JP2576206B2 - Front and rear wheel differential control method for four-wheel drive vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial applications]

The present invention relates to a front-rear wheel differential control method for a four-wheel drive vehicle,
In particular, the present invention relates to an improvement of a front-rear wheel differential control method for a four-wheel drive vehicle in which a front-rear wheel differential control clutch can be released and slipped by a signal reflecting a vehicle running state.

[Prior art]

As a front-rear wheel differential control device for a four-wheel drive vehicle, any one of a two-wheel drive state and a four-wheel drive state can be switched by a differential control clutch. One that can be switched stepwise or continuously by a differential control clutch having a variable transmission capacity. A center differential device is provided between the front and rear wheels, and either the permission or prohibition of the differential is controlled by the differential control clutch. A center differential device is provided between the front and rear wheels, and the state of permission to restriction (including prohibition) of the differential is stepwise or continuously controlled by a differential control clutch having a variable transmission capacity. It has been proposed that the switchover can be performed automatically. When these front and rear wheel differential control devices are specifically controlled, a) during or after almost all traveling of the vehicle, the differential between the front and rear wheels is restricted or prohibited. It can be configured to release (or change the degree of restriction) as appropriate according to the running state.
Further, b) it is also possible to maintain a state in which the front and rear wheels can be differentially set in a normal state, and to limit the differential between the front and rear wheels according to the running state of the vehicle. In general, the effective radius of the front and rear wheels of the vehicle, even in non-emergency situations such as punctures, depends on the vehicle weight and load applied to the front and rear wheels, differences in tire air pressure and wear, differences in chain wear, etc. Even during daily driving, there may be slight differences. If the differential between the front and rear wheels is limited when the differential due to the difference in the effective radius of the tire occurs, a new slip is generated in the front and rear wheels due to the restriction, and the fuel consumption is reduced. Of the driving system, wear of the tires, reduction in the durability of the drive system due to power circulation, and the like. Conventionally, in view of such a point, in order to avoid the occurrence of a problem due to the execution of the differential limitation when the above-described non-negligible differential occurs, the state where the differential limitation can be permitted. A differential control device has been proposed in which it is determined whether or not there is, and as a result of this determination, it is determined that the state is not an allowable state.
030). The technique proposed in Japanese Patent Application Laid-Open No. 63-137030 discloses that, in order to determine whether or not the differential restriction is permissible, first, it is determined whether or not the running state of the vehicle is stable, and the vehicle is stable. Is determined, the differential between the front and rear wheels is temporarily released, the actual differential ratio is detected, and it is determined whether or not the detected differential ratio is a predetermined value or more. According to the specification of this application, the state in which the running state of the vehicle is stable is defined as, for example, when all the conditions that the vehicle speed is equal to or more than a predetermined value, the steering angle is equal to or less than a predetermined value, and the engine load is equal to or less than a predetermined value are satisfied. ing.

[Problems to be solved by the invention]

However, the technique proposed in the above-mentioned Japanese Patent Application Laid-Open No. 63-137030 does not focus on only the differential limitation particularly at high speed, so that it is inevitable to perform the differential limitation. If it is determined that the differential restriction is not in a state where it can be permitted, the configuration is such that the subsequent differential restriction is suppressed. That is, as described above, in order to determine whether or not the differential restriction is permissible,
It is necessary to wait until the vehicle running condition has stabilized, and therefore,
It is considered that the reason for waiting until the running state becomes stable is that, in some cases, it is expected that the differential limiting control which should be performed cannot be executed at all. However, as a result of such a configuration, the control for limiting the differential is executed until it is determined that the differential is not in an allowable state even during high-speed running. If the vehicle is not in a state in which it can be permitted, there is a risk that fuel economy will deteriorate, tires will be worn, the durability of the drive system will be reduced due to power circulation, etc. until the state is recognized.

[Object of the invention]

The present invention has been made in view of such a conventional problem, and focuses on the fact that the differential caused by the effective radius of the front and rear wheels becomes a problem particularly during high-speed running. An object of the present invention is to provide a front-rear wheel differential control method for a four-wheel drive vehicle capable of effectively preventing a problem caused by a difference in effective radius between front and rear wheels while enabling dynamic control to be performed as programmed. And

[Means for Solving the Problems]

The present invention relates to a front-rear wheel differential control apparatus for a four-wheel drive vehicle in which a front-rear wheel differential control clutch can be released and slipped by a signal reflecting a vehicle running state, as shown in FIG. A procedure for determining whether or not the vehicle is in a state in which differential restriction can be permitted; a procedure for detecting whether or not the vehicle speed is equal to or higher than a predetermined value; The above object is achieved by including a procedure for prohibiting the differential restriction until it is determined that the state is obtained.

Actions and effects of the present invention

In the present invention, when the vehicle speed is equal to or more than a predetermined value, that is, when the difference due to the effective radius of the front and rear wheels is equal to or greater than a vehicle speed that cannot be ignored, it is determined that a state in which the differential limitation can be permitted is determined. Is to suppress the differential limitation in principle. That is, when the vehicle speed is equal to or higher than the predetermined value, the differential restriction is executed only after confirming that the state is in a state where the differential restriction can be permitted. On the other hand, when the vehicle speed is equal to or lower than the predetermined value, the differential limiting control is executed at any time according to the predetermined program without checking the differential state of the front and rear wheels. This is because the operation caused by the difference between the effective radii of the front and rear wheels is almost negligible in a low-speed running state. As a result, firstly, various types of differential limiting control during low-speed running can be executed according to a predetermined program, and secondly, when differential due to the difference in effective radius between the front and rear wheels occurs, the differential It is possible to prevent the occurrence of inconvenience due to the restriction,
Then, after confirming that such a problem does not occur, by performing differential limiting even at high speeds,
Steering stability at high speed can be further improved. Note that, in the present invention, there is no particular limitation on what kind of state the vehicle is in when determining whether or not the state is in a state where differential restriction can be permitted.

【Example】

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 2 is a skeleton diagram showing a four-wheel drive device for a vehicle to which the embodiment of the present invention is applied. The four-wheel drive includes an engine 10, an automatic transmission 20, a center differential device 30, a front differential device 40, a transfer device 50, a rear differential device 60, a differential control clutch 70, a control device 80, And various input systems 90. The engine 10 is placed horizontally at the front of the vehicle. The output of the engine 10 is transmitted to the automatic transmission 20. The automatic transmission 20 includes a fluid torque converter 21 and an auxiliary transmission unit 22, and has a well-known configuration in which a hydraulic control unit 23 automatically switches between four forward speeds and one reverse speed. The highest speed (fourth speed) of the four forward speeds is an overdrive speed. The hydraulic control unit 23 includes a control device 80
It is controlled by the command. The power that has passed through the automatic transmission 20 is transmitted to the input gear 31 of the center differential device 30 via the output gear 24. The center differential device 30 includes a differential case 32 integrated with the input gear 31. A pinion shaft 33, two differential pinions 34 and 35, a rear wheel output side gear 36, and a front wheel output side gear 37 are attached to the differential case 32 by a well-known meshing configuration. The rear wheel output side gear 36 is connected to the transfer gear 51 of the transfer device 50. The front wheel output side gear 37 is connected to a hollow front wheel drive shaft 41. The front differential device 40 is mounted on the front wheel drive shaft.
A differential case is integrated with the differential case.
A pinion shaft 43, two differential pinions 44, 45, a left front wheel output side gear 46, and a right front wheel output side gear 47 are attached to the differential case 42 by a well-known meshing structure. A left front wheel axle 48 is connected to the left front wheel drive side gear 46, and a right front wheel axle 49 is connected to the right front wheel output side gear 47. On the other hand, the transfer device 50 includes a transfer gear 51 connected to the rear-wheel output side gear 36 of the center differential device 30, a driven pinion 52 meshed with the transfer gear 51, and a driven pinion 52.
And a transfer output rotating gear 54 that rotates integrally via the propeller shaft 53. Transfer output gear
54 is connected to a rear differential device 60. The rear differential device 60 includes a differential case 61 in which a ring gear meshing with the transfer output gear 54 is integrally formed. A pinion shaft 62, two differential pinions 63, 64, a left rear wheel output side gear 65, and a right rear wheel output side gear 66 are attached to the differential case 61 by a well-known meshing configuration. The left rear wheel output side gear 65 is connected to a left rear wheel axle 67, and the right rear wheel output side gear 66 is connected to a right rear wheel axle 68. The differential control clutch 70 connects the differential case 32 as an input member of the center differential device 30 and the front wheel drive shaft 41 as an output member of the center differential device 30 in a torque transmitting relationship. It is. The differential control clutch 70 mainly includes a wet type multi-plate clutch 71 and a hydraulic controller 72 for controlling the same. As shown in FIG. 3, a hydraulic servo unit 73 is attached to the multi-plate clutch unit 71. When the servo oil pressure is supplied to the oil chamber 74 of the hydraulic servo unit 73, the servo piston 75 moves rightward in the figure against the spring force of the return spring. As a result, the multi-plate clutch portion 71 is pressed, and the differential case 32 and the front wheel drive shaft 41 are connected in a torque transmitting relationship via the multi-plate clutch portion 71. Oil chamber 74
The transmission torque capacity is proportionally increased or decreased according to the increase or decrease of the servo hydraulic pressure supplied to the motor. The supply of servo hydraulic pressure to the oil chamber 74 of the hydraulic servo unit 73 is performed by the hydraulic control unit 72. Since the configuration of the hydraulic control unit 72 is unknown, it will be described in detail below. 4 to 7 show the configuration of the hydraulic control unit 72. In Figure 4-Figure 7, reference numeral 160 is pressure regulating valve, 190 is a first switching valve, 210 is a second switching valve, SD ₁ and SD ₂ These first, for switching the second switching valve 190,210 Each shows a solenoid valve. The pressure regulating valve 160 has a stepped spool 162. The pressure regulating valve 160 includes an inlet port 164, a drain port 165, first and second boost ports 166 and 168, a feedback port 170, and an outlet port 174. The line pressure supply oil passage 15 is connected to the inlet port 164 of the pressure regulating valve 160.
From 8, a general line oil pressure which increases or decreases according to the load of the engine 10 is always supplied. Also, the first boost port 166
Also, the line oil pressure is always supplied from the line oil pressure supply oil passage 158. On the other hand, the line pressure is selectively supplied to the second boost port 168 via a first switching valve 190 and a second switching valve 210 described later. The output oil pressure at the outlet port 174 is fed back to the feed back port 170 via an oil passage 176 having a throttle 178. The degree of communication of the inlet port 164 and the drain port 165 with the outlet port 174 of the pressure regulating valve 160 is controlled in accordance with the balance between the upward force and the downward force acting on the spool 162 in the drawing. By controlling the degree of communication, the inlet port 16
The line oil pressure from 4 is adjusted, this adjusted oil pressure,
That is, the modulated hydraulic pressure is taken out from the outlet port 174. The upward force acting on the spool 162 in the figure is generated by hydraulic pressure applied to the first boost port 166 and the second boost port 168. The downward force acting on the spool 162 in the figure is generated by the hydraulic pressure applied to the feedback port 170 and the spring force of the compression coil spring 172. When the line hydraulic pressure is supplied only to the first boost port 166, a modulating hydraulic pressure Pm ₂ having a hydraulic characteristic as shown in FIG. 8 is generated at the outlet port 174, and in addition to the first boost port 166, the second boost has Mojiyureto hydraulic Pm ₁ higher than the Mojiyureto hydraulic Pm ₂ (when the same Surotsutoru opening) is generated at the outlet port 174 when the even line pressure port 168 is supplied. The outlet port 174 of the pressure regulating valve 160 is connected to the first
It is connected to the second inlet port 194 of the switching valve 190. The first switching valve 190 causes the spool 192 to move up and down depending on whether hydraulic pressure is supplied to the pilot port 196,
The connection of the ports 194, 200, 202, 204, and 206 is switched. And summer to be selectively supplied depending on the opening and closing of the solenoid valve SD ₂ where the line pressure from the oil passage 184 is provided in the middle in the pilot port 196. Throttle 1 in the middle of oil passage 184
88 are provided. Thus, the solenoid valve SD ₂ is the OFF, the line pressure supply passage 15 when this is closed
Line hydraulic pressure from 8 passes through oil passage 184 and pilot port 19
Given to 6. The electromagnetic valve SD ₂ is the ON, this is the line oil pressure of the oil passage 184 when in the open state is drained, not given substantial hydraulic pressure in the pilot port 196. When hydraulic pressure is supplied to the pilot port 196, as shown in FIGS.
192 is moved downward in the figure against the spring force of the compression coil spring 198. Therefore, the first inlet port (port to which line oil pressure is supplied from the oil passage 182) 200 is closed, and the second inlet port (port to which the modulator oil pressure is supplied from the oil passage 180) 194 is connected to the first outlet port 202. And second
An outlet port 204 communicates with the drain port 206. On the other hand, when the hydraulic pressure is not supplied to the pilot port 196, as shown in FIGS. 6 and 7,
The spool 192 is moved upward in the figure by the spring force of the compression coil spring 198. Therefore, the first inlet port 200 and the first outlet port 202 communicate with each other, and the second inlet port 1
94 and the second outlet port 204 are communicated. The first outlet port 202 of the first switching valve 190 is connected to the first inlet port 214 of the second switching valve 210 by an oil passage 208. Also, the second outlet port 204 of the first switching valve 190 is
The second inlet port 220 of the second switching valve 210 is connected by the oil passage 226.
Is communicated to. The second switching valve 210 causes the spool 212 to move up and down depending on whether hydraulic pressure is supplied to the pilot port 216,
First and second inlet ports 214 and 220, first and second outlet ports
The ports 219, 222, and the drain port 224 are switched. An oil passage 228 is connected to the pilot port 216 of the second switching valve 210.
And summer as the line pressure is selectively supplied depending on the opening and closing of the solenoid valve SD ₁ provided on the way from. or,
A throttle 232 is provided in the middle of the oil passage 228. Thus, the solenoid valve SD ₁ is the OFF, which when in the closed state, line pressure line pressure from the oil supply passage 158 is an oil passage 228
Is supplied to the pilot port 216. In contrast, the electromagnetic valve SD ₁ is the ON, but when this is opened, the line pressure in the oil passage 228 is drained, not given substantial hydraulic pressure in the pilot port 216. When hydraulic pressure is supplied to the pilot port 116, as shown in FIG. 4 and FIG.
212 is moved downward in the drawing against the spring force of the compression coil spring 218. Therefore, the first inlet port 214 and the first outlet port 219 communicate with each other, and the second inlet port 220 communicates with the second outlet port 222. On the other hand, when the hydraulic pressure is not supplied to the pilot port 216, as shown in FIGS. 5 and 7,
The spool 212 is moved upward in the figure by the spring force of the compression coil spring 218. Therefore, the first outlet port 219 communicates with the drain port 224, and the second outlet port 222 communicates with the second inlet port 220. The first outlet port 219 of the second switching valve 210 is connected to the above-described second boost port 168 of the pressure regulating valve 160 via an oil passage 234. Also, the second outlet port 222 of the second switching valve 210
Is connected to an oil chamber 74 of the hydraulic servo unit 73 via an oil passage 236. Next, the operation of the hydraulic control unit 72 having the above configuration will be described. The hydraulic control unit 72 includes two solenoid valves SD
_The power supply to ₁ and SD ₂ is performed by being individually controlled by a control device 80 described later. Not be made energized in any of the solenoid valve SD ₁ and SD _2, when two electromagnetic valves SD ₁ and SD ₂ are summer and closed together is as shown in Figure 4, the first switching valve 190 Both the spool 192 and the spool 212 of the second switching valve 210 move downward. At this time, the second outlet port 222 of the second switching valve 210 is connected to the second outlet port 204 of the first switching valve 190 via the second inlet port 220 and the oil passage 226, and the second outlet port 204 is connected to the drain. It is communicated with the port 206. Therefore,
The hydraulic pressure supplied to the oil chamber 74 of the hydraulic servo unit 73, that is, the clutch hydraulic pressure Pc is drained, and Pc = 0. Only energization is performed to the solenoid valve SD _1, the solenoid valve SD ₂ is closed, when the state where the solenoid valve SD ₁ is open, as represented in FIG. 5, the first switching valve 190 The spool 192 is moved downward, and the spool 212 of the second switching valve 210 is moved upward. At this time, the second outlet port 222 of the second switching valve 210
Is connected to the outlet port 174 of the pressure regulating valve 160 via the first inlet port 214, the oil passage 208, the first outlet port 202 and the second inlet port 194 of the first switching valve 190, and the oil passage 180. As a result, from the second outlet port 222, the outlet port of the pressure regulating valve 160
The modulated hydraulic pressure generated at 174 is output. Since the second boost port 168 of the pressure regulating valve 160 is connected to the drain port 224 via the oil passage 234 and the first outlet port 219 of the second switching valve 210, the second boost port 168 of the pressure regulating valve 160 is connected to the second boost port 168 of the pressure regulating valve 160. No hydraulic pressure is supplied, and only the first boost port 166 is supplied with hydraulic pressure. Accordingly, the hydraulic pressure taken out from the outlet port 174 of the pressure regulating valve 160 at this time is
The lower hydraulic pressure Pm ₂ shown in FIG. 8 is used, and the lower hydraulic pressure Pm ₂ is supplied to the oil chamber 74 of the hydraulic servo unit 73 as the clutch hydraulic pressure Pc. Only the solenoid valve SD ₂ is energized, the solenoid valve SD ₂ opens,
When the solenoid valve SD ₁ is summer and closed, as shown in Figure 6, the spool 192 of the first switching valve 190 is moved upward, the spool 212 of the second switching valve 210 is moved downwardly Become like At this time, the second outlet port 222 of the second switching valve 210 is connected to the second inlet port 220, the oil passage 226, the second outlet port 204, the second inlet port 194 of the first switching valve 190,
And an outlet port 174 of the pressure regulating valve 160 via the oil passage 180. As a result, the modulated hydraulic pressure generated at the outlet port 174 of the pressure regulating valve 160 is output from the second outlet port 222. The second boost port 168 of the pressure regulating valve 160 is connected to the first inlet port 214 via the first outlet port 219 of the second switching valve 210 via the oil passage 234. This first inlet port 214
Is the first outlet port 20 of the first switching valve 190 via the oil passage 208
2 to the first inlet port 200. Therefore the second
The line hydraulic pressure is supplied to the boost port 168. As a result, a higher modulating oil pressure indicated by a symbol Pm _{1 in} FIG. 8 is generated at the outlet port 174 of the pressure regulating valve 160, and the higher modulating oil pressure Pm ₁ is used as the clutch oil pressure Pc in the oil chamber 74 of the hydraulic servo unit 73. Will be supplied to Both the solenoid valves SD ₁ and SD ₂ are turned off, and the solenoid valve S
When D ₁ and SD ₂ are both an open state, as shown in FIG. 7, as the spool 212 of the spool 192 and the second switching valve 210 of the first switching valve 190 is moved together upward Become. At this time, the second outlet port 2 of the second switching valve 210
The 22 is connected to the first outlet port 202 of the first switching valve 190 via the first inlet port 214 and the oil passage 208. Since the first outlet port 202 is in communication with the first inlet port 200, the line hydraulic pressure is directly supplied to the first outlet port 222. Accordance connexion, line pressure P _L is to be supplied to the oil chamber 74 of the hydraulic servo 73 as the clutch oil pressure Pc. With the above configuration, the solenoid valves SD ₁ and SD ₂ are switched as shown in the upper section of FIG. 8, so that the clutch hydraulic pressure Pc (= differential control force) of the differential control clutch 70 is changed according to the line pressure at that time. ) Can be controlled in four stages of “HIGH”, “MIDDLE”, “LOW” and “FREE”. Here, "FREE" is a hydraulic pressure that allows the differential control clutch 70 to be released and completely free differential is allowed, and "LOW" suppresses backlash in the drive train and absorbs the effects of fine road surface disturbances during normal driving. On the other hand, the hydraulic pressure that can turn freely without causing tight corner braking phenomenon, MIDDLE, is a stronger differential limit than LOW, such as controlling acceleration during starting acceleration. "HIGH" is a hydraulic pressure that can provide a sufficient differential limit, and a hydraulic pressure that can provide a stronger differential limit. Returning to the description of FIG. The control device 80 controls the hydraulic control units 23 and 72 according to each input signal from the input system 90. The control device 80 includes throttle opening information from a throttle opening sensor 91, manual shift range information on the automatic transmission 20 from a manual shift position sensor 92, front wheel speed information from a front wheel speed sensor 93, and rear wheel speed information. Rear wheel rotation speed information from a wheel rotation speed sensor 94, vehicle steering angle information from a steering angle sensor 95, braking information from a braking sensor 96,
Driver overdrive from O / D switch 97 (4th
(Gear) Information regarding permission for traveling is input. O / D
When the switch 97 is turned off, the automatic transmission 20 does not shift to the fourth speed, but shifts between the first to third speeds. The control device 80 also receives information regarding the warm-up state of the engine 10 from the cooling water temperature sensor 98. Until the warm-up of the engine 10 has not been completed yet, the automatic transmission 20 is not shifted to the fourth gear, but to the first gear to the third gear in order to promote the warm-up of the engine 10. A shift is performed between the gears. Further, information relating to the driver's request for the differential control state from the differential select switch 99 is also input to the control device 80. Differential Select Switch 99 is available for “FREE (free)” and “AU
Two modes of "TO (auto)" can be selected. In the FREE mode, the clutch hydraulic pressure Pc of the differential control clutch 70 is set to "FREE", that is, zero (differential permission).
In AUTO mode, the clutch hydraulic pressure Pc automatically changes to "FREE", "LOW", "MIDDLE", "HIG"
H "(see FIG. 8). According to a known method, the control device 80 automatically performs automatic shift control according to the manual shift range information and the front wheel rotation speed information or the rear wheel rotation speed information (vehicle speed information) and the throttle opening information in accordance with a predetermined shift pattern. A control signal for controlling the speed of the transmission 20 is output to the hydraulic control unit 23. In addition, the control device 80 is configured to control various driving states of the vehicle,
By controlling the solenoid valve SD ₁ and SD ₂ described above, by controlling the clutch oil pressure Pc of the differential control clutch 70 to the fourth stage, the most suitable differential (limited) to the running state at that time to generate a force. The clutch hydraulic pressure Pc is increased by 4 by controlling the solenoid valves SD ₁ and SD ₂
The configuration for controlling in stages is as described in detail above. Further, the control device 80 determines whether or not the high-speed differential can be permitted according to a control procedure described later. Even so, the clutch hydraulic pressure Pc of the differential control clutch 70 is controlled to be "LOW". FIG. 9 shows a schematic control procedure employed in the apparatus of the above embodiment. When the differential select switch 99 is in the AUTO mode state, control is performed to permit or limit the differential between the front and rear wheels according to various traveling states. At this time, since there are a plurality of sensors for detecting the traveling state, it is conceivable that the request for the differential permission and the request for the differential restriction are generated at the same time and interfere with each other. In this embodiment, to avoid this problem, the principle of priority is adopted. The principle of the priority is to assign a priority to each differential control, and to execute a differential control having a higher priority, and not to execute a differential control having a lower priority. For example, even when steering is performed during rough road running (during slip running), or when braking and steering are performed during rough road running, the control required in the differential control in which one of them is superior. Only run. As a result, occurrence of interference between the differential controls is prevented. In this embodiment, when none of the control conditions is satisfied, the differential control clutch 70 is programmed to be "LOW". The control procedure of FIG. 9 will be specifically described. At step 250, the state of the differential select switch 99 is determined. When the differential select switch 99 is in the FREE mode, the process proceeds to step 272, and the differential control clutch 7
0 is "FREE", that is, the differential permission state. If the differential select switch 99 is in the AUTO mode, the process proceeds to step 252. At step 252, it is determined whether or not the condition for executing the differential control during braking is satisfied. The differential control at the time of braking here means that the detection of the "braking state" and the differential of the center differential device 30 are permitted together with the detection of the "braking state" in order to prevent the deterioration of the steering performance due to the four-wheel lock especially on a road with a low friction coefficient. Control. Therefore, when this control condition is satisfied, the differential control clutch
Proceeding to step 272 to make 70 "FREE", the differential control clutch 70 is made "FREE". If the condition for executing the differential control during braking is not satisfied, the routine proceeds to step 254. In step 254, it is determined whether or not the execution condition of the forced release control of the differential control clutch 70 is satisfied. Here, the forced release control means that when the differential is limited, that is, when at least one of the solenoid valves SD ₁ and SD ₂ is turned on, the rotational speed difference between the front and rear wheels is a predetermined value. If the condition does not become less than or equal to a predetermined time, the solenoid valves SD ₁ , S
D ₂ together and OFF, refers to a control for the "FREE" differential control clutch 70. A plurality of sets of the predetermined value and the predetermined time are set according to the degree of differential limitation of the differential control clutch 70.
If the execution condition of this forced release control is satisfied,
Proceeding to 272, the differential control clutch 70 is set to "FREE". If the execution condition of forced release is not satisfied,
Go to 256. Here, it is determined whether the execution condition of the N → D shift control is satisfied. Here, the N → D shift control refers to N → D (N → D
When a shift is performed (including R, N → 2, N → L), the differential control clutch 70 is set to “LOW” for a predetermined time after detecting the N → D shift signal (step 270), and the predetermined time is When the idle switch is ON after elapse, the differential operation control clutch 70 is set to "HIGH" (step 266).
As a result, rattling noise or the like at the time of the N → D shift is reduced. If the condition for executing the N → D shift control is not satisfied, the routine proceeds to step 258. At step 258, it is determined whether or not the control condition of the slip control is satisfied. The slip control in this case means that when one of the front and rear wheels tries to depart, the front and rear wheels touch the road surface having a different friction coefficient, and the four wheels try to start while touching the low μ road, This is a control in which slip is suppressed by limiting the differential, and the vehicle starts smoothly. More specifically, this means a control for setting the differential control clutch 70 to "HIGH" when all of the following conditions are satisfied and the conditions are continued for a predetermined time. The smaller of the average rotation speed of the front wheels and the average rotation speed of the rear wheels is less than a predetermined value The difference between the rotation speeds of the front and rear wheels is more than a predetermined value The idle contact is OFF or the throttle opening is more than a predetermined value The average rotation speed of the front wheels and the rear If the larger one of the average rotational speeds of the wheels is equal to or less than a predetermined value, if all of the above conditions (1) to (4) are satisfied and the conditions have continued for a predetermined time, the process proceeds to step 266, where the differential control clutch 70 is set to "HIGH". You. If the condition for executing the slip control is not satisfied, the routine proceeds to step 260. At step 260, it is determined whether or not the condition for executing the high vehicle speed control is satisfied. The control at high vehicle speed here is the control according to the present invention. This control will be described later in detail with reference to FIG. If the high vehicle speed control execution condition is not satisfied, the process proceeds to step 262. In step 262, it is determined whether or not the execution condition of the start acceleration control is satisfied. Here, the start acceleration control means that the gear position of the automatic transmission 20 is the first speed.
Differential control clutch to stop the slip and obtain good acceleration when the gear is the gear and the throttle opening is more than the predetermined value
70 is "MIDDLE". Therefore, step 26
If the execution condition of the start acceleration control is satisfied in step 2, the process proceeds to step 268. If the control conditions for the start acceleration control in step 262 are not satisfied, the process proceeds to step 264. At step 264, it is determined whether or not the condition for executing the shift control is satisfied. Here, the shifting control refers to a control in which the differential control clutch 70 is set to “FREE” every time the shift is performed a predetermined number of times, and lubricating oil is periodically supplied to the friction surface of the differential control clutch 70.
If the execution condition is satisfied, the routine proceeds to step 272, where the differential control clutch 70 is set to "FREE". As a result of the execution of such a control flow, priorities are assigned to the respective controls, and when the execution condition of the differential control corresponding to the higher order is satisfied, the establishment of the differential control corresponding to the lower order is determined. Will not be done. As a result, a plurality of control commands are not simultaneously generated for the differential control clutch 70, and control interference is effectively prevented. Note that steps 250 to 2 are performed so that the control at the time of high vehicle speed of step 260 includes many steps shown in FIG. 10, for example.
The determination of the execution condition of each control of 64 and the execution of the control are not necessarily achieved by a simple flow as shown in FIG. Next, FIG. 10 shows a control flow focusing on the above-described high vehicle speed control (hereinafter referred to as the main control). This control flow is started by starting the engine. After initialization of data, flags, counts, and the like is performed in step 301, data necessary for various controls is input and calculated in step 303. With this data, the automatic transmission 20
Control of the gear stage, and the AU of the differential control clutch 70
Performs TO control (automatic control when the differential select switch 99 is in the AUTO mode). As the data to a particular input or operations to perform this control, the average rotational speed N _F of the front wheels, the average rotational speed of the rear wheels N _R, the vehicle speed (average rotational speed of the front and rear wheels) V, the front and rear wheels Rotational speed difference ΔN _FR or center differential device 3
There is differential speed .DELTA.N _M like at 0. Here, the rotational speed difference ΔN _FR between the front and rear wheels is calculated as an absolute value of N _F −N _R.
Since ΔN _FR and ΔN _M are in a proportional relationship, they can be substituted for each other. Further, in this embodiment, as an index for detecting the differential state of the front and rear wheels, but so as to detect the rotational speed difference .DELTA.N _FR of the front and rear wheels, instead of this, the differential rate N _F of the front and rear wheels / N may be used _R. As described above, when the differential ratio is used as an index for detecting the differential state, there is an advantage that it is not necessary to change the “predetermined value (%)” depending on the vehicle speed. On the other hand, in the case where the rotational speed difference ΔN _FR between the front and rear wheels is adopted as an index for detecting the differential state, as in the present embodiment, a predetermined time It is necessary to change the value (rotational speed) according to the vehicle speed at that time. However, when a small differential at high speed is a problem as in this control, the rotational speed difference is directly calculated as described above. The advantage is that the detection error can generally be reduced. In step 320, the differential select switch 99 is set to A
It is determined whether or not the vehicle is in the UTO mode. When the differential select switch 99 is in the AUTO mode, the priority (higher-order) AUTO of this control is given according to the flow of FIG.
Control is executed. Here, this is simply described as the differential control clutch “ON” in step 321. Next, the Gyotsu the determination of the flag F _A in step 322.
The flag F _A is the detection of the rotation speed difference .DELTA.N _FR of the front and rear wheels to be described later result, the .DELTA.N _FR predetermined value continuously for a predetermined period of time T ₁ .DELTA.N ₁
The value is set to 1 when the following is satisfied, and set to 0 otherwise. Since this flag F _A has been set to zero in the initialization, it is initially determined in step 322 that F _A = 0, and the flow proceeds to step 323. In step 323 the flag F _B is determined. "F differential control clutch 70 flag F _B in step 335 to be described later
It is set to 1 when the rotation speed difference ΔN _FR is investigated as “REE”, and is set to 0 otherwise. Since the F _B is the initialization to zero, initially proceeds from step 323 to step 334. Step 334 the vehicle speed V is equal to or greater than a predetermined vehicle speed V _2. The V ₂ is a threshold for determining whether a high vehicle speed or not, is set to, for example, 100km / h. V <, when a V _2, after was entering a port as it is subordinate AUTO controlled by low-speed traveling (step 338A in differential control clutch "ON"
Display) and return. Where there has been at V ≧ V ₂ are differential control clutch 7 proceeds to step 335 in that the high speed
0 is "FREE", in order to then proceed from step 323 to 324 side, and returns to set the flag F _B to 1 at step 336. Once the flag F _B is set to 1, the process proceeds to step 320 → step 324, the rotational speed difference .DELTA.N _FR predetermined value (predetermined amount)
Greater or not than .DELTA.N ₁ is determined. Speed difference ΔN _FR
If is greater than a predetermined value .DELTA.N ₁ Katsuta proceeds to step 339. If small and had flag F _C proceeds to step 325 is determined. Flag F _C is the timer T _A for the speed difference N _FR counts the duration of the predetermined amount .DELTA.N ₁ is smaller than state
Is set to 1 when is operating, and set to 0 otherwise. Therefore the flag F _C is also in the initialization zero initially is determined to zero, proceeds from step 325 to 345, the count of the timer T _A is started. Further, since the timer T _A is activated, the process returns to the F _C = 1 in step 346. Thereafter, if the state in which the rotational speed difference ΔN _FR is smaller than the predetermined amount ΔN ₁ continues, steps 324 and 325 are repeated.
It proceeds to the timer T _A to determine the predetermined time above T ₁ and the summer Taka. If T _A ≧ T ₁ , the process proceeds to step 341 and the vehicle speed V
There is judged the predetermined vehicle speed V ₃ or less and summer Taka. This predetermined vehicle speed V ₃ is set to a value slightly lower the threshold from the vehicle speed V ₂ of the foregoing for determining that ceases to be a high speed state, for example, 90 km / h. If V ≦ V ₃ to return as it is. On the other hand, when the rotational speed difference ΔN _FR is smaller than the predetermined amount ΔN ₁ , T
If there summer and _A ≧ T ₁ (YES at step 326) step 326
To 327, and set the differential control clutch 70 to "LOW". Thereafter the rotational speed difference at step 328 .DELTA.N _FR is smaller state has continued for a predetermined time T _1, the flag F _A and 1 in that it is determined that a condition that can allow differential limiting other words. Once the flag F _A is set to 1 at step 328, step after performing the upper AUTO control at step 321 and later 322
Proceeds to 329, the lower the vehicle speed V is containing "LOW" control at high speed in step 321A until equal to or less than a predetermined value V ₁ AUT
O control is freely executed and returned (Step 321)
In A, differential control clutch is displayed as “ON”). Therefore, the rotation speed difference ΔN _FR is not determined. Here, the predetermined value V ₁ was, is set to a threshold, for example 9km / h to determine the vehicle stop. In this sense,
This is because if the vehicle stops, there is a possibility that an operation of changing the effective radius of the tire, such as tire replacement, tire adjustment, or chain attachment, may be performed. If V ≤ V ₁ after F _A = 1, step 32
It proceeds 9 331, 332, and returns to the zero flag F _A and F _B. Consequently, if V ≧ V _2, becomes such that is, the high vehicle speed so that the determination of the rotational speed difference .DELTA.N _FR is performed again. Once F _A = 1 by such a control flow, V>
Never differential control clutch 70 is set to "FREE" for Yotsute .DELTA.N _FR detection to the control during the running at V _1, the differential control every time the condition of the sub connexion V ≧ V ₂ is satisfied Crutch 70 is "FR
A defect such as "EE" can be prevented. On the other hand, before F _A = 1, that is, the rotation speed difference ΔN _FR <
Before the state of .DELTA.N ₁ is continued for a predetermined time above T _1, step
If it is determined at 324 that ΔN _FR ≧ N ₁ even once, step 33
Count of the timer T _A proceeds to 9 is reset, the flag F _C in the sense that to reset the T _A at step 340 is reset to zero. This is unless the rotation speed difference ΔN _FR is determined to be equal to or less than the predetermined amount ΔN ₁ for the predetermined time T ₁ continuously.
This is because it is difficult to determine that the differential restriction is in an acceptable state. In the case it becomes such V ≦ V ₃ at step 341 before the F _A = 1, the process proceeds from step 341 to step 343, the differential control clutch 70 again "ON" state (subordinate AUTO control state) It has become so. That is, the operation of detecting ΔN _FR is stopped here. This is because when the vehicle speed has fallen below a predetermined value V _3, for a high vehicle speed is when ceased in the state, even if the if the effective radius of the tire of the front and rear wheels were different from one somewhat negligible the influence Because it is so small. Accordingly, the lower AUTO control (FIG. 9) that does not include the "LOW" control at the time of high vehicle speed is freely executed (the upper AUTO).
The control is executed in step 321). In step 343, only the differential control clutch "ON" is displayed. Step 34
Vehicle speed 1 is reset to the flag F _B is zero to indicate that "FREE" Control of the differential control clutch 70 according to the control case has decreased and less than the predetermined value V ₃ has come in non-execution (step 344). Slave connexion, from the next flow advances to step 334 again step 323, the vehicle speed V is the detection of the rotational speed difference .DELTA.N _FR again from summer and a predetermined value V ₂ or more is resumed. According to this embodiment, in a high vehicle speed state (V ≧ V ₂ state), a slight difference in the effective radius of the front and rear wheels becomes apparent as a large differential, so that the durability of the drive system due to power circulation is improved. In order to prevent deterioration in fuel economy or to improve fuel efficiency, the differential control clutch 70
E ". Therefore, even if the vehicle enters high-speed running in a state where the front and rear wheels have different effective radii, it is possible to prevent a reduction in durability of the drive system and a decrease in fuel efficiency due to power circulation. Further, the differential control clutch 70 is set to “FREE”, and the actual differential state of the front and rear wheels is detected. As a result, the state where the rotational speed difference ΔN _{FR of the} front and rear wheels is smaller than a predetermined amount ΔN ₁ is determined for a predetermined time T _1. When it is confirmed that the operation has been continued over the above, there is no particular problem in the durability and fuel efficiency of the drive system even at a high vehicle speed.
It can be switched to the standard state "LOW" again. As a result, further steering stability can be secured. Further, when the vehicle speed is lower than the predetermined value V _2, without having to investigate the differential state of the front and rear wheels, various differential limiting control is executed as programmed. Further, in the present embodiment, when it is determined that the differential limitation is in an allowable state once (when F _A = 1)
Because until the vehicle speed reaches the predetermined value V ₃ below near the stop is not to perform the "FREE" operation for differential state detection, performing fully the "LOW" control at high speeds Can be done.

[Brief description of the drawings]

FIG. 1 is a flowchart showing the gist of the present invention, FIG. 2 is a skeleton diagram showing a power transmission system of a four-wheel drive vehicle to which the present invention is applied, and FIG. 3 is a differential diagram of a center differential gear device. 4 to 7 are hydraulic circuit diagrams for generating a hydraulic pressure to be supplied to a hydraulic servo unit of the differential control clutch, and FIG. FIG. 9 is a diagram showing characteristics of a hydraulic pressure generated by a hydraulic circuit and an ON / OFF state of a solenoid valve for realizing the hydraulic characteristics. FIG. 9 schematically shows a control procedure employed in the above embodiment. FIG. 10 is a flowchart showing the above control procedure in more detail focusing on high vehicle speed control (control according to the present invention). 10 ... Engine, 20 ... Automatic transmission, 30 ... Center differential device, 40 ... Front wheel differential device, 50 ... Transfer device, 60 ... Rear wheel differential device, 70 …… Differential control clutch, 80 …… Control device, 90 …… Input meter, 93 …… Front wheel speed sensor, 94 …… Rear wheel speed sensor, 99 …… Differential select switch, V ……
Vehicle speed, V _{1 to} V ₃ ... Predetermined value, ΔN _FR ... Difference between front and rear wheels, ΔN ₁ .

Continued on the front page (72) Inventor Kojiro Kuramochi 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Shinya Nakamura 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Nobuyuki Kato 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation

Claims (1)

(57) [Claims] In a four-wheel drive vehicle front and rear wheel differential control method in which a front and rear wheel differential control clutch can be released and slipped by a signal reflecting a vehicle running state, the differential restriction can be permitted. A procedure for determining whether or not there is a vehicle, a procedure for detecting whether or not the vehicle speed is equal to or higher than a predetermined value. And a step of prohibiting the differential limitation. A method for differentially controlling front and rear wheels of a four-wheel drive vehicle.