JPH04201734A - Differentially adjusting front/rear wheel torque distribution control device - Google Patents

Abstract

PURPOSE:To perform a smooth and quick turn matched with a will of a driver by setting an ideal differential condition between front and rear wheels based on a steering angle data and a car speed data, and controlling a front/rear wheel differentially adjusting mechanism. CONSTITUTION:A planet gear type differential gear 12, to which an output of an output shaft 8 of an automatic transmission 6 is transmitted, has a hydraulic multidisk clutch 28 for changing distribution of output torque of an engine between front and rear wheels by restricting differential action between front/ rear wheel side output parts. In a front/rear wheel torque distribution control device thus obtained, a steering angle data and a car speed data are detected by a controller 48 and also setting an ideal differential condition between the front/rear wheels based on these data to control a pressure control valve 56, that is, the multidisk clutch 28 so as to approach the ideal differential condition. In this way, adequate torque distribution between the front/rear wheels can be controlled reflecting a will of a driver.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a four-wheel drive vehicle, and in particular, it is possible to adjust the differential state between the front wheels and the rear wheels. This invention relates to a differentially adjustable front-rear shaft torque distribution control device that controls torque distribution.

[Prior Art] Various power transmission devices for automobiles are known that are configured to control the ratio of the torque transmitted to the front wheels and the torque transmitted to the rear wheels depending on driving conditions.

In particular, as a control during four-wheel spin, a method has been proposed for controlling the torque distribution between the front and rear wheels based on the lateral acceleration acting on the vehicle body and the vehicle speed.

[Problems to be Solved by the Invention] By the way, if the torque distribution between the front and rear wheels is controlled based on lateral acceleration and vehicle speed as described above, it is difficult to appropriately reflect the driver's intention in the control, and the optimal torque distribution state cannot be achieved. is difficult to obtain.

The present invention was devised in view of the above-mentioned problems, and is a differentially adjustable front and rear wheel torque system that can appropriately control torque distribution between the front and rear wheels so as to realize driving conditions that reflect the driver's will. The purpose of the present invention is to provide a distribution control device.

[Means for Solving the Problems] For this reason, the differentially adjustable front and rear wheel torque distribution control device of the present invention adjusts the differential state between the front wheels and the rear wheels. A front and rear wheel differentially adjustable four-wheel drive vehicle that controls torque distribution between the front and rear wheels includes a differential adjustment mechanism that adjusts the differential state between the front wheels and the rear wheels, and a differential adjustment mechanism that adjusts the differential state between the front wheels and the rear wheels, and a differential adjustment mechanism that adjusts the differential state between the front wheels and the rear wheels. The control means includes a control means for controlling the front and rear axle differential adjustment mechanism, a steering angle data detection means for detecting the steering angle data, and a vehicle speed data detection means for detecting the vehicle speed data. an ideal differential state setting section that sets an ideal differential state between the front and rear wheels based on the steering angle data detected by the data detection means and the vehicle speed data detected by the vehicle speed data detection means; and a control execution section that controls the front and rear wheel differential adjustment mechanism so that the differential state between the front and rear wheels approaches the ideal differential state set by the ideal differential state setting section. It is a feature.

Furthermore, the above-mentioned steering angle data detection means includes a steering wheel angle sensor that detects a steering wheel angle, an acceleration sensor that detects a left-right acceleration generated in the vehicle body, and a steering wheel angle sensor that detects a steering angle sensor that detects a steering wheel angle. a comparison section that compares the turning direction determined based on the signal from the acceleration sensor with the turning direction determined based on the signal from the acceleration sensor; and a steering angle data setting section that sets steering angle data from the steering wheel angle detected by the steering wheel angle sensor, and sets the steering angle data to O when the comparison section determines that the above turning directions do not match. It is preferable that

The vehicle speed data setting means includes a wheel speed sensor that detects the wheel speed of each wheel, a selection section that selects the second smallest value among the wheel speeds detected by these wheel speed sensors, and this selection section. It is preferable to include a vehicle speed data setting section that sets vehicle speed data based on the selected wheel speed.

[Operation] In the differentially adjustable front and rear wheel torque distribution control device of the present invention described above, based on the steering angle data detected by the steering angle data detection means and the vehicle speed data detected by the vehicle speed data detection means, The ideal differential state setting section of the control means sets the ideal differential state between the front and rear wheels, and the control execution section sets the differential state between the front and rear wheels to the ideal differential state set by the ideal differential state setting section. The front and rear wheel differential adjustment mechanism is controlled so that the differential state approaches the correct differential state.

If the steering angle data detection means is configured as in the second claim, when the steering wheel angle direction is different from the actual turning direction of the vehicle body, for example when countersteering, the steering angle data will be detected. Since 0 is set as 0, control based on inappropriate data is prevented.

Moreover, if the vehicle speed data setting means is constructed as in the third aspect, the reliability of the data is improved.

[Embodiment 1] Hereinafter, a differentially adjustable front and rear wheel torque distribution control device as an embodiment of the present invention will be explained with reference to the drawings.
Figure 2 is a block diagram showing the configuration of the main parts, Figure 2 is an overall configuration diagram of the drive torque transmission system, Figure 3 is a sectional view showing the main parts of the drive torque transmission system, and Figure 4 is the front and rear wheels. 5 is a schematic circuit diagram of its hydraulic supply system; FIG. 6 is a circuit diagram of its hydraulic supply system; FIG. 7 is a sectional view of the main parts of the torque distribution mechanism.
FIG. 8 is a diagram showing the characteristics of the oil pressure setting duty, FIG. 8 is a block diagram showing details of the steering angle data detection means,
FIG. 9 is a block diagram showing details of the vehicle speed detection means, and FIG. 10 is a diagram showing a map for setting the ideal rotation speed difference.
FIG. 11 is a diagram showing the lateral acceleration gain setting map, and FIG. 12(a).

13(b) is a plan view schematically showing the wheel condition to explain the ideal rotational speed difference, and FIGS. 13(a) and 13(b)
14 is a block diagram showing the clutch torque setting means for longitudinal acceleration, FIG. 15 is a map for setting the clutch torque for longitudinal acceleration, and FIG. 16 is a map for setting the clutch torque corresponding to longitudinal acceleration. FIG. 17 is a diagram showing an example of the transmission torque ratio map, FIG. 18 is a block diagram showing a modified example of the engine torque proportional clutch torque setting means, and FIG. 19 is a diagram showing an example of the transmission torque ratio map. The center differential input torque setting map, Fig. 20 is a characteristic diagram of the clutch torque for protection control, Fig. 21 (a) is a diagram showing the duty characteristic related to the first preload learning, and Fig. 21 (b) is the characteristic diagram of the clutch torque for protection control. FIG. 22 is a diagram showing the pressure characteristics related to the first preload learning, FIG. 23(a) is a diagram showing the pressure characteristics related to the second preload learning, and FIG. 23(a) is the duty characteristic related to the third preload learning. Figures 23(b) and 23(c) are diagrams showing the pressure characteristics applied to the third preload learning, Figure 24 is a diagram showing the torque distribution state display means, and Figure 25 is the torque distribution diagram. A characteristic diagram for explaining torque distribution by the distribution state estimating means, FIG. 26 is a flowchart showing the flow of control of the entire vehicle including the device, FIG. 27 is a flowchart showing the flow of front and rear wheel torque distribution control, Figure 28 is a flowchart showing the flow of setting the clutch torque corresponding to the differential, Figure 29 is a flowchart showing the flow of setting the clutch torque corresponding to longitudinal acceleration, and Figure 30 is the flowchart showing the flow of setting the engine torque proportional clutch torque. 31 is a flowchart showing the flow of setting the flanch torque for protection control. FIG. 32 is a flowchart showing the flow of the first preload learning.
FIG. 3 is a flowchart showing the flow of the second preload learning, and FIG. 34 is a flowchart showing the flow of the third preload learning.

First, the overall configuration of the drive system of a vehicle equipped with this differentially adjustable front and rear wheel torque distribution control device will be described with reference to FIG.

In FIG. 2, reference numeral 2 denotes an engine, and the output of the engine 2 is transmitted to an output shaft 8 via a torque converter 4 and an automatic transmission 6. The output of the output shaft 8 is transmitted via an intermediate gear 10 to a planetary gear type differential device L2, which serves as an actuating device that distributes engine torque between front wheels and rear wheels in a required state.

The planetary gear type differential device 12 has one side and a reduction gear mechanism 19. Transmission is transmitted from the axles 17L and 17R to the left and right face wheels 16.18 via the front wheel differential gear 14, and the gear mechanism 15. Propeller shaft 20 and bevel gear mechanism 21. Differential gear device 2 for rear wheels
Left and right rear @24.2 from axle 25L, 25R through 2
6. The planetary gear type differential device 12 includes a sun gear 121, a planetary gear 122 disposed outside the sun gear 121, and a ring gear 123 disposed outside the planetary gear 122, as in the conventionally known one. The output of the output shaft 8 of the automatic transmission 6 is input to the carrier 125 supporting the planetary gear 122, and the sun gear 1
21 is interlocked with the front wheel differential gear device 14 via the front wheel output shaft 27 and the reduction gear mechanism 19, and the ring gear 12
3 is interlocked with the propeller shaft 2Q via the rear wheel output shaft 29 and the bevel gear mechanism 15.

In addition, the planetary gear type differential device 14 changes the distribution of engine output torque between the front wheels and the rear wheels by restricting (or limiting) the differential between the front wheel side output section and the rear wheel side output section. A hydraulic multi-disc clutch 28 is provided as a differential limiting means or differential adjusting means.

That is, the hydraulic multi-disc clutch 28 is connected to the sun gear 121 (
The sun gear 121 (or the ring gear 1
23) and the carrier 125.

Therefore, the planetary gear type differential device i[12 appropriately controls the hydraulic multi-disc clutch 28 from a completely free state to a locked state, thereby transmitting torque to the front wheels and the rear wheels to the front wheels: The rear wheels can be controlled between approximately 32:68 and 50:50. Front wheel in completely free condition: Rear wheel value: Approx. 32
:68 can be defined by setting the tooth ratio of the input gears on the front wheel side and the rear wheel side of the planetary gear, and here, when the pressure in the hydraulic chamber of the hydraulic multi-disc clutch 28 is zero and it is in a completely free state, approximately It is set to be 32:68. Further, this ratio in a completely free state (approximately 32=68) changes depending on the load balance between the front wheel system and the rear wheel system, etc., but usually takes such a value. Also, the pressure in the hydraulic chamber is set to the set pressure (9 kg/ant), and the hydraulic multi-disc clutch 2
8 is in the locked state.

When the differential limit becomes substantially zero, the torque distribution between the front wheels and the rear wheels becomes 50:50, resulting in a direct connection state.

Further, reference numeral 30 is a steering wheel angle sensor that detects the rotation angle of the steering wheel 32 from the neutral position, that is, the steering wheel angle θ, and 34a and 34b are lateral accelerations G yf and G yr that act on the front and rear parts of the vehicle body, respectively.
In this example, the two detection data Gyf and Gyr are averaged to obtain lateral acceleration data.
It is also possible to provide only one and use this detected value as lateral acceleration data. 36 is an MTLT acceleration sensor that detects the longitudinal acceleration Gx acting on the vehicle body; 38 is a throttle position sensor that detects the throttle opening θ of the engine 2; 39 is an engine key switch of the engine 2; 40.
42, 44, and 46 are respectively left front wheel 16, right front wheel 18,
These are wheel speed sensors that detect the rotational speeds of the left rear wheel 26 and the right rear wheel 28, and the outputs of these switches and each sensor are input to the controller 48.

Reference numeral 50 denotes an anti-lock brake device, and this anti-lock brake device 50 operates in conjunction with a brake switch 50A. In other words, when the brake switch 50A is turned on when the brake pedal 51 is depressed, an anti-lock brake activation signal is output in conjunction with this.
Anti-lock brake system W50 is activated. Further, when the anti-lock brake activation signal is output, a signal indicating the state thereof is simultaneously input to the controller 48. Further, 52 is a controller 48
This is a warning light that lights up based on the control signal.

Note that the controller 48 includes a CPU, ROM, RAM, interface, etc., which are not shown but are necessary for control described later.

Reference numeral 54 indicates a hydraulic power source, and 56 indicates a controller 48 which is interposed between the hydraulic power source 54 and the hydraulic chamber of the hydraulic multi-disc clutch 28.
The pressure control well system (hereinafter referred to as
(abbreviated as pressure control valve).

Additionally, this car is equipped with an automatic transmission.
Reference numeral 160 is a shift lever position sensor (shift range detection means) that detects the selected shift range of the shift lever 160A of the automatic transmission, and this detection information is also sent to the controller 48.

Further, the engine rotation speed Ne detected by the engine rotation speed sensor (engine rotation speed sensor) 170 and the transmission rotation speed Nt detected by the transmission rotation speed sensor (transmission rotation speed sensor) 180 are also sent to the controller 48.

Note that details of the hydraulic system related to the hydraulic multi-disc clutch 28 will be described later.

In this example, a traction control system 151 is also provided. In other words, the engine 2 includes a main throttle valve 152 whose opening degree is controlled according to the amount of depression of the accelerator pedal 162, and together with the accelerator pedal 162 and the connection mechanism, constitutes an accelerator pedal-based engine output adjustment device. . Then, there is a sub-throttle valve 153 as an engine output control means that is controlled independently of the accelerator pedal system engine output adjustment device.

Main throttle valve 152 in the intake passage of engine 2
are installed in series with. This sub-throttle valve 153
is driven by a motor, and this motor is connected to the rear wheel speed sensor 4.
4, 46, front wheel speed sensor 40.degree. 42, engine speed sensor 170, engine load sensor 172, etc. The drive is controlled based on the detection results of the engine speed sensor 170, engine load sensor 172, etc.

Furthermore, as a sensor, the piston 1 of the clutch 28
Oil pressure sensor 304 that detects the oil pressure applied to 41 and 142
is provided at a predetermined location.

To explain in more detail the mechanical part AM of the differential adjustable front and rear wheel torque distribution control device, this part has an input part to which the driving force of the engine is input through the automatic transmission 6, as shown in FIGS. 3 and 4. , a center differential (center differential) 12, a differential limiting mechanism 28, and output sections to the front and rear wheels.

The human power section consists of an input gear 113 that meshes with the intermediate shaft 10A side, and an input case 124 to which this input gear 113 is coupled with serrations.
5a and the spacer member 115b, bearings 114a, 11
It is rotatably mounted via 4b. In addition, the input case 124 has a shape whose diameter increases toward the front (toward the left in FIGS. 3 and 4), including an expanded diameter section that houses the planetary gear element and a fourth diameter section behind this expanded diameter section. In the figure, a reduced diameter part is formed on the right side), and an opening is formed in front of the enlarged diameter part. Then, it can be attached to the rear wheel output shaft 29, which will be described later, from behind (rightward in FIGS. 3 and 4). Further, a plurality of grooves 124d are formed on the outer periphery of the opening.

The center differential 12 is a planetary gear type center differential using a planetary gear mechanism, and includes a sun gear 121.

A plurality of planetary pinions (planetary gears) 122 are arranged outside the sun gear 121 so as to surround the sun gear 121, a ring gear 123 is arranged around the planetary pinion 122, and a planetary carrier 125 that supports the planetary pinion 122. Each gear is a straight tooth gear.

Of these, the sun gear 121 is integrally provided with a hollow shaft member 27a, and both the hollow shaft member 27a and the front wheel output shaft 27 are connected to a hollow shaft 145 through serrations. , hollow shaft member 27a
and the front wheel extension shaft 27 can rotate together. Note that the hollow shaft 145 is formed with a piston accommodating portion 145a, which will be described later.

Further, the ring gear 123 is fixed to the connecting member 30L, and the connecting member 130 is coupled to the rear wheel output shaft 29 through serrations, thereby being connected to the rear wheel output section. As a result, the output of the ring gear 123 is transmitted to the connecting member 13o, the rear wheel output shaft 29. It is designed to be input to the propeller shaft 20 via the beher gear mechanism 15.

The 5-planet carrier 125 has a convex portion 1251 that fits into each groove 124d of the input case 124 on the outer periphery.
are formed, and by fitting these, input case 1
24 so that they rotate together. Further, the sun gear 121 is connected to the front wheel output section, and the ring gear 121 is connected to the front wheel output section.
3 is connected to the rear wheel output section.

Further, a stopper 134 is provided to fix each pinion shaft 126.

A plurality of planetary pinions 122 are provided between the sun gear 121 and the ring gear 123, and each of these planetary pinions 122 is connected to the planet carrier 1 via a pinion shaft 126.
It is installed on 25.

The planet carrier 125 is coupled to the input case 124 so as to rotate together with the input case 124, and includes a brim-shaped base plate portion 125a, a planetary pinion accommodating portion 125b formed in front of this, and a cylindrical pinion accommodating portion 125b formed in the rear. A clutch disk support portion 125f is provided.

And each of these members 121, 122, 123.12
5 can be assembled individually as a planetary gear mechanism unit 12 in advance, and after being formed into a subassembly in this way, the planetary gear mechanism unit 12 can be installed in the transmission case 115.

Moreover, the above-described input case 124 is installed so as to cover the planetary gear mechanism unit 12 after being installed into the case 115.

Differential limiter #128 is composed of a hydraulic multi-plate clutch, and is connected to the input side disk plate 28b attached to the clutch disk support part 125f of the planet carrier 125, and the sun gear 121 and the front wheel output via the hollow shaft 145. Clutch case 146 that rotates together with shaft 27
The front export force side disc plate 28a attached to the
A plurality of each are arranged in parallel alternately.

Of these, the front wheel 8 force side disc plate 28a is the first
It is moved by a piston 141 and a second piston 142, and can be joined to the input side disk plate 28b.

Note that the first piston 141 and the second piston 142 are
Piston housing portion 145 formed on the outer periphery of hollow shaft 145
A partition plate 143 is interposed between these two pistons 141 and 142 so as to be movable in the axial direction. .

The first piston 141 and the piston accommodating portion 145a
A first oil chamber 144a is provided between the second piston 142 and the partition plate 143, and a second oil chamber 144a is provided between the second piston 142 and the partition plate 143.
44b is provided, and these oil chambers 144a, 14
4b, appropriate hydraulic pressure is supplied from a hydraulic pressure supply system (not shown) through an oil passage 117a bored in the support member 116 fixed to the transmission case 115 side and an oil passage 117b bored in the hollow shaft 145. It is now possible to do so.

Each of these members 28a, 28b, 141, 142.14
3,145,146 are also preliminarily equipped with the differential limiting mechanism unit 28.
After being made into a subassembly in this way, the differential limiting mechanism unit 28 can be mounted inside the transmission case 115.

The output section includes a front wheel output section and a rear wheel output section. and an output gear 19a that meshes with an input gear 19b of a differential gear device (diff) 14 for the rear wheels.
A rear wheel output shaft 29 is provided to pass through the front wheel output shaft 27, a bevel gear shaft 15A is connected to the tip of the rear wheel output shaft 29, and a propeller is attached to the bevel gear shaft 15A. It is composed of a bevel gear 15b at the tip of the shaft 20 and a bevel gear 15a that meshes with the bevel gear 15b.

The output gear 19a is supported on the transmission case 115 side via the bearing 114c and the IL4d, and the bevel gear shaft 15A and the bevel gear 15a are supported by the bearing 114c and the bevel gear 15a.
Transmission case 1 via 14e and 114f
It is supported on the 15 side. Further, the output gear 19a and the input gear 19b constitute a reduction gear mechanism 19, and the bevel gear 15a and the bevel gear 15b constitute the bevel gear mechanism 1.
5 is made up of 9.

In addition, in FIG. 3, 101 is a converter housing, and 10
2 is the oil pump, 103 is the front clutch, 104
is the kickdown brake, 105 is the rear clutch, 10
6 is a low reverse brake, 107 is a planetary gear set, 108 is a transfer drive gear, 109 is a rear cover, and 112 is an end clutch.

In addition, in FIG. 4, 131, 132 are the plays 1--, which support each shaft in the axial direction. 133 is a circle.

On the other hand, the hydraulic system related to the hydraulic multi-disc clutch 28 is configured as shown in FIG. 5 (schematic hydraulic circuit diagram) and FIG. 6 (principal hydraulic circuit diagram).

That is, as shown in FIG. 5, the reservoir is also used as that of the automatic transmission 6, and a pump 58 that sucks oil in the reservoir 6 pumps oil from its discharge port through a check valve 60 and a pressure control valve 62. and is connected to the hydraulic chamber of the hydraulic multi-disc clutch 28. The pressure control valve 62 is connected to the hydraulic multi-disc clutch 2
A first position in which the hydraulic chamber of No. 8 communicates with the pump 58 and a second position in which the hydraulic chamber communicates with the reservoir of the automatic transmission 6 can be taken.

A relief valve 64 is provided in the passage between the check valve 60 and the pressure control valve 62 and opens at a set pressure (for example, about 9 kg/d) to release oil to the reservoir of the automatic transmission 6. are accumulator 66 and pressure switch 6
8 are connected. A detection signal from the pressure switch 68 is input to the controller 18. In addition, the pump 58
The motor 58a that drives the is controlled by a control signal from the controller 48.

Of these, the specific configuration of the pressure control valve 62 portion is as follows.
It is as shown in the figure.

In this FIG. 6, 161 is a 4WD control valve, and this 4WD control valve 161 is
2 provided on the spool body 161a.
It has two valve body parts 161b and 161c. The spool body 161a is.

Both ends receive duty pressure (solenoid control pressure) Pd and reducing pressure Pr, and if duty pressure Pd decreases, it moves to the left in the figure and becomes open, and if duty pressure I) d increases, it moves to the right in the figure. It then goes into a closed state. In addition, 161d is the spool body 1
This is a spring that urges the spool body 16 core a in an appropriate direction so that the spool body 61a can move appropriately as described above.

162 is a duty solenoid valve (duty valve), and this duty valve 162 includes a solenoid 162a and a valve body 162b driven by this solenoid 162a and a return spring 162C. When the solenoid 162a is activated, it moves backward to open the oil passage 169f, and when the solenoid 162a is not activated, it moves forward by the return spring 162C to close the oil passage 169f. This reduction valve 162 is electronically controlled by a controller (computer) 48 based on information from various sensors.

Also, 163 is an orifice, 164 is an oil filter,
165 is a reducing valve, and the orifice 16
3 is provided between the reducing valve 165 and the 4WD control valve 161, and the oil filter 164 is provided in the oil passage 69b that flows into the reducing valve 165.

In the reducing valve 165, a valve body 165a is biased with a predetermined pressure by a return spring 165b, and this biasing force causes the valve body 165a to be supplied with hydraulic pressure when the hydraulic pressure becomes lower than the set pressure. If the pressure exceeds the pressure, it will automatically move to drain the hydraulic pressure.

Therefore, for example, when the solenoid 162a operates and the duty valve 162 opens, the oil pressure (duty pressure) Pd on the left end side of the 4WD control valve 161 decreases, and the return spring 161d causes the valve body portion 16 to
1b and 161c move to the left, oil passage 169c
and 169g are opened, and the line pressure P is equal to the working oil pressure (
4WD clutch pressure) P4 is supplied to each oil chamber 144a, 14-4b of the hydraulic multi-disc clutch 28, so that the hydraulic multi-disc clutch 28 is connected.

Further, when the solenoid 162a is not operated and the duty valve 162 is closed, the oil pressure (duty pressure) Pd on the left end side of the 4WD control valve 161 increases, and the valve body parts 161b and 161c are moved to the right (sixth (position shown in the figure).

Oil passages 169c and 169g are disconnected and 4WD is activated.
The clutch pressure P4 is released so that the hydraulic multi-disc clutch 28 is separated.

The relationship between the duty, which is a control index of the duty valve 162, and the 4WD clutch pressure P1 (=control oil pressure P) is, for example, as shown in FIG.
As shown in the figure, the lower the duty, the lower the 4WD clutch pressure P4, and the higher the duty, the higher the 4WD clutch pressure P4. It is also conceivable to have the opposite setting, that is, a configuration in which the characteristic is a straight line sloping downward to the right, such that the lower the duty, the higher the 4WD clutch pressure P4 is, and the higher the duty, the lower the 4WD clutch pressure P4.

Next, the components of the controller related to the control (hereinafter referred to as driving force distribution control or center differential control) for restraining the differential of the planetary gear type differential device 12 by the hydraulic multi-disc clutch 28 are as shown in FIG. This will be explained with reference to a block diagram.

In this control, each sensor (wheel speed sensor 40°42.4
4,46. Steering angle sensors 30a, 30b.

30c, lateral acceleration sensor 349 longitudinal acceleration sensor 36,
Throttle position sensor 38. Engine speed sensor 170. Transmission rotation speed sensor 180.
The clutch torque of the hydraulic multi-disc clutch 28 is set based on the detection information from the shift position sensor 160, etc.), and the differential oil pressure of the hydraulic multi-disc clutch 28 is controlled so as to obtain the target clutch torque. ing.

Additionally, ABS information, wheel speed, and steering angle are included in the data.

Comprehensive communication (SCI communication: SCI = Se) between the gear stage, ABS control unit and engine control unit
real communication interface
Data such as ace) are input digitally, and hydraulic control is applied to longitudinal acceleration, lateral acceleration, accelerator opening, and multi-disc clutch.

Control of the 4WD control unit, current to the electromagnetic clutch of the rear differential, etc. are input in analog form.

In addition, the clutch torque of the hydraulic multi-disc clutch 28 is set to achieve an ideal differential state by focusing on the differential state between the front wheels and the rear wheels (the difference in rotational speed, also expressed as the difference in rotational speed). (■ Clutch torque TX corresponding to longitudinal acceleration to perform control according to the longitudinal acceleration acting on the vehicle, ■ Four-wheel drive directly connected to the front and rear axles for sudden starts, etc.) An engine torque proportional clutch torque Ta that is set in proportion to the engine torque so as to obtain a large road surface transmission torque;
One of the protection control clutch torques rpc for protecting the clutch portion of the wet type multi-disc clutch is selected, and each of these clutch torques Tv,
The Tx, Ta, and Tpc setting units will be explained in order.

The differential compatible clutch torque Tv is a clutch torque that makes the vehicle behave according to the driver's will when turning.In order to control the attitude of the vehicle, it is necessary to use the rear wheels as a drive base and to make the rear wheels slip. Since it is effective to set the differential clutch torque Tv to realize such a state.

Therefore, as shown in FIG. 1, the part involved in setting the differential compatible clutch torque Tv is comprised of a front and rear wheel actual rotational speed difference pressure detection section 200, an ideal front and rear wheel rotational speed difference setting section 210, and a front and rear wheel actual rotational speed difference setting section 210. It is comprised of a differential compatible clutch torque setting section 220 that sets the clutch torque Tv' based on the rotational speed difference ΔV c d and the ideal front and rear wheel rotational speed difference ΔVhc, and a correction section 246 that corrects the lateral acceleration of this clutch torque Tv'. There is.

The front and rear wheel actual rotational speed difference detection unit 200 includes a filter 202a.
~202d, and front wheel rotational speed data calculation unit 204a
, a rear wheel rotational speed data calculation section 204b, and a front and rear wheel actual rotational speed difference calculation section 2o6.

The filters 202a to 202d are connected to the left front wheel 16, which is detected by the wheel speed sensors 40, 42, 44, and 46, respectively.
Right front wheel 18. Left rear wheel 26. This is to remove micro-vibration components of the data caused by disturbances etc. from the rotational speed data signals FL, FR, RL, and RR of the right rear wheel 28.

Further, the front axle rotation speed data calculation unit 204a averages the respective wheel speeds of the front wheels determined from the front wheel rotation speed data signals FL and FR to obtain the front wheel rotation speed Vf, and the rear axle rotation speed data calculation unit 204b Here, the rear wheel rotation speed Vr is obtained by averaging the respective wheel speeds of the rear wheels determined from the rear wheel rotation speed data signals RL and RR.

Further, in the front and rear wheel actual rotational speed difference calculation unit 206.

By subtracting the front wheel rotation speed Vf from the rear wheel rotation speed Vr, the actual rotation speed difference between the front and rear wheels [rotation speed difference between the front and rear wheels (front and rear rotation difference: this rotation difference is also the rotation difference at the center differential)]
ΔVcd is calculated.

The front and rear wheel ideal rotational speed difference setting section 210 includes a driver-required steering angle calculation section (pseudo steering angle calculation section) 212 as a steering angle data detection means, and a driver-required vehicle body speed calculation section (a pseudo steering angle calculation section) as a vehicle speed data detection means. It is configured to include a pseudo vehicle speed calculation section) 216 and an ideal rotational speed difference setting section 218 as an ideal operating state setting section.

As shown in FIG. 8, the driver-required steering angle calculation section 212 as driver-required steering angle data setting means includes a steering angle sensor 30 (first steering angle sensor 30a).

Second steering angle sensor 3 installed on the steering wheel
0b, detection data θ1 from the neutral position sensor 30c). θ2. sensor corresponding steering angle δh [
The sensor-compatible steering angle data setting unit 212a that calculates the value of =f(θ, +19210n) and the data G yf , G detected by the lateral acceleration sensors 34a and 34b
A lateral acceleration data calculation unit 212b that calculates lateral acceleration data Gy by averaging yr, and a comparison unit 21 that compares the direction of the sensor-compatible steering angle δh and the direction of the lateral acceleration data Gy.
2c, and a driver-required steering angle setting unit (
The vehicle speed data setting section) 212d is also provided.

Note that the function δh2f (
θ2. θ2. on) corresponds to the specifications of the steering wheel angle sensor.

Further, the sensor-compatible steering angle δh and the lateral acceleration data ay are both set such that, for example, the right turning direction is positive.

Steering angle δh and lateral acceleration data Gy corresponding to these sensors
To compare the directions, the following direction-related function 5IG(X) is set for the detection data X.

When x > O, SIG (x) = 1 When x = 0, SIG (X) = Ox < O, 5I
G(x)=-1 Therefore, the comparison unit 212c compares the direction of the sensor-compatible steering angle δh and the direction of the lateral acceleration data Gy by comparing 5IG(δh) and SIG(Gy). ing.

Then, when the direction 5IG (δh) of the sensor-compatible steering angle δh and the direction 5IG (Gy) of the lateral acceleration data Gy are equal, the driver-requested steering angle setting unit 212d requests the driver to set the sensor-compatible steering angle δh. Steering angle (steering angle data) δ
ref, and the direction 5IG of the sensor-compatible steering angle δh (
δh) and the direction 5IG(Gy) of the lateral acceleration data Gy are not equal, O is set to the driver requested steering angle δref.

As the driver requested steering angle δref when the direction 5ra (δh) of the sensor corresponding steering angle δh and the direction 5IG (Gy) of the lateral acceleration data Gy are not equal. The reason for setting is that, for example, when the driver performs a steering wheel operation such as countersteering, the steering position of the steering wheel and the actual steering angle (turning state) of the vehicle may differ. If the steering angle of the vehicle is set from the steering position, it is difficult to perform appropriate control.

Therefore, in order to eliminate such a problem, if the direction SIG (δh) of the sensor corresponding steering angle δh and the direction 5IG (Gy) of the lateral acceleration data Gy are not equal, the driver requested steering angle is set to 0. It is set.

As shown in FIG. 9, the driver-required vehicle body speed calculation unit 216 calculates the left front wheel 16. Left front wheel 18. Left rear export 26. Right rear transport 28 rotational speed data signal F[,.

Wheel speed selection unit 216 that selects the second largest wheel speed data from the bottom (from the smallest) among FR, RL, and RR.
a, and a driver-required vehicle speed calculation unit 216c that sets the driver-required vehicle speed from the selected wheel speed data and the like.

Particularly in the driver-required vehicle speed calculation unit 216C.

The wheel speed data SvW selected by the wheel speed selection unit 216a is filtered through a filter 216b to remove noise components, and the longitudinal acceleration detected by the longitudinal acceleration sensor 36 is filtered through a filter 216d to remove noise components. Based on the longitudinal acceleration data Gx, the subsequent vehicle speed is estimated from both data SV W and G x at a certain point in time.In other words, the wheel speed data SVW at a certain point is calculated by If the data Gx is a, then the theoretical vehicle speed V after a time t from this point
ref can be calculated as Vref=V, +at.

Also, instead of longitudinal acceleration data Gx, wheel speed data S
The driver-required vehicle body acceleration V' ref obtained by time-differentiating the VW or the driver-required vehicle body speed V ref may be used.

Note that the rotational speed data signals FL, FR, and RL.

The reason why we use the second largest wheel speed data from the bottom of the RR is because each wheel is usually slipping toward the over-rotation side, so normally it would be better to use the wheel speed that rotates at the lowest speed. Although it is desirable, the second wheel speed from the bottom is used in consideration of the reliability of the data.

The ideal rotational speed difference setting unit 218 then calculates the driver requested steering angle δr calculated by the driver requested steering angle calculation unit 212.
ef and the driver-required vehicle speed V ref calculated by the driver-required vehicle speed calculation unit 216, an ideal rotational speed difference ΔVhc is set in accordance with a map as shown in FIG. In other words, when the vehicle speed is low, the difference in track radius between the front and rear wheels (the so-called inner wheel difference) when turning has a large effect.
The rotational speed Vr of the rear wheels is smaller than the rotational speed Vf of the front wheels, but as the vehicle speed increases, the rotational speed Vr of the rear wheels increases relative to the rotational speed Vf of the front wheels. This makes it easy for the wheels to slip. This ensures the responsiveness of the vehicle body posture required at high speeds. Regarding the steering angle, the greater the steering angle, the greater the rotation difference required between the front and rear wheels, and therefore the greater the magnitude 1δref l of the steering angle data δref, the greater the value of ΔVhc.

The rotational speed difference ΔVhc between the front and rear wheels due to the difference in track radius between the front and rear wheels will be explained with reference to FIGS. 12(a) and 12(b). Note that Fig. 12(a) is a schematic diagram of a two-wheeled vehicle consisting of one front wheel and one rear wheel, and Fig. 12(b) is a further schematic diagram of Fig. 12(a). be. As shown in FIGS. 12(a) and (b), the front wheel speed is set to Vf
, the rear wheel speed is Vr, the vehicle speed at the center of gravity of the vehicle is V, the rotation radius of the front wheels is Rf, the rotation radius of the rear wheels is Rr, the rotation radius of the vehicle center of gravity is R1, the vehicle body slip angle is β, and the wheel base is 1. , when the distance between the front wheel center and the center of gravity is 1f, and the distance between the rear wheel center and the center of gravity is 1r, the rotational speed difference ΔVhc between the front and rear wheels is expressed as follows.

ΔVhc=Vr-Vf=[(Rr-Rf)/R]・Vr
af...(1,1) In addition, Rr=(R"+lrζ2 Rl r-cos(x/2-
β))””Rf = (R”+ l f2-2 Rl f
-cos(z/2+β))””β=(1-II/21
・1f/1r-kr-v)/(1◆A-v2)・lr/
1・δ However, m is vehicle weight, kr is cornering power,
A is the stability factor.

Furthermore, if we consider that the front wheel speed Vf and the rear wheel speed Vr are theoretical, then Vf: Vr=Rf: Rr, Vf
: V=Rf : R, and further, as shown in Fig. 12 (b
The angles βf and βr shown in

δ)]. However, ■ in this case corresponds to the theoretical value, that is, the driver-required vehicle speed V ref, and δ
also corresponds to a theoretical value, that is, the driver requested steering angle δref. Such a function [ΔVhc=fc(V ref
, δref, )] is mapped as shown in FIG.

By the way, regarding the steering angle, in addition to the actual steering angle (sensor-corresponding steering angle) δh based on the steering wheel angle θ, there is a turning G-equivalent steering angle δy obtained from the lateral acceleration (turning G) Gy during turning.

This turning G equivalent steering angle δy can be calculated using the following equation.

δy=[(1+A-Vref2)/Vref2]・l
- Gy... (1, 2) where A is the stability factor, V ref is the theoretical vehicle speed (vehicle speed requested by the driver), which will be described later, and soil is the wheel base.

In contrast to the turning G-equivalent steering angle δy determined in this manner, the above-mentioned actual steering angle (sensor-corresponding steering angle) δh is a steering angle that more closely reflects the driver's intention. In other words, if the driver wants to make a larger turn than the current one, 1δh1>1δyl, and by adopting the steering angle value 1δh1, the magnitude of the ideal rotational speed difference (slip target value) will be greater than by adopting the steering angle value 1δy1. On the other hand, if the driver wants to suppress the current turning, the steering angle value 1δh1 becomes 1δy1, and the steering angle value 1δh
By adopting I, the magnitude of the ideal rotational speed difference (slip target value) can be made smaller than by adopting the steering angle value 1δy1.

What is the front and rear wheel actual rotational speed difference ΔVcd detected by the front and rear axle actual rotational speed difference detection unit 200 as described above and the front and rear wheel ideal rotational speed difference ΔVhc set by the front and rear wheel ideal rotational speed difference setting unit 210? , subtracted by the subtractor 222 (ΔVcd−Δ
Vhc) and the resulting difference ΔVc (=ΔVcd−ΔV
hc) and the ideal rotational speed difference ΔVhc between the front and rear wheels are input to the differential compatible clutch torque setting section 220 as data.

The differential compatible clutch torque setting section 220 is ¥+1f &
Actual rotational speed difference ΔVcd and ideal rotational speed difference ΔVh between front and rear wheels
Corresponding to the difference ΔVc (=ΔVcd−ΔVhc) from c,
The clutch torque Tv' is set depending on whether the ideal rotational speed difference ΔVhc between the front and rear wheels is positive or negative.

(1) When ΔVhc≧O In this case, it is desired to make the speed of the rear wheels faster than the speed of the front wheels, and the clutch torque Tv' is set as shown in (■) to (■) below.

■If ΔVcd≧ΔVhc, the rear wheels are over-rotating and slipping, so it is desired to suppress rear wheel slipping by transferring part of the engine torque that was largely distributed toward the rear axle to the front wheels. Therefore, the clutch torque Tv' is the difference ΔV
Tv'=aX(ΔVcd-ΔVhc)=aXΔVc... so that it increases in proportion to the size of c(ΔVcd-ΔVhc).
・Set as (1, 3) (where a is a constant of proportionality).

■If ΔVhc > ΔVcd > O, the front wheels are slipping, so if clutch torque Tv' is increased at this time, the engine torque distributed to the front wheels will increase, promoting front wheel slipping. . For this reason, it is desirable to set the differential limit free and reduce the engine torque distributed to the front wheels.

Therefore, in this case, the clutch torque Tv' is set to 0 to set a so-called dead zone region.

■If O≧ΔVcd, the front wheels are slipping, so
I want to increase the distribution of engine torque to the front wheels to reduce front wheel slip. Therefore, Tv'=-a XΔVcd=-aX(ΔVC+ΔV
hc)...(1,4) (where a is a proportionality constant).

When we map the relationship between Tv' and ΔVc, we get
The map is as shown in FIG. 13(a), and the differential clutch torque Tv can be determined from the difference ΔVc and the ideal rotational speed difference ΔvhC between the front and rear wheels.

Note that when ΔVhc=◯, there is no dead zone region where ΔVhc>ΔVcd>0.

(ii) When ΔVhc<O In this case, we want to make the front wheels faster than the rear wheels, and the clutch torque Tv'
Set.

■If ΔVcd≧0, the rear wheels are over-rotating and slipping, so it is desired to suppress the rear axle slip by transferring part of the engine torque that was largely distributed toward the rear axle to the front wheels. Therefore, Tv'=aXΔVcd=aX(ΔVc+ΔVhc)''(
1, 5) (where a is a proportionality constant).

■If O〉ΔVcd)ΔVhc, the rear wheels are slipping, so if clutch torque Tv' is increased at this time, the engine torque distributed to the rear wheels will increase, promoting rear wheel slipping. It turns out. For this reason, it is desirable to set the differential limit free and reduce the engine torque distributed to the rear wheels.

Therefore, in this case, the clutch torque Tv' is set to 0 to set a so-called dead zone region.

■If ΔVhc≧ΔVsd, the front wheels are slipping, so it is desirable to increase the distribution of engine torque to the front wheels to reduce the front wheel slip. Therefore, the clutch torque T
Tv'=-aX(ΔVcd-ΔVhc)=-a×ΔVc so that v' increases in proportion to the magnitude of ΔVc (ΔVcd-ΔVhc).
...Set as (1, 6) (where a is a proportionality constant).

When we map the relationship between Tv' and ΔVc, we get
The map is as shown in FIG. 13(b), and the differential clutch torque Tv can be determined from the difference ΔVc and the ideal rotational speed difference ΔvhC between the front and rear wheels.

In this way, the differential compatible clutch torque setting section 220
Then, the map [ΔV with reference to Figures 13(a) and (b)]
The differential clutch torque Tv' obtained from c and ΔVhc is corrected for lateral acceleration by a correction unit 246.

The correction unit 246 performs lateral acceleration correction on the differential compatible clutch torque TV' by multiplying the lateral G gain by 1.
The clutch torque Tv corresponding to the differential is obtained, and this lateral G gain is set as follows.

In other words, the detection data Gy from the lateral acceleration sensor 34 is
After removing micro-vibration components from the data caused by disturbance etc. through the filter 242, the lateral G gain setting section 244
It is now sent to This lateral G gain setting section 2
At step 44, the lateral G gain is set from the lateral acceleration data Gy according to the map shown in the block of the setting section 244 in FIG.

The value of 4 for this lateral G gain is intended to reflect the state of the friction coefficient μ of the road surface in the control, and it can be judged that the larger the lateral acceleration Gy, the larger the road surface μ, and the larger the road surface μ, the greater the engine torque. I would like to be able to prioritize the turning performance of the car body by mainly distributing it to the rear wheels. Therefore, when the magnitude of the road surface μ (therefore, the magnitude of the lateral acceleration Gy) increases, correction is made to decrease the set clutch torque Tv by decreasing the lateral G gain.

Note that even if the road surface μ is large, if the turning performance of the vehicle body is not particularly prioritized, it may be possible to omit the correction by 1 to the lateral G gain.

The longitudinal acceleration responsive clutch torque Tx is a clutch torque that prevents strong understeer of the vehicle and allows the vehicle to perform smooth turning operations, and is controlled in response to the longitudinal acceleration Gx acting on the vehicle. It has become.

Setting of this longitudinal acceleration corresponding clutch torque Tx is performed by longitudinal acceleration corresponding clutch torque setting means 254,
After the detection data Gx from the longitudinal acceleration sensor 36 passes through the filter 252 and removes minute vibration components caused by disturbances, etc., the clutch torque setting means 254
It is now sent to

As shown in FIG. 14, the clutch torque setting means 254 includes a front wheel shared load calculation means 254a, a total output torque calculation means 254b, a front wheel shared torque calculation means 254c, and a clutch torque calculation means 254d. .

The front wheel shared load calculation means 254a calculates the front wheel shared load Wf' during acceleration from the longitudinal acceleration data Gx, and this front wheel shared load Wf' is determined by the front wheel shared load Wf at rest, the vehicle weight Wa, the height of the center of gravity, and the wheel. It is determined by the following formula from known numerical values such as base 1 and longitudinal acceleration data Gx.

Wf'=Wf-(h/l)・Wa-Gx...(2,1
) The total output torque calculation means 254b calculates the required total output torque Ta (torque considered on the propeller shaft) from the longitudinal acceleration data Gx.

It is determined by the following formula from the final reduction ratio (average value at rear differential and front differential) ρ and longitudinal acceleration data Gx.

Ta=Wa-Gx-Rt/ρ...(2,2)
The front wheel shared torque calculation means 254c calculates the front wheel shared load Wf' during acceleration obtained by the front wheel shared load calculation means 254a and the required total output torque Ta obtained by the total output torque calculation means 254b using the following formula. Find the front wheel shared torque Tf.

Tf= (Wf'/Wa) ・Ta...
(2, 3) The clutch torque calculation means 254d uses the required total output torque T calculated by the total output torque calculation means 254b.
From a and the front wheel shared torque Tf calculated by the front wheel shared torque calculation means 254c, the clutch torque corresponding to longitudinal acceleration Tx is calculated.
′ is calculated.

In other words, the front wheel torque distribution factor f by the center differential 12 and the differential limiting clutch 28 is determined as follows, assuming that rear slip occurs first.

Tf=[Zs/(Zs+Zr)]”Ta+[:Zr/(
Zs+Zr)]・Tx... (2, 4) where Zs is the number of teeth of the sun gear 12a, and Zr is the number of teeth of the ring gear 12c.

Equations (2, 4) can be transformed as follows.

Tx'=Tf-[Zs/(Zs+Zr)]・Ta/[Z
r/(Zs+Zr)]...(2,4') Therefore, the required total output torque Ta and the front wheel shared torque T
From f, clutch 1 to torque Tx' corresponding to longitudinal acceleration can be obtained.

On the other hand, from equations (2,1) to (2,4), Wf', Tf
, Ta and solve Tx' for Gx. First, by substituting equations (2, 1) and (2, 2) into equation (2, 3), we get Tf=(Rt/ρ)・( Wf-Gx-h/l・Wa
-Gx2)...(2,5) From the formula (2, IL (2,4), (2,5), TX'
=-A-C・CGx-B/2C)2+AB/4C...
(2,6) However, A=[(Z s + Z r)/ Z r co・
(Rt/p)B=Wf-[Zs/(Zs+Zr)]・W
aC=(h/l)・Wa Here, each constant related to constants A, B, and C is Zs=28.
Zr==60. Rt=0. 296 (m
), p=3.6. Wf=880 (kg), Wa=
1595 (kg), h = 0.55 (m), l = 2.6 (
m), then Tx'=-40,7(Gx-0,552
)''+12.4, and Tx' can be expressed as a quadratic curve with respect to Gx as shown in FIG.

However, Tx' takes the maximum value at Gx: 0.55, and Gx
In the region >0.55, Tx' decreases, but here,
Considering control safety, TX' is set to a constant equal to the maximum value even in the region of Gx:>Q, 55.

Note that such settings are performed by the clutch torque calculation means 25.
4d can also be applied when calculating the clutch torque Tx' corresponding to the longitudinal acceleration.

The longitudinal acceleration corresponding clutch torque setting means 254 may directly calculate the longitudinal acceleration corresponding clutch torque Tx' from the longitudinal acceleration data Gx based on such a map (see FIG. 15).

Clutch torque T corresponding to longitudinal acceleration set in this way
x' is corrected by the lateral acceleration corresponding correction section 256.

The correction unit 256 performs the same correction as the above-mentioned correction unit 246, and performs lateral acceleration correction by multiplying the lateral G gain by 1 to the longitudinal acceleration corresponding clutch torque Tx′ to obtain the longitudinal acceleration corresponding clutch torque Tx. However,
The lateral G gain □ has been described above, and its purpose is to reflect the state of the friction coefficient μ of the road surface in the control, as described above, so its explanation will be omitted here.

The clutch torque Tx corresponding to the longitudinal acceleration corrected in this manner is outputted as data in accordance with whether the switch 258a is turned on or off. This switch 258a is turned ON by a signal from the determining means 258 when the front wheel speed f is larger than the vehicle speed Vref, that is, when the front wheels are slipping (front slip), and in other cases. , OFF
becomes. Therefore, the clutch torque Tx corresponding to the longitudinal acceleration set is output only in the case of a front slip, and is not output in other cases (in this case, it is assumed to be Tχ20, and hereinafter, generally, the clutch torque is reduced when the switch is turned off). When the clutch torque is not output, the value of the clutch torque is set to O).

The engine torque proportional clutch torque Ta is set in advance in a direct-coupled four-wheel canter state to prevent the initial slip of the rear wheels when the transmitted torque is expected to increase when suddenly starting from a stopped state. This is the setting torque for setting.

Therefore, the part that sets this engine torque proportional clutch torque Ta (engine torque proportional clutch torque setting means) is an engine torque detection part 2 that detects the engine torque Te at a certain moment, as shown in the lower left part of FIG.
64, a torque converter torque ratio detection section 266 that detects the torque converter torque ratio t at that time, a transmission reduction ratio detection section 276 that detects the transmission reduction ratio 2 at that time, and a torque converter torque ratio detection section 276 that detects the torque converter torque ratio t at that time. An engine torque proportional torque setting unit 268 that obtains the engine torque proportional torque Ta' from the engine torque Te based on the map, and
a' is the torque converter torque ratio 1. Transmission reduction ratio ρ■.

An engine torque proportional clutch torque calculation unit 270 multiplies the final deceleration ρ and the rotational difference gain by 2 to obtain the engine torque proportional clutch torque Ta, and calculates the set engine torque proportional clutch torque Ta at low speeds (for example, Vre
f<20 km/h) and a switch 274a that outputs only data as data.

In the engine torque detection unit 264, throttle opening data θth sent from the throttle position sensor 38 and filtered through a filter 262a to remove minute vibration components caused by disturbances, etc., and throttle opening data θth sent from the engine rotation speed sensor 170 and filtered through a filter 262b. The engine torque Te at that time is determined from the engine rotational speed data Ne obtained by removing micro-vibration components caused by disturbances and the like through an engine torque map as shown in FIG. 16, for example.

The torque converter torque ratio detection unit 266 receives the engine rotation speed data Ne sent from the engine rotation speed sensor 120 and removes the disturbance component through the filter 262b, and the engine rotation speed data Ne sent from the transmitter controller rotation speed sensor 130 and removes the disturbance component through the filter 262c. From the removed transmission rotational speed data Nt, for example, through a transmission torque ratio map as shown in FIG.
The transmission torque ratio t at that time is determined.

In the reduction ratio detection section 276 of the transmission.

From the selected shift gear information from the shift position sensor 110, the gear reduction ratio ρm of the transmission is determined by referring to a shift gear/reduction ratio correspondence map as shown in block 276 in FIG.

In the map used for setting the engine torque proportional torque setting section 268 (see block 268 in FIG. 1), the engine torque Te and the engine torque proportional torque Ta' are
This is a linear relationship according to a proportionality constant determined from known constants such as the number of teeth Zs' and Zr of the sun gear and ring gear, the front wheel shared load Wf, and the vehicle weight Wa.

In the engine torque proportional clutch torque calculation section 270,
Engine torque proportional torque T determined as described above
Calculation is performed from a', the torque converter torque ratio, the reduction ratio ρ of the transmission, the final reduction ρ, and the rotational difference gain of 2. It is set as follows.

In other words, the rotational speed difference gain of 2 is intended to avoid the tight corner braking phenomenon, and the ideal rotational speed difference setting section 2
It is determined from the ideal rotational speed difference ΔVhc set in step 18 according to a map as shown in FIG. The relationship between the rotational difference gain 2 and the ideal rotational speed difference ΔVhc in this map is given by the following equation.

K, = 0.92 (lΔV hcmax I lΔVhc
l)/IΔVhcmaxl+0.1...(3,1) However, ΔV hcaax=MAX lΔVhc(δ=
MAX) 1 Also, the coefficient 0.9 and the constant 0.1 are 2
This is to set the lower limit of 0.1.

In this way, as the ideal rotational speed difference ΔVhc increases, the rotational difference gain linearly decreases by 2, and by multiplying this rotational difference gain by 2 and correcting it, the ideal rotational speed difference ΔVhc when turning etc. When this becomes large, the engine torque proportional clutch torque Ta is reduced so as to prioritize turning performance (performance that can prevent tight corner braking) over sudden start performance.

By the way, the above-mentioned engine torque proportional torque setting section 26
8 and the engine torque proportional clutch torque calculating section 270, as shown in FIG. can also be considered.

That is, the center differential input torque calculation section 267 uses the engine torque T sent from the engine torque detection section 264.
e, the torque converter torque ratio t sent from the torque converter torque ratio detection section 266, and the transmission reduction ratio ρm sent from the transmission reduction ratio detection section 276, the center differential input torque (transmission output torque) is calculated by the following formula. Calculate Ta.

Ta=t, prn, po, Te・”(
3, 2) However, ρ1 is the final reduction ratio.

Note that the relationship between the center differential human power torque Ta and the engine torque Te becomes a proportional relationship for each set shift. For example, if the torque converter torque ratio t is set to 1.5, the 19th
The result will be as shown in the figure. However, in reality, this relationship varies greatly depending on the magnitude of the torque converter torque ratio t, so the torque converter torque ratio t may be determined from the speed ratio i, and the relationship between Ta and Te may be determined based on this.

The clutch torque calculation unit 269 calculates the clutch torque Tc at which the front-rear immediate distribution is equal to the static load distribution from the following equation.

Tc: 4 (Zs+Zr)/Zr-Wf/Wa-1ko・T
a ... (3, 3) However, Zs is the number of teeth of the sun gear, Zr is the number of teeth of the ring gear, Wf is the front wheel shared load, W
a is the vehicle weight.

Then, the turning correction unit 272 corrects the clutch torque Tc obtained in this manner by the above-mentioned rotational difference gain by 2, thereby obtaining the engine torque proportional clutch torque Ta.

Note that the center differential input torque calculation section 267 and the clutch torque calculation section 269 are integrated to calculate the engine torque Te.
, torque converter torque ratio t, and transmission reduction ratio ρ
It may be determined from m using the following equation.

Tc=[:(Zs+Zr)/Zr-Wf/Wa-1co・
t・ρm・ρ□・Te... (3, 4) Further, the switch 274a is activated by a signal from the determining means 274 to determine whether the vehicle speed is low (in this example, V ref<20km
/h), the engine torque proportional clutch is turned ON so that the engine torque proportional clutch torque Ta can be used as data, but when the vehicle speed becomes higher than this (Vref≧20km/h), the engine torque proportional clutch is turned OFF and the engine torque proportional clutch is turned OFF. Torque T
Output is stopped as data of a. This is because engine torque proportional control may cause tight corner braking when turning at a certain speed, or may exclude other control units in situations where slip tolerance is required. The condition is that this engine torque proportional control is performed only when the vehicle speed is constant.

Next, the setting of the protection control clutch torque rpc for protecting the clutch portion of the wet multi-disc clutch 28 will be explained. This clutch torque Tpc is set by the protection control section 230.

In other words, in the wet multi-disc clutch 28, if the differential rotation between the clutch plates becomes large, there is a risk of damage such as seizing of the clutch facing or increased wear. Naturally, the differential rotation is large and the duration of this state is The larger the value, the more likely it is to cause damage. - On the other hand, in order to avoid such a situation and protect the clutch 28, make the clutch free (
It may be possible to release the connection between the clutch plates, but
If the clutch 28 is instantly switched from the connected state to the free state, there is a risk that the attitude of the vehicle will suddenly change. Therefore, in order to avoid any of these phenomena, the protection control clutch torque rpc is set by the protection control unit 230.

In the protection control unit 230, the front and rear wheel actual rotational speed difference calculation unit 20
In response to the front and rear wheel actual rotational speed difference Vcd calculated in step 6, this front and rear wheel actual rotational speed difference Vcd is set to the reference value (in this example, 8
．． 6b/h) continues for a reference time (1 second in this example), the protection control clutch torque rpc is set in a pattern as shown in FIG.

In other words, when the above-mentioned detection conditions are met, the protection control clutch torque rpc is first set for a short period of time (in this example, for 1 second).
is set to the upper limit value, and then gradually decreased to 0 (natural release). In this example, the relationship between rpc at the time of decrease and time 11 is as shown in the following equation.

rpc= 40-14 tt...(
4, 1) The time to set the upper limit value and the speed at which the clutch torque rpc is gradually reduced to O (corresponding to the slope in Fig. 20) should be set to the optimum value according to the characteristics of each vehicle. is desirable.

Moreover, when the above-mentioned detection conditions are not satisfied.

The value of the protection control clutch torque rpc is set to zero.

The above-mentioned differential clutch torque Tv, longitudinal acceleration clutch torque Tx, engine torque proportional clutch torque Ta, and protection control clutch torque Tpe are set for each control cycle that is repeated at an appropriate timing. , each of the clutch torques Tv, Tx, Ta, and Tpc set in this way are sent to the maximum value selection section 280.

In this maximum value selection section 280, for each control cycle,
The maximum clutch torque (this clutch torque is designated as Tc) is selected from among clutch torques Tv, Tx, Ta, and rpc. However, when the switch 258a or 274a is OFF, the clutch torque Tx or Ta is not sent, so the maximum value selection section 280 selects the maximum value from the clutch torques sent.

The clutch torque Tc selected in this manner is sent to the torque-pressure converter 282, where the latch control pressure P is adjusted so that the set clutch torque Tc is obtained.
c is now set.

Here, the map (see block 282 in Figure 1)
Clutch control pressure P is calculated from clutch torque Tc by
However, since the clutch torque Tc and the clutch control pressure Pc are generally in a proportional relationship, the map is also linear as shown.

Further, the clutch control pressure Pc changed in this way is subjected to centrifugal pressure correction and preload correction in an adder/subtractor 284 serving as a preload applying means.

The centrifugal pressure correction is performed by subtracting the centrifugal correction pressure Pν set by the centrifugal correction pressure setting section 286 from the clutch control pressure Pc.
A map such as that shown in block 286 of the diagram
It is determined from the front wheel vehicle speed Vf calculated in step 04a. this is,
This is because the piston chamber rotates in synchronization with the front wheel side shaft, so the centrifugal oil pressure is generated corresponding to the front wheel vehicle speed Vf, and the centrifugal correction pressure Pv is set to be proportional to the square of the front wheel vehicle speed Vf. .

The preload correction is a correction in which the initial engagement pressure (initial pressure) set by the initial engagement pressure setting section (preload setting section) 288 is added to the 5-clutch control pressure Pc as Pi preload.

The purpose of this preload correction is to maintain the contact state between the clutch plates of the clutch 28 at the very limit (very slight contact state) that does not generate drag torque, and to improve control response. It is.

However, the clearance between the clutch plates of the clutch is
Variations occur from the manufacturing stage to each product due to parts errors, assembly errors, etc., and even the same product changes over time. In particular, since the return springs of the clutch plates are generally strong, errors in various parts and changes over time have a large effect on the state of clearance between the clutch plates.

For this reason, it is necessary to always keep the clutch plates in a close contact state while detecting the clearance state between the clutch plates at an appropriate timing.

For this reason, the preload setting unit 288 sets the initial pressure Pi by testing (herein referred to as learning) at appropriate time intervals how much preload is required.

There are various methods for this preload learning (setting of the initial pressure Pi from the preload learning value), and here, three types of preload learning will be explained.

First, to explain the first preload learning method, in order to perform preload learning, the engine is in a steady operating state (the oil temperature of the engine has reached a stable temperature state at a predetermined level). It is necessary to perform this under conditions such that a constant line pressure can be obtained and furthermore, control regarding other clutches 28 will not be affected. Therefore, the conditions for preload learning are set as follows, for example.

■More than 30 minutes have passed since the ignition key was turned on.

■Shift selector is 1 (1st speed), 2 (2nd speed),
Either D (drive) or N (neutral) must be selected. P (parking) and R (reverse)
In this example, when P and R, there is no range for l.
, 2. This is because a different hydraulic pressure is output than in the case of D and N.

■Vref=Okm/h (vehicle speed Vref is O
).

■Tc≦1kgfm [Clutch torque Tc must be less than a small predetermined value (1kgfm).

When each of the above conditions is satisfied at the same time, preload learning is executed in the following steps.

First, as shown in FIG. 21(a), the multi-disc clutch 28
A pressure greater than the biasing pressure of the return spring and smaller than the designed initial engagement pressure of the clutch 28 [for example, by applying a duty equivalent to P = 0.4 kgf/σ2 for 2 seconds, After this, for example 1.5%
/S increasing rate, for example P=3.0kg f/a
Sweep slowly until the duty corresponds to "n".

Then, the pressure P applied to the hydraulic pistons 141, 142 changes as shown in FIG. 21(b).

In other words, the clutch plates are initially separated, so when the duty gradually increases, the hydraulic piston 28 moves accordingly, and the pressure P also gradually increases, until the hydraulic piston reaches a certain position. When 141 and 142 move, the clutch plates come into contact and the pressure P
The force of the return spring is also applied to the , and the pressure P rapidly increases. Furthermore, the hydraulic piston 141
, 142 move, the clutch plates come into strong contact and the clutch becomes completely engaged. This state occurs because the increase in pressure P reaches its limit.

Here, a value (difference) P'' obtained by second-order differentiation of the detected pressure P with respect to time and a value (difference) P′ obtained by first-order differentiation of pressure P with respect to time are calculated at short intervals, When the second-order differential value P'' reaches the maximum, it is determined that the clutch plate starts contacting, and the pressure P at this time is determined to be the initial pressure, and when the first-order differential value P' reaches the maximum. is determined to be when the clutch plate is fully engaged.

Specifically, when learning is started and the pressure P increases, the maximum value of the second-order differential value P'' and the pressure P at this time are memorized.The value of this second-order differential value P'' is It is calculated every short control cycle and updated as appropriate.

Then, when the 1ld1 minute value P' reaches the maximum (that is,
When the clutch is fully engaged), the calculation of the second-order differential value P'' is discontinued, and within the period up to this point, the second-order differential value P'' is calculated.
The pressure P when the maximum value of is taken is stored as the initial pressure Pi.

If any of the conditions (1) to (2) for preload learning described above are no longer satisfied during execution of such preload learning, the preload learning is immediately interrupted and the mode returns to the normal mode.

Furthermore, once the above-mentioned preload learning is performed when the ignition key is turned on, it will not be performed again unless the ignition key is turned off and then turned on again.

Next, a second preload learning method by the preload setting section 288 will be explained.

This preload learning also needs to be performed under conditions where the engine is at a predetermined height, the oil temperature is stable, a constant line pressure is obtained, and the control of other clutches 28 is not affected. Since it is desired to perform preload learning by trying many times, the conditions for preload learning described above are slightly relaxed and, for example, the following preload learning conditions are set.

■'10 minutes after the ignition key is turned on
More than a minute has passed.

■Shift selector is 1 (1st speed), 2 (2nd speed),
Either D (drive) or N (neutral) must be selected.

■Vrsf= Okm/h (vehicle speed Vref is 0)
To be.

■Tc≦1kgfm+[Clutch torque Tc is smaller than a predetermined small value (1kgf■)].

- A predetermined period of time (for example, about 5 minutes or an appropriate period shorter than this) has elapsed since the previous trial.

When each of the above-mentioned conditions is satisfied at the same time, preload learning is executed in a first-order manner.

First, the preset initial pressure Pi (= P work)
A corresponding duty is held for a predetermined period of time (for example, 2 seconds), and then a certain amount of duty is maintained for a predetermined period of time (for example, 1 second).
2 seconds) to a duty equivalent to P = 8, 8 kgf/am' (almost 100% duty).

As a result, the pressure P applied to the hydraulic pistons 141 and 142 changes in two types of patterns, as shown by curves Ll and L2 in FIG.

In other words, if the clutch is released at the initial pressure P1,
As shown by curve L1, as the duty is swept, at a certain point, the clutch contacts and begins to drag, so the hydraulic pistons 141 and 142 receive a shock, and the pressure P rapidly increases, overshoots, and then vibrates. However, it settles to a complete engagement pressure (steady peak pressure) corresponding to approximately 100% duty.

When the pressure P overshoots, the subsequent steady maximum pressure Pc (a known value, here 8°8 kgf/am
Peak value (maximum value) P
max occurs.

On the other hand, if the clutch is in contact and dragging at the initial pressure P, as the duty is swept as shown by curve L2, the pressure P will increase almost linearly, and at a certain point it will smoothly reach full engagement. The pressure settles down to Pc (steady maximum pressure).

Based on these characteristics, the peak value P wax of the pressure P is memorized, and the difference α between this value Pmax and the steady maximum pressure Pc is
(-Pmax-Pc) is the predetermined value α. If it is larger than , it can be determined that the clutch is disengaged at the initial pressure P8.

Therefore, an appropriate initial pressure Pi can be detected and set by repeating the above-described trial at appropriate time intervals (for example, every 5 minutes) while appropriately increasing or decreasing the starting pressure P from the initial value P1.

In other words, it is desirable to perform this preload learning many times as long as the above conditions are met, and the initial learning value and initial pressure Pi set at a certain point (nth learning stage) are
To generalize and express, the initial learning value is P I NT
G (n) and the initial pressure Pi are set as PINT(n). therefore.

The previous initial learning value can be expressed as PINTG (n-1), the initial pressure can be expressed as PINT (n-1), and at the nth learning stage, the previous initial pressure can be expressed as P'INT (n-1).
), learning will be performed.

Then, the difference α (= Pmax - Pc) obtained by a predetermined duty sweep and the threshold value α. The current initial learning value PINTG (n) and initial pressure PINTG (n) are set as follows.

■α≧α. When PINTG (n) = PIN'TO (n-1) + βPI
NT (n)=PINTG (n-1)+β=PINT
G (n) ■α〈α. When , PINTG (n) = PINTG (n-1) - βPI
NT (n)=PINTG (n-1) That is, α≧α
. At the time, the initial learning value PINTG (n) is the previous initial learning value PINTG (n-1
) plus β (= 1 bit worth of pressure), and the initial pressure PINT(n) is set by adding β (= 1 bit worth of pressure) to the previous initial learned value PINTG (n-1). In other words, the current initial learning value PINTG (n) is set.

This means α≧α. At this time, it can be determined that an overshoot has occurred, and therefore, it can be determined that the previous initial pressure PINT (n-1) is 1 and the clutch 28 is not close to the contact state. Therefore, the current initial learning value PINTG (n) is changed to the previous initial learning value PING (n).
Assume that β (=1bjt worth of pressure) is added to TG (n-1), and the current initial pressure PINT(n) is the previous initial learning value P I N TG (n -1
) plus β (=1 bit of pressure).

Note that 1 bit is limited by the resolution of the oil pressure sensor signal that detects the oil pressure applied to the piston, but for example, 1 bit = 0.05 kgf/cn + 2 or 1 b, 1 t.
=0.1kgf/■2 etc. Set to an appropriate value.

On the other hand, α〈α. When , the initial learning value PI NT
For G (n), the previous initial learning value PIN
It is set to TG (n-1) plus β (= 1 bit), but the previous initial learned value PINTG (n-1) is used as the initial pressure PINT (n).
Set to .

Since there is no overshoot when α<α0, it can be determined that the clutch 28 is in a marginal contact state or an excessive contact state at the previous initial pressure PINT(n-1). Therefore, this time's initial learning value P
INTG (n) is the initial learning value PINTG for h times
It is assumed that β (=1 bit) is added to (n-1), but the initial pressure PINT(n) is set to the previous initial learned value PINTG (n-1). Doing this is α ku α. It is not possible to determine whether the clutch 28 is in a marginal contact state or an excessively contact state based only on the results of , which may lead to chattering.In order to avoid this, the results of this study should be immediately applied to the initial pressure. P
Instead of using it for i, the previous learned value is used.

Therefore, if there is excessive contact, α will continue for at least two consecutive cycles. It is considered that this state will continue, and the initial pressure Pi will be reduced and will approach the appropriate value, albeit with a delay of one cycle.

If any of the above preload learning conditions ■' to ■ are no longer satisfied during the execution of such preload learning,
Immediately interrupt preload learning and return to normal mode.

In addition, the above-mentioned preload learning is performed under the above-mentioned preload learning conditions
As long as ■ is satisfied, it will continue.

Next, a third preload learning method by the preload setting section 288 will be explained.

Similar to the second preload learning, this preload learning is also set to be executed when the following preload learning conditions are simultaneously satisfied.

■'10 minutes after the ignition key is turned on
More than a minute has passed.

- The shift selector must be selected from 1 (1st speed), 2 (2nd speed), D (drive), or N (neutral).

@Vref= Okm/h (Vehicle speed Vref is 0
).

f pull Tc≦1kgfm [clutch torque Tc is less than or equal to a small predetermined value (1kgfm)].

- A predetermined period of time (for example, about 5 minutes or an appropriate period shorter than this) has elapsed since the previous trial.

When each of the above-mentioned conditions (■' to ■) is satisfied at the same time, preload learning is executed as follows.

First, the duty is adjusted so that the pressure cover turns as shown in FIG. 23(a). In other words, first, the duty is set to 0% for a predetermined period of time (for example, 1 second).
, then set the duty to a value equivalent to the initial initial pressure P □ and hold this for a predetermined time (e.g. 2 seconds), and then for a predetermined time (e.g. 1 second) P =
8, 8 kgf/an2 equivalent duty (habo 10
0% duty), P =
8. A duty corresponding to 8 kgf/an2 is maintained for a predetermined period of time (for example, 2 seconds). This pattern is continuously repeated while changing the initial pressure Pi as appropriate.

As a result, the pressure P applied to the hydraulic pistons 141 and 142 is reduced as shown in FIG.
) and (c), two types of patterns change as shown by curves LL and L2.

Then, from the time ta when the duty sweep starts (or from the time t when the pressure P starts to rise).

Until reaching the steady maximum pressure Pc (or a constant pressure value close to this) as shown by the straight line LO, the area surrounded by the straight line LO and the curve L1 or L2 depicting the state of change in the pressure P (Fig. (with middle diagonal lines) area S1. Comparing S2, the area S1 in the case of the curve Ll with overshoot is clearly larger than the area S2 in the case of the curve L2 without overshoot.

Therefore, in this third preload learning, as in the second preload learning, the above-mentioned trial is repeated at appropriate time intervals (for example, every 5 minutes) to detect and set an appropriate initial pressure Pi. I can do it.

In other words, this preload learning is repeated as many times as long as the above conditions are met, and the initial learning value and initial pressure Pi set at a certain point (nth learning stage) are changed to the initial learning value as described above. P I NTG (n
) and the initial pressure Pi are expressed as PINT(n).

Therefore, the previous initial learning value is PINTG(n
-1), the initial pressure can be expressed as PINT (n-1), and n
In the second learning stage, the previous initial pressure is PINT.
(n-1), learning will be performed.

Then, the area S obtained by the predetermined duty sweep is compared with the threshold value S0, and the current initial learning value PINTG (n) and initial pressure PINT (n) are calculated.
Set as below.

■When S≧So, PINTG (n) = PINTG (n-1) + βPI
NT (n) = PINTG (n-1) +β = PINT
G (n) ■When S<S, PINTG (n)=PINTG (n-1)-βPI
NT (n)=PINTG (n-1) That is, S
If ≧S, then α≧α of the second preload learning. Corresponding to the case, when S<So, α<α of the second preload learning. Corresponds to the case of

That is, when S≧80, it can be determined that overshoot has occurred, and therefore, it can be determined that the clutch 28 has not approached the contact state at the previous initial pressure PINT (n-1). Therefore, this time's initial learning value P
INTG (n) is the previous initial learning value PINTG
Assume that β (=pressure for IMt) is added to (n-1), and the current initial pressure PINT(n) is added to the previous initial learned value PINTG (n-1) by β(=lbit).
It is assumed that the pressure is applied by the amount of pressure.

On the other hand, when S<So, there is no overshoot, so it can be determined that the clutch 28 is in a marginal contact state or an excessive contact state at the previous initial pressure PINT(n-1). Therefore, this time's initial learning value PI
NTG (n) is the previous initial learning value PINTG
It is assumed that β (=1 bit) is added to (n-1), but the initial pressure PINT(n) is set to the previous initial learned value PINTG (n-1). The reason for doing this is also the aforementioned α〈α. As in the case of S
From the result of <S alone, it is not possible to determine whether the clutch 28 is in a marginally contacting state or in an excessively contacting state, which may lead to chattering, so in order to avoid this,
Instead of immediately adopting the current learning result as the initial pressure Pi, the previous learning value is used.

Therefore, if there is an excessive contact state, it is thought that the state of S<S will continue for at least two consecutive cycles, and the initial pressure PL will be reduced and approach the appropriate value, although it will be delayed by one cycle. I'm going to go.

Furthermore, if any of the above-mentioned preload learning conditions ■' to ■ are no longer satisfied during the execution of such preload learning,
Immediately interrupt preload learning and return to normal mode.

In addition, the above-mentioned preload learning is performed under the above-mentioned preload learning conditions
As long as ■ is satisfied, it will continue.

In addition, in this third preload learning, the area 5 (SL) of the part surrounded by the straight line LO and the curve L1 or L2.

S2), the area S' of the part surrounded by the straight line L3 and the curve L1 or L2 indicating a constant pressure similar to the initial pressure.
It is also conceivable to make the determination with reference to (Sl', S2').

In this case, the calculation of the area S' starts at the time t when the duty sweep is started. (or the time t1 when the pressure P starts to rise), and the calculation of the area S' ends when the steady maximum pressure Pc (or a constant pressure value close to this) is reached as shown by the straight line LO. And criterion 4! ! value S. ', when S'≧So', it can be determined that there was an overshoot, and when s'<so', it can be determined that there was no overshoot.

As described above, the clutch control pressure P, which is the effective oil pressure,
The control pressure Pcd of the oil chamber supply level is corrected by centrifugal pressure by subtracting the centrifugal correction pressure Pv from c, and the control pressure Pcd is corrected by adding the initial pressure (preload) Pi.
(=Pc-Pv+Pi) is the peak Holt filter 2
90.

This peak-hort filter 290 is a kind of limiter that prevents excessive sudden changes in oil pressure so that hunting does not occur in control due to sudden changes in oil pressure. 4th order'
a++2/s), and set a slightly lower limit speed (for example, 15.7 kg/■2/s) in response to a drop in oil pressure.
is set.

If a control pressure Pcd is sent that causes the speed of oil pressure change to exceed such a limit, the control pressure is kept at a level corresponding to this limit value.

Further, the control pressure Pcd' that has passed through the filter 290 is sent to the duty setting section 295 via switches 292a and 294a.

Note that the switch 292a is turned OFF according to a signal from the determining means 292 if ABS control (anti-lock brake control) is being performed (if it is in the ON state);
If BS control is not performed, it is turned ON. In other words, the control pressure Pcd' signal is sent on the condition that ABS control is not performed. This is because during ABS control, it is necessary for ABS to work reliably, and at this time, it is ABS that controls the torque distribution state between the front and rear wheels.
This is because it may interfere with BS control, which is undesirable.

Further, the switch 294a is a control switch for protecting the duty solenoid valve and the clutch plate according to a signal from the determining means 294, and when the set clutch torque TC is small at low speed, the duty is set to 0. It is something that we try to do. The low speed conditions are 1, for example, V ref≦5 and +1/h;
For example, the condition for clutch torque TC is Tc≦1k.
It can be specified that gf+o. When these two conditions are met, the switch 294a is turned off and the control pressure Pcd' signal is no longer sent.

The duty setting section 295 includes a pressure feedback correction section 296 and a pressure-duty conversion section 298.

The pressure feedback correction section 296 corrects the signal of the control pressure Pcd' in response to the detection from the pressure sensor 304 that detects the actual pressure acting on the piston, and corrects the characteristics of the hydraulic circuit. It is for. Note that the signal sent from the pressure sensor 304 to the pressure feedback correction section 296 is filtered by a filter 306 to remove noise components due to disturbances and the like.

The pressure-duty converter 298 sets the (Duty) corresponding to the control pressure P feedback-corrected by the pressure feed pack corrector 296, and is shown in the block of the clutch pressure car duty converter 298 in FIG. As shown in the map, the duty increases linearly with pressure P from the preload state to the maximum pressure state. Based on such a correspondence relationship, a duty corresponding to the control pressure P is set.

In the hydraulic circuit 300 functioning as a control execution section, a duty solenoid 302 is operated according to the duty set in this manner to control the differential limiting clutch 28 of the center differential.

Meanwhile, in parallel with such center differential control, the state of torque distribution to the front and rear wheels is displayed in the meter cluster of the instrument panel in the driver's seat.

That is, as shown in FIGS. 1 and 24, a torque distribution display section 312 is provided in the meter cluster to graphically display (or meter display) the state of torque distribution to the front wheels (or rear wheels). The torque distribution state is displayed according to the estimated magnitude of the distributed torque by the torque estimating means 310.

The reason why the torque distribution state is estimated by the torque estimating means 310 in this way is that it is difficult to actually measure the torque distribution state.

This torque estimating means 310 calculates the front export force torque (
or rear export force torque) and the front export force torque (or rear export force torque) when there is no rotational speed difference between the front and rear wheels, and the front export force torque in each of these cases. (or rear export force torque), and a selection means 310b for selecting the smaller front export force torque (or rear export force torque), these portions 310a,
310b estimates the torque distribution state as follows.

In other words, when estimating torque distribution, the following two cases are possible. One is the case where it is assumed that the tires and the road surface do not slip and are in a state similar to meshing gears, and that the center differential always slips. The other case is that there is always slippage between the tires and the road surface, so the center differential may not slip.

Therefore, let us consider the torque distribution in each of these cases and when the state changes.

First, as a prerequisite, when differential restriction is not performed as in this four-wheel drive system, the rear axle is set primarily (the torque ratio between the front wheels and the rear wheels is 32:68, for example), and furthermore,
The differential limiting clutch 28 is assumed to always transmit torque from the rear wheel side to the front wheel side, and is set as follows for the sake of simplicity.

ρf/rf〈rr・ρt/rr...(5,1
) However, ρf: Front differential ratio ρr: Rear differential ratio ρt: Transfer ratio rf: Front axle tire radius rr: Rear tire radius If the clutch does not slip, the front wheel torque will be distributed as direct 4-wheel drive. Tf and rear wheel torque Tr are as follows.

Tf = Wf/Wa(T wr+k Wr-rf/ p (r
f p r p t/rr p t-1))...(5
, 2) r = Wr/Waa(T+++-k Wf・rr/p・
(rf p r p t/rr p t-1))...
(5, 3) Where, Wf: Front wheel shared load Wr: Rear wheel shared weight Wa: Vehicle weight (=Wf+Wr) Tm: Mission output torque (=center differential input torque) k Nislip ratio coefficient ρ: Final reduction ratio [=(ρf+ρr)・ρt)/2] Also, if the clutch slips, the front wheel torque Tf' and the rear wheel torque T
r' is as follows.

Tf' = (Tm-Tc)・a/(a+b)+Tc"
(5,4)Tr' = (Tm - Tc)・b/
(a+b) ... (5, 5) However, Tc: Clutch transmission torque capacity a: Number of sangya teeth b: Number of ring gear teeth And, if the latch slips as described above, it is caused by weight distribution, differential ratio difference, etc. This means that the clutch allows for a difference in torque between the front and rear.

Now, we are considering the case where the clutch transmits torque from the rear wheel side to the front wheel side, so the front wheel torque Tf.

Regarding Tf', the smaller value of Tf and Tf' can be considered as the front wheel torque value.

That is, if Tf<Tf', the clutch is in the locked state,
The front wheel torque distribution ratio m is m=T f / (T f + T r)
...(5,6) If Tf>Tf', the clutch is in a slip state, and the front wheel torque distribution ratio m is m=Tf'/(Tf'+Tr')"
It can be estimated that (5, 7).

Note that FIG. 25 shows the front wheel torque distribution ratio m with respect to the center differential input torque Tm, and the characteristic of the front wheel torque distribution ratio corresponding to the input torque is a linear shape with direct connection when the clutch is in the locked state. When the clutch is in a free state, the curve becomes curved depending on the magnitude of the control pressure P. In addition, in the figure, when the pressure P is 2 kgf/an2 (P=2
) and the case of 8 kg f/an 2 (P=8) are shown.

In the characteristic graph, the characteristic line with the smaller m of the straight line marked with direct connection and the curve for a certain control pressure P is adopted.

For example, if P is 2 kgf/an2, the torque Te
In the region where is smaller than Te1, the straight line marked as direct connection is located below the curve of p = 2, so the front wheel torque distribution ratio m follows this straight line. Further, in a region where the torque Te is larger than the Te work, the curve of P=2 is located below the direct connection, so the front wheel torque distribution ratio m follows the curve of P=2.

On the other hand, when P is 8 kgf/■2, in the region shown in this graph, the direct connection straight line is always lower, so the front wheel torque distribution ratio m follows the direct connection.

In this way, when the front wheel torque distribution ratio m is set and Za is set, a signal corresponding to this set value is displayed on the torque distribution display section 312.
The torque distribution display section 312 displays the state of torque distribution to the front wheels. In this example, the torque distribution to the front wheels is about 32% to 50%, so the torque distribution display section 312 is marked with a scale corresponding to this, and the lamp is lit or the pointer is turned on until the corresponding scale is reached. Display it in an easy-to-understand manner by moving it around.

Note that this display of the torque distribution state may be a state of torque distribution to the rear wheels, or may be an analog display of the state of torque distribution to the front and rear wheels using a graph or the like.

Since this differentially adjustable front and rear wheel torque distribution control device is configured as described above, differential adjustment is performed as follows.

First, the flow of the entire operation of the drive system is as shown in Fig. 26. First, each control element is initialized (step a1), the steering angle neutral position is learned (step a2), and the clutch preload is set. Learning (step a3) is performed, and then front and rear wheel drive force distribution control is performed while controlling the clutch 28 according to the set duty (step a4).
), and further controls the rear differential (step a5).
.

Then, in steps 87 to all, slip control, trace control, torque selection, retard control calculation, SCI
(Serias Communication In
engine output control (interface) communication control
Traction control) is performed, a torque distribution display lamp is turned on (step a12), and a failure diagnosis is performed in step a13. step a14
Then, it is determined whether a predetermined time (15 m 5 ec) has elapsed, and when the predetermined time (15 m 5 ec) has elapsed, a runaway check is performed by the watchdog (step a1).
5), return to step a2 above and perform steps a2 to a.
13 series of controls are repeated.

In other words, the above-mentioned front and rear wheel drive force distribution control, rear differential control, and engine output control are performed at a predetermined period (15 msec).

Of these, the front and rear wheel drive force distribution control will be explained with reference to the flowchart of FIG. 27.

As shown in FIG. 27, first, wheel speeds FR, FL, RR
, RL, rudder angle θ□, θ2. on, lateral acceleration Gy2 longitudinal acceleration Gx, throttle opening θth, engine rotation speed Ne
, detect each data such as the transmission rotation speed Nt9 selected shift stage and take it in (step b1),
From these data, front wheel speed Vf, rear wheel speed Vr
+The driver-required vehicle speed Vref, the driver-required steering angle δref, etc. are calculated (step b2).

Then, the ideal rotational speed difference ΔVhc between the front and rear wheels is determined according to the map from the driver-required vehicle speed V ref and the driver-required steering angle δref (step b3), and the lateral G gain is set to □ according to the map from the lateral acceleration Gy. (Step b4), and a rotational difference gain of 2 is set from the ideal rotational speed difference ΔVhe according to the map (Step b5).

Furthermore, in steps b6 to b9, the differential compatible clutch torque Tv is calculated from the actual rotational speed difference ΔVc, the ideal rotational speed difference ΔVhc, and the lateral G gain of 1 (in this example, calculated by converting from the map), and the longitudinal acceleration Calculate clutch torque Tx corresponding to longitudinal acceleration from Gx and lateral G gain of 1 (converted from map), throttle opening θth, and engine rotation speed Ne.

Transmission rotation speed Nt, selected shift stage.

Calculate the engine torque proportional clutch torque Ta from the rotation difference gain 2 (converted from the map), and calculate the ideal rotation speed difference Δ
Clutch torque for protection control rpc according to the Vhc signal
Set.

Then, in step blo, the maximum one of these clutch torques T vy T x + Ta + T Pc is calculated as the set clutch torque Tc.

Furthermore, in step bll, the thus determined clutch torque Tc is converted from the map into clutch engagement pressure Pc.

Next, preload correction (adding preload P1) to this pressure Pc
and centrifugal pressure correction (reducing centrifugal pressure Pv) (step b12) to obtain center differential control pressure P'cd.

Furthermore, by optimizing the peak hold filter, the pressure P
(step b13)
).

Then, whether ABS is in operation (step b14),
Solenoid valve protection conditions (Vref≦5h/h, T
It is determined in step b15 whether c5kg f m ) is satisfied, and if any of these is true, in step b19 the center differential control pressure Pcd is set to 0.
Reset to .

The center differential control pressure Pcd set in this way is
At step b16, pressure feedback correction is performed. In other words, the difference Δ between the value of Pcd and the actual value of the pressure sensor
P is calculated, and the integral correction pressure Pi obtained from the product of the integral correction gain ki and ΔP (i) and the proportional correction gain kp are calculated.
The above-mentioned center differential control pressure Pcd is corrected by the proportional correction pressure pp found from the product of ΔP and the pressure P is obtained.

Furthermore, in step b17, the pressure P is converted into a corresponding duty to perform center differential control, that is, control of the operation limiting clutch.

Calculation of the above-mentioned differential compatible clutch torque Tv is as follows.

This is done as shown in FIG.

First, calculate the difference ΔVcd (=Vr - Vf) by subtracting the front wheel speed Vf from the rear wheel speed Vr (step c1),
Then, from this difference (actual rotational speed difference between the front and rear wheels) ΔVcd, the ideal rotational speed difference ΔVhc between the front and rear wheels obtained as described above (see step b3) is subtracted, and the difference ΔVc (=Δ
Vcd-ΔVhc) is determined (step c2).

Then, in step c3, it is determined whether the above-mentioned ideal rotational speed difference ΔVhc between the front and rear wheels is 0 or more. If ΔVhc is 0 or more, the process proceeds to step c4, and if ΔVhc is less than 0, the process proceeds to step c5.

Proceeding to step c4, the map [see Figure 13 (a)]
Clutch torque Tv' is set using ΔVc.

Specifically, if ■ΔVcd≧ΔVhc, then Tv'=aX(ΔVcd-ΔVhc)=a
Set as c (where a is a constant of proportionality).

If ∆Vhc>∆Vcd>O, the clutch torque Tv' is set to O, and a so-called dead band region is set.

Furthermore, if ■0≧ΔVcd, clutch torque Tv'
Tv' increases in proportion to the magnitude of ΔVcd.
= −a XΔVcd= −a X (Δvc+ΔV
hc) (where a is a proportionality constant).

Note that when ΔVhc=O, there is no dead zone region where ΔVhc>ΔVcd>0.

Proceeding to step c5, the map [see Figure 13(b)]
Clutch torque Tv' is set from ΔVc using .DELTA.Vc.

Specifically, if ■ΔVcd≧0, the clutch torque T
Tv'=aXΔVcd=aX(ΔVc+ΔVhc) is set so that ν' increases in proportion to the magnitude of ΔVcd (where a is a proportionality constant).

If 0>ΔVcd>ΔVhc, the clutch torque Tv' is set to O to set a so-called dead zone region.

Furthermore, if ■ΔVhc≧ΔVcd, the clutch torque Tv' increases in proportion to the magnitude of ΔVc (ΔVcd-ΔVhc) (7), Tv' =: -a
Set = -a XΔVc (where a is a proportionality constant).

Thus, step c4. At c5, the differential clutch torque Tv' obtained is corrected for the lateral acceleration by integrating the lateral G gain in the correction section 246 (step C6), and the differential clutch torque Tv is obtained.

By setting the differential clutch torque TV like this,
The size of the clutch torque TV can be set appropriately without wasting any waste, and the vehicle attitude control can be adjusted appropriately while setting the rear wheels as the drive base and slipping from the rear wheels. This will enable the vehicle to behave in accordance with the driver's wishes.

In other words, if the direction 5IG (δh) of the sensor-compatible steering angle δh and the direction 5IG (Gy) of the lateral acceleration data Gy are not equal, the driver-required steering angle! ], so even if the steering position of the steering wheel becomes different from the actual steering angle (turning state) of the vehicle, for example when performing a steering wheel operation such as dry steering wheel steering, This prevents inappropriate data from being adopted, contributing to improved control performance.

Furthermore, since the wheel speed data with the second largest size from the bottom among the rotational speed data signals FL, FR, RL, and RR is adopted as the driver-required vehicle speed ref, the reliability of the data is ensured. I will do it.

When the ideal rotational speed difference ΔVhc is set, at low vehicle speeds, the influence of the difference in track radius of the front and rear wheels (so-called inner ring difference) during turning is large, and the rotational speed Vr of the rear wheels is determined by the rotational speed Vf of the front wheels.
However, as the vehicle speed increases, the rotational speed Vr of the rear wheels becomes larger than the rotational speed Vf of the front wheels.

Therefore, the rear wheels tend to slip at high speeds, and the responsiveness of the vehicle body attitude required at high speeds is ensured.

Regarding the steering angle, the greater the steering angle, the greater the rotation difference required between the front and rear wheels, which has the advantage of being appropriately tolerated and avoiding tight corner braking.

Further, the calculation of the clutch torque TX corresponding to the longitudinal acceleration described above is performed as shown in FIG. 29.

First, based on the inspection data Gx from the longitudinal acceleration sensor 36, the clutch torque Tx' corresponding to the longitudinal acceleration is read from the map (FIG. 15) (step di).

Then, lateral acceleration correction is applied to this longitudinal acceleration-corresponding clutch torque TX' by applying a lateral G gain (step d2) to obtain longitudinal acceleration-corresponding clutch torque Tx.

Further, in step d2, the front wheel speed Vf is changed to the vehicle body speed Vr.
It is determined whether it is larger than ef.

Through the switch 258a, the front wheel speed Vf changes to the vehicle body speed V.
When it is larger than ref, that is, when the front wheels are slipping (at the time of front slip), the above-mentioned longitudinal acceleration corresponding clutch torque Tx is directly adopted as control data, and the front wheel speed Vf is lower than the vehicle body speed Vref. If it is not large, that is, the front wheels are not slipping, the clutch torque Tx corresponding to longitudinal acceleration is set to O (step d4).

As a result, when accelerating, such as during front slip, the torque distribution is the same as that of direct 4WD, but any torque beyond that is distributed closer to the base distribution ratio (toward the rear wheels), preventing strong under-distribution. , you will be able to make smooth turns.

Further, calculation of the engine torque proportional clutch torque Ta is performed as shown in FIG. 30.

First, the engine torque inspection section 264 reads the engine torque Te at that time from the throttle opening data θth and the engine rotation speed data Ne through an engine torque map as shown in FIG. 12 (step el).
.

Next, the engine torque proportional torque setting unit 268 reads the engine torque proportional torque Ta' from the engine torque Te through the map (step e2).

Furthermore, the torque converter torque ratio detection unit 266 detects the engine rotation speed data Ne and the transmission rotation speed data t.
From this, the transmission torque ratio t at that time is determined using a transmission torque ratio map as shown in FIG. 13 (step e3).

Then, the engine torque proportional clutch torque calculation section 27
0, the engine torque proportional torque Ta' obtained in this way, the torque converter torque ratio t, the transmission reduction ratio detection section 276, the transmission reduction ratio ρm, the final reduction ratio ρ1, and the rotation difference gain setting section 275. From the obtained rotational difference gain and 2, the center differential input torque (transmission output torque) Ta (=t・ρug・
ρ1·Te) is calculated (step e4).

Further, in step e5, when the vehicle speed is low (in this example, Vre
f < 20 km/h), and if the vehicle speed is low, the engine torque proportional clutch torque Ta described above is output as data, but if the vehicle speed is higher than this (Vref≧20-/h). ) and 0 is set as the engine torque proportional clutch torque Ta (step e6), and this is output as control data.

With this engine torque proportional clutch torque Ta, when starting or suddenly accelerating from low speed, etc., the direct 4WD state is set as appropriate, and high torque can be transmitted to the road surface. This prevents the tires from slipping at times, improving driving performance and contributing to the durability of the drive system.

Further, the above-mentioned calculation of the protection control clutch torque Tpc is performed as shown in FIG. 31.

First, in step f1, it is determined whether the flag FLG is 1 or not. This flag FLG is.

This is a control flag that is set to 1 when protection control is executed, and is set to 0 when overall control starts.

Therefore, at the start of control, the process advances to step f2, and the actual rotational speed difference Vcd of the front and rear axes is set to the reference value (8.6 in this example).
km/h) or more.

Actual rotational speed difference between front and rear wheels Vcd is standard value (8.6 km/h)
If not, the process proceeds to step f9, and if the timer is counting, the counting is ended and the timer is cleared. Then, in step f12, the value of the protection control clutch torque rpc is set to 0, and further, in step f14, the flag FLG is set to 0.

On the other hand, if it is determined in step f2 that the front and rear wheel actual rotational speed difference Vcd is equal to or higher than the reference value (8.6 km/h), the process proceeds to step f3, where it is determined whether or not a timer count has started, and the timer If counting has not been started, the process proceeds to step f4, where timer counting is started.

When the timer count is started in this way, step f
In step f12, it is determined whether the timer value is equal to or greater than the reference time (1sec), and if the timer value does not reach the reference time or greater, the process proceeds to step f12, where the value of the protection control clutch torque Tpc is set to zero. Then, in step f14, the flag FLG is set to 0.

During several control cycles, if the actual rotational speed difference Vcd of the front and rear wheels is equal to or higher than the reference value (8.6 km/h), the timer continues to count during this period, and in step f5,
It can be determined that the timer value reaches the reference time or more, and in this case, the process advances to step f6.

In step f6, the timer value is set to the reference time (2 seconds).
It is determined whether the timer value exceeds the reference time or not, and if the timer value does not reach the reference time or more, the process proceeds to step flO, where the value of the protection control clutch torque rpc is set to 40.

Then, in step f13, the flag FLG is set to 1, and the process proceeds to step f8, where it is determined whether Tpc is 0 or more. When proceeding from step flo to step f8, naturally T
Since pc is greater than or equal to 0, timer counting continues.

Then, when this state of rpc=40 continues and the timer value becomes 2 seconds or more, the process proceeds from step f6 to step f7, where the protection control The value of clutch torque Tpc is gradually decreased.

In this way, after several control cycles, when the protection control clutch torque rpc is no longer 0 or more, the process advances from step f8 to step fil, where the timer count is finished, the timer is cleared, and step f1
At step f14, the value of the protection control clutch torque τpc is set to 0, and at step f14, the flag FLG is set to O.

As a result, the actual rotational speed difference Vcd of the front and rear wheels is set to the reference value (8
, 6km/h) or more for a reference time (isec) or more is established, the characteristics shown in Fig.
In this example, the protection control clutch torque rpc is set so that it is set at the upper limit value for 1 second) and then gradually decreases to O (naturally released).

By this protection control clutch torque Tpc.

The clutch plate is protected, which contributes to improving the durability of the device and also helps prevent the vehicle from spinning.

Here, the above-mentioned preload correction will be explained with reference to FIGS. 32 to 34.

First, in the first preload learning method, as shown in FIG. The selector is 1 (1st speed), 2 (2nd speed), D (
Drive), neutral (N) is selected, ■Vehicle speed Vref is Okm/h.
(stopped state); and (1) whether the set value Tc of the clutch torque is less than a small predetermined value (1 kgfm).

If both of these conditions are met, the process proceeds to step g5, and if any of these conditions are not met, no learning control is performed.

Proceeding to step g5, it is determined whether preload learning was performed after the ignition key was turned on, and if preload learning has already been performed, learning control is not performed; if preload learning has not been performed, learning control is not performed. , proceed to step g6.

In step g6, the oil pressure is increased, the maximum value (MAX) of the second-order differential value of the oil pressure is detected, and the oil pressure P at that time is memorized.

That is, first, as shown in FIG. 21(a), for example, P
= 0, 4 kgf/an2 equivalent duty (d
uty) for 2 seconds, and then, for example, 1.5%/S
For example, P = 3, 0 kgf/an
Sweep slowly until the duty is equivalent to 2.

On the other hand, as shown in FIG. 21(b), the pressure P on the hydraulic pistons 141, 142 changes, and the maximum value of the value (difference) P'' obtained by second-order differentiation of this pressure P with respect to time and The pressure P is memorized.

Then, the memorized pressure P is set as the initial pressure.

Specifically, when learning is started and the pressure P increases, the maximum value of the second-order differential value P'' and the pressure P at this time are memorized, and the value of this second-order differential value P'' is stored. is calculated every control cycle and updated as appropriate, and when the first-order differential value P' reaches the maximum (that is, when the clutch is fully engaged), the calculation of the second-order differential value P'' is stopped, and at this point within the period up to.

The pressure P when the second-order differential value P'' reaches its maximum value is stored as the initial pressure Pi.

During the execution of such preload learning, if any of the above preload learning conditions ■ to ■ is no longer satisfied,
Immediately interrupts preload learning and returns to normal mode, and once this preload learning is performed once the ignition key is turned on, it will not be performed again unless the ignition key is turned on again after being turned off. .

In addition, in the second preload learning method, as shown in Fig. 33, in steps h1 to h5: Whether a predetermined period of time (for example, about 5 minutes or a shorter suitable time) has elapsed since the trial (2
]Whether the shift selector is selected from 1 (1st speed), 2 (2nd speed), D (drive), neutral to N), ■Whether Vref=O1m/h, ■Tc It is determined whether or not ≦1 kgfm. If both of these conditions are met, the process proceeds to step h6, and if any of these conditions are not met, no learning control is performed.

Proceeding to step h6, the oil pressure is increased and an overshoot value of the oil pressure is detected.

In other words, to start up the hydraulic pressure, the duty corresponding to the preset initial initial pressure P1 is maintained for a predetermined time (
For example, it is held for only 2 seconds), and then it is swept for a predetermined time (for example, 1 second) to a duty equivalent to P:8, 8 kgf/an2 (which is almost 100% duty).

The hydraulic piston 141.1 changes accordingly.
The overshoot value α of the pressure P applied to 42 is detected.

Furthermore, in the next step h7, it is determined whether this α is larger than a threshold value.

That is, the peak value (maximum value) Pmax of the pressure P is detected, and the difference (Pmax-P
c) is the overshoot value α, and this α is the threshold value (α.

), it can be determined that there was an overshoot, and therefore, the clutch 28 was disengaged during the initial pressure P work.If this α is not larger than the threshold value, there was no overshoot, that is, the initial pressure Pressure P□
In this case, it can be determined that the clutch 28 is in a marginal contact state or an excessive contact state.

Therefore, if α is larger than the threshold value, proceed to step h8 and calculate PINTG (n) = PINTG (n-1) + βPI
NT (n)=PINTG (n-1)+β=PINT
G (n) In other words, for the initial learned value P I NTG (n), the previous initial learned value P I NTG (n-
1) plus β (=1 bit worth of pressure), and the initial pressure P I NT (n) is set by adding β (=1b) to the previous initial learned value PINTG (n-1).
The current initial learning value P I NTG (n) is set to the current initial learned value P I NTG (n).

On the other hand, if α is not larger than the threshold, the process proceeds to step h9.

PINTG (n)=PINTG (n-1)-βPI
NT (n) - PINTG (n-1) In other words, for the initial learned value PI NTG (n), β (=1) is added to the previous initial learned value PI NTG (n-1).
However, the initial pressure P I NT (n) is set to the previous initial learned value PINTG (n-1).

Furthermore, if any of the above preload learning conditions ■' to ■ are no longer satisfied during the execution of such preload learning,
Immediately interrupt preload learning and return to normal mode.

In addition, the above-mentioned preload learning is performed under the above-mentioned preload learning conditions
As long as ■ is satisfied, it will continue.

Furthermore, in the third preload learning method, as shown in FIG. 34, it is determined whether the conditions are the same as those in the third preload learning. In other words, in steps h1 to h5, ■ whether 10 minutes or more have passed since the ignition key was turned on, and ■ a predetermined amount of time since the previous attempt (for example, about 5 minutes or an appropriate period shorter than this). ■Whether the shift selector is set to 1 (1st gear), 2 (2nd gear),
Whether D (drive) or N is selected (neutral), ■Vref = Olan/
It is determined whether h, and ■Tc≦1)cgfm.

If both of these conditions are met, the process proceeds to step h16, and if any of these conditions are not met, no learning control is performed.

Proceeding to step h16, the oil pressure is increased and the difference between the predetermined pressure and the oil pressure value is integrated.

In other words, to start up the hydraulic pressure, the duty corresponding to the preset initial initial pressure P1 is maintained for a predetermined time (
For example, for 2 seconds), it is held for a predetermined period of time (for example, 1 second) and then swept to a duty equivalent to P = 8, 8 kgf/am'' (which is almost 100% duty).

The hydraulic piston 141.1 changes accordingly.
4. Integrate the difference between the pressure P applied to 2 and a predetermined pressure (a pressure close to the maximum pressure). That is, as shown in FIGS. 23(b) and 23(C), the time t is when the duty sweep is started. (or the time t□ when the pressure P starts to rise) until reaching the steady maximum pressure Pc (or a constant pressure value close to this) as shown by the straight line LO, the change in the pressure P with this straight line LO The area S (Sl, S2) of the portion (hatched in the figure) surrounded by the curve L1 or L2 that depicts the state is calculated.

Furthermore, in the next step h17, the calculated area S is set to the threshold value S. Determine whether it is greater than. In other words, the area S1 in the case of the curve L1 with overshoot is
Since the area S2 is obviously larger than the area S2 in the case of the curve L2 without overshoot, the area S is set to the threshold value S. The presence or absence of overshoot is determined by comparing with .

Therefore, the area S is the threshold value S. If it is larger than , proceed to step h8 and calculate PINTG (n)=PINTG (n-1)+βP
INT (n) =P INTG (n -1)+
β=P I NTG (n) In other words, the initial learning value P I NTG (n):
:Then, the previous initial learning value P I NTG (
n-1) plus β (=1 bit of pressure), and the initial pressure PINT(n) is set to the previous initial learned value PINTG(n-1) plus β (=1 bit pressure).
In other words, the current initial learned value P I NTG (n) is set to the current initial learned value P I NTG (n).

On the other hand, if the area S is not larger than the threshold S0, proceed to step h9 and calculate PINTG (n) = PINTG (n-1) - βPI
NT (n) = PINTG (n-1) In other words, for the initial learned value PI NTG (n), β(
= lbit), but the initial pressure pINT (n) is set to the previous initial learned value PINTG (n-1).

Even during execution of the third preload learning, if any of the above-mentioned preload learning conditions (1) to (2) are no longer satisfied, the preload learning is immediately interrupted and the mode returns to the normal mode.

Also in this case, as long as the above-mentioned preload learning conditions (■' to ()) are satisfied, the process is continued.

Through such first to third preload learning, appropriate initial pressures P1 can be set, respectively, and this greatly contributes to improving control response.

In particular, the first preload learning has the advantage that the initial pressure Pj can be set in one learning, which is extremely simple.

Further, in the second and third preload learning, the initial pressure Pi is set by learning several times, which has the advantage of high setting accuracy and a large effect of improving response.

In particular, in the judgment based on the integral value (area), it is possible to relatively appropriately judge whether the initial pressure Pi is appropriate.
Initial pressure P without relying heavily on pressure sensor ability
i can be set.

Furthermore, the control performed through switch 294a protects the duty solenoid valve and clutch plate, contributing to improved reliability and durability of the device.

Furthermore, there is a torque distribution display section 312 in the meter cluster.
Since the torque distribution status to the front axle (or rear wheels) is displayed graphically (or metered), the driver can drive while recognizing the torque distribution status of the vehicle, and use it effectively for driving. This has the advantage of making driving more enjoyable and greatly improving marketability.

Furthermore, it is also conceivable that the results of the torque distribution estimation performed at this time may be used as feedback to the control of each part.

[Effects of the Invention] As detailed above, according to the differentially adjustable front and rear wheel torque distribution control device of the present invention, by adjusting the differential state between the front wheels and the rear wheels, A differential adjustment mechanism that adjusts a differential state between a front wheel side and a rear wheel side in a front and rear wheel differentially adjustable four-wheel drive vehicle that controls torque distribution to the wheels;
A control means for controlling the front and rear wheel differential adjustment mechanism according to steering angle data and vehicle speed data, a steering angle data detection means for detecting the steering angle data, and a vehicle speed data detection means for detecting the vehicle speed data. , the control means sets the ideal differential state between the front and rear wheels based on the steering angle data detected by the steering angle data detection means and the vehicle speed data detected by the vehicle speed data detection means. an ideal differential state setting section to control the front and rear wheel differential adjustment mechanism so that the differential state between the front and rear wheels approaches the ideal differential state set by the ideal differential state setting section. By having a control execution unit, the driver's steering wheel operations are reflected in the torque distribution control, making it possible to turn smoothly and quickly in accordance with the driver's intention. Therefore, it is possible to improve the turning performance in the early stage of the turn and to stabilize the vehicle body attitude in the latter half of the turn. Furthermore, since torque distribution control can be performed more accurately, it becomes easier to avoid tight corner braking phenomena.

The above-mentioned steering angle data detection means may include a steering wheel angle sensor that detects a steering wheel angle, an acceleration sensor that detects horizontal acceleration generated in the vehicle body, and a turning direction that is determined based on a signal from the steering wheel angle sensor. and a turning direction determined based on the signal from the acceleration sensor, and a steering wheel angle detected by the steering wheel angle sensor when the comparing section determines that the turning directions match. and a steering angle data setting section that sets the steering angle data to O when the comparing section determines that the above turning directions do not match, and sets the steering angle data to O, for example, by performing counter steering. This prevents controls caused by inappropriate data capture, such as when

Furthermore, the vehicle speed data detection means described above includes a wheel speed sensor that detects the wheel speed of each wheel, a selection section that selects the second smallest value among the wheel speeds detected by these wheel speed sensors, and this selection section. By comprising a vehicle speed data setting section that sets vehicle speed data based on the selected wheel speed, the reliability of the vehicle speed data is improved and torque distribution control can be performed more appropriately.

[Brief explanation of the drawing]

1 to 34 show a differentially adjustable front and rear wheel torque distribution control device as an embodiment of the present invention. FIG. 1 is a block diagram showing the configuration of its main parts, and FIG. The overall configuration of the transmission system, Figure 3 is a sectional view showing the main parts of the drive torque transmission system, Figure 4 is a sectional view of the main parts of the front and rear wheel torque distribution mechanism, and Figure 5 is a schematic diagram of the hydraulic pressure supply system. circuit diagram,
Fig. 6 is a circuit diagram of the main part of the oil pressure supply system, Fig. 7 is a diagram showing the characteristics of the oil pressure setting duty, Fig. 8 is a block diagram showing details of the steering angle detection means, and Fig. 9 is a diagram showing the characteristics of the oil pressure setting duty. A block diagram showing the details of the vehicle speed detection means, FIG. 10 is a diagram showing its ideal rotation speed difference setting map, FIG. 11 is a diagram showing its lateral acceleration gain setting map, and FIGS. 12(a), (
b) is a plan view schematically showing the wheel condition for explaining the ideal rotational speed difference, and FIGS. 13(a) and 13(b) are diagrams showing a clutch torque setting map for the differential, respectively. Fig. 14 is a block diagram showing the clutch torque setting means corresponding to longitudinal acceleration, Fig. 15 is a map for setting the clutch torque corresponding to longitudinal acceleration, Fig. 16 is a diagram showing an example of the engine torque map, and Fig. 17 is the same. FIG. 18 is a block diagram showing an example of a transmission torque ratio map, FIG. 18 is a block diagram showing a modified example of the engine torque/proportional clutch torque setting means, FIG. 19 is a center differential input torque setting map, and FIG. 20 is a diagram showing its protection control. Fig. 21(a) is a diagram showing the duty characteristics related to the first preload learning, and Fig. 21(b) is a diagram showing the pressure characteristics related to the first preload learning. Figure 22 is a diagram showing the pressure characteristics related to the second preload learning, Figure 23 (a) is a diagram showing the duty characteristics related to the third preload learning, and Figures 23 (b) and (c) are Both are diagrams showing the pressure characteristics related to the third preload learning, FIG. 24 is a diagram showing the torque distribution state display means, and FIG. 25 is a characteristic diagram for explaining the torque distribution by the torque distribution state estimation means. , Fig. 26 is a flow chart showing the flow of control of the entire vehicle including the device, Fig. 27 is a flow chart showing the flow of front and rear wheel torque distribution control, and Fig. 28 is the flow of setting the differential compatible clutch torque. 29 is a flowchart showing the flow of setting the clutch torque corresponding to longitudinal acceleration, FIG. 30 is a flowchart showing the flow of setting the engine torque proportional clutch torque, and FIG. 31 is the flowchart showing the flow of setting the clutch torque corresponding to longitudinal acceleration. FIG. 32 is a flowchart showing the flow of setting the first preload learning, and FIG.
FIG. 3 is a flowchart showing the flow of the second preload learning, and FIG. 34 is a flowchart showing the flow of the third preload learning. 2-engine, 4--torque converter, 6--automatic transmission, 8--output shaft, 10--intermediate gear (transfer idler gear), 12-center differential (center differential), 14-for front wheels differential gearing,
15.--bevel gear mechanism, 15A,...-bevel gear shaft,
15a--Bevel gear, 16.18...-Front wheel, 17
L, 17R--Front wheel side axle, 19--Reduction gear mechanism 1.19a--Output gear, 20--Propeller shaft,
21-1-bevel gear mechanism, 22...differential gear device for rear wheels, 24.26--rear wheels, 25L, 25R-axle for rear wheels, 27--output shaft for front wheels, 27 a-- Hollow shaft member, 28 - Differential limiting mechanism, 28a - Front export force side disc plate, 28b - Input end disc plate, 29 - Rear wheel output shaft, 30, 30a. 30b, 30cm - Handle angle sensor, 32 - Steering wheel, 34, 34 a, 34 b - Lateral acceleration sensor, 36 - Longitudinal acceleration sensor, 38 - Throttle sensor, 39... - Engine key switch, 40.
42.44.46--Wheel speed sensor, 48--Controller, 50...-Anti-lock brake device, 50
A-m-brake switch, 51--brake pedal, 52-warning light, 54-hydraulic source, 56-pressure control well system (pressure control valve), 58-pump, 60--check valve, 62- Pressure control valve, 64-relief valve, 6-low accumulator, 68-pressure switch, 68a・-motor, 1
13. -Human power gear, 114a to 114f...Bearing, 1
15. - Transmission case, 115 a -
End cover, 115b--Spacer member, 116-
Support member, 117a, 117b-oil passage, 121-sun gear, 1.22-planetary pinion (planetary gear)
, 123-ring gear, 124-human power case, 125-
Planet carrier, 125 a-base plate part,
125b-planetary pinion housing section, 125f...-
Clutch disc support portion, 126--pinion shaft, 130-connecting member, 141--first piston, 14
2...-second piston, 143--partition plate, 1
44a-first oil chamber, 144b-second oil chamber, 145-hollow shaft, 145a-piston housing section, 160-shift lever position sensor (shift range detection means), 160A.
- Automatic transmission shift lever - 1161 - 4WD control valve, l 62 - Duty solenoid valve (duty valve), 163 - Orifice, 16
4-Oil filter, 165--Reducing valve, 170--Engine speed sensor, 180...Transmission speed sensor, 200--Front and rear wheel actual rotational speed difference detection unit, 202a-202d-- Filter, 204 a -- Front wheel rotation speed data calculation section, 204 b -- Rear wheel rotation speed data calculation section, 20
6 - Front and rear wheels actual rotational speed difference calculation unit, 210 - Front and rear wheels ideal rotational speed difference setting unit. 212--Driver requested steering angle calculation section (pseudo steering angle calculation section) as steering angle data detection means, 212a--Sensor compatible steering angle data setting section, 212b... Lateral acceleration data calculation section, 212c...- Comparison section, 212d... Driver requested steering angle setting section (vehicle speed data setting section), 216...
- Driver requested vehicle speed calculation unit (pseudo vehicle speed calculation unit) as vehicle speed data detection means, 2168 - Wheel speed selection unit, 216c - Driver requested vehicle speed calculation unit, 216d.
- Filter, 218 - Ideal rotational speed difference setting section as ideal operating state setting section, 220 - Differential compatible clutch torque setting section, 222 - Subtractor, 230 - Protection control section, 242
-・Filter, 244- Lateral G gain setting section, 246・-
Correction unit, 254-clutch torque setting means corresponding to longitudinal acceleration, 254a-front wheel shared load calculation means, 254b-total output torque calculation means, 254cm/front wheel shared torque calculation means, 254d-clutch torque calculation means, 256-=lateral acceleration compatible Correction unit, 258a-Switch, 258-Determination means, 264-Engine torque detection unit, 266-= Torque converter torque ratio detection unit, 26-Fu-center differential input torque calculation unit, 268-Engine torque proportional torque setting unit, 2
69...-Clutch torque calculation unit, 270-Engine torque proportional clutch torque calculation unit, 27: l''-Turning correction unit, 274a--Switch, 274--Judgment means, 27
5--Rotation difference gain setting section, 276--)-Transmission reduction ratio detection section, 28 (1--Maximum value selection section, 282--Torque-pressure conversion section, 286--Centrifugal correction pressure setting Section, 288-Initial engagement pressure setting section (preload setting section)
, 290--Peak Holt filter, 292a, 29
4a--Switch, 295--Duty setting section,
292° 294--judgment means, 296--pressure feedback correction section, 298-pressure-duty conversion section, 3
0o-・, 302-・Duty solenoid, 30
4...-Pressure sensor, 306-... Filter, 310-
・-torque estimating means, 310a-calculating means, 310b
- Selection means, 312-...Torque distribution display section, AM-...
・Mechanical part of differentially adjustable front and rear wheel torque distribution control device.

Claims (3)

[Claims] (1) In a front and rear differential adjustable four-wheel drive vehicle that controls torque distribution to the front and rear wheels by adjusting the differential state between the front and rear wheels, a differential adjustment mechanism that adjusts the differential state between the front and rear wheels, a control means that controls the front and rear wheel differential adjustment mechanism according to steering angle data and vehicle speed data, and a steering angle data detection that detects the steering angle data. and a vehicle speed data detecting means for detecting the vehicle speed data, and the control means is configured to control the steering angle data detected by the steering angle data detecting means and the vehicle speed data detected by the vehicle speed data detecting means. an ideal differential state setting section that sets the ideal differential state between the front and rear wheels based on the ideal differential state between the front and rear wheels, and an ideal differential state setting section that sets the ideal differential state between the front and rear wheels based on the A differentially adjustable front and rear wheel torque distribution control device, comprising: a control execution unit that controls the front and rear wheel differential adjustment mechanism so that the front and rear wheel differential adjustment mechanism approaches a dynamic state. (2) The above-mentioned steering angle data detection means includes a steering wheel angle sensor that detects a steering wheel angle, an acceleration sensor that detects horizontal acceleration generated in the vehicle body, and a turning that is determined based on a signal from the steering wheel angle sensor. a comparison unit that compares the direction with a turning direction determined based on a signal from the acceleration sensor; and a steering wheel detected by the steering wheel angle sensor when the comparison unit determines that the respective turning directions match. and a steering angle data setting section that sets steering angle data from the angle and sets the steering angle data to 0 when the comparison section determines that the above-mentioned turning directions do not match. A differentially adjustable front and rear wheel torque distribution control device according to claim 1. (3) The vehicle speed data detection means includes a wheel speed sensor that detects the wheel speed of each wheel, a selection section that selects the second smallest value among the wheel speeds detected by these wheel speed sensors, and this selection section. The differentially adjustable front and rear wheel torque distribution control device according to claim 1, further comprising a vehicle speed data setting section that sets vehicle speed data based on the selected wheel speed.