JPH0567443B2 - - Google Patents
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- Publication number
- JPH0567443B2 JPH0567443B2 JP19104085A JP19104085A JPH0567443B2 JP H0567443 B2 JPH0567443 B2 JP H0567443B2 JP 19104085 A JP19104085 A JP 19104085A JP 19104085 A JP19104085 A JP 19104085A JP H0567443 B2 JPH0567443 B2 JP H0567443B2
- Authority
- JP
- Japan
- Prior art keywords
- torque
- control
- rotational speed
- transmission
- rear wheels
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000005540 biological transmission Effects 0.000 claims 9
- 238000001514 detection method Methods 0.000 claims 6
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- Arrangement And Driving Of Transmission Devices (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、４輪駆動車の伝達トルク制御装置に
関し、更に詳細には、前後輪へのトルク配分比を
一定に維持することのできる４輪駆動車の伝達ト
ルク制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a transmission torque control device for a four-wheel drive vehicle. The present invention relates to a transmission torque control device for a wheel drive vehicle.
（従来の技術）
４輪駆動車としては、例えば実開昭56−122630
号公報に示されているようにエンジン、トランス
ミツシヨン等からなるパワープラントに直接接続
された第１駆動軸と、パワープラントにクラツチ
機構等の動力伝達手段を介して接続された第２駆
動軸とを備え、上記クラツチ機構の締結と解除を
制御することによつて、２輪駆動と４輪駆動の切
換えを行なうことができるものが知られている。(Prior art) As a four-wheel drive vehicle, for example, the Utility Model 122630
As shown in the publication, a first drive shaft is directly connected to a power plant consisting of an engine, a transmission, etc., and a second drive shaft is connected to the power plant via a power transmission means such as a clutch mechanism. There is a known vehicle which is equipped with a clutch mechanism and can switch between two-wheel drive and four-wheel drive by controlling engagement and release of the clutch mechanism.
（発明が解決しようとする問題点）
４輪駆動車における前後輪へのトルク配分比の
調整は、例えば上述の２輪駆動と４輪駆動の切換
えを行なうクラツチ機構の締結力を調節し、この
クラツチ機構の伝達トルク量を制御することによ
つて行なうことができる。ところが、この機構に
より前後輪のトルク配分比を調整したときには、
パワープラント出力トルクが変動した場合には、
上記クラツチの機構の締結力を調整し、その伝達
トルク量を変動させてやらなければトルク配分比
を一定に保つことはできいない。これは、クラツ
チ機構の伝達トルクが、その締結力の変動によつ
てのみ変動するからである。(Problem to be Solved by the Invention) Adjustment of the torque distribution ratio between the front and rear wheels in a four-wheel drive vehicle is achieved by, for example, adjusting the engagement force of the clutch mechanism that switches between two-wheel drive and four-wheel drive as described above. This can be done by controlling the amount of torque transmitted by the clutch mechanism. However, when the torque distribution ratio between the front and rear wheels is adjusted using this mechanism,
If the power plant output torque fluctuates,
The torque distribution ratio cannot be kept constant unless the tightening force of the clutch mechanism is adjusted and the amount of transmitted torque is varied. This is because the transmission torque of the clutch mechanism varies only due to variations in its engagement force.
パワープラント出力トルクの変動に伴ないクラ
ツチ機構の伝達トルク量を制御するには、例えば
パワープラント出力トルクをトルク検出器を用い
て検出し、この検出量に基づきクラツチ機構の締
結力を調整してやればよい。ところが、上記トル
ク検出器は極めて高価なものであり、このため装
置全体が高価なものとなつてしまうという問題が
ある。 In order to control the amount of torque transmitted by the clutch mechanism due to fluctuations in the power plant output torque, for example, the power plant output torque can be detected using a torque detector, and the tightening force of the clutch mechanism can be adjusted based on this detected amount. good. However, the torque detector described above is extremely expensive, so there is a problem in that the entire device becomes expensive.
（問題を解決するための手段）
そこで本発明は、パワープラント出力トルクの
変動に伴ない前後輪の回転速度差が変動すること
に着目し、この回転速度差に基づき、上記動力伝
達手段の伝達トルク量を調整し、これによつて前
後輪のトルク配分比を所望の値に維持するととも
に、上記回転速度差が所定値より小さいときに
は、上記伝達トルク量の調整を禁止するようにし
たことを特徴とするものである。(Means for Solving the Problem) Therefore, the present invention focuses on the fact that the rotational speed difference between the front and rear wheels fluctuates as the power plant output torque fluctuates, and based on this rotational speed difference, the power transmission means transmits the power. The amount of torque is adjusted, thereby maintaining the torque distribution ratio between the front and rear wheels at a desired value, and when the rotational speed difference is smaller than a predetermined value, the adjustment of the amount of transmitted torque is prohibited. This is a characteristic feature.
すなわち本発明の４輪駆動車の伝達トルク制御
装置は、パワープラントからのトルクを前後輪に
それぞれ伝達するトルク伝達経路の少なくとも一
方に、トルク伝達量可変の動力伝達手段が設けら
れた、この動力伝達手段を可変制御して前後輪へ
のトルク配分を制御する４輪駆動車の伝達トルク
制御装置であつて、車速を検出する車速検出手
段、舵角を検出する舵角検出手段、前後輪回転速
度差を検出する回転速度差検出手段、および前記
３つの検出手段からの出力信号を受け、前記３つ
の検出手段からの出力信号に基づき、前後輪トル
ク配分比が常に所望の一定の配分比になるよう
に、前記動力伝達手段のトルク伝達量を制御する
とともに、前記回転速度差検出手段からの出力信
号が所定値以下のとき前記動力伝達手段のトルク
伝達量の制御を禁止する制御手段を備えているこ
とを特徴とするものであり、以下に説明する原理
に基づいている。 That is, the transmission torque control device for a four-wheel drive vehicle of the present invention is provided with a power transmission means that can vary the amount of torque transmission in at least one of the torque transmission paths that transmits torque from the power plant to the front and rear wheels. A transmission torque control device for a four-wheel drive vehicle that variably controls a transmission means to control torque distribution to front and rear wheels, which includes a vehicle speed detection means for detecting vehicle speed, a steering angle detection means for detecting a steering angle, and front and rear wheel rotation. A rotational speed difference detection means for detecting a speed difference and output signals from the three detection means are received, and based on the output signals from the three detection means, the front and rear wheel torque distribution ratio is always maintained at a desired constant distribution ratio. The power transmitting means includes a control means for controlling the amount of torque transmitted by the power transmitting means and for prohibiting control of the amount of torque transmitted by the power transmitting means when the output signal from the rotational speed difference detecting means is less than or equal to a predetermined value. It is characterized by the fact that it is based on the principle explained below.
（発明の原理）
トルク配分率を一定にすることについて
まず、リヤ側に上記動力伝達手段を設け、パワ
ープラント出力トルクをTp、フロントおよびリ
ヤ側トルクをそれぞれTf、Tr、目標リヤトルク
配分率をｕとすると、次のような式が成り立つ。(Principle of the Invention) About making the torque distribution ratio constant First, the above power transmission means is provided on the rear side, the power plant output torque is T p , the front and rear torques are T f and T r respectively, and the target rear torque distribution is set. When the rate is u, the following formula holds true.
Tp＝Tf＋Tr ……(1)
Tr＝uTp ……(2)
∴ Tr＝１−ｕ／ｕTr ……(3)
また、フロントおよびリヤ駆動力をそれぞれ
Ff、Fr、フロントおよびリヤタイヤスリツプ比を
Sf，Sr、フロントおよびリヤタイヤ角速度をωf、
ωr、フロントおよびリヤ接地荷重をNf、Nr、フ
ロントおよびリヤタイヤ動的有効半径をRf、Rr，
左右を平均してのフロントおよびリヤ車体速度を
Vf、Vr、駆動係数をμ、タイヤのスリツプ特性
により決る定数をｋとすると、次の式が成り立
つ。なお、上記駆動係数μ、定数ｋは第８図に示
すような使用するタイヤ固有のスリツプ特性から
求められる値で
μ＝Ｆ／Ｎ（Ｆ；駆動力、Ｎ；接地荷重）
ｋ＝μ／ｓ（Ｓ；スリツプ率）
である。 T p = T f + T r ……(1) T r = uT p ……(2) ∴ T r =1−u/uT r ……(3) In addition, the front and rear driving forces are respectively
F f , F r , front and rear tire slip ratios
S f , S r , front and rear tire angular velocity ω f ,
ω r , front and rear ground contact loads are N f , N r , front and rear tire dynamic effective radii are R f , R r ,
Average front and rear vehicle speed from left to right
Assuming that V f , V r , the drive coefficient is μ, and the constant determined by the tire slip characteristics is k, the following equation holds true. The above drive coefficient μ and constant k are values obtained from the slip characteristics specific to the tire used as shown in Fig. 8, μ=F/N (F: driving force, N: ground contact load) k=μ/s (S; slip rate).
Ff＝μNf＝kSfNf ……(4)
Fr＝μNf＝kSrNr ……(5)
Sf＝Rfωf−Vf／Vr ……(6)
Sr＝Rrωr−Vr／Vr ……(7)
更に、フロントおよびリヤギヤ比（プロペラシ
ヤフト／ハーフシヤフト）をGf、Gr、フロント
およびリヤ側のプロペラシヤフトの各速度をnf、
nrとそれぞれすると、トルクと角回転速度の関係
は、次の式で表わすことができる。 F f ＝μN f ＝kS f N f ……(4) F r ＝μN f ＝kS r N r ……(5) S f ＝R f ω f −V f ／V r ……(6) S r = R r ω r −V r /V r ...(7) Furthermore, the front and rear gear ratios (propeller shaft/half shaft) are G f , G r , and the respective speeds of the front and rear propeller shafts are n f ,
The relationship between torque and angular rotational speed can be expressed by the following formula.
Tf＝RfFf／Gf ……(8)
Tr＝RrFr／Gr ……(9)
nf＝Gfωf ……(10)
nr＝Grωr ……(11)
式(4)，(6)、(8)、(10)から
Tf＝kNf（Rf／Gf）（Rf／Gf）nf−Vf／Vf ……(12)
式(5)、(7)、(9)、(11)から
Tr＝kNf（Rr／Gr）（Rr／Gr）nr−Vr／Vr ……(13)
式(12)から
〔Tf＋kNf（Rf／Gf）〕Vf＝kNf（Rf／Gf）2nf ……(14)
式(13)から
〔Tr＋kNr（Rr／Gr）〕Vr＝kNr（Rr／Gr）2nr ……(15)
フロントとリヤの車体速度比ｔは、
ｔ＝Vf／Vr ……(16)
で表わすことができる。式(14)、(15)、(16)から
ｔ＝Tf＋kNf（Rf／Gf）／Tr＋kNr（Rf／Gf）＝Nf（Rf／
Gf）2nf／Nr（Rf／Gf）2nr……(17)
リヤトルクと各回転速度との関係は、式(3)、(17)
から次のように表わすことができる。 T f ＝R f F f ／G f ……(8) T r ＝R r F r ／G r ……(9) n f ＝G f ω f ……(10) n r ＝G r ω r … …(11) From equations (4), (6), (8), and (10), T f =kN f (R f /G f ) (R f /G f )n f −V f /V f … (12) From equations (5), (7), (9), and (11), T r =kN f (R r /G r ) (R r /G r )n r −V r /V r ...( 13) From equation (12), [T f + kN f (R f / G f )] V f = kN f (R f / G f ) 2 n f ...... (14) From equation (13), [T r + kN r (R r /G r )]V r =kN r (R r /G r ) 2 n r ...(15) The front and rear vehicle speed ratio t is t = V f /V r ...(16) It can be expressed as From equations (14), (15), and (16), t=T f +kN f (R f /G f )/T r +kN r (R f /G f )=N f (R f /
G f ) 2 n f /N r (R f /G f ) 2 n r ...(17) The relationship between rear torque and each rotation speed is expressed by formulas (3) and (17)
can be expressed as follows.
tNr（Rr／Gr）2nr〔１−ｕ／ｕTr＋kNf（Rf／Gf）〕
＝Nf（Rf／Gf）2nf〔Tr＋kNr（Rr／Gr）〕
〔ｔ１−ｕ／ｕNr（Rr／Gr）2nr−Nf（Rf／Gf）2nf〕
Tr＝kNfNr（RfRr／GfGr）〔（Rf／Gf）nf−ｔ（Rf／Gf
）nr〕
∴Tr＝kNfNr（RrRr／GrGr）〔（Rf／Gf）nf−ｔ（Rr
／Gr）nr〕／〔ｔ１−ｕ／ｕNr（Rf／Gf）2nr−Nf（Rf
／Gf）2nf〕……(18)
リヤトルクと前後輪の回転速度差をΔoの関係
は次のように示すことができる。 tN r (R r /G r ) 2 n r [1-u/uT r +kN f (R f /G f )]
=N f (R f /G f ) 2 n f [T r +kN r (R r /G r )] [t1-u/uN r (R r /G r ) 2 n r −N f (R f / G f ) 2 n f ]
T r =kN f N r (R f R r /G f G r ) [(R f /G f )n f −t (R f /G f
)n r ] ∴T r =kN f N r (R r R r /G r G r ) [(R f /G f )n f −t(R r
/G r )n r ]/[t1-u/uN r (R f /G f ) 2 n r −N f (R f
/G f ) 2 n f ]...(18) The relationship between the rear torque and the rotational speed difference between the front and rear wheels, Δo, can be expressed as follows.
Δo＝nf−nr ……(19)
∴nr＝nr−Δo ……(20)
式(18)、(20)より
Tr＝kNfNr｛RfRr／GfGr｝〔｛Rf／Gf｝−ｔ｛Rr／Gr
｝〕nf＋ｔ｛Rr／Gr｝Δo／〔１−ｕ／ｕtNr｛Rr／Gr｝
2−Nf｛Rf／Gf｝2〕nf−１−ｕ／ｕtNr｛Rr／Gr｝2Δo
∴Tr＝kNf｛Rf／Gf｝ｕ〔｛RfGr／RrGf｝−ｔ〕nf＋t
Δn／〔ｔ（１−ｕ）−｛Nf／Nr｝｛RfGr／RrGf｝2ｕ〕
nf−ｔ（１−ｕ）Δo……(21)
従つて、車両の走行条件（例えば車速やコーナ
リング）に応じて予め設定した目標リヤトルク配
分率ｕを一定とするには、前後輪回転速度差Δo、
フロント側プロペラシヤフト角速度nfおよび車体
速度比ｔを測定し、上記式（21）１あてはめ、リ
ヤ側トルクTrを得られた値とすればよい。なお、
舵角を一定にした場合、および車速を一定にした
場合の上記式（21）から得られたリヤ側トルク
Trと回転速度差Δoの関係を第１図、第２図に示
した。 Δ o ＝n f −n r ……(19) ∴n r ＝n r −Δ o ……(20) From equations (18) and (20), T r ＝kN f N r ｛R f R r ／G f G r } [{R f /G f }−t{R r /G r
}]n f +t{R r /G r }Δ o /[1-u/utN r {R r /G r }
2 −N f {R f /G f } 2 ]n f −1−u/utN r {R r /G r } 2 Δ o ∴T r =kN f {R f /G f }u [{R f G r /R r G f }−t〕n f +t
Δn/[t(1-u)-{N f /N r }{R f G r /R r G f } 2 u]
n f −t (1 − u) Δ o ... (21) Therefore, in order to keep the target rear torque distribution ratio u set in advance according to the vehicle running conditions (e.g. vehicle speed and cornering) constant, the rotation of the front and rear wheels must be Speed difference Δ o ,
The front propeller shaft angular velocity n f and the vehicle body speed ratio t may be measured, and the above equation (21) 1 may be applied to obtain the rear torque T r . In addition,
Rear side torque obtained from the above formula (21) when the steering angle is constant and the vehicle speed is constant
The relationship between T r and rotational speed difference Δ o is shown in Figures 1 and 2.
なお、前輪の間隔をb1、後輪の間隔をb2、前後
輪の間隔をｌ、転舵状態の内側の前輪の舵角を
α1、外側の前輪の舵角をα2、回転中心から内側お
よび外側の前輪および内側および外側の後輪への
距離をそれぞれR1、R2、R3、R4とすると、車体
速度比ｔは次のように表わすことができる。 In addition, the distance between the front wheels is b 1 , the distance between the rear wheels is b 2 , the distance between the front and rear wheels is l, the steering angle of the inside front wheel in the steered state is α 1 , the steering angle of the outside front wheel is α 2 , and the center of rotation is If the distances from t to the inner and outer front wheels and the inner and outer rear wheels are respectively R 1 , R 2 , R 3 , and R 4 , the vehicle speed ratio t can be expressed as follows.
R1＝ｌ／sinα1，R2＝ｌ／sinα2，
R3＝ｌ／tanα1＋b1−b2／２，R4＝ｌ／tanα2−b1−
b2／２
ｔ＝Vf／Vr＝R1＋R2／R3＋R4＝１／sinα1＋
１／sinα2／１／sinα1＋１／sinα2＝sinα1＋sinα2
／sin（α1＋α2）……(22)
従つて、舵角がわかれば、車体速度比ｔは知る
ことができる。 R 1 = l/sinα 1 , R 2 = l/sin α 2 , R 3 = l/tanα 1 + b 1 − b 2 /2, R 4 = l/tan α 2 − b 1 −
b 2 /2 t=V f /V r =R 1 +R 2 /R 3 +R 4 =1/sinα 1 +
1/sinα 2 /1/sinα 1 +1/sinα 2 = sinα 1 + sinα 2
/sin(α 1 +α 2 )...(22) Therefore, if the steering angle is known, the vehicle speed ratio t can be known.
前後輪回転速度差が所定値以下のときの伝達トル
ク量の制御の禁止について
上記動力伝達手段としては、例えばクラツチ機
構が用いられるが、クラツチ機構においては、よ
く知られているようにその締結力が弱いときに
は、その締結力と伝達トルク量が比例せず、制御
が不安定となるおそれがある。一方、前後輪回転
速度差が所定値以下のときには、上記クラツチ機
構の締結力が弱く、その締結力と伝達トルク量が
比例しない領域であることが考えられる。そこで
本発明においては、前後輪回転速度差が所定値以
下のときには、伝達トルク量の制御を禁止し、全
体としての制御が不安定となることを防止したの
である。Regarding prohibition of controlling the amount of transmitted torque when the rotational speed difference between the front and rear wheels is less than a predetermined value.For example, a clutch mechanism is used as the above-mentioned power transmission means, but as is well known, the tightening force of the clutch mechanism When the torque is weak, the tightening force and the amount of transmitted torque are not proportional, and there is a risk that the control may become unstable. On the other hand, when the rotational speed difference between the front and rear wheels is less than a predetermined value, it is considered that the engagement force of the clutch mechanism is weak and the engagement force is not proportional to the amount of transmitted torque. Therefore, in the present invention, when the rotational speed difference between the front and rear wheels is less than a predetermined value, control of the amount of transmitted torque is prohibited to prevent the overall control from becoming unstable.
（発明の効果）
以上説明した構成の本発明の４輪駆動車の伝達
トルク制御装置においては、エンジンの出力トル
クが変化したとしても、前後輪回転速度差、車速
および車体速度比を測定し、これらの測定値に基
づいて動力伝達手段のトルク伝達量を制御するだ
けで、前後輪のトルク配分比を一定維持にするこ
とができ、従つて高価なトルクセンサ等を用いる
ことなく高精度な前後輪のトルク配分制御が行な
える。(Effects of the Invention) In the transmission torque control device for a four-wheel drive vehicle of the present invention having the configuration described above, even if the output torque of the engine changes, the front and rear wheel rotational speed difference, vehicle speed, and vehicle body speed ratio are measured, By simply controlling the amount of torque transmitted by the power transmission means based on these measured values, it is possible to maintain a constant torque distribution ratio between the front and rear wheels. Torque distribution control between wheels can be performed.
また、本発明においては、前後輪の回転速度差
が所定値以下のときには、動力伝達手段のトルク
伝達量の制御を禁止し、すなわち２輪駆動とする
ようにしたので、制御が安定となるとともに、走
行抵抗の低減が図れ、また動力伝達手段の耐久性
が向上し、更には動力伝達手段における微小すべ
りによる振動防止が図れる。 Furthermore, in the present invention, when the rotational speed difference between the front and rear wheels is less than a predetermined value, control of the torque transmission amount of the power transmission means is prohibited, that is, two-wheel drive is set, so that the control becomes stable and It is possible to reduce running resistance, improve the durability of the power transmission means, and furthermore prevent vibrations caused by minute slips in the power transmission means.
（実施例）
以下、添付図面を参照しつつ本発明の好ましい
実施例による４輪駆動車の伝達トルク制御装置に
ついて説明する。(Embodiment) Hereinafter, a transmission torque control device for a four-wheel drive vehicle according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings.
第３図および第４図は、本発明の一実施例を示
すものである。第３図において、符号１はパワー
プラントを示し、このパワープラント１はエンジ
ンおよびトランスミツシヨン等からなつている。
このパワープラント１の出力軸２には、歯車列３
を介してフロント側プロペラシヤフト４が連結さ
れているとともに、動力伝達手段である油圧式可
変クラツチ５を介してリヤ側プロペラシヤフト６
が接続されている。フロント側プロペラシヤフト
４はフアイナルギヤユニツト７を介して前輪８に
リヤ側プロペラシヤフト６はフアイナルギヤユニ
ツト９を介して後輪１０にそれぞれ接続されてい
る。以上の構成において、クラツチ５へ加える作
動油の圧力を変化させて、クラツチ５の伝達トル
ク量を変化させ、これにより前後輪のトルク配分
比を調整する。 3 and 4 show an embodiment of the present invention. In FIG. 3, reference numeral 1 indicates a power plant, and this power plant 1 is composed of an engine, a transmission, and the like.
The output shaft 2 of this power plant 1 has a gear train 3.
The front propeller shaft 4 is connected to the rear propeller shaft 6 via a hydraulic variable clutch 5, which is a power transmission means.
is connected. The front propeller shaft 4 is connected to a front wheel 8 via a final gear unit 7, and the rear propeller shaft 6 is connected to a rear wheel 10 via a final gear unit 9. In the above configuration, the pressure of the hydraulic oil applied to the clutch 5 is changed to change the amount of torque transmitted by the clutch 5, thereby adjusting the torque distribution ratio between the front and rear wheels.
次に、第４図を参照しつつ、上記クラツチ５の
ための油圧制御系について説明する。図に示すよ
うに、油タンク１１内の作動油は、ポンプ１２に
よつて吸い上げられ、所定の圧力で吐出され、油
圧制御弁１３を介して、クラツチ５の作動油室５
ａに供給される。油圧制御弁１３は、制御ユニツ
ト１４で制御されて、その作動油圧が調整され
る。これによつて、クラツチ５の作動油室５ａへ
の作動油の圧力が調整され、クラツチ５の締結力
が制御される。 Next, the hydraulic control system for the clutch 5 will be explained with reference to FIG. As shown in the figure, the hydraulic oil in the oil tank 11 is sucked up by the pump 12 and discharged at a predetermined pressure, and then passed through the hydraulic control valve 13 to the hydraulic oil chamber 5 of the clutch 5.
supplied to a. The hydraulic control valve 13 is controlled by a control unit 14 to adjust its working hydraulic pressure. As a result, the pressure of the hydraulic oil in the hydraulic oil chamber 5a of the clutch 5 is adjusted, and the tightening force of the clutch 5 is controlled.
上記制御ユニツト１４には、車速を検出し、車
速信号Svを出力する車速センサ１５、舵角を検出
し、舵角信号Sαを出力する舵角センサ１６、お
よびフロント側およびリヤ側プロペラシヤフト
４，６の回転速度差Δoを検出し、速度差信号SΔo
を出力する速度差センサ１７が接続されている。
なお、上記車速センサ１５としては、フロント側
プロペラシヤフト４の回転速度を検出する回転速
度センサを用いることができる。また、回転速度
差Δoを求めるには、上記速度差センサを用いず
に、リヤ側プロペラシヤフト６の回転速度を検出
する回転速度センサを制御ユニツト１４に接続
し、該制御ユニツトで演算するようにしてもよ
い。 The control unit 14 includes a vehicle speed sensor 15 that detects the vehicle speed and outputs a vehicle speed signal Sv , a steering angle sensor 16 that detects the steering angle and outputs a steering angle signal Sα, and the front and rear propeller shafts 4. , 6 rotational speed difference Δ o is detected, and the speed difference signal SΔ o
A speed difference sensor 17 is connected to output the speed difference sensor 17.
Note that as the vehicle speed sensor 15, a rotational speed sensor that detects the rotational speed of the front propeller shaft 4 can be used. Furthermore, in order to obtain the rotational speed difference Δ o , instead of using the speed difference sensor, a rotational speed sensor that detects the rotational speed of the rear propeller shaft 6 is connected to the control unit 14, and the calculation is performed by the control unit. You can also do this.
制御ユニツト１４は、上記３つの信号Sv，Sα
およびSΔoを入力し、予め記憶している次のよう
な第１および第２の制御マツプM1，M2に従い制
御電流ｉを油圧制御弁１３に供給する。これらの
第１および第２制御マツプM1およびM2は、第１
図および第２図に示された特性図に基づいて定め
られたものであり、縦軸が制御電流ｉを、横軸が
回転速度差Δoを示している。第１制御マツプM1
は直進時用のものであり、車速が速くなるにつれ
て回転速度差大側に移動する複数本の制御線l1、
12、l3を備えている。一方、第２制御マツプM2
は、転舵時用のものであり、舵角が大きくなるに
つれて回転速度差大側に移動する複数本の制御線
l4、l5、l6を備えている。なお、各制御線l1、l2、
l3、l4、l5、l6ともに、回転速度差Δoが所定値
Δop1、Δop2、Δop3、Δop4、Δop5、Δop6以上になつ
たときにはじめて制御電流ｉが出るように設定さ
れており、クラツチ５の伝達トルクが不安定とな
るような作動油圧力とする電流ｉは発生しないよ
うになつている。 The control unit 14 receives the three signals S v and Sα
and SΔo , and a control current i is supplied to the hydraulic control valve 13 according to the following first and second control maps M 1 and M 2 stored in advance. These first and second control maps M 1 and M 2 are
It is determined based on the characteristic diagram shown in FIG. First control map M 1
is for straight-line driving, and as the vehicle speed increases, multiple control lines l 1 move toward the side where the rotational speed difference is larger.
1 2 , L 3 . On the other hand, the second control map M 2
is for steering, and has multiple control lines that move toward the larger rotational speed difference as the steering angle increases.
It has l 4 , l 5 and l 6 . In addition, each control line l 1 , l 2 ,
For l 3 , l 4 , l 5 , and l 6 , the control current i is output only when the rotational speed difference Δ o exceeds the predetermined value Δ op1 , Δ op2 , Δ op3 , Δ op4 , Δ op5 , Δ op6 The current i is set such that the current i that causes the hydraulic oil pressure to become unstable in the transmission torque of the clutch 5 is not generated.
次に、上記伝達トルク制御装置の作動について
説明する。 Next, the operation of the transmission torque control device will be explained.
制御ユニツト１４は、まず各センサ１５，１
６，１７から車速信号Sv、舵角信号Sαおよび回
転速度差信号SΔoを入力し、舵角信号Sαから直進
状態か転舵状態かを判断し、直進状態のときには
第１制御マツプM1を、転舵状態のときには第２
制御マツプM2をそれぞれ読み出す。まず、直進
状態のときの制御について説明すると、上記車速
信号Svに応じて第１制御マツプM1から適切な制
御線l1、l2またはl3を選択し、回転速度差信号SΔo
をこの制御線に照して制御電流ｉを決定する。こ
の制御電流ｉは、油圧制御弁１３に供給され、こ
の油圧制御弁１３は、この制御電流ｉに応じて、
該電流ｉに比例した圧力Ｐの作動油をクラツチ５
に供給する。クラツチ５は、この作動油の圧力Ｐ
に応じた圧力で締結され、その締結圧力に比例し
たトルクTrリヤ側プロペラシヤフト６に伝達す
る。 The control unit 14 first controls each sensor 15, 1.
The vehicle speed signal S v , the steering angle signal Sα and the rotational speed difference signal SΔ o are inputted from 6 and 17, and it is determined from the steering angle signal Sα whether it is a straight-ahead state or a steered state, and when it is a straight-ahead state, the first control map M 1 is input. , when the steering is turned, the second
Read each control map M2 . First, to explain the control when the vehicle is traveling straight, an appropriate control line l 1 , l 2 or l 3 is selected from the first control map M 1 according to the vehicle speed signal S v , and the rotational speed difference signal SΔ o
The control current i is determined by referring to this control line. This control current i is supplied to the hydraulic control valve 13, and the hydraulic control valve 13 operates according to the control current i.
A hydraulic oil with a pressure P proportional to the current i is applied to the clutch 5.
supply to. The clutch 5 is operated by the pressure P of this hydraulic oil.
A torque T r proportional to the tightening pressure is transmitted to the rear propeller shaft 6.
一方転舵状態のときには、上記舵角信号Sαに
応じて第２制御マツプから適切な制御線l4，l5ま
たはl6を選択し、回転速度差信号SΔoをこの制御
線に照して制御電流ｉを決定し、以下、上記と同
様の制御を行なう。以上により、回転速度差Δo
を知つて、後輪のトルク配分率ｕを一定に維持す
る。また、回転速度差Δoが上記Δop1、Δop2、
Δop3、Δop4、Δop5、Δop6より小さいときには、電
流ｉは供給されず、従つてこの場合には前輪駆動
となる。なお、後輪のトルク配分率ｕは車両の諸
元に応じて予め設定した固定値あるいは車両の走
行条件に応じて変更される値とすることができ
る。また、上記制御は、制御マツプを用いて制御
電流ｉを求める形式のものについて説明したが、
演算によつて求める形式のものであつてもよい。 On the other hand, in the steering state, an appropriate control line l 4 , l 5 or l 6 is selected from the second control map according to the steering angle signal Sα, and the rotational speed difference signal SΔ o is compared with this control line. The control current i is determined, and the same control as above is performed thereafter. As a result of the above, the rotational speed difference Δ o
Knowing this, the torque distribution ratio u of the rear wheels is maintained constant. In addition, the rotational speed difference Δ o is the above Δ op1 , Δ op2 ,
When it is smaller than Δ op3 , Δ op4 , Δ op5 , Δ op6 , no current i is supplied, so that in this case there is front wheel drive. Note that the torque distribution ratio u of the rear wheels can be a fixed value that is preset according to the specifications of the vehicle, or a value that is changed according to the driving conditions of the vehicle. Furthermore, although the above control has been explained in the form of determining the control current i using a control map,
It may also be of the form determined by calculation.
また、上記実施例においては、フロント側プロ
ペラシヤフト４をパワープラント１の出力軸２に
常に連結させ、リヤ側プロペラシヤフト６と出力
軸２の間にクラツチ５を設けたものについて説明
したが、これを逆にしてもよく、更に、第７図に
示すように２つ目のクラツチ２０および歯車列２
１を出力軸２とフロント側プロペラシヤフト４の
間に設けて、直結するプロペラシヤフトを選択で
きるようにしてもよい。なお、この場合には、第
２の油圧制御弁２２を設ける必要がある。 Further, in the above embodiment, the front propeller shaft 4 is always connected to the output shaft 2 of the power plant 1, and the clutch 5 is provided between the rear propeller shaft 6 and the output shaft 2. may be reversed, and the second clutch 20 and gear train 2 may be reversed as shown in FIG.
1 may be provided between the output shaft 2 and the front propeller shaft 4 so that the propeller shaft to be directly connected can be selected. Note that in this case, it is necessary to provide the second hydraulic control valve 22.
第１図は、トルク配分率一定、舵角一定とした
ときの伝達トルクTr−回転速度差Δo特性を示す
グラフ、第２図は、トルク配分率一定、車速一定
としたときの伝達トルクTr−回転速度差Δo特性
を示すグラフ、第３図は、４輪駆動車の駆動系を
示す概略図、第４図は、本発明の一実施例による
伝達トルク制御装置の概略図、第５図およず第６
図は、それぞれ上記伝達トルク制御装置における
伝達トルク制御に用いられる第１および第２制御
マツプを示すグラフ、第７図は、本発明の他の実
施例による伝達トルク制御装置の概略図であり、
第８図は、タイヤ固有のスリツプ特性を示す特性
図である。
１……パワープラント、２……出力軸、４……
フロント側プロペラシヤフト、５……クラツチ、
６……リヤ側プロペラシヤフト、１３……油圧制
御弁、１４……制御ユニツト。
Figure 1 is a graph showing the transmission torque T r -rotational speed difference Δ o characteristics when the torque distribution ratio is constant and the steering angle is constant. Figure 2 is the transmission torque when the torque distribution ratio is constant and the vehicle speed is constant. A graph showing T r -rotational speed difference Δ o characteristics, FIG. 3 is a schematic diagram showing a drive system of a four-wheel drive vehicle, FIG. 4 is a schematic diagram of a transmission torque control device according to an embodiment of the present invention, Figures 5 and 6
The figures are graphs showing first and second control maps respectively used for transmission torque control in the transmission torque control device, and FIG. 7 is a schematic diagram of a transmission torque control device according to another embodiment of the present invention.
FIG. 8 is a characteristic diagram showing the slip characteristics specific to the tire. 1...Power plant, 2...Output shaft, 4...
Front propeller shaft, 5...clutch,
6... Rear propeller shaft, 13... Hydraulic control valve, 14... Control unit.
Claims (1)
ぞれ伝達するトルク伝達経路の少なくとも一方
に、トルク伝達量可変の動力伝達手段が設けら
れ、この動力伝達手段を可変制御して前後輪への
トルク配分を制御する４輪駆動車の伝達トルク制
御装置であつて、車速を検出する車速検出手段、
舵角を検出する舵角検出手段、前後輪回転速度差
を検出する回転速度差検出手段、および前記３つ
の検出手段からの出力信号を受け、前記３つの検
出手段から出力信号に基づき、前後輪トルク配分
比が常に所望の一定の配分比になるように、前記
動力伝達手段のトルク伝達量を制御するととも
に、前記回転速度差検出手段からの出力信号が所
定値以下のとき前記動力伝達手段のトルク伝達量
の制御を禁止する制御手段を備えた４輪駆動車の
伝達トルク制御装置。1 At least one of the torque transmission paths that transmits torque from the power plant to the front and rear wheels is provided with a power transmission means that can vary the amount of torque transmission, and this power transmission means is variably controlled to control torque distribution to the front and rear wheels. A transmission torque control device for a four-wheel drive vehicle, comprising vehicle speed detection means for detecting vehicle speed;
A steering angle detection means for detecting a steering angle, a rotational speed difference detection means for detecting a difference in rotational speed of the front and rear wheels, and output signals from the three detection means are received, and based on the output signals from the three detection means, the front and rear wheels are detected. The amount of torque transmitted by the power transmission means is controlled so that the torque distribution ratio always becomes a desired constant distribution ratio, and when the output signal from the rotational speed difference detection means is below a predetermined value, the power transmission means A transmission torque control device for a four-wheel drive vehicle, comprising a control means for prohibiting control of torque transmission amount.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19104085A JPS6253233A (en) | 1985-08-30 | 1985-08-30 | Transmitted torque control device for four-wheel drive vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19104085A JPS6253233A (en) | 1985-08-30 | 1985-08-30 | Transmitted torque control device for four-wheel drive vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6253233A JPS6253233A (en) | 1987-03-07 |
| JPH0567443B2 true JPH0567443B2 (en) | 1993-09-24 |
Family
ID=16267885
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19104085A Granted JPS6253233A (en) | 1985-08-30 | 1985-08-30 | Transmitted torque control device for four-wheel drive vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6253233A (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63169327U (en) * | 1987-04-27 | 1988-11-04 | ||
| DE3733670C1 (en) * | 1987-10-05 | 1988-12-15 | Nukem Gmbh | Method and device for cleaning, in particular, disc-shaped oxidic substrates |
| JPH0639357A (en) * | 1992-07-24 | 1994-02-15 | Nitto Kogaku Kk | Washing method |
| JP6404040B2 (en) * | 2014-09-02 | 2018-10-10 | 三菱マヒンドラ農機株式会社 | Work vehicle |
-
1985
- 1985-08-30 JP JP19104085A patent/JPS6253233A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6253233A (en) | 1987-03-07 |
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| EXPY | Cancellation because of completion of term |