck-in mode selection means, and the clutch control means includes: A power-on detection section and a tuck-in detection section detect by monitoring an input signal from an accelerator operation sensor, and a plurality of control modes are set to vary the magnitude of clutch engagement force at power-on and tuck-in, respectively. 1. A vehicle drive system clutch control device, comprising: a power-on control mode setting section and a tuck-in control mode setting section, each of which is independently selected by a mode selection means.