TRACTION CONTROL SYSTEM FOR A FOUR-WHEEL DRIVE MOTOR VEHICLE

Abstract: A transmission control system includes torque distribution control unit 50, differential (20) and clutch (27). The clutch (27) acts between output members of the differential (20) whereby torque is transmitted to front and rear wheels at a distribution ratio determined by the torque transmitted through the clutch (27). The control unit (50) operates the clutch (27) so as to distribute the torque at a ratio in accordance with slipping of either of front wheels or rear wheels so as to reduce the torque applied to the slipping wheels. The control unit also responds to four wheel slip to depower the engine by closing the throttle (15).

Description: The present invention relates to a system for controlling the traction of wheels of a four-wheel (or all wheel) drive vehicle having a differential acting between the front and rear wheels. Such vehicles are commonly known as fixed or full time four wheel drive vehicles. In driving situations where the load applied to the front wheels differs from that applied to the rear wheels, a phenomena known as slipping is likely to occur; in which, the differential acts to distribute engine torque to the wheels under the lightest load. This is undesirable because the wheels under the lightest load will usually be skidding. In a four-wheel drive vehicle, slipping will occur either of front wheels or rear wheels, or of all four wheels. The slipping of front wheels or rear wheels can be prevented by locking the central differential. However, with the differential operation restrained, cornering ability deteriorates. Further, when the central differential is locked, slipping of the wheels can not be detected, so that it is impossible to control to automatically release the lock of the differential. Accordingly, the differential must be manually operated to release the lock. A torque distribution control system has been provided for controlling the distribution ratio of torque of the engine to front and rear wheels, when front wheels or rear wheels slip. For example, if the front wheels slip, the torque distribution control system operates to increase the torque applied to the rear wheels, so that slipping of front wheels is prevented. Thus, the vehicle can be driven round a corner with differential operation. However, although two-wheel slip can be prevented by controlling the torque distribution ratio, slip of all four wheel cannot be prevented by the torque distribution control. In order to restrain the slipping of four wheels, for example, the power of the engine is reduced. Japanese Patent Application Laid-Open 62-87630 discloses a traction control system. In this system in the event that the four drive wheels all spin it is necessary to reduce the engine power output in order to reduce the wheel speeds until the wheels cease to skid and effective traction is achieved. When the drive wheels spin at a low vehicle speed, reduction of the power of the engine is not allowed so as to ensure vehicle starting. However, in such a system, the power of the engine becomes unstable when starting the vehicle. Consequently the traction control is not performed, when starting and spinning of the wheels when starting can not be prevented. The state of the art also includes DE-A-34 27 725, with respect to which claim 1 of this document is precharacterised. An object of the present invention is to provide a traction control system for a four-wheel drive vehicle which can prevent slipping of four wheels and ensure the power stability of the engine. Accordingly the present invention is as defined in claim 1. Preferably the clutch is an oil hydraulic clutch having opposed friction disks and the central differential may be a planetary gear. Other objects and features of this invention will be understood from the following description with reference to the accompanying drawings. Fig. 1 is a schematic diagram showing a system according to the present invention. Fig. 2 shows a clock diagram of a control unit of the present invention; Fig. 3a is a graph showing desired degree of opening of the throttle valve in relation to the degree to which the accelerator pedal is depressed. Fig. 3b is a graph showing a correcting quantity in relation to an acceleration of a vehicle body; and Figs. 4a and 4b are flowcharts showing the operation of the control unit. Referring to Fig. 1 showing a power transmission system for a four-wheel drive vehicle, reference numeral 1 designates an engine mounted on a front portion of the vehicle. The power of the engine 1 is transmitted to a transfer device 3a through a torque converter 2 and an automatic transmission 3. In the transfer device 3a, rotation of an output shaft 4 of the transmission 3 is transmitted to a central differential 20. The central differential 20 is a planetary gear device and comprises a sun gear 21, a ring gear 22 having internal teeth, a carrier and planet pinions 23 rotatably supported on the carrier and engaged with the both gears 21 and 22. The carrier 24 is connected with the output shaft 4. The ring gear 22 is connected to a gear 5 rotatably mounted on the shaft 4 and in mesh with gear 6 having the same diameter as the gear 5 and fixedly mounted on a front drive shaft 7. The front drive shaft 7 is operatively connected to a front differential 8 so as to drive front wheels 10R and 10L through axles 9. On the other hand, the sun gear 21 is fixedly mounted on a rear drive shaft 11 so as to drive rear wheels 14R and 14L through a rear differential 12 and axles 13. Thus, the central differential 20 operates to distribute (hereinafter refered to as split) the torque of the engine at a ratio determined by the gear ratio thereof. The split torque is distributed to the front and rear wheels by the transfer device 3a as described hereinafter. The difference between speeds of front and rear wheels is absorbed by the central differential. In the present arrangement of the transmission system, since static load on front part of the vehicle is larger than that of rear part, the central differential 20 is adapted to transmit a large torque to the front wheels through the ring gear 22 having a large diameter and to transmit a smaller torque to the rear wheels through the sun gear 21 having a small diameter. In the system of the present invention, a torque split control device 25 is provided over the central differential 20. The torque split control device 25 includes gears 5 and 6, a bypass shaft 26 coaxially secured to the front drive shaft 7, a gear 29 secured to the rear drive shaft 11, and a gear 28 in mesh with the gear 29. The gears 28 and 29 are arranged to have a gear ratio which is slightly smaller than 1. The shaft 26 is connected to a hub 27a of an oil hydraulic clutch 27 and gear 28 is secured to a drum 27b of the clutch 27. The clutch has a plurality of disks secured to the hub 27a and drum 27b, respectively. The clutch 27 is arranged to transmit the torque from a higher speed disk side to a lower speed disk side. When pressurized oil is supplied to the clutch 27 from a hydraulic unit 30, a clutch torque is generated therein, thereby engaging the clutch 27. Since the drum 27b is rotated at a slightly smaller rate than the hub 27a, torque dependent on the clutch torque is transferred from the hub 27a to the drum 27b and to the rear wheels. Thus, torques T F and T R transmitted to the front and rear drive shafts 7 and 11 are respectively expressed as follows. T F = γ · Ti - T C T R = (1 - γ) · Ti + KT C where Ti is input torque transmitted to the central differential 20, γ is distribution ratio for the front wheels predetermined by the central differential 20, K is the gear ratio of gears 28, 29, and T C is the clutch torque. Accordingly, as the clutch torque T c increases, the distribution ratio for the front torque T F becomes smaller than the distribution ratio γ. On the other hand, the distribution ratio of the rear torque T R becomes larger than the ratio (1- γ). Thus, the torque distribution can be continuously varied. On a throttle valve 15 of the engine 1, an actuator 16 such as a motor is attached for electrically actuating the throttle valve. An electronic control system has left and right front wheel speed sensors 40L and 40R, left and right rear wheel speed sensors 41L and 41R, vehicle body acceleration sensor 42, accelerator pedal position sensor 43, throttle position sensor 44, and steering angle sensor 45. The vehicle body acceleration sensor 42 has a ground speed sensor and produces a vehicle body speed signal in accordance with the ground speed. A rotational speed sensor for the output shaft 4 of the transmission 3 may be used as a vehicle body acceleration sensor. A control unit 50 which is supplied with outputs of the sensors 40 to 45 produces an output signal which is applied to the hydraulic unit 30 to control oil pressure applied to the oil clutch 27, and to the actuator 16 to control the throttle valve 15. Referring to Fig. 2, the control unit 50 comprises a front wheel speed calculator 51 to which speeds N FL and N FR from the left and right front wheel sensors 40L and 40R are applied, and a rear wheel speed calculator 52 to which speeds N RL and N RR from the left and right rear wheel speed sensors 41L and 41R are applied. Front wheel speed N F and rear wheel speed N R are obtained from the following equations. N F = (N FL + N FR )/2 N R = (N RL + N RR )/2 The speeds N F and N R are fed to a vehicle wheel speed calculator 53 where the average speed N of the four wheels is calculated as follows. N = (N F + N R )/2 Front and rear wheel speeds NF and NR are applied to a slip condition deciding section 54 and a torque split controller 55, respectively. A steering angle λ detected by the steering angle sensor 45 is applied to the slip condition deciding section 54 where two-wheel slip is determined in accordance with a predetermined reference value ΔN S determined by the difference between wheel speeds NF and NR and the steering angle λ. In the section 54, slipping of front wheels is decided when NF-NR>ΔN S , and slipping of rear wheels is decided when NR-NF>ΔN S . Four wheels are slipping or gripping the road surface when |NF-NR|≦ΔN S . The section 54 produces a two-wheel slip signal which is applied to the torque split controller 55 and to a four-wheel slip/grip detector 56. The controller 55 provides a clutch pressure control signal in the form of pulses. A vehicle body acceleration G detected by the vehicle body acceleration sensor 42 and the wheel speed N from the vehicle wheel speed calculator 53 are applied to the four-wheel slip/grip detector 56. It is determined that all of four wheels are slipping, or are gripping the road surface without slipping when the two-wheel slip signals are not generated from the section 54, where there is no difference between the front-wheel speed and the rear-wheel speed. Accordingly, the four-wheel slip/grip detector 56 detects the four-wheel slip under the nonexistence of two-wheel slip signals. A difference ΔG between the acceleration G of the vehicle body and an acceleration G N of the vehicle wheels, which is a differential of the vehicle wheel speed N, is calculated (ΔG = G N - G) . When the difference ΔG is larger than a predetermined slip reference value ΔG S (ΔG ≧ ΔGS) , it is determined that the four wheels of the vehicle are slipping (ΔG S >0) . On the other hand, when the difference ΔG is smaller than a predetermined grip reference value ΔG S ′(ΔG≦ΔG S ′) , it is determined that the four wheels resume gripping of the road surface after the slipping (ΔG S '<0) . The four-wheel slip and grip may be determined in dependence on a difference ΔN between the vehicle wheel speed N and a vehicle body speed N G which is an integral of the acceleration G of vehicle body, predetermined slip reference value ΔN S and predetermined grip reference value ΔN s '′ in the same manner as the above described method. An accelerator pedal depressing degree  detected by the accelerator pedal position sensor 43 is applied to a desired throttle opening degree table 57 where a plurality of desired throttle opening degrees ϑd, which increase with the accelerator pedal depressing degree  as shown in Fig. 3a, are stored. The desired throttle opening degree ϑd is applied through a correcting section 59 to a throttle actuator operating quantity calculator 58, where the actual throttle opening degree from the sensor 44 is applied. The calculator 58 produces the throttle valve control signal in dependence on a deviation of the actual throttle opening degree ϑ from a corrected desired opening degree ϑd corrected by the correcting section 59. The desired throttle opening degree ϑd is corrected in the correcting section 59 in accordance with a signal from a four-wheel slip/grip detector 56. When a slip signal is applied to the correcting section 59, the desired throttle opening degree ϑd is decreased, and when a grip signal is applied after the slipping, the original desired throttle opening degree ϑd is restored. The correcting quantity is set in relation to the acceleratoin G of the vehicle body as shown in a graph Fig. 3b. If the four-wheel slip occurs when the acceleration G is small, assuming that slipping rate is large on account of the low friction coefficient µ of the road surface, the throttle opening degree is largely decreased to reduce the traction. The operation of the system is described hereinafter. When the drive range is selected, the output torque of the engine is transmitted through the torque converter 2 and the transmission 3 to the central differential 20 at which the torque is divided to the ring gear 22 and sun gear 21, for example at a ratio 60:40, in accordance with a static load of the vehicle. The divided torques are transmitted to front and rear drive shafts 7 and 11. At the same time, the torques are transmitted to hub 27a of the oil clutch 27 through gears 5, 6 and shaft 26 and to the drum 27b through gears 29 and 28, respectively. Since the speed of the drum 27b is reduced by the gear ratio between gears 29 and 28, the torque is transmitted from hub 27a of higher speed side to the drum 27b of lower speed side. Referring to Figs. 4a and 4b showing operation of the system, front wheel speed N F and rear wheel speed N R are calculated at calculators 51 and 52 at steps S1 and S2. The reference value ΔN S is obtained by ΔN S =f(λ) (step S3). Wheel speeds N F and N R are compared with the reference value ΔN S in the section 54 at steps S4, S5. When slipping of front or rear wheels is determined in accordance with N F -N R >ΔN S or N F -N R <ΔN S . The two-wheel slip signal is fed to the controller 55. In the torque split controller 55, the clutch pressure responsive to the slip condition is provided and the clutch pressure actuating signal is applied to the hydraulic control unit 30 for controlling the clutch torque in the clutch 27 (step S8). That is, when the front wheel speed N F is larger than the rear wheel speed N R in excess of the value ΔN S (N F -N R >ΔN S ) , the slipping of front wheels is decided at step S6. Thus, the clutch pressure in the clutch 27 is increased and the differential operation of the central differential 20 is limited. The value (NF-NR) is converged to the value ΔN S for cancelling the slip. To the contrary, when the value (N F -N R ) is smaller than the value ΔN S , slipping of rear wheels is decided at step S7. Thus, the clutch pressure is decreased for improving the differential operation of the central differential 20. Thus, the value (N F -N R ) is converged to the value ΔN S . The torque is split by the feedback control. If a difference between front and rear wheel speeds is equal to the value ΔN S (N F -N R =ΔN S ) , the traction control for preventing four-wheel slip is carried out. At a step S9, vehicle wheel speed N is calculated in dependence on the front wheel speed N F and the rear wheel speed N R , and at a step S10, vehicle wheel acceleration G N for example, is calculated. The difference ΔG between the wheel acceleration G N and vehicle body acceleration G is calculated at a step S11. At a step S12, it is determined whether flag indicating the four-wheel slip was set at the last program. If the flag is not set, the difference ΔG is compared with the predetermined slip value ΔG S at a step S13. When the difference ΔG is smaller than the value ΔG S , determining that the vehicle is steadily driven, the program goes to a step S14, where it is again determined if the flag is set or not. Since the flag is not set, the program proceeds to a step S15 where the desired throttle valve opening degree ϑd derived from the table 57 is fed to the actuator operating quantity calculator 58 without any correction. Accordingly, a control signal representing the operating quantity dependent on the desired degree ϑd and actual degree ϑ is applied to the actuator 16 of the throttle valve 15 so that the throttle valve is adjusted to the desired opening degree ϑd. When the acceleration G N of the vehicle wheels is much larger than the acceleration G of the vehicle body so that the difference ΔG is larger than the slip value ΔG S , it is determined that the four wheels of the vehicle are slipping. Accordingly, the flag is set at a step S16. Determining that the flag is set at the step S14, the program goes to a step S17, where the desired opening degree ϑd is reduced in the correcting section 59. The actuator operating quantity is calculated in dependence on the corrected desired opening degree ϑd′ and the corresponding signal is applied to the actuator 16. Consequently, the opening degree of the throttle valve 15 is decreased so as to decrease the torque of the engine 1, thereby reducing the vehicle wheel speed N and vehicle wheel acceleration G N . When the flag is detected at the step S12, the program goes to a step S18. Since the vehicle wheel acceleration G N is reduced at the previous program, the difference ΔG between the vehicle wheel acceleration G N and the vehicle body acceleration G is reduced. The difference ΔG is now compared with the predetermined grip value ΔG S '′. When the difference is larger, the four wheels are slipping so that the program proceeds to the step S17 through the step S14, repeating the afore-described operation. When the difference ΔG is smaller than the grip value ΔG S ′, it is determined that the four wheels grip the road surface. The flag is reset at a step S19. Accordingly, the program goes to the step S15 through the step S14, thereby terminating the correction in the correcting section 59. Thus, the throttle valve is controlled at the desired degree ϑd. In accordance with the present invention, two-wheel slip is controlled by the torque split control for distributing the torque between front and rear wheels. Thus, the two-wheel slip is prevented and stability for the power of the engine is ensured while driveability can be improved. Accordingly, the traction of the vehicle is decreased only at the four-wheel slip. Thus, each of the four wheels is equally and effectively prevented from slipping. While the presently preferred embodiment of the present invention has been shown and described, it is to be understood that this disclosure is for the purpose of illustration and that various changes and modifications may be made without departing from the appended claims.

Claims: A transmission control system for a four-wheel drive vehicle comprising front and rear power trains to distribute torque at a predetermined ratio to the front wheels (10) and rear wheels (14) of the vehicle, and a distribution control device including a clutch (27) and a clutch actuation-means (30) for actuating the clutch (27) to change the distribution ratio; detecting means for detecting driving conditions of the vehicle including the speeds of the front wheels (10) and rear wheels (14) and the acceleration of the vehicle body and for producing condition signals dependent on the detected conditions; a control unit (50) responsive to the condition signals and including a slip condition deciding section (54) for producing a two wheel slip signal when either one of the front or rear wheels are slipping, and a four wheel slip detector (56) responding, in the absence of the two wheel slip signal, by producing a four wheel slip signal when a difference (ΔG) between the sensed acceleration (G) of the vehicle body and an calculated acceleration (G N ) of the vehicle wheels obtained as a differential of the calculated average four wheel speed (N) exceeds a predetermined slip reference value (ΔG S ) or when a difference (ΔN) between the calculated average four wheel speed (N) and a calculated vehicle body speed (N G ) obtained as an integral of the sensed acceleration (G) of the vehicle body exceeds a predetermined slip reference value (ΔN S '), said control unit (50) responding to the two-wheel slip signal by operating the clutch actuator means (30) to reduce the torque applied to the slipping wheels, and said four wheel slip detecting means (56) responding to the four wheel slip to control a throttle actuator means (16) provided to reduce the degree of opening of a throttle valve (15) characterised in that there is provided a central differential (20) arranged to permanently couple the front and rear power trains for the distribution of torque therebetween and the clutch (27) acts between the output members of the differential (20) to re-distribute the torque to either of the front or rear wheels according to whichever is not slipping. A system according to claim 1 wherein the clutch (27) is an oil hydraulic clutch having opposed disks which operate to transmit torque according to the difference between speeds of the opposed disks and the actuating pressure applied to the clutch. A system according to claim 1 or claim 2 characterised in that the differential (20) is a planetary gear. A system according to any preceding claim characterised in that the four-wheel slip detecting means produces the four-wheel slip signal in dependence on the difference between the vehicle body acceleration (S) detected by a vehicle body accelerometer (42) and acceleration of the vehicle wheels calculated by the control unit (50) by differentiating the average vehicle wheel speed (N). A system according to claim 4 wherein the four wheel slip is determined by comparison with a predetermined acceleration slip reference value (ΔG S ). A system according to any one of claims 1 to 4 wherein the four wheel slip condition is determined according to the difference between the average wheel speed (N) and the theoretical speed (N G ) calculated by integrating the vehicle acceleration (G). A system according to claim 6 wherein the difference (ΔN) between the average wheel speed (N) and the theoretical wheel speed (N G ) is compared with a predetermined grip reference value (ΔN S '). A system according to claim 1 wherein a steering angle sensor (45) is provided and the two wheel slip detecting means (54) compares the difference between the front axle wheel speed (N F ) and the rear axle wheel speed (N R ) with a reference value (ΔN S ) determined in accordance with the steering angle (λ).

Inventors: FUJIKI, HARUO C/O PATENT DIVISION, TEZUKA, KAZUNARI C/O PATENT DIVISION
Applicants: FUJI JUKOGYO KABUSHIKI KAISHA
Application year: 1988
Main classification: B60K23
IPC codes: B60W10, F02D29, B60T8, B60K17, B60K23