JPH0676022B2 - Four-wheel drive control method - Google Patents
Four-wheel drive control methodInfo
- Publication number
- JPH0676022B2 JPH0676022B2 JP61153172A JP15317286A JPH0676022B2 JP H0676022 B2 JPH0676022 B2 JP H0676022B2 JP 61153172 A JP61153172 A JP 61153172A JP 15317286 A JP15317286 A JP 15317286A JP H0676022 B2 JPH0676022 B2 JP H0676022B2
- Authority
- JP
- Japan
- Prior art keywords
- differential
- rotation speed
- predetermined value
- torque capacity
- rear wheel
- 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.)
- Expired - Fee Related
Links
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- Arrangement And Driving Of Transmission Devices (AREA)
Description
【発明の詳細な説明】 産業上の利用分野 本発明は、自動車等の車輌に用いられる四輪駆動装置の
制御方法に係り、特にセンタディファレンシャル装置を
有する四輪駆動装置の制御方法に係る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for controlling a four-wheel drive device used in a vehicle such as an automobile, and more particularly to a method for controlling a four-wheel drive device having a center differential device.
従来の技術 自動車等の車輌に用いられる四輪駆動装置の一つとし
て、後輪と前輪との間にて差動作用を行うセンタディフ
ァレンシャル装置と、前記センタディファレンシャル装
置の差動作用を制限する差動制限装置とを有する四輪駆
動装置が既に提案されており、この種の四輪駆動装置
は、例えば特開昭50−147027号、特開昭55−72420号の
各公報に示されている。2. Description of the Related Art As one of four-wheel drive devices used in vehicles such as automobiles, a center differential device that performs a differential action between a rear wheel and a front wheel, and a difference that limits the differential action of the center differential device. A four-wheel drive device having a motion limiting device has already been proposed, and a four-wheel drive device of this type is disclosed in, for example, Japanese Patent Laid-Open Nos. 50-147027 and 55-72420. .
上述の如き四輪駆動装置に於ては、センタディファレン
シャル装置の差動作用により車輌旋回時に前輪と後輪と
の回転半径の差によりタイトコーナブレーキ現象が生じ
ることが回避されるが、この反面、降雨路、積雪路、泥
路等の悪路走行によって複数個の車輪のうちの何れか一
つでもがスリップを生じて駆動力を失うと、センタディ
ファレンシャル装置の差動作用により全ての車輪の駆動
力が減少すると云う現象が生じ、踏破性が著しく低減す
る。このためセンタディファレンシャル装置を有する四
輪駆動装置に於ては、センタディファレンシャル装置の
差動作用を制限する差動制御クラッチの如き差動制限装
置を設けることが行われている。そして後輪回転数と前
輪回転数との差が所定値以上の時、即ち、一方のタイヤ
が路面に対し滑りを生じている時には差動制御クラッチ
を係合させて後輪と前輪とを直結し、それ以外の四輪駆
動時には前記差動制御クラッチを解放させてセンタディ
ファレンシャル装置の差動作用を許すよう構成された四
輪駆動装置が既に提案されており、これは特開昭55−72
420号公報に示されている。In the four-wheel drive system as described above, the differential action of the center differential device avoids the occurrence of the tight corner braking phenomenon due to the difference in the radius of gyration between the front wheels and the rear wheels when the vehicle turns, but on the other hand, If any of the wheels loses driving force due to slippage due to running on bad roads such as rain roads, snowy roads, mud roads, etc., all wheels are driven by the differential action of the center differential device. The phenomenon that the force is reduced occurs, and the crossability is significantly reduced. Therefore, in a four-wheel drive system having a center differential device, a differential limiting device such as a differential control clutch that limits the differential action of the center differential device is provided. When the difference between the rear wheel rotational speed and the front wheel rotational speed is equal to or greater than a predetermined value, that is, when one tire slips on the road surface, the differential control clutch is engaged to directly connect the rear wheel and the front wheel. However, in other four-wheel drive, there has already been proposed a four-wheel drive system configured to release the differential control clutch to allow the differential action of the center differential device, which is disclosed in JP-A-55-72.
No. 420 publication.
発明が解決しようとする問題点 タイトコーナブレーキ現象の発生を回避するために許容
すべき前後輪回転数差は一定でなく、これは車速と操舵
角とに応じて変化する。このため許容すべき前後輪回転
数差が一定値に定められてこれに応じて差動制御クラッ
チの係合制御が行なわれたのでは、タイトコーナブレー
キ現象の発生を回避すること、或いはタイヤスリップに
よる走行駆動力の低減を回避することが完全には行われ
なくなる。Problems to be Solved by the Invention The difference between the front and rear wheel rotation speeds that should be allowed in order to avoid the occurrence of the tight corner braking phenomenon is not constant, and it changes depending on the vehicle speed and the steering angle. Therefore, if the difference between the front and rear wheel speeds that should be allowed is set to a constant value and the engagement control of the differential control clutch is performed accordingly, the occurrence of the tight corner braking phenomenon should be avoided, or the tire slip It is not possible to completely prevent the reduction of the traveling driving force due to.
本発明は、旋回時のタイトコーナブレーキ現象の発生の
回避と悪路等に於て複数個の車輪の一つが走行路面に対
しスリップを生じた時に全輪の駆動力が減少することの
回避とを確実に両立し、刻々と変化する車輌運転状態及
び路面状態に対して最適状態を維持するよう改良された
四輪駆動装置の制御方法を提供することを目的としてい
る。The present invention is intended to prevent the occurrence of a tight corner braking phenomenon at the time of turning and to prevent the driving force of all the wheels from decreasing when one of a plurality of wheels slips on a traveling road surface on a bad road or the like. It is an object of the present invention to provide an improved control method for a four-wheel drive system that surely achieves both of the above and maintains an optimum state with respect to a vehicle operating state and a road surface state that change every moment.
問題点を解決するための手段 上述の如き目的は、本発明によれば、一つの入力部材と
後輪用と前輪用の二つの出力部材とを有し後輪と前輪と
の間にて差動作用を行うセンタディファレンシャル装置
と、前記センタディファレンシャル装置の前記入力部材
と前記二つの出力部材のうちの二つの部材を可変の伝達
トルク容量をもって互いに接続し前記センタディファレ
ンシャル装置の差動作用を制限する差動制限装置と、前
記差動制限装置の伝達トルク容量を制御する制御装置と
を有している四輪駆動装置の制御方法に於て、後輪回転
数と前輪回転数とを検出し、後輪回転数と前輪回転数と
の差が所定値を越えたときには前記差動制限装置の伝達
トルク容量を段階的に増大させ、前記差が前記所定値を
越えないときには前記差動制限装置の伝達トルク容量を
段階的に減少させるよう前記差動制限装置の伝達トルク
容量を制御することを特徴とする制御方法によって達成
される。Means for Solving the Problems According to the present invention, the above-mentioned object has one input member and two output members for the rear wheel and the front wheel, and has a difference between the rear wheel and the front wheel. A center differential device for operation and two members of the input member and the two output members of the center differential device are connected to each other with a variable transfer torque capacity to limit the differential action of the center differential device. In a method for controlling a four-wheel drive device having a differential limiting device and a control device for controlling the transmission torque capacity of the differential limiting device, the rear wheel rotational speed and the front wheel rotational speed are detected, When the difference between the rear wheel rotation speed and the front wheel rotation speed exceeds a predetermined value, the transmission torque capacity of the differential limiting device is increased stepwise, and when the difference does not exceed the predetermined value, the differential limiting device Transmission This is achieved by a control method characterized in that the transmission torque capacity of the limited slip differential is controlled so as to reduce the torque capacity stepwise.
前記所定値は車速と操舵角とに応じて車速が増大するに
つれて増大しまた操舵角が増大するにつれて増大するよ
う決定されてよい。The predetermined value may be determined to increase according to the vehicle speed and the steering angle as the vehicle speed increases and to increase as the steering angle increases.
本発明による制御方法の実施に用いられる差動制限装置
は伝達トルク容量を外部よりの制御信号によって自由に
変化するものであれば良く、この差動制限装置として
は、油圧サーボ式の湿式多板クラッチ、電磁パウダクラ
ッチ等が用いられて良い。The differential limiting device used for carrying out the control method according to the present invention may be any device that can freely change the transmission torque capacity in accordance with a control signal from the outside. As the differential limiting device, a hydraulic servo wet multi-plate is used. A clutch, an electromagnetic powder clutch or the like may be used.
発明の作用及び効果 上記の如き本発明による四輪駆動装置の制御が行われる
ときには、何らかの一時的な原因により前後輪間の回転
数差が一時的に前記所定値を越えたときには差動制限装
置の伝達トルク容量が段階的に増大されるので、センタ
ディファレンシャル装置の差動作用が抑制され、車輌の
駆動力が維持される。そして差動制限装置の伝達トルク
容量がこうして段階的に増大されることによりセンタデ
ィファレンシャル装置の差動作用が抑制されて前後輪間
の回転数差が前記所定値へ向けて減少される途中で、或
いは該回転数差が前記所定値まで一旦戻された後、やが
て前後輪間に前記所定値を越える大きな回転数差を生じ
させた原因を消滅し、前後輪間の回転数差が前記所定値
以下の状態に下った状態が継続するようになると、差動
制限装置の伝達トルク容量は段階的に減少され、車輌の
駆動系はセンタディファレンシャル装置の差動作用によ
って前後輪間に滑らかにトルクを分配する差動駆動状態
に復帰される。また勿論、前後輪間に前記所定値を越え
る大きな回転数差を生じさせる原因が長く継続するとき
は、差動制限装置の伝達トルク容量は装置の設計上当然
存在するその上限値まで増大された状態に保たれる。When the four-wheel drive system according to the present invention is controlled as described above, when the rotational speed difference between the front and rear wheels temporarily exceeds the predetermined value due to some temporary cause, the differential limiting device is provided. Since the transmission torque capacity of the vehicle is gradually increased, the differential action of the center differential device is suppressed, and the driving force of the vehicle is maintained. Then, the transmission torque capacity of the differential limiting device is increased stepwise in this way, whereby the differential action of the center differential device is suppressed, and the rotational speed difference between the front and rear wheels is reduced toward the predetermined value, Alternatively, after the rotational speed difference is once returned to the predetermined value, the cause of causing a large rotational speed difference between the front and rear wheels to exceed the predetermined value is eliminated, and the rotational speed difference between the front and rear wheels is reduced to the predetermined value. When the following conditions continue to occur, the transmission torque capacity of the differential limiting device is gradually reduced, and the vehicle drive system smoothly produces torque between the front and rear wheels by the differential action of the center differential device. The distribution is restored to the differential drive state. Also, of course, when the cause of causing a large rotational speed difference exceeding the predetermined value between the front and rear wheels continues for a long time, the transmission torque capacity of the limited slip differential device is increased to its upper limit value which naturally exists in the design of the device. Be kept in a state.
車輌がより高速にて走行しているときほど前輪及び後輪
のそれぞれの回転速度はより高いので、路面状態に僅か
の変化があっても前後輪間の回転数の差はかなり大きく
なることがあるが、そのような一時的回転数差の発生に
対して差動制限装置の伝達トルク容量をいちいち増大さ
せる必要はない。しかし一方、車輌が実質的に停止して
いたり或いは低速にて走行しているときには、比較的低
い値であっても前後輪間に回転数差が生じることは、前
輪又は後輪にタイヤスリップが生じていることを示す。
従ってかかる場合には、前後輪間の回転数差が比較的小
さい値に達したところでも差動制限装置の伝達トルク容
量を高め、センタディファレンシャル装置の差動作用を
制限するのが好ましい。従って、前後輪間の回転数差に
関する前記所定値は、車速に応じて車速が増大するにつ
れて増大するよう定められるのが好ましい。Since the rotational speeds of the front and rear wheels are higher when the vehicle is traveling at a higher speed, the difference in rotational speed between the front and rear wheels can be quite large even if there is a slight change in the road surface condition. However, it is not necessary to increase the transmission torque capacity of the limited slip differential device with respect to the occurrence of such a temporary difference in rotational speed. However, on the other hand, when the vehicle is substantially stopped or traveling at a low speed, a difference in the number of rotations between the front and rear wheels occurs even if the value is relatively low. Indicates that it is occurring.
Therefore, in such a case, it is preferable to increase the transmission torque capacity of the differential limiting device and limit the differential action of the center differential even when the rotational speed difference between the front and rear wheels reaches a relatively small value. Therefore, it is preferable that the predetermined value regarding the rotational speed difference between the front and rear wheels is set so as to increase as the vehicle speed increases in accordance with the vehicle speed.
また操舵による車輌旋回中に前後輪間に生ずる回転数差
は操舵角が増大するにつれて増大するので、タイトコー
ナブレーキ現象を生じさせない範囲でタイヤスリップの
発生に対し差動制限装置を随時適切に作動させるように
するためには、前後輪間の回転数差に対する前記所定値
は操舵角が増大するにつれて増大するよう定められるの
が好ましい。In addition, since the rotational speed difference between the front and rear wheels during turning of the vehicle due to steering increases as the steering angle increases, the differential limiting device is operated appropriately as needed to prevent tire slip in the range that does not cause the tight corner braking phenomenon. In order to do so, it is preferable that the predetermined value for the rotational speed difference between the front and rear wheels is set to increase as the steering angle increases.
かくして、本発明のより詳細な特徴として、前後輪間の
回転数差に対する前記所定値が車速と操舵角とに応じて
車速が増大するにつれて増大しまた操舵角が増大するに
つれて増大するよう定められることにより、センタディ
ファレンシャル装置の差動機能による車輌の滑らかな駆
動性能を最大限に生かし且つタイトコーナブレーキ現象
の発生を回避しつつ、車輌の広い運転状態に亙ってセン
タディファレンシャル装置のためにタイヤスリップの際
に車輌の駆動力が失われることを差動制限装置により抑
制する好ましい差動制限装置の制御を達成することがで
きる。Thus, as a more detailed feature of the present invention, the predetermined value for the rotational speed difference between the front and rear wheels is set to increase as the vehicle speed increases and also increases as the steering angle increases in accordance with the vehicle speed and the steering angle. This makes it possible to maximize the smooth driving performance of the vehicle by the differential function of the center differential device and avoid the occurrence of the tight corner braking phenomenon, while maintaining a tire for the center differential device over a wide operating state of the vehicle. It is possible to achieve preferable control of the differential limiting device that suppresses the loss of the driving force of the vehicle at the time of slip by the differential limiting device.
実施例 以下に添付の図を参照して本発明を実施例について詳細
に説明する。Example Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.
第１図は本発明による制御方法の実施に使用される四輪
駆動装置を示すスケルトン図である。図に於て、１は内
燃機関を示しており、該内燃機関は車輌の前部に縦置き
されており、該内燃機関の後部には車輌用自動変速機２
と四輪駆動用トランスファ装置３とが順に接続されてい
る。FIG. 1 is a skeleton diagram showing a four-wheel drive system used for carrying out the control method according to the present invention. In the drawing, reference numeral 1 denotes an internal combustion engine, which is vertically installed in the front part of a vehicle, and at the rear part of the internal combustion engine, an automatic transmission 2 for a vehicle.
And the four-wheel drive transfer device 3 are sequentially connected.
車輌用自動変速機２は、コンバータケース４内に設けら
れた一般的構造の流体式トルクコンバータ５とトランス
ミッションケース６内に設けられた歯車式の変速装置７
とを有し、流体式トルクコンバータ５の入力部材８によ
って内燃機関１の図示されていない出力軸（クランク
軸）に駆動連結されて内燃機関１の回転動力を流体式ト
ルクコンバータ５を経て変速装置７に与えられるように
なっている。変速装置７は、遊星歯車機構等により構成
されたそれ自身周知の変速装置であって複数個の変速段
の間に切換わり、その変速制御を油圧制御装置９により
行われるようになっている。An automatic transmission 2 for a vehicle includes a hydraulic torque converter 5 having a general structure provided in a converter case 4 and a gear type transmission 7 provided in a transmission case 6.
And an output member (crankshaft) (not shown) of the internal combustion engine 1 by an input member 8 of the hydraulic torque converter 5 for rotationally driving the internal combustion engine 1 via the hydraulic torque converter 5 to a transmission. It is given to 7. The speed change device 7 is a speed change device which is known per se and is composed of a planetary gear mechanism or the like, and is switched between a plurality of speed stages, and the speed change control is performed by a hydraulic control device 9.
四輪駆動用トランスファ装置３はフルタイム4WDのため
の遊星歯車式のセンタディファレンシャル装置10を有し
ており、センタディファレンシャル装置10は、変速装置
７より回転動力を与えられる入力部材としてのキャリア
11及び該キャリアに担持されたプラネタリピニオン12
と、プラネタリピニオン12に噛合したサンギア13及びリ
ングギア14とを有し、リングギア14は後輪駆動軸15に接
続され、サンギア13は後輪駆動軸15と同芯のスリーブ状
の前輪駆動用中間軸16に接続されている。四輪駆動用ト
ランスファ装置３には前輪駆動用中間軸16と平行に前輪
駆動軸17が設けられており、前輪駆動用中間軸16と前輪
駆動軸17とはその各々に取付けられたスプロケット18及
び19に噛合する無端のチェーン20により駆動連結されて
いる。The four-wheel drive transfer device 3 has a planetary gear type center differential device 10 for full-time 4WD, and the center differential device 10 is a carrier as an input member to which rotational power is applied from a transmission device 7.
11 and planetary pinion 12 carried on the carrier
And a sun gear 13 and a ring gear 14 meshed with the planetary pinion 12, the ring gear 14 is connected to the rear wheel drive shaft 15, and the sun gear 13 is a sleeve-like front wheel drive that is concentric with the rear wheel drive shaft 15. It is connected to the intermediate shaft 16. The four-wheel drive transfer device 3 is provided with a front-wheel drive shaft 17 in parallel with the front-wheel drive intermediate shaft 16, and the front-wheel drive intermediate shaft 16 and the front-wheel drive shaft 17 are provided with a sprocket 18 and a sprocket 18, respectively. It is drivingly connected by an endless chain 20 meshing with 19.
尚、センタディファレンシャル装置10はそれ自身の遊星
歯車比により前後輪トルク分配比が最大発進加速時に於
ける前後輪重量分配比に見合ったものになるよう構成さ
れている。The center differential device 10 is configured so that the front / rear wheel torque distribution ratio is commensurate with the front / rear wheel weight distribution ratio at the maximum start acceleration due to its own planetary gear ratio.
四輪駆動用トランスファ装置３はサンギア13とリングギ
ア14とを選択的に接続する油圧作動式の差動制御クラッ
チ21が設けられており、該差動制御クラッチと作動は四
輪駆動用トランスファ装置３に設けられた油圧制御装置
22により行われるようになっている。The four-wheel drive transfer device 3 is provided with a hydraulically actuated differential control clutch 21 that selectively connects the sun gear 13 and the ring gear 14, and the differential control clutch and operation are performed by the four-wheel drive transfer device. 3 hydraulic control device
It is supposed to be done by 22.
差動制御クラッチ21は、第２図に示されている如く、油
圧サーボ式の湿式多板クラッチであり、油圧サーボ装置
35の油室36に供給されるサーボ油圧によってサーボピス
トン37が戻しばね38のばね力に抗して図にて右方へ移動
することによりトルク伝達関係にセンタディファレンシ
ャル装置10のサンギア13とリングギア14とを接続し、油
室36に供給されるサーボ油圧の増大に応じて伝達トルク
容量を比例的に増大するようになっている。The differential control clutch 21 is a hydraulic servo-type wet multi-plate clutch as shown in FIG.
By the servo hydraulic pressure supplied to the oil chamber 36 of 35, the servo piston 37 moves to the right in the figure against the spring force of the return spring 38, so that the sun gear 13 and the ring gear of the center differential device 10 have a torque transmission relationship. The transmission torque capacity is proportionally increased in accordance with an increase in the servo hydraulic pressure supplied to the oil chamber 36.
油圧制御装置22は車輌用自動変速機２に組込まれている
オイルポンプ39より油圧を与えられてこれを所定油圧に
調圧するプレッシャレギュレータバルブ40と、プレッシ
ャレギュレータバルブ40より油圧を与えられる電磁式の
サーボ油圧コントロールバルブ41とを有している。サー
ボ油圧コントロールバルブ41は、油圧サーボ装置35の油
室36に接続されたポートａと、プレッシャレギュレータ
バルブ40より油圧を供給される油圧ポートｂと、ドレン
ポートｃとを有しており、通電時にはポートａを油圧ポ
ートｂに接続し、これに対し非通電時にはポートａをド
レンポートｃに接続するようになっている。サーボ油圧
コントロールバルブ41には制御装置45より所定のデュー
ティ比のパルス信号が与えられ、これよりサーボ油圧コ
ントロールバルブ41はデューティ比に応じた大きさのサ
ーボ油圧を油圧サーボ装置35の油室36へ供給するように
なる。The hydraulic control device 22 is a pressure regulator valve 40 that receives hydraulic pressure from an oil pump 39 incorporated in the automatic transmission 2 for a vehicle to regulate the hydraulic pressure to a predetermined hydraulic pressure, and an electromagnetic type that receives hydraulic pressure from the pressure regulator valve 40. It has a servo hydraulic control valve 41. The servo hydraulic control valve 41 has a port a connected to the oil chamber 36 of the hydraulic servo device 35, a hydraulic port b to which hydraulic pressure is supplied from the pressure regulator valve 40, and a drain port c. The port a is connected to the hydraulic port b, while the port a is connected to the drain port c when the power is not supplied. A pulse signal having a predetermined duty ratio is given to the servo hydraulic control valve 41 from the control device 45, and the servo hydraulic control valve 41 supplies the servo hydraulic pressure having a magnitude corresponding to the duty ratio to the oil chamber 36 of the hydraulic servo device 35. Will be supplied.
後輪駆動軸15には自在継手23によりリアプロペラ軸24の
一端が駆動連結されている。One end of a rear propeller shaft 24 is drivingly connected to the rear wheel drive shaft 15 by a universal joint 23.
前輪駆動軸17には自在継手25によりフロントプロペラ軸
26の一端が連結されている。フロントプロペラ軸26は、
車輌用自動変速機２の一側方をその軸線に対し略平行に
延在しており、他端にて自在継手27及び中間接続軸28に
よりフロントディファレンシャル装置30の入力軸である
ドライブピニオン軸31の一端に連結されている。ドライ
ブピニオン軸31は内燃機関１の鋳鉄製のオイルパン29と
一体成型されたディファレンシャルケース32より回転可
能に支持されている。Front propeller shaft with universal joint 25 for front wheel drive shaft 17
One end of 26 is connected. The front propeller shaft 26
One side of the automatic transmission 2 for a vehicle extends substantially parallel to its axis, and at the other end, a universal joint 27 and an intermediate connecting shaft 28 form a drive pinion shaft 31 which is an input shaft of a front differential device 30. Is connected to one end of. The drive pinion shaft 31 is rotatably supported by a differential case 32 integrally formed with an oil pan 29 made of cast iron of the internal combustion engine 1.
ドライブピニオン軸31の端部には傘歯車よりなるドライ
ブピニオン33が設けられており、該ドライブピニオンは
フロントディファレンシャル装置30のリングギア34と噛
合している。A drive pinion 33 composed of a bevel gear is provided at an end of the drive pinion shaft 31, and the drive pinion meshes with a ring gear 34 of the front differential device 30.
油圧制御装置９及び22は電気式の制御装置45よりの制御
信号に基いて作動して変速装置７の変速段の切換制御と
差動制御クラッチ21の伝達トルク制御を行うようになっ
ている。制御装置45は、一般的構造のマイクロコンピュ
ータを含み、後輪回転数センサ46rより後輪回転数に関
する情報を、前輪回転数センサ46fより前輪回転数に関
する情報を、スロットル開度センサ47より内燃機関１の
スロットル開度に関する情報を、マニュアルシフトポジ
ションセンサ48よりマニュアルシフトレンジに関する情
報を、操舵角センサ49より車輌の操舵角に関する情報を
各々与えられ、基本的にはマニュアルシフトレンジと後
輪回転数或いは前輪回転数により決まる車速とスロット
ル開度とに応じて予め定められた変速パターンに従って
変速装置７の変速段の切換制御のための制御信号を油圧
制御装置９へ出力し、また後輪回転数と前輪回転数との
差と操舵角に応じて差動制御クラッチ21の伝達トルク容
量を制御するための所定のデューティ比のパルス信号を
サーボ油圧コントロールバルブ41へ出力するようになっ
ている。The hydraulic control devices 9 and 22 operate on the basis of a control signal from the electric control device 45 to perform the switching control of the shift stage of the transmission 7 and the transmission torque control of the differential control clutch 21. The control device 45 includes a microcomputer having a general structure, the rear wheel rotation speed sensor 46r outputs information about the rear wheel rotation speed, the front wheel rotation speed sensor 46f outputs information about the front wheel rotation speed, and the throttle opening sensor 47 outputs an internal combustion engine. Information about the throttle opening of No. 1, information about the manual shift range from the manual shift position sensor 48, and information about the steering angle of the vehicle from the steering angle sensor 49, respectively. Basically, the manual shift range and the rear wheel rotation speed are provided. Alternatively, a control signal for switching control of the shift stage of the transmission 7 is output to the hydraulic control device 9 in accordance with a predetermined shift pattern according to the vehicle speed determined by the front wheel rotation speed and the throttle opening, and the rear wheel rotation speed is also changed. A predetermined duty for controlling the transmission torque capacity of the differential control clutch 21 according to the difference between the front wheel rotation speed and the steering angle. The pulse signal of the ratio is output to the servo hydraulic control valve 41.
差動制御クラッチ21の伝達トルク容量Tcの制御は、具体
的には第３図に示されている如きフローチャートに従っ
て行われる。The control of the transmission torque capacity Tc of the differential control clutch 21 is specifically performed according to the flow chart as shown in FIG.
即ち、車速を示す後輪回転数Nr或いは前輪回転数Nfと操
舵角θｓに応じて所定値ΔNsetを決定し、後輪回転数Nr
と前輪回転数Nfとの差ΔＮが所定値ΔNset以下である時
には差動制御クラッチ21の伝達トルク容量Tcを所定値Δ
Tcずつ減少せしめ、これに対し回転数差ΔＮが所定値Δ
Nset以上である時には作動制御クラッチ21の伝達トルク
容量を所定値ΔTcずつ増大せしめるようになっている。That is, the predetermined value ΔNset is determined according to the rear wheel rotation speed Nr or the front wheel rotation speed Nf indicating the vehicle speed and the steering angle θs, and the rear wheel rotation speed Nr is determined.
And the difference ΔN between the front wheel rotation speed Nf and the predetermined value ΔNset or less, the transmission torque capacity Tc of the differential control clutch 21 is set to the predetermined value ΔN.
Decrease by Tc, on the other hand, the rotational speed difference ΔN is
When it is Nset or more, the transmission torque capacity of the operation control clutch 21 is increased by a predetermined value ΔTc.
制御目標回転数差、即ち許容回転数差である所定値ΔNs
etは、第４図に示されている如く、後輪回転数Nr或いは
前輪回転数Nfより見出される車速と操舵角θｓの増大に
応じて増大する。但し操舵角θｓが零度であっても所定
値ΔNsetは零には設定されず、循環トルクの発生の回避
に必要な値に設定されて良い。Control target speed difference, that is, a predetermined value ΔNs that is the allowable speed difference
As shown in FIG. 4, et increases with the vehicle speed found from the rear wheel rotation speed Nr or the front wheel rotation speed Nf and the steering angle θs. However, even if the steering angle θs is zero degrees, the predetermined value ΔNset is not set to zero but may be set to a value necessary to avoid the generation of the circulation torque.
これにより、センタディファレンシャル装置10は前後輪
回転数差ΔＮが所定値ΔNsetを越えない範囲で差動作用
を自由に行ない得る状態となり、これによってタイトコ
ーナブレーキ現象の発生が回避され、またに循環トルク
が生じることが回避される。As a result, the center differential device 10 is in a state in which the differential action can be freely performed within a range in which the front and rear wheel rotation speed difference ΔN does not exceed the predetermined value ΔNset, whereby the occurrence of the tight corner braking phenomenon is avoided, and the circulating torque is also reduced. Is prevented from occurring.
尚、後輪回転数Nrが前輪回転数Nfより小さい時は後輪回
転数Nrが車速を示すから、この時には後輪回転数Nrと操
舵角θｓとして応じて所定値ΔNsetの決定が行われ、こ
れに対し前輪回転数Nfが後輪回転数Nrより小さい時は前
輪回転数Nfが車速を示すから、この時には前輪回転数Nf
と操舵角θｓとに応じて所定値ΔNsetの決定が行なわれ
る。実際の車速に対する後輪回転数Nr及び前輪回転数Nf
の相異量は前輪と後輪とのタイヤ有効径等の違いにより
互いに異なるから、所定値ΔNsetの決定が後輪回転数Nr
による場合と前輪回転数Nfによる場合とでは適正所定値
ΔNsetが異なる。第４図に於ては、所定値ΔNsetがの決
定が、後輪回転数による場合の適正所定値ΔNsetは実線
で、前輪回転数Nfによる場合の適正所定値ΔNsetは破線
で各々示されている。When the rear wheel rotation speed Nr is smaller than the front wheel rotation speed Nf, the rear wheel rotation speed Nr indicates the vehicle speed. At this time, therefore, the predetermined value ΔNset is determined according to the rear wheel rotation speed Nr and the steering angle θs. On the other hand, when the front wheel rotation speed Nf is smaller than the rear wheel rotation speed Nr, the front wheel rotation speed Nf indicates the vehicle speed.
The predetermined value ΔNset is determined according to the steering angle θs and the steering angle θs. Rear wheel speed Nr and front wheel speed Nf relative to the actual vehicle speed
The difference between the front wheels and the rear wheels is different from each other due to the difference in the effective tire diameter, etc.
The appropriate predetermined value ΔNset is different between the case of using the front wheel rotation speed Nf and the case of using the front wheel rotation speed Nf. In FIG. 4, when the predetermined value ΔNset is determined, the proper predetermined value ΔNset in the case of the rear wheel rotation speed is shown by a solid line, and the proper predetermined value ΔNset in the case of the front wheel rotation speed Nf is shown by a broken line. .
後輪回転数Nrと前輪回転数Nfとの差ΔＮが所定値ΔNset
以上に増大しようとする時は後輪と前輪のいずれか一方
が路面に対して滑りを生じた時であり、この時には前後
輪回転数差ΔＮが所定値ΔNsetに維持されるよう差動制
御クラッチ21の伝達トルク容量TcをΔTcずつ増大するこ
とが行われる。これによりこの時には差動制御クラッチ
21の伝達トルク容量Tcが徐々に増大してセンタディファ
レンシャル装置10の差動作用が徐々に制限され、車輌の
駆動状態が徐々に前後輪直結に近付き、回転数差ΔＮが
減少すると共に車輌の駆動性能が向上して悪路の踏破が
行われる。The difference ΔN between the rear wheel rotation speed Nr and the front wheel rotation speed Nf is a predetermined value ΔNset
The above-mentioned increase is when either the rear wheel or the front wheel slips on the road surface. At this time, the differential control clutch is maintained so that the front-rear wheel rotation speed difference ΔN is maintained at a predetermined value ΔNset. The transmission torque capacity Tc of 21 is increased by ΔTc. As a result, at this time the differential control clutch
The transmission torque capacity Tc of 21 is gradually increased, the differential action of the center differential device 10 is gradually limited, the driving state of the vehicle gradually approaches the front and rear wheel direct coupling, the rotational speed difference ΔN is reduced, and the vehicle is driven. Performance is improved and a rough road is crossed.
尚、本発明による制御方法は第５図に示されている如き
フローチャートに従って行われても良い。差動制御クラ
ッチ21の如き差動制御装置は、上述の実施例の如く、セ
ンタディファレンシャル装置の二つの出力部材を可変の
伝達トルク容量をもって接続するもの以外に、センタデ
ィファレンシャル装置の前記二つの出力部材のうちの一
方と入力部材、即ちキャリアとを可変の伝達トルク容量
をもって接続するものであっても良く、この場合も上述
の実施例と同様の作用効果が得られる。The control method according to the present invention may be performed according to the flow chart shown in FIG. The differential control device such as the differential control clutch 21 is, in addition to connecting the two output members of the center differential device with a variable transmission torque capacity, as in the above-described embodiment, the two output members of the center differential device. One of them and the input member, that is, the carrier, may be connected with a variable transmission torque capacity, and in this case, the same effect as the above-described embodiment can be obtained.
以上に於ては、本発明を特定の実施例について詳細に説
明したが、本発明は、これに限定されるものではなく、
本発明の範囲内にて種々の実施例が可能であることは当
業者にとって明らかであろう。In the above, the present invention has been described in detail with reference to specific embodiments, but the present invention is not limited to these.
It will be apparent to those skilled in the art that various embodiments are possible within the scope of the invention.
第１図は本発明による四輪駆動装置の制御方法の実施に
用いられる四輪駆動装置を示す概略構成図、第２図は本
発明による四輪駆動装置の制御方法の実施に用いられる
差動制御クラッチの制御システムを示す概略構成図、第
３図は本発明による四輪駆動装置の制御方法の実施例を
示すフローチャート、第４図は本発明による四輪駆動装
置の制御方法に於ける制御目標回転数差の設定特性の一
例を示すグラフ、第５図は本発明による四輪駆動装置の
制御方法の他の実施例を示すフローチャートである。 １……内燃機関,2……車輌用自動変速機,3……四輪駆動
用トランスファ装置,4……コンバータケース,5……流体
式トルクコンバータ,6……トランスミッションケース,7
……変速装置,8……入力部材,9……油圧制御装置,10…
…センタディファレンシャル装置,11……キャリア,12…
…プラネタリピニオン,13……サンギア,14……リングギ
ア,15……後輪駆動軸,16……前輪駆動用中間軸,17……
前輪駆動軸,18、19……スプロケット,20……無端チェー
ン,21……差動制御クラッチ,22……油圧制御装置,23…
…自在継手,24……リアプロペラ軸,25……自在継手,26
……フロントプロペラ軸,27……自在継手,29……オイル
パン,30……フロントディファレンシャル装置,31……ド
ライブピニオン軸,32……ディファレンシャルケース,33
……ドライブピニオン,34……リングギア,35……油圧サ
ーボ装置,36……油室,37……サーボピストン,39……オ
イルポンプ,40……プレッシャレギュレータバルブ,41…
…サーボ油圧コントロールバルブ,45……制御装置,46r
……後輪回転数センサ,46f……前輪回転数センサ,47…
…スロットル開度センサ,48……マニュアルシフトポジ
ションセンサ,49……操舵角センサFIG. 1 is a schematic configuration diagram showing a four-wheel drive device used for carrying out a control method for a four-wheel drive device according to the present invention, and FIG. 2 is a differential used for carrying out a control method for a four-wheel drive device according to the present invention. FIG. 3 is a schematic configuration diagram showing a control clutch control system, FIG. 3 is a flowchart showing an embodiment of a method for controlling a four-wheel drive device according to the present invention, and FIG. 4 is a control in a method for controlling a four-wheel drive device according to the present invention. FIG. 5 is a graph showing an example of setting characteristics of the target rotational speed difference, and FIG. 5 is a flowchart showing another embodiment of the control method of the four-wheel drive system according to the present invention. 1 …… internal combustion engine, 2 …… automatic transmission for vehicle, 3 …… transfer device for four-wheel drive, 4 …… converter case, 5 …… hydraulic torque converter, 6 …… transmission case, 7
...... Transmission, 8 …… Input member, 9 …… Hydraulic control device, 10 ・ ・ ・
… Center differential device, 11 …… Carrier, 12…
… Planetary pinion, 13 …… Sun gear, 14 …… Ring gear, 15 …… Rear wheel drive shaft, 16 …… Front wheel drive intermediate shaft, 17 ……
Front wheel drive shaft, 18, 19 …… sprocket, 20 …… endless chain, 21 …… differential control clutch, 22 …… hydraulic control device, 23…
… Universal joint, 24 …… Rear propeller shaft, 25 …… Universal joint, 26
...... Front propeller shaft, 27 …… Universal joint, 29 …… Oil pan, 30 …… Front differential device, 31 …… Drive pinion shaft, 32 …… Differential case, 33
...... Drive pinion, 34 …… Ring gear, 35 …… hydraulic servo device, 36 …… oil chamber, 37 …… servo piston, 39 …… oil pump, 40 …… pressure regulator valve, 41 ……
… Servo hydraulic control valve, 45 …… Control device, 46r
…… Rear wheel speed sensor, 46f …… Front wheel speed sensor, 47…
… Throttle opening sensor, 48 …… Manual shift position sensor, 49 …… Steering angle sensor
Claims (2)
出力部材とを有し後輪と前輪との間にて差動作用を行う
センタディファレンシャル装置と、前記センタディファ
レンシャル装置の前記入力部材と前記二つの出力部材の
うちの二つの部材を可変の伝達トルク容量をもって互い
に接続し前記センタディファレンシャル装置の差動作用
を制限する差動制限装置と、前記差動制限装置の伝達ト
ルク容量を制御する制御装置とを有している四輪駆動装
置の制御方法に於て、後輪回転数と前輪回転数とを検出
し、後輪回転数と前輪回転数との差が所定値を越えたと
きには前記差動制限装置の伝達トルク容量を段階的に増
大させ、前記差が前記所定値を越えないときには前記差
動制限装置の伝達トルク容量を段階的に減少させるよう
前記差動制限装置の伝達トルク容量を制御することを特
徴とする制御方法。1. A center differential device having one input member and two output members for a rear wheel and a front wheel for performing a differential action between a rear wheel and a front wheel, and the center differential device. A differential limiting device that connects an input member and two members of the two output members to each other with a variable transfer torque capacity to limit the differential action of the center differential device, and a transfer torque capacity of the differential limiting device. In a method for controlling a four-wheel drive device having a control device for controlling the rear wheel rotation speed and the front wheel rotation speed, a difference between the rear wheel rotation speed and the front wheel rotation speed is a predetermined value. The differential limiting device is configured to increase the transmission torque capacity of the differential limiting device in a stepwise manner when the difference is exceeded, and to gradually decrease the transmitting torque capacity of the differential limiting device when the difference does not exceed the predetermined value. Control method characterized by controlling the transmission torque capacity.
の制御方法にして、前記所定値は車速と操舵角とに応じ
て車速が増大するにつれて増大しまた操舵角が増大する
につれて増大するよう決定されていることを特徴とする
制御方法。2. The method for controlling a rotary drive device according to claim 1, wherein the predetermined value increases as the vehicle speed increases in accordance with the vehicle speed and the steering angle, and increases as the steering angle increases. A control method characterized in that it is decided to do so.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61153172A JPH0676022B2 (en) | 1986-06-30 | 1986-06-30 | Four-wheel drive control method |
| US07/044,309 US4840247A (en) | 1986-05-06 | 1987-04-30 | Device for controlling 4wd vehicle central differential restriction device according to front and rear wheels rotational speed difference, and method of operation thereof |
| DE8787303985T DE3761631D1 (en) | 1986-05-06 | 1987-05-05 | METHOD AND CONTROL DEVICE FOR CONTROLLING THE LOCKABLE CENTRAL DIFFERENTIAL OF A FOUR-WHEEL VEHICLE VEHICLE DEPENDING ON THE SPEED DIFFERENCE OF THE FRONT AND REAR WHEELS. |
| EP87303985A EP0245069B1 (en) | 1986-05-06 | 1987-05-05 | Device for controlling 4wd vehicle central differential restriction device according to front and rear wheels rotational speed difference, and method of operation thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61153172A JPH0676022B2 (en) | 1986-06-30 | 1986-06-30 | Four-wheel drive control method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS638026A JPS638026A (en) | 1988-01-13 |
| JPH0676022B2 true JPH0676022B2 (en) | 1994-09-28 |
Family
ID=15556626
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61153172A Expired - Fee Related JPH0676022B2 (en) | 1986-05-06 | 1986-06-30 | Four-wheel drive control method |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0676022B2 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA1322239C (en) * | 1987-01-23 | 1993-09-14 | James J. Coogan | System for controlling torque transmission in a four wheel drive vehicle |
| JP2731922B2 (en) * | 1988-10-24 | 1998-03-25 | 富士重工業株式会社 | Torque distribution control device for four-wheel drive vehicle |
| JP2934457B2 (en) * | 1989-08-28 | 1999-08-16 | 富士重工業株式会社 | Unequal torque distribution control device for four-wheel drive vehicle |
| JP2903171B2 (en) * | 1990-05-17 | 1999-06-07 | 三菱自動車工業株式会社 | 4-wheel drive vehicle with driving force distribution control |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62261539A (en) * | 1986-05-06 | 1987-11-13 | Toyota Motor Corp | Controlling method for four-wheel drive device |
-
1986
- 1986-06-30 JP JP61153172A patent/JPH0676022B2/en not_active Expired - Fee Related
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62261539A (en) * | 1986-05-06 | 1987-11-13 | Toyota Motor Corp | Controlling method for four-wheel drive device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS638026A (en) | 1988-01-13 |
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