JP2010025272A - Controller of vehicular power transmission device - Google Patents

Abstract

There is provided a control device for a vehicle power transmission device that performs yaw control that realizes suitable turning traveling during drift traveling or the like.
SOLUTION: A target yaw angular velocity calculating means 66 for calculating a target yaw angular velocity γ _ref based on a side slip angle β _{f of a} front wheel and a vehicle body speed V from a predetermined relationship, and the target yaw angular velocity calculating means 66 calculates the target yaw angular velocity. The yaw moment control means 70 for controlling the operation of the torque distribution control device 50 so as to obtain the yaw moment according to the target yaw angular velocity γ _ref is provided. Even during large drift travel, yaw control that does not impede drift travel, such as generating a yaw moment in the swing assist direction, can be realized if the front wheel side slip angle is directed inward in the turn direction.
[Selection] Figure 7

Description

  The present invention relates to a control device for a vehicle power transmission device including a yaw control mechanism that controls a yaw moment of a vehicle, and more particularly, to an improvement for realizing suitable turning travel during drift travel.

  As a yaw control mechanism that controls the yaw moment of a vehicle, a torque distribution control device that controls torque distribution to a pair of left and right drive wheels, and a braking control device that individually controls the braking force of a wheel brake provided on each wheel Etc. are known. A control device for a vehicle power transmission device that controls the yaw moment of the vehicle through such a yaw control mechanism has been proposed. For example, this is the vehicle torque distribution control device described in Patent Document 1. According to such a technique, the target yaw rate is determined based on the vehicle speed, the steering angle, and the like from a predetermined relationship, and the operation of the yaw control mechanism is controlled so that the yaw moment according to the target yaw rate is obtained. Thus, it is supposed that suitable turning control can be realized according to the traveling state of the vehicle.

Japanese Patent Laid-Open No. 7-17277 JP 2007-62654 A JP 2005-225245 A

  However, in the conventional technology as described above, the target yaw rate is determined based on the steering angle. Therefore, when the vehicle body side slip angle becomes large in the turning limit region, the driver can counter counter steer to correct this. When the operation was performed, there was a problem that the direction of the target yaw rate was reversed relatively abruptly. In particular, when the driver intends to drift, the yaw moment is generated in the direction that hinders turning, resulting in hindering drifting, and a favorable turning cannot be realized. It was. That is, the present situation is that a control device for a vehicle power transmission device that performs yaw control that realizes suitable turning travel during drift travel has not been developed yet.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a control device for a vehicle power transmission device that performs yaw control that realizes suitable turning travel during drift traveling or the like. There is to do.

  In order to achieve such an object, the gist of the present invention is a control device for a vehicle power transmission device including a yaw control mechanism for controlling the yaw moment of the vehicle, and the front wheels are determined from a predetermined relationship. The target yaw angular velocity calculating means for calculating the target yaw angular velocity based on the side slip angle and the vehicle body speed, and the yaw control mechanism so as to obtain the yaw moment according to the target yaw angular velocity calculated by the target yaw angular velocity calculating means And a yaw moment control means for controlling the operation.

  In this way, the target yaw angular velocity calculating means for calculating the target yaw angular velocity based on the side slip angle of the front wheel and the vehicle body speed from the predetermined relationship, and the target yaw angular velocity calculated by the target yaw angular velocity calculating means. Since the yaw moment control means for controlling the operation of the yaw control mechanism so as to obtain a corresponding yaw moment is provided, the side slip angle of the front wheel can be obtained even when drifting with a relatively large side slip angle of the vehicle body. When is facing the inside of the turning direction, yaw control that does not hinder drift traveling, such as generating a yaw moment in the turning assist direction, can be realized. That is, it is possible to provide a control device for a vehicle power transmission device that performs yaw control that realizes suitable turning travel during drift travel or the like.

  Here, it is preferable that vehicle control switching means for selectively switching the vehicle control to either the first control state or the second control state so as to reflect the driving intention of the driver is provided, and the target yaw angular velocity The calculating means calculates the target yaw angular velocity based on the side slip angle of the front wheel and the vehicle body speed from a predetermined relationship in the first control state, while being predetermined in the second state. Based on the relationship, the target yaw angular velocity is calculated based on the steering angle and the speed of the vehicle body. In this way, optimal yaw control can be selectively realized according to the control state of the vehicle.

  Preferably, the vehicle control switching means is configured to permit drift traveling of the vehicle as the first control state and drift traveling of the vehicle as the second control state in response to a predetermined switch switching operation. The vehicle control is switched to one of the prohibited states. In this way, optimal yaw control can be selectively realized according to permission or prohibition of drift traveling of the vehicle.

  Preferably, the yaw control mechanism is a torque distribution control device that controls torque distribution to the pair of left and right drive wheels. If it does in this way, regarding a power transmission device provided with a yaw control mechanism of a practical mode, a control device which performs yaw control which realizes suitable turning travel at the time of drift travel etc. can be provided.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram illustrating a configuration of a vehicle power transmission device 10 provided in a front and rear wheel drive vehicle based on a front engine rear wheel drive (FR) to which the present invention is preferably applied. As shown in FIG. 1, in such a power transmission device 10, torque generated by the engine 12 that is a driving force source includes a torque converter 14, a transmission 16, a rear wheel propeller shaft 18, and a rear wheel difference. A pair of left and right rear wheels 24l, 24r (hereinafter, unless otherwise distinguished) via the moving device 20 and a pair of left and right rear axles 22l, 22r (hereinafter simply referred to as the rear wheel axle 22 unless otherwise distinguished). The transmission 26, the front wheel propeller shaft 28, the front wheel differential device 30, and a pair of left and right front wheel axles 32l and 32r (hereinafter simply referred to as the front wheel axle 32 unless otherwise specified). To the pair of left and right front wheels 34l and 34r (hereinafter simply referred to as the front wheel 34 unless otherwise distinguished). That is, in the power transmission device 10 shown in FIG. 1, the two-wheel drive state in which only the rear wheel 24 as the main drive wheel is used as the drive wheel and the rear wheel 24 and the front wheel 34 as the auxiliary drive wheel are provided via the transfer 26. 2 is an example of a drive system of a part-time four-wheel drive vehicle that switches between a four-wheel drive state in which both are driven wheels. Here, rear wheel brakes 25l and 25r (hereinafter simply referred to as rear wheel brake 25 unless otherwise specified) correspond to the pair of left and right rear wheels 24l and 24r, respectively. Front wheel brakes 35l and 35r (hereinafter simply referred to as front wheel brake 35 unless otherwise specified) are provided corresponding to 34l and 34r, respectively. The rear wheel differential device 20 includes a torque distribution control device 50 which will be described later with reference to FIG.

  The engine 12 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine that generates driving force by combustion of fuel injected in a cylinder. The torque converter 14 includes, for example, a pump impeller coupled to the crankshaft of the engine 12, a turbine impeller coupled to the input shaft of the transmission 16, and a transmission case via a one-way clutch. And a stator impeller fixed to the hydrodynamic power transmission device that transmits power through the fluid between the pump impeller and the turbine impeller. The transmission 16 includes, for example, a plurality of friction engagement elements, and selectively establishes a plurality of transmission ratios according to a combination of engagement or release of the friction engagement elements, and inputs from the input shaft. This is an automatic transmission that shifts and outputs the generated driving force.

  The transfer 26 functions as a power interrupting device that selectively switches off or connects power transmission between the rear wheel propeller shaft 18 and the front wheel propeller shaft 28. That is, the state where the power transmission from the rear wheel propeller shaft 18 to the front wheel propeller shaft 28 is cut off and the state where the power transmission from the rear wheel propeller shaft 18 to the front wheel propeller shaft 28 is connected are not shown. It selectively switches according to the command from the control device. In a state where power transmission from the rear wheel propeller shaft 18 to the front wheel propeller shaft 28 is interrupted, a two-wheel drive state in which only the rear wheel 24 is a drive wheel is established, while the rear wheel propeller shaft is formed. In a state where power transmission from 18 to the front wheel propeller shaft 28 is connected, a four-wheel drive state is established in which both the rear wheel 24 and the front wheel 34 are drive wheels.

  As shown in FIG. 1, the power transmission device 10 includes an electronic control device 36 that controls the operation of the torque distribution control device 50 and the like. The electronic control unit 36 is a so-called microcomputer that includes a CPU, a ROM, a RAM, an input / output interface, and the like, and executes signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. Yes, various controls such as yaw moment control are performed by controlling the operation of a torque distribution control device 50 to be described later. In order to execute such control, the power transmission device 10 includes a wheel speed sensor 38 that detects the actual rotational speed of each wheel corresponding to the vehicle speed, and a yaw rate sensor that detects the actual yaw rate (yaw angular speed) of the vehicle. 40, a lateral acceleration sensor 42 for detecting an actual lateral acceleration (lateral G) of the vehicle, a steering angle sensor 44 for detecting a steering angle of the vehicle corresponding to an angle of a steering wheel (not shown), and permitting drift traveling of the vehicle. Various sensors or switches such as a drift mode switch 46 for switching between a state and a prohibited state are provided. A signal indicating a vehicle speed (wheel speed), a signal indicating an actual yaw rate, an actual lateral direction from each sensor. A signal indicating acceleration, a signal indicating the steering angle, a signal indicating permission / prohibition of drift traveling, and the like are supplied to the electronic control unit 36. It has become as to be.

  FIG. 2 is a skeleton diagram illustrating the configuration of the torque distribution control device 50 provided in the rear wheel differential device 20. As shown in FIG. 2, in the power transmission device 10, a bevel gear (final input gear) 52 provided at the shaft end of the rear-wheel propeller shaft 18 and an input umbrella of the rear-wheel differential device 20. The gear 54 is meshed. Further, the bevel gear 52 provided at the shaft end of the rear wheel propeller shaft 18 and the input bevel gear 56 of the torque distribution control device 50 are meshed with each other. The torque distribution control device 50 includes an electric motor M that is a motor generator having a function as a motor that generates a driving force from electric energy and a generator that generates electric energy by regeneration, a planetary gear device 58 of a double pinion type, The carrier C for supporting the plurality of pinion gears P on the rear wheel axle 22l corresponding to the rear wheel 24l is rotatably provided on the input bevel gear 56. Ring gears R are connected to the rotor (rotor) of the electric motor M, respectively. Here, the number of teeth ZR1 of the input bevel gear 54 and the number of teeth ZR2 of the input bevel gear 56 are equal (ZR1 = ZR2), and the gear ratio ρ (= [ZR1 + ZR2] / ZR1) = 2. Further, the gear ratio ρ ′ of the planetary gear device 58 (= the number of teeth ZR of the ring gear R / the number of teeth ZS of the sun gear S) = ρ.

  3 to 6 are collinear charts showing the rotational speeds of a plurality of rotating elements in the torque distribution control device 50. FIG. The vertical lines in these collinear diagrams indicate the rotational speed of the sun gear S of the planetary gear device 58 from the left side (= the rotational speed of the rear wheel axle 22l on the left side), the rotational speed of the ring gear R (= the rotational speed of the electric motor M), The rotational speed of the carrier C (= the rotational speed of the input bevel gear 56), the rotational speed of the case of the rear wheel differential gear 20 (= the rotational speed of the input bevel gear 54), and the rotational speed of the right rear wheel axle 22r. Respectively.

  FIG. 3 is a nomograph when the torque distribution control device 50 is not controlled. In the non-control time, the electric motor M is not operated, but in the torque distribution control device 50, ρ = ρ ′ is set, so that the rear wheel differential device 20 is in the non-differential time state (that is, the vehicle). When the vehicle travels straight), the rotation of the electric motor M is stopped, and the rotation speed becomes zero. In this state, only the rear wheel differential 20 functions, and the driving force is evenly distributed to the left and right rear wheel axles 22l and 22r. Therefore, the torque distribution control device 50 does not perform torque movement and differential limitation, and functions as a normal open differential. Further, during straight traveling, as shown in FIG. 3, the rotational speeds of the left and right rear wheel axles 22l and 22r are substantially the same. That is, the torque TLW of the left rear wheel axle 22l and the torque TRW of the right rear wheel axle 22r are both ½ (= Tin / 2) of the input torque Tin. In other words, the carrier C reaction force of the planetary gear device 58 (S-R-C) is equally distributed to the left and right rear wheel axles 22l and 22r through the case of the rear wheel differential gear 20.

  FIG. 4 is an example of a collinear diagram during yaw control control, that is, left and right wheel torque distribution control (left and right wheel torque difference control). For example, during left turn, the driving force of the right rear axle 22r is increased to understeer. It is a collinear diagram of the state which is suppressing. In this state, the electric motor M is reversely powered. Accordingly, when the torque of the electric motor M is Tm, the torque TRW of the right rear wheel axle 22r is Tin / 2 + Tm / 2ρ, and the torque TLW of the left rear wheel axle 22l is Tin / 2−Tm / 2ρ. It becomes. Therefore, the torque difference ΔTW (= TRW−TLW) between the left and right wheels is Tm / ρ. That is, the torque TRW of the right rear wheel axle 22r is increased with respect to the torque TLW of the left rear axle 22l, and understeering during left-turning or the like is suppressed.

  FIG. 5 is an example of a nomographic chart at the time of yaw control control, that is, left / right wheel torque distribution control. For example, in a right turn, the driving force of the left rear wheel axle 22l is increased to suppress understeer. FIG. In this state, the electric motor M is rotated forward. Accordingly, the torque TRW of the right rear wheel axle 22r becomes Tin / 2−Tm / 2ρ, and the torque TLW of the left rear wheel axle 22l becomes Tin / 2 + Tm / 2ρ. Therefore, the torque difference ΔTW (= TRW−TLW) between the left and right wheels is −Tm / ρ. That is, the torque TLW of the left rear wheel axle 22l is increased with respect to the torque TRW of the right rear wheel axle 22r, and understeering during right turn traveling or the like is suppressed.

  FIG. 6 is an example of a collinear diagram at the time of left and right wheel differential restriction control. In this state, the electric motor M is regenerated. As a result, the torque of the output shaft having a relatively low rotational speed, that is, the right rear wheel axle 22r in the example shown in FIG. 6, is increased. That is, the torque TRW of the right rear axle 22r is Tin / 2 + Tm / 2ρ, and the torque TLW of the left rear axle 22l is Tin / 2−Tm / 2ρ. Therefore, the torque difference ΔTW (= TRW−TLW) between the left and right wheels is Tm / ρ. In this way, the difference in rotational speed between the left and right wheels is suppressed, and differential limiting of the left and right rear wheel axles 22l and 22r is performed.

  FIG. 7 is a functional block diagram for explaining a main part of the control function provided in the electronic control unit 36. The vehicle control switching means 60 shown in FIG. 7 selectively switches the vehicle control between the first control state and the second control state so as to reflect the driving intention of the driver. Specifically, according to the switching operation of the drift mode switch 46, either the state in which the drift traveling of the vehicle is permitted as the first control state or the state in which the drift traveling of the vehicle is prohibited as the second control state. Toggle vehicle control. The vehicle control switching means 60 preferably establishes a second state that prohibits drifting of the vehicle in an initial state such as when the ignition is on.

The vehicle body side slip angle calculating means 62 has an actual vehicle speed detected by the wheel speed sensor 38, that is, a vehicle body speed V, an actual yaw rate (yaw angular velocity) γ _real detected by the yaw rate sensor 40, based on a predetermined relationship. Based on the actual lateral acceleration G detected by the lateral angular velocity sensor 42, the side slip angle β of the vehicle body is calculated. For example, the time change rate dβ / dt of the side slip angle is calculated from each value according to the following equation (1), and the side slip angle β as an integral value thereof is calculated. Moreover, in the structure provided with the side slip angle meter (side slip angle sensor), you may detect an actual vehicle side slip angle with the side slip angle meter.

dβ / dt = G / V−γ _real (1)

The front-wheel side slip angle calculating means 64 calculates the vehicle body side slip angle β calculated by the vehicle body side slip angle calculating means 62 and the steering wheel angle (front wheel steering angle) δ detected by the steering angle sensor 44 from a predetermined relationship. Based on this, the side slip angle β _f of the front wheel 34 is calculated. For example, assuming that the distance between the front axles from the center of gravity of the vehicle body is L _f , the front wheel side slip angle β _f is calculated from each value according to the following equation (2).

β _f = β + L _f · γ _real / V−δ (2)

The target yaw angular velocity calculating means 66 calculates a target yaw angular velocity γ _ref related to the yaw moment control by the torque distribution control device 50 according to the traveling state of the vehicle from a predetermined relationship. Here, in the first control state switched by the vehicle control switching means 60, that is, the state where the drift running of the vehicle is permitted, the front wheel side slip calculated by the front wheel side slip angle calculating means 64 from a predetermined relationship. A target yaw angular velocity γ _ref is calculated based on the angle β _f and the actual vehicle speed V detected by the wheel speed sensor 38. Further, in the second control state that is switched by the vehicle control switching means 60, that is, the state in which the drifting of the vehicle is prohibited, the actual vehicle speed V and the vehicle speed V detected by the wheel speed sensor 38 are determined from a predetermined relationship. A target yaw angular velocity γ _ref is calculated based on the steering wheel angle δ and the like detected by the steering angle sensor 44.

Based on a predetermined relationship, the target yaw moment calculating unit 68 is based on the target yaw angular velocity γ _ref calculated by the target yaw angular velocity calculating unit 66, the actual yaw angular velocity γ _real detected by the yaw rate sensor 40, and the like. The target yaw moment (requested yaw moment) M _req is calculated. For example, assuming that the proportional gain is KP, the differential gain is KD, the integral gain is KI, and the yaw angular velocity deviation is γ _dif , the target yaw moment M _req is calculated from each value according to the following equation (3). Here, the yaw angular velocity deviation γ _dif is a value represented by the following equation (4).

_{M req = KP · γ dif +} KD · dγ dif / dt + KI · ∫γ dif ··· (3)
γ _dif = γ _ref −γ _real (4)

The yaw moment control unit 70 controls the operation of the electric motor M provided in the torque distribution control device 50 based on the target yaw moment M _req calculated by the target yaw moment calculation unit 68. Specifically, as described above with reference to FIGS. 4 to 6, the torque distribution control device 50 generates the target yaw moment M _req by operating the motor M in reverse power running, forward power running, or regenerative operation. Control its operation to

  FIG. 8 is a diagram for explaining the turning traveling of the vehicle in the normal travel region. Each is indicated by a dotted line. As shown in FIG. 8, when the vehicle is turning in the normal travel region, the side slip angle of the front wheels and the front wheel steering angle are substantially equal. On the other hand, FIG. 9 is a diagram for explaining turning travel (drift travel) of the vehicle in the limit travel region. Like FIG. 8, the direction in which the vehicle body is directed is indicated by a broken line, and the direction in which the wheel is directed is indicated by a one-dot chain line. The direction of 34 is indicated by a two-dot chain line. As shown in FIG. 9, in vehicle drift traveling in the limit travel region, the side slip angle of the front wheel and the front wheel steering angle are different from each other, and the side slip angle of the front wheel is equal to the turning direction. In such a state, when the yaw moment is controlled based on the steering wheel angle (front wheel rudder angle), the front wheel rudder angle with respect to the vehicle body is (b) even if the front wheel skid angle is in the turning direction as shown in (a). ), The yaw moment is generated in a direction that prevents the vehicle from turning as shown in FIG. Such yaw control is effective for ensuring the safety of a general driver who does not perform drift traveling, but for a driver who intends to drift traveling, results in inhibiting the drift traveling. On the other hand, when the yaw moment is controlled based on the front wheel side slip angle, the front wheel side slip angle is oriented in the turning direction as shown in (a), so that the vehicle turns in a direction to assist turning as shown in (d). A yaw moment is generated. By such control, it is possible to realize drift traveling reflecting the driving intention of the driver who intends to travel drift.

Here, as described above, the target yaw angular velocity calculation means 66 sets the front wheel side slip angle β _f and the vehicle speed V from a predetermined relationship in a state where the drift mode of the vehicle is permitted by the drift mode switch 46. while calculating the target yaw rate gamma _ref based, in a state where the drifting of the vehicle is prohibited, and calculates a target yaw rate gamma _ref based from a predetermined relation to the vehicle speed V and the steering wheel angle δ . By such control, for example, in an initial state such as when the ignition is on, the target value from the steering wheel angle δ is selected to ensure the safety of a general driver who does not perform drift travel, while the drift mode switch 46 When the vehicle control switching means 60 switches to a state in which the vehicle drift travel is permitted, for example, driving that aims at drift travel by selecting a target value from the front wheel side slip angle β _f It is possible to favorably reflect the driver's driving intention.

  FIG. 10 is a flowchart for explaining a main part of yaw moment control by the electronic control unit 36, which is repeatedly executed at a predetermined cycle.

First, in step S1 corresponding to the operation of the vehicle control switching means 60 (hereinafter, step is omitted), it is determined whether or not the vehicle is allowed to drift according to the switching state of the drift mode switch 46. The If the determination in S1 is negative, in S2, the target yaw angular velocity γ _ref is calculated based on the steering wheel angle δ and the vehicle speed (vehicle speed) V from a predetermined relationship, and then the processing in S6 and subsequent steps is performed. If the determination in S1 is affirmative, in S3 corresponding to the operation of the vehicle body side slip angle calculating means 62, the vehicle speed V, the actual yaw angular velocity γ _real , and the actual A side slip angle β of the vehicle body is calculated based on the lateral acceleration G. Next, in S4 corresponding to the operation of the front wheel side slip angle calculating means 64, the front wheel side slip angle β is calculated based on the vehicle body side slip angle β and the steering wheel angle (front wheel rudder angle) δ calculated in S3 from a predetermined relationship. _f is calculated. Next, in S5, the target yaw angular velocity γ _ref is calculated based on the front wheel side slip angle β _f and the vehicle speed V calculated in S4 from a predetermined relationship. Next, in S6 corresponding to the operation of the target yaw moment calculating means 68, the target yaw moment (required yaw moment) M _req is determined based on the target yaw angular velocity γ _ref and the actual yaw angular velocity γ _real from a predetermined relationship. Calculated. Next, in S7 corresponding to the operation of the yaw moment control means 70, after the operation of the torque distribution control device 50 (the electric motor M) is controlled based on the target yaw moment _Mreq calculated in S6, This routine is terminated. In the above control, S2 and S5 correspond to the operation of the target yaw angular velocity calculation means 66.

Thus, according to this embodiment, the target yaw angular velocity calculating means 66 (S2 and S5) for calculating the target yaw angular velocity γ _ref based on the side slip angle β _{f of the} front wheel and the vehicle speed V from a predetermined relationship. And yaw moment control means 70 (S7) for controlling the operation of the torque distribution control device 50 so as to obtain a yaw moment according to the target yaw angular speed γ _ref calculated by the target yaw angular speed calculation means 66, Therefore, even when drifting with a relatively large side slip angle of the vehicle body, drift traveling such as generating a yaw moment in the direction of turning assist when the side slip angle of the front wheel faces the inside of the turning direction. Uninterrupted yaw control can be realized. That is, it is possible to provide a control device for a vehicle power transmission device that performs yaw control that realizes suitable turning travel during drift travel or the like.

Further, the vehicle control switching means 60 (S1) for selectively switching the vehicle control to either the first control state or the second control state so as to reflect the driving intention of the driver is provided, and the target yaw angular velocity calculation is performed. In the first control state, the means 66 calculates the target yaw angular velocity γ _ref based on the side slip angle β _{f of the} front wheels and the vehicle body speed V from a predetermined relationship, while in the second state, Since the target yaw angular velocity γ _ref is calculated based on the steering angle δ and the vehicle body velocity V from a predetermined relationship, optimal yaw control can be selectively realized according to the control state of the vehicle.

  In addition, the vehicle control switching means 60 prohibits drift traveling of the vehicle as the first control state and the second control state as the first control state according to the switching operation of the drift mode switch 46. Therefore, the optimum yaw control can be selectively realized in accordance with permission or prohibition of drift traveling of the vehicle.

  Further, since the torque distribution control device 50 that controls the torque distribution to the pair of left and right rear wheels 24 is provided as the yaw control mechanism, the drift is related to the power transmission device 10 including the yaw control mechanism of a practical aspect. It is possible to provide a control device that performs yaw control that realizes preferable turning traveling during traveling or the like.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be implemented in other modes.

  For example, in the above-described embodiment, the present invention is applied to front and rear wheel drive vehicles based on front engine rear wheel drive (FR), that is, vehicles having the rear wheels 24 as main drive wheels and the front wheels 34 as auxiliary drive wheels. However, the present invention is also applicable to front and rear wheel drive vehicles based on front engine front wheel drive (FF), that is, vehicles having the front wheels 34 as main drive wheels and the rear wheels 24 as auxiliary drive wheels. Can be done. Furthermore, the present invention is also preferably applied to a constantly two-wheel drive vehicle that cannot establish a four-wheel drive state and a constantly four-wheel drive vehicle that cannot establish a two-wheel drive state.

  In the above-described embodiment, the power transmission device 10 including the torque distribution control device 50 that controls the torque distribution to the pair of left and right rear wheels 24 as the yaw control mechanism has been described. In-wheel motor that can control braking independently of wheels, braking control device such as VSC, VGRS (variable steering gear ratio) and active that can control the steering angle of one or both of the front and rear wheels independently of the steering wheel operation The present invention is also suitably applied to a power transmission device provided with a steering angle control device such as a rear steer as a yaw control mechanism.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

It is a figure explaining the structure of the power transmission device for vehicles with which the front-and-rear wheel drive vehicle based on the front engine rear-wheel drive to which this invention is applied suitably was equipped. FIG. 2 is a skeleton diagram illustrating a configuration of a torque distribution control device provided in a rear-wheel differential device in the power transmission device of FIG. 1. FIG. 3 is a collinear diagram showing the rotational speeds of a plurality of rotating elements in the torque distribution control device of FIG. 2, showing a state during non-control. FIG. 4 is a collinear diagram showing the rotational speeds of a plurality of rotating elements in the torque distribution control device of FIG. FIG. 3 is a collinear diagram showing the rotational speeds of a plurality of rotating elements in the torque distribution control device of FIG. 2, showing a state where the driving force of the left rear axle is increased. FIG. 3 is a collinear diagram showing the rotational speeds of a plurality of rotating elements in the torque distribution control device of FIG. 2, showing a state during left-right wheel differential restriction control. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus in the power transmission device of FIG. 1 was equipped. It is a figure explaining the turning driving | running | working of the vehicle in a normal driving area | region. It is a figure explaining drift running of vehicles in a limit run area. It is a flowchart explaining the principal part of the yaw moment control by the electronic controller in the power transmission device of FIG.

Explanation of symbols

10: Power transmission device 24 for vehicle: Rear wheel (drive wheel)
46: Drift mode switch 50: Torque distribution control device (yaw control mechanism)
60: Vehicle control switching means 66: Target yaw angular velocity calculating means 70: Yaw moment control means

Claims (4)

A control device for a vehicle power transmission device including a yaw control mechanism for controlling a yaw moment of a vehicle,
A target yaw angular velocity calculating means for calculating a target yaw angular velocity based on a side slip angle of a front wheel and a vehicle body speed from a predetermined relationship;
And a yaw moment control means for controlling the operation of the yaw control mechanism so as to obtain a yaw moment corresponding to the target yaw angular speed calculated by the target yaw angular speed calculation means. Power transmission device control device. Vehicle control switching means for selectively switching the vehicle control to either the first control state or the second control state so as to reflect the driving intention of the driver;
The target yaw angular velocity calculating means calculates a target yaw angular velocity based on a side slip angle of a front wheel and a vehicle body speed from a predetermined relationship in the first control state, while in the second state, 2. The control device for a vehicle power transmission device according to claim 1, wherein a target yaw angular velocity is calculated based on a steering angle and a vehicle body velocity from a predetermined relationship.   The vehicle control switching means is either a state in which drift traveling of the vehicle is permitted as the first control state or a state in which drift traveling of the vehicle is prohibited as the second control state in response to a switching operation of a predetermined switch. The control device for a vehicle power transmission device according to claim 2, wherein the vehicle control is switched.   4. The control device for a vehicle power transmission device according to claim 1, wherein the yaw control mechanism is a torque distribution control device that controls torque distribution to a pair of left and right drive wheels. 5.

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