JPS63219429A - Drive force integrated control device - Google Patents

Abstract

PURPOSE:To enable provision of optimum drive characteristics only through control of a single switching means, by providing a switching means which simultaneously varies the characteristics of the two different drive characteristics varying devices of a plurality of drive characteristics varying devices. CONSTITUTION:A drive device for a vehicle comprises an engine (a), a drive wheel (b), and a drive force transmission means (c). In this constitution, a plural ity of drive characteristics varying device (d), varying their respective drive characteristics, are respectively mounted to an engine (a) and a drive force transmission means (c). A switching means (e) is provided for simultaneously varying the characteristics of at least the two different drive characteristics varying devices (d) of the drive characteristics varying devices (d). This constitu tion sets the drive characteristics varying device to characteristics, by means of which performance optimum to the drive characteristics of the whole of a vehicle is provided only through switching control of the single switching means (e), when a plurality of the drive characteristics varying devices (d) related to each other are set to characteristics responding to a road surface state and driver's preference.

Description

Detailed Description of the Invention (Industrial Field of Application) The present invention relates to a drive characteristic changing device (for example, an electronic throttle opening control device, an electronic automatic shift control device, etc.) used in a vehicle drive system from the engine to the drive wheels. The present invention relates to a driving force integrated control device that comprehensively controls a device, an electronic transfer clutch control device, an electronic differential limiting clutch control device, etc.

(Prior art) As an electronic throttle opening control device, Japanese Patent Application Laid-open No. 61-
A device as described in Japanese Patent No. 268839 is known.

This device disconnects the accelerator pedal from the throttle valve, instead inputs a signal of the accelerator operation amount to the accelerator pedal, and controls the opening and closing of the throttle valve based on the predetermined accelerator operation amount-throttle opening characteristic. If the control gain of the throttle opening relative to the amount of accelerator operation is set to a high value on the device, a high sense of acceleration will be obtained, and if the control gain is set to a low value, a slight feeling of acceleration will be obtained when starting on snowy roads etc. This enables smooth accelerator operation, improving driving operability.

Examples of electronic automatic transmission control devices include the Nissan Su-
A device such as that described on pages C-30 and C-31 of "Visual Information No. 567" (October 1986; published by Nissan Motor Co., Ltd.) is known.

Instead of automatic gear shifting using hydraulic signals, this device inputs signals such as vehicle speed and throttle opening to set a predetermined soft shift (
This is a device that performs shift position change control for upshifts and downshifts based on the shift schedule), and when a power pattern with a high shift up point is selected, good acceleration performance is obtained and the shift up point is When an economy pattern with a low l is selected, drive slip is less likely to occur and is suitable for economical driving.

As an electronic transfer clutch control device, for example, a device as described in Japanese Patent Laid-Open No. 157438/1983 is known.

This device receives a signal input from the difference in rotational speed between the front and rear wheels, and controls the engagement force of the transfer clutch based on the predetermined difference in rotational speed between the front and rear wheels - the clutch engagement force characteristic to change the drive force distribution. If the control gain of the clutch engagement force relative to the speed difference is set low, that is, toward the 2-wheel drive side, power control is possible during acceleration turns, and the control gain is set high, that is, toward the 4-wheel drive side. In this case, good drivability and turning performance will be exhibited on roads with low friction coefficients.

As an electronic differential limiting clutch control device, for example, a device as described in Japanese Utility Model Application Laid-Open No. 59-70953 is known.

This installation is a device that inputs vehicle status signals such as vehicle speed and throttle opening, and controls the engagement force of the differential limiting clutch based on the predetermined vehicle status - clutch engagement force characteristics to change the differential limiting amount. When the control gain of the clutch engagement force is set high for the vehicle condition, that is, when the differential limit amount is set strong, the limit performance during acceleration turns is high, tuck-in is small, and high-speed straight-line stability is good. When the control gain is set to a low value, that is, when the differential limiting amount is set to a certain value, the understeer tendency is weakened, and the vehicle exhibits high running performance on roads with low friction coefficients such as slippery roads and snowy roads.

(Problem to be solved by the invention) However, in such conventional devices, each device is controlled individually, so when these devices are installed on a vehicle at the same time, , there were problems as described below.

・Slightly If characteristics are selected for each device using a changeover switch or the like, the overall driving performance of the vehicle will not be optimal due to forgetting to switch or erroneous operation.

・≧) The driver has to switch each switch one by one, which is cumbersome.

(2) In the switching operation, the driver is forced to grasp the characteristics of each device d and the combination characteristics.

11 If each device is provided independently, it is impossible to share controllers, sensors, switches, actuators, etc., which is disadvantageous in terms of device cost.

(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.

To explain the solution of the present invention with reference to the conceptual diagram of the claim shown in FIG. 1, a vehicle is equipped with an engine a, drive wheels, and drive force transmission means C for transmitting the drive force of the engine a to the drive wheels. In the drive device for use, a plurality of drive characteristic changing devices d... that make drive characteristics variable are provided in the engine a and the driving force transmission means C, and at least one of the plurality of drive characteristic changing devices d... The present invention is characterized in that a switching means e is provided for simultaneously changing the characteristics of two different drive characteristic changing devices d.

The drive characteristic changing device is a device that extends from the engine to the drive wheels, such as the electronic throttle opening control device, electronic automatic transmission control device, electronic transfer clutch control device, electronic differential limiting clutch control device, etc. It refers to a means used in a vehicle drive system that can change the drive characteristics, and the switching means is not limited to a manual changeover switch installed in the vehicle interior, but also means that automatically switches based on the road surface friction coefficient, accelerator hook, etc. It also includes means for performing the actuation.

(Function) In the driving force integrated control device of the present invention, since the above-mentioned means are used, a plurality of driving characteristic changing devices that are installed in the drive system from the engine and are related to each other can be adjusted based on road surface conditions, driving conditions, and driving conditions. When setting the characteristics according to the preference for /, etc., the characteristics can be changed at the same time by the switching operation by the switching means, without performing a switching operation for each drive characteristic changing device.

Therefore, without requiring advanced knowledge or troublesome operations from the driver, it is possible to set the characteristics so that the optimum performance as the total vehicle drive performance can be obtained by simply switching one switching means.

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

In describing this embodiment, a driving force integrated control system applied to a four-wheel drive vehicle based on rear wheel drive will be taken as an example.

First, the configuration will be explained.

As shown in FIG. 2, the four-wheel drive vehicle to which the embodiment device is applied includes an engine 1, an automatic transmission 2, a transfer 3, a rear propeller shaft 4, a rear differential 5, a rear drive shaft 6.7, and a rear wheel 8. ,9. Front propeller shaft 10, front differential 11, front drive shaft 12
．． 13 and front wheels 14 and 15 constitute a drive device.

The overall driving force control device of the embodiment is provided with an electronic throttle opening control device, an electronic automatic transmission control device, and an electronic drive system clutch control device as drive characteristic changing devices, and a mode switch 16 as a switching device. It is provided.

The configuration of each device will be specifically described below.

The electronic throttle opening control device is provided in the engine 1, mechanically disconnects the accelerator pedal 20 and the throttle valve 21, inputs a signal indicating the accelerator operation information, and controls the accelerator at a predetermined level. This is a device that controls the opening and closing of the throttle valve 21 based on the operation amount/throttle opening θ characteristic.

This electronic throttle opening control device includes, as input sensors, an accelerator potentiometer 22 that outputs an accelerator operation amount signal (cross), a throttle opening sensor 23 that outputs a throttle opening signal (0), etc., and serves as a control module. , a throttle controller 24, and a step motor 25 operated by a motor operation signal (m) as a control actuator.

Note that the throttle controller 24 has a control characteristic A3 in which the control gain for the throttle opening degree of 0 is set to be high for the accelerator operation conditions, as shown in FIG. 3 (A).
As shown in FIG. 3(B), a control characteristic B3 with a low control gain is set, and the characteristic can be selected by switching the mode switch 16.

The electronic automatic shift control device is installed in the second part of the automatic transmission, and inputs signals such as vehicle speed V and throttle opening 0, instead of automatically shifting using hydraulic signals, and performs a predetermined shift pattern (shift pattern) based on ■-〇 characteristics. This device performs shift position change control for upshifts and downshifts based on a schedule.

This electronic automatic transmission control device includes a vehicle speed sensor 30 that outputs a vehicle speed signal (V) and a throttle opening sensor 23 that outputs a throttle opening signal (0) as input sensors, and an AT controller 31 as a control module. , and as a control actuator, a speed change command signal (S)
The valve solenoid 32 is actuated by the valve solenoid 32.

The AT controller 31 has a power pattern A4 with a high shift door 2 point as shown in FIG. 4(A), and a power pattern with a low shift up point as shown in FIG. 4(B). An economy pattern B4 is set, and the characteristics can be selected by switching the mode switch 16.

The electronic clutch control device is a device that controls both the transfer clutch 40 provided in the transfer 3 and the differential limiting clutch 41 provided in the rear differential 5. One of the transfer clutch control devices is This device inputs a signal of the front and rear wheel rotational speed difference ΔN, controls the engagement force of the transfer clutch 40 based on a predetermined front and rear wheel rotational speed difference ΔN - clutch engagement force T characteristic, and changes the front and rear wheel drive force distribution, The other differential limiting clutch control device inputs vehicle state signals such as vehicle speed V and throttle opening 0, and controls the engagement force of the differential limiting clutch 41 based on a predetermined vehicle state-clutch engagement force characteristic. This is a device that changes the dynamic limit amount.

This electronic clutch control device includes, as input sensors, a wheel speed sensor 42 that outputs a wheel speed signal (W), a throttle opening sensor 23, etc., and as a control module,
It is equipped with a clutch controller 43 that outputs command current signals (i+) and (i2), and serves as a control actuator to control the hydraulic pressure from the oil pump 44 to the clutch hydraulic pressure (clutch engagement force) according to the command current value. Equipped with relief valve 45.46.

In addition, the clutch controller 43 is shown in FIG. 5(A).
A control characteristic A5 in which the control gain of the clutch engagement force T with respect to the front and rear wheel rotational speed difference ΔN is set to a low value, that is, tends to be on the two-wheel drive side, and a control characteristic where the control gain is set to be high, that is, a control characteristic that tends to be on the four-wheel drive side, as shown in FIG. B5 is set, and also the 6th
As shown in Figure (A), the control characteristic A6 has a high numerically expressed clutch engagement force T, that is, a strong differential limiting amount.
and a control characteristic B6 for which the clutch engagement force T is low, that is, the differential limiting amount is set, and each characteristic is configured to be selectable by switching operation using the mode switch 16.

The mode switch 16 is provided at a position within the vehicle interior that can be operated by the driver, and allows switching between the high road mode and the low road mode by operating the switch.

Next, the effect will be explained.

(b) When the Takashima road mode switch 16 is switched to the Takashima road mode side, A3 and A4 of the control characteristics shown in FIGS. 3 to 6
．． A5. The characteristics of A6 are selected and drive performance as described below is exhibited.

(2) Regarding throttle control, as shown in control characteristic A3, since the control gain is high, the degree of opening of the throttle valve 21 relative to the accelerator operation is high, and the feeling of acceleration is improved.

■ Regarding automatic shift control, as shown in shift pattern A4, the upshift point is set high, so the transition to high gear is delayed with respect to both the accelerator hook and the vehicle speed, which is good. It is possible to obtain excellent acceleration performance.

■ Regarding transfer clutch control, control characteristic A
As shown in Figure 5, the control characteristics are set so that the drive force is distributed to the rear wheels at an angle of 8°9, making it difficult to spin or drift out, while also achieving acceleration and turning performance that allows for power control. can be obtained.

■ Regarding the differential limiting clutch control, as shown in control characteristic A6, the differential limiting amount is set to be a little strong overall as a control characteristic, so the limit during acceleration turns is raised and tuck-in is prevented. It can be made smaller and the stability of high-speed straight running can be improved.

As described above, sporty vehicle total drive performance suitable for driving on roads with high friction coefficients can be realized.

(b) When the low road mode switch 16 is switched to the low road mode side, B3 and B4 of the control characteristics shown in FIGS. 3 to 6
．． B5. The characteristics of B6 are selected and drive performance as described below is exhibited.

■ Regarding throttle control, as shown in control characteristic B3, since the control gain is low, the degree of opening of the throttle valve 21 in response to the accelerator operation is small, making it possible to make a subtle accelerator hook when starting on a snowy road. , improve driving operability.

(2) Regarding automatic shift control, as shown in shift pattern B4, the upshift point is set at a low value, which prevents drive slip on snowy roads and improves ease of starting.

■ Regarding transfer clutch control, control characteristic B
As shown in Fig. 5, the control characteristics are set to distribute the driving force to the front wheels with a slightly larger distribution of power to the front wheels, which increases the driving force on snowy roads and provides stable turning when turning. possible.

■ Regarding the differential limiting clutch control, as shown in control characteristic B6, the control characteristic is set so that the differential limiting amount as a whole is slightly injected, so it prevents understeer tendency when turning and This ensures drivability on roads, snowy roads, etc.

In addition, on snowy roads, etc., since the reaction force applied to the tires is small, sufficient drivability can be ensured even with the limited amount of differential at the injection port.

As described above, it is possible to realize total vehicle drive performance suitable for driving on a slippery road with a low coefficient of friction such as a snowy road.

In this low road mode, the control is directed to reduce fuel consumption, so economical driving is possible.

As explained above, the driving force integrated control device of the embodiment provides the following effects.

■ When setting the characteristics of multiple control devices that are related to each other in the drive system according to the road surface conditions, you can change the characteristics at the same time by operating one mode switch instead of switching each control device individually. done,
It is possible to set the characteristics to obtain the optimum performance as the total driving performance of the vehicle.

■ By integrating switching control, controller,
It is possible to share sensors, switches, actuators, etc.
It is advantageous in terms of equipment cost.

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 mode switch 16 is
We have shown an example of switching to two stages for road and low bowl road, but in the seventh stage
As shown in the figure, it may be possible to switch between sports and economy, or as shown in Figure 8, there are four stages (D
RY, WET, 5NOW, ICE), or as shown in FIG. 9, it may be switched between dry & sport and snow & economy. Further, the switching may be performed in multiple stages other than 2 stages or 4 stages, or the switching may be performed continuously in a stepless manner.

Note that the switching means also includes means for automatically performing a switching operation based on input information from road surface friction coefficient detection means, accelerator hook detection means, and the like.

In addition, in the embodiment, an example was shown in which all four types of control are switched simultaneously, but two or three types that are particularly closely related may be integrated, and the remaining controls may be switched independently. is free.

In addition, the control device is not limited to the four types of control devices shown in the embodiment, but other drive system control devices can be used instead of the device in the embodiment,
Or it may be added.

(Effects of the Invention) As explained above, in the driving force integrated control device of the present invention, at least two types of different driving characteristic changing devices among a plurality of driving characteristic changing devices are switched to simultaneously change characteristics. Because the structure is equipped with means, it is easy for the driver to set the multiple drive characteristic changing devices connected to each other, which are installed in the drive system from the engine, to characteristics according to road surface conditions, driving conditions, driver preferences, etc. On the other hand, without requiring advanced knowledge or troublesome operations, it is possible to set the characteristics to obtain the optimum performance as the total vehicle drive performance by simply switching one switching means.

[Brief explanation of the drawing]

FIG. 1 is a conceptual diagram of a claim showing the comprehensive driving force control device of the present invention, FIG. 2 is a diagram showing a four-wheel drive vehicle to which the comprehensive driving force control device of the embodiment is applied, and FIGS. ) is a control characteristic diagram set in the throttle control device, Fig. 4 (A)
(B) is a shift pattern diagram set in the automatic transmission control device, Figures 5 (A) and (B) are control characteristic diagrams set in the transfer clutch control device, and Figures 6 (A) and (B)
) is a control characteristic diagram set in the differential limiting clutch control device, and FIGS. 7, 8, and 9 are diagrams showing other examples of mode switches. a...Engine b...Drive wheel C...Driving force transmission means d...Drive characteristic changing device e...Switching means

Claims (1)

[Scope of Claims] 1) A vehicle drive device comprising an engine, a driving wheel, and a driving force transmitting means for transmitting the driving force of the engine to the driving wheels, wherein the engine and the driving force transmitting means include a driving force. A drive characterized in that a plurality of drive characteristic changing devices whose characteristics are variable are provided, and a switching means is provided for simultaneously changing the characteristics of at least two different drive characteristic changing devices among the plurality of drive characteristic changing devices. Power comprehensive control device.