JP3309872B2 - Wheel power distribution control device - Google Patents
Wheel power distribution control deviceInfo
- Publication number
- JP3309872B2 JP3309872B2 JP10498493A JP10498493A JP3309872B2 JP 3309872 B2 JP3309872 B2 JP 3309872B2 JP 10498493 A JP10498493 A JP 10498493A JP 10498493 A JP10498493 A JP 10498493A JP 3309872 B2 JP3309872 B2 JP 3309872B2
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- Japan
- Prior art keywords
- wheel
- yaw rate
- rotation speed
- pair
- yaw
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- Retarders (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は左右の駆動輪に適正な動
力を配分することにより、車両の旋回走行時の運動性能
を向上する車輪の動力配分制御装置に関するものであ
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power distribution control device for a wheel which distributes appropriate power to left and right driving wheels to improve the kinetic performance of the vehicle when turning.
【０００２】[0002]
【従来の技術】車両が旋回走行する場合に、各輪の旋回
半径および回転速度（回転数）が異なるので、左右の駆
動輪に適正な動力が伝達されないと、円滑な旋回走行が
妨げられ、駆動輪にスリツプが生じる。2. Description of the Related Art When a vehicle turns, since the turning radius and the rotation speed (rotation speed) of each wheel are different, if proper power is not transmitted to left and right driving wheels, smooth turning can be hindered. Slip occurs on the drive wheels.
【０００３】特開平3-208730号公報に開示される車輪の
動力配分制御装置では、湿式多板クラツチにより機関の
動力を各駆動輪へ各別に伝達する場合に、機関から駆動
輪へ伝達される駆動トルクが湿式多板クラツチが伝達し
得るトルクよりも小さいと、湿式多板クラツチは滑らな
くなり、内輪（旋回方向内側の車輪）の実回転数は目標
とする旋回半径に対応する理想回転数ないし必要回転数
よりも大きくなり、内輪はスリツプする。また、外輪
（旋回方向外側の車輪）の実回転数は目標とする旋回半
径に対応する必要回転数よりも小さくなり、外輪は逆方
向にスリツプし、大きな制動力を発生し、結果として車
両の操向特性はアンダステア気味になる。In the wheel power distribution control device disclosed in Japanese Patent Application Laid-Open No. 3-208730, when the power of the engine is individually transmitted to each drive wheel by a wet multi-plate clutch, the power is transmitted from the engine to the drive wheels. If the driving torque is smaller than the torque that can be transmitted by the wet multi-plate clutch, the wet multi-plate clutch will not slip, and the actual rotation speed of the inner wheel (wheel inside the turning direction) will be the ideal rotation speed or the rotation speed corresponding to the target turning radius. The rotation speed becomes higher than required, and the inner ring slips. Also, the actual rotation speed of the outer wheel (wheel outside the turning direction) becomes smaller than the required rotation speed corresponding to the target turning radius, and the outer wheel slips in the opposite direction, generating a large braking force, and as a result, The steering characteristics become understeer.
【０００４】特開平4-5128号公報に開示される差動制限
制御装置でも、機関から駆動輪へ伝達されるトルクが、
湿式多板クラツチが伝達し得るトルクよりも大きくない
限り、車両の操向特性はアンダステア気味になる。[0004] Even in the differential limiting control device disclosed in Japanese Patent Application Laid-Open No. 4-5128, the torque transmitted from the engine to the drive wheels is reduced.
As long as the torque is not greater than the wet multi-plate clutch can transmit, the steering characteristics of the vehicle tend to be understeer.
【０００５】[0005]
【発明が解決しようとする課題】本発明の目的は上述の
問題に鑑み、遊星歯車を支持するキヤリヤを、走行条件
に対応して強制的に回転制御することにより、駆動輪に
スリツプが生じない、円滑な安定した旋回走行を得る、
車輪の動力配分制御装置を提供することにある。SUMMARY OF THE INVENTION In view of the above-mentioned problems, the object of the present invention is to prevent the slip on the driving wheels by forcibly controlling the rotation of the carrier supporting the planetary gears according to the running conditions. Get smooth and stable turning,
A wheel power distribution control device is provided.
【０００６】[0006]
【課題を解決するための手段】上記目的を達成するため
に、本発明の構成は左右の車軸に結合した１対の太陽歯
車と機関により駆動される１対のリング歯車との間にそ
れぞれ遊星歯車を噛み合せ、各遊星歯車を支持する１対
のキヤリヤにモータを結合し、ヨーセンサにより検出し
た実ヨーレートと、舵角と各車輪の回転数と車輪荷重と
から求めたヨーレートとの偏差をなくすように、前記モ
ータの回転数を各別に制御するものである。SUMMARY OF THE INVENTION In order to achieve the above object, the present invention comprises a planetary gear set between a pair of sun gears connected to left and right axles and a pair of ring gears driven by an engine. A gear is meshed, a motor is coupled to a pair of carriers supporting each planetary gear, and a deviation between the actual yaw rate detected by the yaw sensor and the yaw rate obtained from the steering angle, the rotation speed of each wheel, and the wheel load is eliminated. In addition, the number of rotations of the motor is separately controlled.
【０００７】[0007]
【作用】機関の動力は左右１対のリング歯車へ伝達さ
れ、１対のリング歯車の回転は１対の遊星歯車を経て、
左右の駆動輪の車軸の太陽歯車へ各別に伝達される。遊
星歯車を支持する１対のキヤリヤの回転数は、旋回走行
条件に対応してモータ（油圧モータ、電動機など）によ
り制御される。即ち、ヨーセンサにより検出した実ヨー
レートと旋回走行条件に基づき求めた規範ヨーレートと
の偏差をなくすように、左右１対のキヤリヤの回転数を
モータにより各別に制御する。これにより、各駆動輪が
スリツプしない、円滑な安定した旋回走行が得られる。The power of the engine is transmitted to a pair of left and right ring gears, and the rotation of the pair of ring gears passes through a pair of planetary gears.
It is transmitted separately to the sun gear on the axle of the left and right drive wheels. The rotation speed of the pair of carriers that support the planetary gears is controlled by a motor (a hydraulic motor, an electric motor, or the like) in accordance with the turning traveling condition. That is, the rotational speeds of the pair of left and right carriers are individually controlled by the motors so as to eliminate the deviation between the actual yaw rate detected by the yaw sensor and the reference yaw rate obtained based on the turning traveling condition. As a result, smooth and stable turning traveling without slipping of each drive wheel can be obtained.
【０００８】[0008]
【実施例】図１は本発明に係る車輪の動力配分制御装置
の概略構成を示す平面図、図２は同動力配分制御装置の
油圧回路図である。図示の実施例では、機関２の動力は
後輪２６の車軸３０へ伝達される。即ち、機関２と一体
の変速機の出力軸に結合した歯車３は、軸５の歯車４に
噛み合され、軸５の傘歯車６は推進軸１０の傘歯車７に
噛み合される。1 is a plan view showing a schematic configuration of a power distribution control device for a wheel according to the present invention, and FIG. 2 is a hydraulic circuit diagram of the power distribution control device. In the embodiment shown, the power of the engine 2 is transmitted to the axle 30 of the rear wheel 26. That is, the gear 3 connected to the output shaft of the transmission integrated with the engine 2 is meshed with the gear 4 of the shaft 5, and the bevel gear 6 of the shaft 5 is meshed with the bevel gear 7 of the propulsion shaft 10.
【０００９】推進軸１０の後端の傘歯車１５は傘歯車３
５に噛み合される。傘歯車３５と一体に形成した左右１
対のリング歯車３５ａは、それぞれ遊星歯車２８を介し
左右の後車軸３０の太陽歯車３２に噛み合される。各遊
星歯車２８を軸３３により各別に支持する１対のキヤリ
ヤ３１は傘歯車３１ａを備えている。各傘歯車３１ａは
油圧モータ２５により駆動される傘歯車２７に噛み合さ
れる。The bevel gear 15 at the rear end of the propulsion shaft 10 is a bevel gear 3
5 is engaged. Left and right 1 formed integrally with bevel gear 35
The pair of ring gears 35a mesh with the sun gears 32 of the left and right rear axles 30 via the planetary gears 28, respectively. A pair of carriers 31, each of which supports each planetary gear 28 by a shaft 33, includes a bevel gear 31a. Each bevel gear 31a is meshed with a bevel gear 27 driven by the hydraulic motor 25.
【００１０】各油圧モータ２５は油圧ポンプ１４から圧
油を電磁油量制御弁２４を経て供給され、油量に対応し
て傘歯車２７の回転数を制御する。電磁油量制御弁２４
の励磁電流はマイクロコンピユータからなる電子制御装
置１２の出力により制御される。Each hydraulic motor 25 is supplied with hydraulic oil from the hydraulic pump 14 via an electromagnetic oil amount control valve 24, and controls the rotation speed of the bevel gear 27 according to the oil amount. Electromagnetic oil control valve 24
Is controlled by the output of an electronic control unit 12 composed of a microcomputer.
【００１１】各輪２３，２６にそれぞれ回転数センサ１
６が配設され、前後軸２１，３０と車体との間に、相対
車高を検出する車高センサ２２が配設される。車高セン
サの代りに、各輪２３，２６の荷重を直接検出する荷重
センサを備えるのが好ましい。ハンドル９に舵角センサ
８が配設される。回転数センサ１６，車高センサ２２，
舵角センサ８の各信号は電子制御装置１２へ入力され
る。Each of the wheels 23 and 26 has a rotation speed sensor 1
A vehicle height sensor 22 for detecting a relative vehicle height is disposed between the front and rear shafts 21 and 30 and the vehicle body. It is preferable to provide a load sensor for directly detecting the load on each wheel 23, 26 instead of the vehicle height sensor. A steering angle sensor 8 is provided on the steering wheel 9. Rotation speed sensor 16, vehicle height sensor 22,
Each signal of the steering angle sensor 8 is input to the electronic control unit 12.
【００１２】図２に示すように、油圧ポンプ１４は油槽
４７から油をフイルタ４６を経て吸い込み、逆止弁４
３、電磁切換弁４４を経て油圧モータ２５へ供給し、電
磁切換弁４４、電磁油量制御弁２４を経て油槽４７へ戻
す。逃し弁４５は油圧ポンプ１４の吐出油圧が所定値を
超えると開いて油槽４７へ逃し、油圧モータ２５へ供給
される油圧をほぼ一定に保つ。油圧モータ２５は電磁切
換弁４４の動作に伴い逆転可能であり、油圧モータ２５
の入口の油圧が過大になつた時は、逃し弁４１または４
２が開いて油圧モータ２５の過負荷状態を防止する。As shown in FIG. 2, the hydraulic pump 14 sucks oil from an oil tank 47 through a filter 46, and
3. The oil is supplied to the hydraulic motor 25 via the electromagnetic switching valve 44, and is returned to the oil tank 47 via the electromagnetic switching valve 44 and the electromagnetic oil amount control valve 24. When the discharge oil pressure of the hydraulic pump 14 exceeds a predetermined value, the relief valve 45 opens and escapes to the oil tank 47 to keep the hydraulic pressure supplied to the hydraulic motor 25 substantially constant. The hydraulic motor 25 can rotate in reverse according to the operation of the electromagnetic switching valve 44.
When the oil pressure at the inlet of the valve becomes excessive, the relief valve 41 or 4
2 opens to prevent the hydraulic motor 25 from being overloaded.
【００１３】図１に示すように、機関２により駆動され
る推進軸１０の回転は、傘歯車１５，３５を経て１対の
リング歯車３５ａへ伝達され、さらに自転と公転を伴う
遊星歯車２８、太陽歯車３２、後車軸３０を経て後輪２
６へ伝達される。車両の旋回走行時、電子制御装置１２
は舵角と各輪２３，２６の荷重と各輪２３，２６の回転
数に基づき電磁油量制御弁２４を駆動し、１対の油圧モ
ータ２５により左右のキヤリヤ３１の回転数を各別に制
御する。As shown in FIG. 1, the rotation of the propulsion shaft 10 driven by the engine 2 is transmitted to a pair of ring gears 35a via bevel gears 15 and 35, and further, planetary gears 28 that rotate and revolve. Sun gear 32, rear wheel 2 via rear axle 30
6 is transmitted. When the vehicle is turning, the electronic control unit 12
Drives the electromagnetic oil amount control valve 24 based on the steering angle, the load on each wheel 23, 26 and the rotation speed of each wheel 23, 26, and controls the rotation speed of the left and right carriers 31 separately by a pair of hydraulic motors 25. I do.
【００１４】車両の旋回走行時、車体に働く力は駆動輪
即ち後輪２６に働く力であり、駆動輪の内輪に働く力は
ヨーレートを減じるようなヨーモーメントになり、外輪
に働く力は内輪と逆のヨーモーメントになる。When the vehicle is turning, the force acting on the vehicle body is the force acting on the driving wheel, that is, the rear wheel 26. The force acting on the inner wheel of the driving wheel becomes a yaw moment that reduces the yaw rate, and the force acting on the outer wheel is the inner wheel. And the opposite yaw moment.
【００１５】 Ｉy*ｄγr ／ｄｔ＝ＬF （ＦyFL ＋ＦyFR ）−ＬR （ＦyRL ＋ＦyRR ） ＋ＴR （ＦxRR −ＦxRL ）／２ ｍ・ｇ1 ＝ＦyFL ＋ＦyFR ＋ＦyRL ＋ＦyRR ……（１） ただし、γr ：実ヨーレート（角速度Ｒ／sec ） ＦxRL ，ＦxRR ：前推力 ＦyFL 〜ＦyRR ：各車輪の横力 ｇ1 ：横加速度 Ｉy ：車体のヨー慣性モーメント ＬF ，ＬR ：車体重心と前・後軸との間隔 ｍ：車体質量 ＴR ：後輪のトレツド 左右の後輪、即ち内外輪が車体へ与えるヨーモーメント
ΔＭin，ΔＭout は、次の式で表される。Iy * dγr / dt = LF (FyFL + FyFR) −LR (FyRL + FyRR) + TR (FxRR−FxRL) / 2 m · g1 = FyFL + FyFR + FyRL + FyRR (1) where γr is the actual yaw rate. / Sec) FxRL, FxRR: Front thrust FyFL to FyRR: Lateral force of each wheel g1: Lateral acceleration Iy: Yaw inertia moment of vehicle body LF, LR: Distance between vehicle center of gravity and front / rear axis m: Body mass TR: Rear Wheel Tread The yaw moments ΔMin, ΔMout given to the vehicle body by the right and left rear wheels, ie, the inner and outer wheels, are expressed by the following equations.
【００１６】 ΔＭin＝−ＬR ＦyRL −ＴR ＦxRL ／２ ΔＭout ＝−ＬR ＦyRR ＋ＴR ＦxRR ／２ ……（２） 車両の旋回走行時内外輪の発生する力は、前推力Ｆx と
横力Ｆy であり、前推力Ｆx と横力Ｆy は内外輪のスリ
ツプ率Ｓにより変化する。前推力Ｆx と横力Ｆy は車輪
荷重Ｆz で徐すことにより一般化できる。車体へ与える
ヨーモーメントΔＭは前推力Ｆx と横力Ｆy に起因する
と考えると、スリツプ率Ｓがある値以下では、ヨーモー
メントΔＭはスリツプ率Ｓの増加につれて比例的に増加
するとみてよい。ΔMin = −LR FyRL−TR FxRL / 2 ΔMout = −LR FyRR + TR FxRR / 2 (2) The forces generated by the inner and outer wheels during turning of the vehicle are the forward thrust Fx and the lateral force Fy. The forward thrust Fx and the lateral force Fy change depending on the slip ratio S of the inner and outer wheels. The forward thrust Fx and the lateral force Fy can be generalized by reducing the wheel load Fz. Considering that the yaw moment ΔM applied to the vehicle body is caused by the forward thrust Fx and the lateral force Fy, when the slip ratio S is less than a certain value, the yaw moment ΔM may be proportionally increased as the slip ratio S increases.
【００１７】つまり、現在の左右の後輪２６のスリツプ
率Ｓo の範囲を０．２〜０．３に抑えれば、内外輪が車
体に及ぼすヨーモーメントΔＭを線形化でき、内外輪の
ヨーモーメントΔＭin，ΔＭout は次のように表すこと
ができる。That is, if the current range of the slip ratio So of the right and left rear wheels 26 is suppressed to 0.2 to 0.3, the yaw moment ΔM exerted on the vehicle body by the inner and outer wheels can be linearized, and the yaw moment of the inner and outer wheels can be linearized. ΔMin and ΔMout can be expressed as follows.
【００１８】 ΔＭin＝ａＳ＋ｂ， ΔＭout ＝ｃＳ＋ｄ ……（３） ただし、ａ〜ｄ：係数 Ｓ：スリツプ率 車両の旋回走行時、内外輪のヨーモーメントΔＭin，Δ
Ｍout と車輪荷重Ｆzの積から、車体に発生するヨーレ
ートの変化量を求めることができる。外輪の荷重が内輪
の荷重よりも非常に大きくなるので、外輪だけの回転数
を制御し、外輪だけの制御ではヨーレートの偏差を小さ
くできない場合は、内輪の回転数をも制御する。ΔMin = aS + b, ΔMout = cS + d (3) where a to d: coefficient S: slip rate When the vehicle is turning, the yaw moments ΔMin, Δ of the inner and outer wheels
From the product of Mout and the wheel load Fz, the amount of change in the yaw rate generated in the vehicle body can be determined. Since the load on the outer wheel is much larger than the load on the inner wheel, the rotation speed of the outer wheel alone is controlled. If the deviation of the yaw rate cannot be reduced by the control of the outer wheel alone, the rotation speed of the inner wheel is also controlled.
【００１９】本発明では各輪２３，２６の回転数センサ
１６、各輪２３，２６の車高センサ（または荷重セン
サ）２２、舵角センサ８の各検出値から規範ヨーレート
γm を求め、ヨーレートセンサ１３から検出した実ヨー
レートγr との偏差Δγをなくすように油圧モータ２５
の回転数を制御し、機関２から左右の内外輪へ伝達され
るトルクを適正に配分する。In the present invention, the reference yaw rate γm is obtained from the detected values of the rotational speed sensor 16 of each wheel 23, 26, the vehicle height sensor (or load sensor) 22 of each wheel 23, 26, and the steering angle sensor 8, and the yaw rate sensor 13 so as to eliminate the deviation Δγ from the actual yaw rate γr detected from the hydraulic motor 25.
, And appropriately distribute the torque transmitted from the engine 2 to the left and right inner and outer wheels.
【００２０】規範ヨーレートγm は舵角入力δの１次遅
れ系とすれば次の式が成り立つ。If the reference yaw rate γm is a first-order delay system of the steering angle input δ, the following equation is established.
【００２１】 γm ＝Ｇ・δ／（１＋ｓＴ） ……（４） ただし、γm ：規範ヨーレート δ：舵角 Ｇ：ゲイン ｓ：ラプラス演算子 Ｔ：時定数 規範ヨーレートγm とヨーレートセンサ１３から検出し
た実ヨーレートγr との差Δγを０にするためにヨーレ
ートを変化させるに必要なヨーモーメントΔＭを求め
る。Γm = G · δ / (1 + sT) (4) where γm: standard yaw rate δ: steering angle G: gain s: Laplace operator T: time constant standard yaw rate γm and actual value detected from yaw rate sensor 13 The yaw moment ΔM required to change the yaw rate to make the difference Δγ with the yaw rate γr zero is determined.
【００２２】 Δγ＝γm −γr ……（５） ΔＭ＝Ｉy*Δγ ……（６） 各輪２３，２６の荷重変化量ΔＦzRL 〜ΔＦzRR は、車
体のロール角Δφ、ピツチ角Δθから次の式で与えら
れ、初期荷重ＦzoFL〜ＦzoRRと荷重変化量ΔＦzFL 〜Δ
ＦzRR の和が各輪２３，２６の荷重ＦzFL 〜ＦzRR にな
る。Δγ = γm−γr (5) ΔM = Iy * Δγ (6) The amount of load change ΔFzRL to ΔFzRR of each of the wheels 23 and 26 is obtained from the following equation based on the roll angle Δφ and the pitch angle Δθ of the vehicle body. And the initial load FzoFL to FzoRR and the load change ΔFzFL to Δ
The sum of FzRR is the load FzFL to FzRR of each wheel 23, 26.
【００２３】 Δφ＝（ΔＺFL−ΔＺFR）／ＴF ＋（ΔＺRL−ΔＺRR）／ＴR Δθ＝｛（ΔＺFL＋ΔＺFR）−（ΔＺRL＋ΔＺRR）｝／（ＬF ＋ＬR ） ……（７） ΔＦzFL ＝KF（−ＬF Δθ／２−ＴF Δφ／２） ΔＦzFR ＝KF（−ＬF Δθ／２＋ＴF Δφ／２） ΔＦzRL ＝KR（ＬR Δθ／２−ＴR Δφ／２） ΔＦzRR ＝KR（ＬR Δθ／２＋ＴR Δφ／２） ……（８） ＦzFL ＝ＦzoFL＋ΔＦzFL ＦzFR ＝ＦzoFR＋ΔＦzFR ＦzRL ＝ＦzoRL＋ΔＦzRL ＦzRR ＝ＦzoRR＋ΔＦzRR ……（９） ただし、Δφ：ロール角 Δθ：ピツチ角 ΔＦzFL 〜ΔＦzRR ：荷重変化量 ＦzFL 〜ＦzRR ：車輪荷重 ＦzoFL〜ＦzoRR：初期荷重 KF，KR：ばね定数 ＴF ：前輪のトレツド ΔＺFL〜ΔＺRR：車高変位量 各輪２３，２６の荷重ＦzFL 〜ＦzRR と現在のスリツプ
率ＳoRL ，ＳoRR から、ヨーレートを変化させるに必要
なヨーモーメントΔＭを求め、線形化したＳ−Ｍ線図
（スリツプ率ＳとヨーモーメントΔＭの関係を表す線
図）により、ヨーレートを変化させるに必要なスリツプ
率ＳRL，ＳRRを求める。Δφ = (ΔZFL−ΔZFR) / TF + (ΔZRL−ΔZRR) / TR Δθ = {(ΔZFL + ΔZFR) − (ΔZRL + ΔZRR)} / (LF + LR) (7) ΔFzFL = KF (−LF Δθ / 2 −TF Δφ / 2) ΔFzFR = KF (−LF Δθ / 2 + TF Δφ / 2) ΔFzRL = KR (LR Δθ / 2−TR Δφ / 2) ΔFzRR = KR (LR Δθ / 2 + TR Δφ / 2) (8) FzFL = FzoFL + ΔFzFL FzFR = FzoFR + ΔFzFR FzRL = FzoRL + ΔFzRL FzRR = FzoRR + ΔFzRR (9) where, Δφ: roll angle Δθ: pitch angle ΔFzFL to ΔFzRR: load change amount: FzFLK to FzFL KZ Spring constant TF: front wheel tread ΔZFL to ΔZRR: vehicle height displacement The yaw moment ΔM required to change the yaw rate is obtained from the loads FzFL to FzRR of the wheels 23 and 26 and the current slip ratios SoRL and SoRR, and is linear. The S-M diagram and (diagram representing the relationship between slips ratio S and the yaw moment .DELTA.M), slips ratio SRL necessary to change the yaw rate to determine the SRR.
【００２４】例えば左旋回走行の場合は、現在の左後輪
のスリツプ率ＳoRL は、前輪２３の回転数の平均値を車
速とすれば次の式で与えられる。For example, in the case of a left turn, the current slip ratio SoRL of the left rear wheel is given by the following equation, assuming that the average value of the rotation speed of the front wheels 23 is the vehicle speed.
【００２５】 ＳoRL ＝｛（ＶFL＋ＶFR）／２−ＶRL｝／ＶRL ……（１０） ＳRL＝（ＳoRL −ｂ）／ａ ……（１１） ただし、ＳoRL ：現在のスリツブ率 ＳRL：ヨーレートを変化させるに必要なスリツブ率 ＶFL〜ＶRR：各輪の回転数 ここで、必要とするヨーモーメントΔＭの線形性は、ス
リツプ率Ｓが０．３程度までであるので、これをしきい
値ＳL とし、求めたスリツプ率ＳRLがしきい値ＳL より
も小さい場合は、上記スリツプ率ＳRLを得るように、電
磁油量制御弁２４の制御電流を制御し、油圧モータ２５
による遊星歯車２８の回転数ＮRLを制御する。SoRL = {(VFL + VFR) / 2−VRL} / VRL (10) SRL = (SoRL−b) / a (11) where SoRL: current slip rate SRL: when changing yaw rate Required slip rate VFL-VRR: Number of rotations of each wheel Here, the required linearity of the yaw moment .DELTA.M was determined as a threshold value SL because the slip rate S was up to about 0.3. When the slip ratio SRL is smaller than the threshold value SL, the control current of the electromagnetic oil amount control valve 24 is controlled so as to obtain the slip ratio SRL, and the hydraulic motor 25 is controlled.
To control the rotation speed NRL of the planetary gear 28.
【００２６】スリツプ率ＳRLがしきい値ＳL よりも大き
い場合は、スリツプ率ＳRLをしきい値ＳL （０．３〜
０．４の値）に設定し、内輪のスリツプ率を同様にして
求めた後、内輪におけるしきい値ＳM を設定し、油圧モ
ータ２５の回転数ＮRRを求め、内輪を駆動する。この場
合、ヨーレートを変化させるに必要なヨーモーメントΔ
Ｍから外輪で得られたヨーモーメントΔＭout を引き、
上述の外輪の場合と同様の方法で内輪のスリツプ率ＳRR
を求める。If the slip ratio SRL is larger than the threshold value SL, the slip ratio SRL is set to the threshold value SL (0.3 to
After setting the slip ratio of the inner wheel similarly, the threshold value SM of the inner wheel is set, the rotational speed NRR of the hydraulic motor 25 is obtained, and the inner wheel is driven. In this case, the yaw moment Δ required to change the yaw rate
Subtract the yaw moment ΔMout obtained from the outer wheel from M,
The slip ratio SRR of the inner ring is obtained in the same manner as the outer ring described above.
Ask for.
【００２７】図３，４は上述の制御をマイクロコンピユ
ータからなる電子制御装置により実行する制御プログラ
ムの流れ図である。本制御プログラムは所定時間ごとに
繰り返し実行する。ｐ11で制御プログラムを開始し、ｐ
12で舵角δから規範ヨーレートγm を求め、ｐ13で実ヨ
ーレートγr と規範ヨーレートγm の差Δγを求める。
ｐ14でヨーレートを変化させるに必要なヨーモーメント
ΔＭを求める。ｐ15で左舵か否かを判別し、左舵でない
場合は図４に示すｐ36へ進む。FIGS. 3 and 4 are flow charts of a control program for executing the above-mentioned control by an electronic control unit comprising a microcomputer. This control program is repeatedly executed at predetermined time intervals. The control program is started at p11 and p
At 12, the standard yaw rate γm is obtained from the steering angle δ, and at p13, the difference Δγ between the actual yaw rate γr and the standard yaw rate γm is obtained.
At p14, a yaw moment ΔM required to change the yaw rate is obtained. At p15, it is determined whether the vehicle is left rudder. If the vehicle is not left rudder, the process proceeds to p36 shown in FIG.
【００２８】ｐ15で左舵の場合は、ｐ16で右後輪荷重Ｆ
zRR を求め、ｐ17で右後輪荷重で徐した、ヨーレートを
変化させるに必要なヨーモーメントΔＭzRR を求め、ｐ
18で現在の右後輪のスリツプ率ＳoRR を求め、ｐ19でヨ
ーレートを変化させるに必要な右後輪のスリツプ率ＳRR
を求め、ｐ20でヨーレートを変化させるに必要な右後輪
のスリツプ率ＳRRがしきい値ＳL よりも大か否かを判別
し、ヨーレートを変化させるに必要な右後輪のスリツプ
率ＳRRがしきい値ＳL よりも小の場合は、ｐ21で遊星歯
車の回転数ＮRRを求め、ｐ28へ進む。In the case of left rudder at p15, the right rear wheel load F at p16
zRR is calculated, and the yaw moment ΔMzRR required to change the yaw rate, which is reduced by the right rear wheel load in p17, is calculated.
The current right rear wheel slip rate SoRR is obtained at 18 and the right rear wheel slip rate SRR required to change the yaw rate at p19.
Is determined at p20 to determine whether the slip ratio SRR of the right rear wheel required to change the yaw rate is greater than a threshold value SL, and the slip ratio SRR of the right rear wheel required to change the yaw rate is determined. If it is smaller than the threshold value SL, the rotational speed NRR of the planetary gear is obtained at p21, and the program proceeds to p28.
【００２９】ｐ20でヨーレートを変化させるに必要な右
後輪のスリツプ率ＳRRがしきい値ＳL よりも大の場合
は、ｐ22で左後輪の荷重ＦzRL を求め、ｐ23で後輪荷重
で徐した、ヨーレートを変化させるに必要なモーメント
ΔＭz'RLを求め、ｐ24で現在の左後輪のスリツプ率ＳoR
L を求め、ｐ25でヨーレートを変化させるに必要な左後
輪のスリツプ率Ｓ'RL を求め、ｐ26でヨーレートを変化
させるに必要な左後輪のスリツプ率Ｓ'RL がしきい値Ｓ
M よりも大か否かを判別し、ヨーレートを変化させるに
必要な左後輪のスリツプ率Ｓ'RL がしきい値ＳM よりも
小の場合はｐ28へ進む。If the slip ratio SRR of the right rear wheel required to change the yaw rate is larger than the threshold value SL at p20, the load FzRL of the left rear wheel is obtained at p22, and the load is reduced by the rear wheel load at p23. , The moment ΔMz'RL necessary to change the yaw rate is obtained, and the current rear left wheel slip rate SoR is determined at p24.
L, the left rear wheel slip rate S'RL required to change the yaw rate is determined at p25, and the left rear wheel slip rate S'RL required to change the yaw rate at p26 is equal to the threshold S.
It is determined whether or not it is larger than M. If the slip ratio S'RL of the left rear wheel required to change the yaw rate is smaller than the threshold value SM, the process proceeds to p28.
【００３０】ｐ26でヨーレートを変化させるに必要な左
後輪のスリツプ率Ｓ'RL がしきい値ＳM よりも大の場合
は、左後輪のスリツプ率Ｓ'RL をしきい値ＳM とし、ｐ
28で各油量制御弁２４の電流を求め、油圧モータ２５を
駆動し、ｐ26で終了する。If the slip rate S'RL of the left rear wheel required to change the yaw rate at p26 is larger than the threshold value SM, the slip rate S'RL of the left rear wheel is set to the threshold value SM, and p
At 28, the current of each oil amount control valve 24 is obtained, the hydraulic motor 25 is driven, and the process ends at p26.
【００３１】[0031]
【発明の効果】本発明は上述のように、左右の車軸に結
合した１対の太陽歯車と機関により駆動される１対のリ
ング歯車との間にそれぞれ遊星歯車を噛み合せ、各遊星
歯車を支持する１対のキヤリヤにモータを結合し、ヨー
センサにより検出した実ヨーレートと、舵角と各車輪の
回転数と車輪荷重とから求めたヨーレートとの偏差をな
くすように、前記モータの回転数を各別に制御するもの
であり、遊星歯車を支持する１対のキヤリヤの回転数
は、旋回走行条件に対応してモータにより制御されるの
で、各車輪のスリツプが抑えられ、円滑な安定した旋回
走行が得られる。As described above, the present invention meshes planetary gears between a pair of sun gears connected to the left and right axles and a pair of ring gears driven by the engine, and supports each planetary gear. A motor is coupled to a pair of carriers to be driven, and the rotation speed of the motor is adjusted so as to eliminate the deviation between the actual yaw rate detected by the yaw sensor and the yaw rate obtained from the steering angle, the rotation speed of each wheel, and the wheel load. The rotation speed of the pair of carriers supporting the planetary gears is controlled by a motor in accordance with the turning traveling conditions, so that slip of each wheel is suppressed, and smooth and stable turning traveling is achieved. can get.
【図１】本発明に係る車輪の動力配分制御装置の正面断
面図である。FIG. 1 is a front sectional view of a power distribution control device for a wheel according to the present invention.
【図２】同動力配分制御装置の油圧回路図である。FIG. 2 is a hydraulic circuit diagram of the power distribution control device.
【図３】同動力配分制御装置の制御プログラムの流れ図
である。FIG. 3 is a flowchart of a control program of the power distribution control device.
【図４】同動力配分制御装置の制御プログラムの流れ図
である。FIG. 4 is a flowchart of a control program of the power distribution control device.
２：機関 ８：舵角センサ １２：電子制御装置 １
３：ヨーレートセンサ １６：回転数センサ ２２：車
高センサ ２３：前輪 ２４：油量制御弁 ２５：油圧
モータ ２６：後輪 ２８：遊星歯車 ３０：後車軸
３１：キヤリヤ ３５ａ：リング歯車2: engine 8: steering angle sensor 12: electronic control unit 1
3: Yaw rate sensor 16: Rotation speed sensor 22: Vehicle height sensor 23: Front wheel 24: Oil amount control valve 25: Hydraulic motor 26: Rear wheel 28: Planetary gear 30: Rear axle
31: Carrier 35a: Ring gear
───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.7，ＤＢ名) F16H 48/10 B60K 23/04 ──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. 7 , DB name) F16H 48/10 B60K 23/04
Claims (1)
関により駆動される１対のリング歯車との間にそれぞれ
遊星歯車を噛み合せ、各遊星歯車を支持する１対のキヤ
リヤにモータを結合し、ヨーセンサにより検出した実ヨ
ーレートと、舵角と各車輪の回転数と車輪荷重とから求
めたヨーレートとの偏差をなくすように、前記モータの
回転数を各別に制御することを特徴とする、車輪の動力
配分制御装置。A planetary gear is meshed between a pair of sun gears coupled to left and right axles and a pair of ring gears driven by an engine, and a motor is mounted on a pair of carriers supporting each planetary gear. In combination, the rotation speed of the motor is separately controlled so as to eliminate the deviation between the actual yaw rate detected by the yaw sensor and the yaw rate obtained from the steering angle, the rotation speed of each wheel, and the wheel load. , Wheel power distribution control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10498493A JP3309872B2 (en) | 1993-04-07 | 1993-04-07 | Wheel power distribution control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10498493A JP3309872B2 (en) | 1993-04-07 | 1993-04-07 | Wheel power distribution control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH06293226A JPH06293226A (en) | 1994-10-21 |
| JP3309872B2 true JP3309872B2 (en) | 2002-07-29 |
Family
ID=14395363
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10498493A Expired - Fee Related JP3309872B2 (en) | 1993-04-07 | 1993-04-07 | Wheel power distribution control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3309872B2 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1997010114A1 (en) * | 1995-09-11 | 1997-03-20 | Honda Giken Kogyo Kabushiki Kaisha | Coupling device between right and left wheels of a vehicle |
| JP2007177984A (en) * | 2005-12-28 | 2007-07-12 | Toyota Motor Corp | Drive unit |
| US9815494B2 (en) | 2012-12-04 | 2017-11-14 | Mtd Products Inc | Vehicle drive control systems |
-
1993
- 1993-04-07 JP JP10498493A patent/JP3309872B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH06293226A (en) | 1994-10-21 |
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