JPS60222325A - Driving force controller for four-wheel drive car - Google Patents
Driving force controller for four-wheel drive carInfo
- Publication number
- JPS60222325A JPS60222325A JP4478785A JP4478785A JPS60222325A JP S60222325 A JPS60222325 A JP S60222325A JP 4478785 A JP4478785 A JP 4478785A JP 4478785 A JP4478785 A JP 4478785A JP S60222325 A JPS60222325 A JP S60222325A
- Authority
- JP
- Japan
- Prior art keywords
- torque
- transmission
- torque limiter
- wheel drive
- limiter
- 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.)
- Pending
Links
Landscapes
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
Description
【発明の詳細な説明】
〔発明の利用分野〕
本発明は四輪駆動車の旋回時に発生する内部循環トルク
を少なくするための駆動力制御装置に関するものである
。DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to a driving force control device for reducing internal circulation torque generated when a four-wheel drive vehicle turns.
一般に、普通の四輪駆動車では前輪だけが転舵されて旋
回する。このため、タイヤのスリップが無い状態におけ
る旋回は第1図に示すように後軸(1)
2a、2bの中心を結ぶ後輪軸の延長線1ユに旋回中心
があり、後輪2a、2bの中間の軌跡は必ず前輪1a、
lbの中1iftの軌跡の内側に入る。また、差動装置
3 a t 3 bの入力軸4a、4bの回転数は、差
動装置の原理−し、両側の車軸回転数の算術平均値とな
る。したがって、前軸差動装置3aの入力軸4aの回転
のほうが、後輪差動装置3bの入力軸4bの回転より速
く回らなければならないので、図のように前後輪差動装
置の入力軸を直結したタイプの四輪駆動車では内部循環
1〜ルクが発生し1前後輪のトルク配分が変化する。第
2図に旋回半径と前後軸トルク配分比R7の関係を示す
。Generally, in an ordinary four-wheel drive vehicle, only the front wheels are steered to turn. Therefore, when turning with no tire slip, the turning center is at the extension line 1 of the rear axle connecting the centers of the rear axle (1) 2a, 2b, as shown in Figure 1, and the turning center of the rear axle (1) 2a, 2b is The intermediate trajectory is always the front wheel 1a,
Enter inside the locus of 1ift in lb. Further, the rotational speed of the input shafts 4a and 4b of the differential device 3 a t 3 b is the arithmetic mean value of the axle rotational speeds on both sides, according to the principle of the differential device. Therefore, the input shaft 4a of the front differential 3a must rotate faster than the input shaft 4b of the rear differential 3b, so the input shaft of the front differential 3a must rotate faster than the input shaft 4b of the rear differential 3b. In a direct-coupled type four-wheel drive vehicle, internal circulation of 1 to 1 torque is generated, and the torque distribution between the front and rear wheels changes. FIG. 2 shows the relationship between the turning radius and the front-rear shaft torque distribution ratio R7.
トルク配分比R1は前輪トルクと後輪トルクとの比であ
る。Torque distribution ratio R1 is the ratio between front wheel torque and rear wheel torque.
第2図において、摩擦係数の低い路面(砂利路等)では
、タイヤがスリップして旋回半径が小さい場合でも曲線
Aで示す如くトルク配分比R,は0.5 程度になるが
、摩擦係数の高い路面(舗装路等)ではタイヤのスリッ
プが少ないため、前輪の駆動トルクより内部循環トルク
のほうが大きく(2)
なり曲線Bで示す如<トルク配分比Rtが負になる所も
ある。このことは前軸がブレーキになっていることを示
している。このため、このままの状態で車を走行させる
には、後輪のトルクがかなり大きなものとなり、駆動系
にむりな力が働き走行抵抗が増大し燃費が悪くなる。こ
れを防ぐため、エンジンからの1〜ルクを第3の差動装
置(図示せず)により前後軸差動装置入力軸4a、4b
に分配し、内部循環トルクを上記、第3の差動装置によ
り吸収しているものがあるが、この方式では差動装置の
原理上、車の走行力は4つのタイヤの内、最も摩擦抵抗
の低いタイヤの駆動力の4倍にしかならない。このため
、四輪駆動車が最も必要とされる摩擦抵抗の低い路面で
、4輪の内、1輪でも空転しはじめると、車の走行力が
無くなってしまう。In Figure 2, on a road surface with a low coefficient of friction (such as a gravel road), even if the tires slip and the turning radius is small, the torque distribution ratio R, as shown by curve A, is approximately 0.5; On high road surfaces (paved roads, etc.), there is little tire slip, so the internal circulation torque is larger than the drive torque of the front wheels (2), and as shown by curve B, there are places where the torque distribution ratio Rt becomes negative. This indicates that the front axle is the brake. For this reason, in order to drive the car in this state, the torque at the rear wheels becomes quite large, which applies undue force to the drive system, increases running resistance, and worsens fuel efficiency. In order to prevent this, 1 to 1 lb of torque from the engine is applied to the front and rear differential gear input shafts 4a and 4b by a third differential device (not shown).
Some models distribute the internally circulating torque to the third differential device mentioned above, but in this system, due to the principle of the differential device, the running force of the car is distributed to the one with the highest friction resistance among the four tires. The driving force is only four times that of a tire with a low For this reason, if even one of the four wheels begins to spin on a road surface with low frictional resistance, where a four-wheel drive vehicle is most needed, the vehicle will lose its running power.
これを防ぐため、第3の差動装置に差動制限機構を設け
たものもあるが、これは機構が複雑になる。In order to prevent this, some devices include a differential limiting mechanism in the third differential, but this requires a complicated mechanism.
本発明の目的は四輪駆動車の燃費向上および走(3)
行性能の維持を図るための駆動力制御装置を提供するこ
とにある。An object of the present invention is to provide a driving force control device for improving fuel efficiency and maintaining running performance of a four-wheel drive vehicle.
本発明は、四輪駆動車に、トランスミッションからの伝
達トルクを可変にする1へルクリミツタと、エンジンか
らのアクセル開度とトランスミッションの変速比から走
行1〜ルクを算出し1−ルクリミツタを制御するコント
ローラを備えたことを特徴とする。The present invention provides a four-wheel drive vehicle with a first torque limiter that varies the transmission torque from the transmission, and a controller that calculates the traveling torque from the accelerator opening from the engine and the gear ratio of the transmission and controls the first torque limiter. It is characterized by having the following.
本発明の一実施例を第3図および第4図にしたがって説
明する。第3図において、第1図と同一符号のものは同
一部分を示す。An embodiment of the present invention will be described with reference to FIGS. 3 and 4. In FIG. 3, the same reference numerals as in FIG. 1 indicate the same parts.
エンジン5で発生した1〜ルクは1−ランスミッション
6により変換され、前後軸1.a、lb、2a。The 1-lux generated by the engine 5 is converted by the 1-transmission 6, and the 1-lux generated by the front-rear shaft 1. a, lb, 2a.
2bに伝えられる。前輪側においては、1−ランスミッ
ション6の出力は直接、差動装置3aに伝えられ、前軸
1a、lbを駆動する。後輪側においては、トランスミ
ッション6の出力は伝達トルク量を可変できる電磁クラ
ッチなどの1−ルクリミツ(4)
り7を介して差動装置3bに伝えられ、後輪2a。This will be communicated to 2b. On the front wheel side, the output of the 1-transmission 6 is directly transmitted to the differential gear 3a, which drives the front axles 1a, lb. On the rear wheel side, the output of the transmission 6 is transmitted to the differential device 3b via a torque limiter 7 such as an electromagnetic clutch that can vary the amount of transmitted torque, and is applied to the rear wheel 2a.
2bを駆動する。このトルクリミッタ7は、その励磁電
流に比例した伝達トルクが得られる。また、トルクリミ
ッタ7の励磁電流の大きさは、エンジン5のアクセル開
度信号とトランスミッション6のギアポジションとから
コントローラ8により算出される。2b. This torque limiter 7 can obtain a transmission torque proportional to its excitation current. Further, the magnitude of the excitation current of the torque limiter 7 is calculated by the controller 8 from the accelerator opening signal of the engine 5 and the gear position of the transmission 6.
前記エンジン5の出力トルクは、アクセル開度にほぼ比
例するとともに、これにトランスミッション6の変速比
を乗じたものが車の走行トルクになる。このため、アク
セル開度とトランスミッション6のギアポジションによ
り走行トルクを算出することができる。この算出された
トルクの2/3のトルクがトルクリミッタ7の最大伝達
トルクになるよう励磁電流をコントロールすることによ
り、摩擦係数が高い路面で旋回した場合の内部循環トル
クによる後輪のトルクの増大を走行トルクの2/3に押
え、残り1/3を前軸1a、lbに伝える。これにより
、駆動系の摩擦損失の増大を押えている。また、摩擦係
数が低い路面で前輪(5)
la、lbがスリップした場合でも、エンジントルクの
2/3は後軸2a、2bに伝わるため、走行力が無くな
ることはない。The output torque of the engine 5 is approximately proportional to the opening degree of the accelerator, and the value multiplied by the gear ratio of the transmission 6 becomes the running torque of the vehicle. Therefore, the running torque can be calculated based on the accelerator opening degree and the gear position of the transmission 6. By controlling the excitation current so that 2/3 of this calculated torque becomes the maximum transmission torque of the torque limiter 7, the rear wheel torque is increased due to internal circulation torque when turning on a road surface with a high friction coefficient. is held down to 2/3 of the running torque, and the remaining 1/3 is transmitted to the front axles 1a and lb. This suppresses an increase in friction loss in the drive system. Furthermore, even if the front wheels (5) la, lb slip on a road surface with a low coefficient of friction, two-thirds of the engine torque is transmitted to the rear axles 2a, 2b, so running power will not be lost.
第4図にコントローラ8の詳細を示す。コントローラ8
は演算増幅器9、電源増幅器10、ギアポジション信号
によりON、OFFされるスイッチ11 a−1i、
c、および抵抗12a〜12cにより構成されている。FIG. 4 shows details of the controller 8. controller 8
are an operational amplifier 9, a power amplifier 10, a switch 11a-1i that is turned on and off by a gear position signal,
c, and resistors 12a to 12c.
また演算増幅器9はスイッチ11. a〜1.1 cと
抵抗12a〜12cにより増幅度可変の増幅器を楕成し
、ギアポジション信号により所定の増幅度に設定される
。これによりエンジンの出力トルクに変速比を乗じてい
る。この出力を電流増幅器10により電流増幅したトル
クリミッタ7の励磁コイル13に所定の伝達トルクが得
られるように励磁電流を流すようになっている。The operational amplifier 9 also has a switch 11. A to 1.1c and resistors 12a to 12c form an amplifier with a variable amplification degree, and the amplification degree is set to a predetermined value by a gear position signal. This multiplies the engine's output torque by the gear ratio. This output is current-amplified by a current amplifier 10, and an exciting current is passed through the exciting coil 13 of the torque limiter 7 so as to obtain a predetermined transmission torque.
本発明によれば、旋回時に発生する内部循環トルクを減
じるため、燃費の向上を図ることができ、摩擦係数の低
い路面での走行性能を維持すること(6)
ができる。According to the present invention, since the internal circulation torque generated during turning is reduced, fuel efficiency can be improved and driving performance on road surfaces with a low coefficient of friction can be maintained (6).
第1図は従来の四輪駆動車の旋回時における挙動の説明
図、第2図は第1図に示す四輪駆動車の前後輪軸トルク
配分比の説明図、第3図は本発明の四輪駆動車の駆動力
制御装置の一実施例を示す図、第4図は第3図における
コントローラの詳細図である。
la、]、b−前輪、2a、2b−後輪、3a。
3b・・・差動装置、4a、4b・・・差動装置入力軸
、5・・・エンジン、6・・・トランスミッション、7
・・・トルクリミッタ、8・・・コントローラ、9・・
・演算増幅器、10・・・電流増幅器、11・・・スイ
ッチ、12・・・抵抗、13・・・励磁コイル。
代理人 弁理士 小川勝男
(7)FIG. 1 is an explanatory diagram of the behavior of a conventional four-wheel drive vehicle when turning, FIG. 2 is an explanatory diagram of the front and rear axle torque distribution ratio of the four-wheel drive vehicle shown in FIG. FIG. 4 is a diagram showing an embodiment of a driving force control device for a wheel drive vehicle, and FIG. 4 is a detailed diagram of the controller in FIG. 3. la,], b-front wheel, 2a, 2b-rear wheel, 3a. 3b... Differential device, 4a, 4b... Differential device input shaft, 5... Engine, 6... Transmission, 7
...Torque limiter, 8...Controller, 9...
- Operational amplifier, 10... Current amplifier, 11... Switch, 12... Resistor, 13... Excitation coil. Agent: Patent attorney Katsuo Ogawa (7)
Claims (1)
輪駆動車において、前記トランスミッションからの伝達
トルクを可変にするトルクリミッタと、このトルミリミ
ッタを制御するコントローラを備え、このコントローラ
は、エンジンからのアクセル開度とトランスミッション
の変速比から走行トルクを算出するように構成したこと
を特徴とする四輪駆動車の駆動力制御装置。A four-wheel drive vehicle that directly transmits the output of the transmission to the front and rear axles is equipped with a torque limiter that changes the torque transmitted from the transmission and a controller that controls this torque limiter. A driving force control device for a four-wheel drive vehicle, characterized in that it is configured to calculate running torque from the gear ratio of a transmission.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP4478785A JPS60222325A (en) | 1985-03-08 | 1985-03-08 | Driving force controller for four-wheel drive car |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP4478785A JPS60222325A (en) | 1985-03-08 | 1985-03-08 | Driving force controller for four-wheel drive car |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS60222325A true JPS60222325A (en) | 1985-11-06 |
Family
ID=12701117
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP4478785A Pending JPS60222325A (en) | 1985-03-08 | 1985-03-08 | Driving force controller for four-wheel drive car |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS60222325A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62155133A (en) * | 1985-12-27 | 1987-07-10 | Aisin Warner Ltd | Controller for four wheel driving |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5513103B2 (en) * | 1974-10-14 | 1980-04-07 | ||
JPS5643031A (en) * | 1979-09-13 | 1981-04-21 | Fuji Heavy Ind Ltd | Four wheel drive with automatic transmission |
-
1985
- 1985-03-08 JP JP4478785A patent/JPS60222325A/en active Pending
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5513103B2 (en) * | 1974-10-14 | 1980-04-07 | ||
JPS5643031A (en) * | 1979-09-13 | 1981-04-21 | Fuji Heavy Ind Ltd | Four wheel drive with automatic transmission |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62155133A (en) * | 1985-12-27 | 1987-07-10 | Aisin Warner Ltd | Controller for four wheel driving |
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