Arrangement for controlling the power transmission of an all-wheel drive vehicle

• US 4,926,329 A
• Filed: 03/10/1987
• Issued: 05/15/1990
• Est. Priority Date: 03/11/1986
• Status: Expired due to Fees

• Current Assignee: Dr. Ing. H.C.F. Porsche Ag
• Original Assignee: Dr. Ing. H.C.F. Porsche Ag
• Inventors: Schneider, Juergen, Richter, Goetz, Stelter, Norbert
• Primary Examiner(s): Lall, Parshotam S.
• Assistant Examiner(s): TRANS, VINCENT N
• Application Number:
  US07/024,068
• Time in Patent Office: 1,162 Days
• Field of Search: 364/424.01, 364/426.01, 364/424.1, 180/244-248
• US Class Current: 701/69
• CPC Class Codes: B60K 23/04 for differential gearing
• CPC Class Codes: B60K 23/0808 for varying torque distribution between driven axles, e.g. by transfer clutch
• CPC Class Codes: B60W 2540/18 Steering angle
• CPC Class Codes: F16H 2059/142 of driving resistance calculated from weight, slope, or the like
• CPC Class Codes: F16H 59/00 Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion

Abstract

In an arrangement for the control of the power transmission of a four-wheel drive vehicle, a main driving axle is driven directly and an auxiliary driving axle is driven via a continuously controllable longitudinal clutch by an internal combustion engine via a clutch-transmission unit. From a desired performance and the speed of the vehicle, a desired traction force of all the wheels is determined. From this desired traction force, and by a distribution factor that is dependent on operating driving parameters, the control quantity is obtained for the control of the longitudinal clutch. In addition, the longitudinal clutch can be controlled alone or in combination with the control quantity by an additional control quantity obtained by squaring of a speed difference at the longitudinal clutch.

Claims

1. An arrangement for controlling a power transmission to axles of an all-wheel drive motor vehicle, having a main driving axle equipped with a transverse differential, and an auxiliary driving axle that is driven by a longitudinal clutch and is continuously controllable by control element means and a control unit, said control unit receiving input signals from a plurality of sensors relating to current operational variables of the vehicle and generating a control quantity for controlling said control element means of said longitudinal clutch as a function of at least one traction force of wheels of the vehicle, the improvement comprising:

means for determining a desired traction force;

means for determining a driving resistance from a vehicle driving speed from at least one of said input signals from the plurality of sensors relating to current operational variables of the vehicle;

means for determining an excess traction force as a difference of an amount of said desired traction force and said driving resistance;

means for determining said traction force as a function of said desired traction force and a distribution factor; and

means for obtaining said distribution factor according to a first characteristic diagram stored in a memory area wherein said first characteristic diagram defines the distribution factor as a function of at least said excess traction force.

2. An arrangement according to claim 1, wherein said plurality of sensors sense at least one of the following:

a driving pedal generator;

a throttle valve angle generator;

a charging pressure generator;

a charge air temperature generator;

a steering angle generator;

a controllable adjusting unit; and

wheel speed generators.

3. An arrangement according to claim 1, further comprising means for determining said control quantity as a function of a speed difference at an input and an output shaft of said longitudinal clutch.

4. An arrangement for controlling a power transmission to axles of an all-wheel drive motor vehicle, having a main driving axle equipped with a transverse differential, and an auxiliary driving axle that is driven by a longitudinal clutch and is continuously controllable by control element means and a control unit, said control unit receiving input signals from a plurality of sensors relating to current operational variables of the vehicle and generating a control quantity for controlling said control element means of said longitudinal clutch as a function of at least one traction force of wheels of the vehicle, the improvement comprising:

means for determining a desired traction force;

means for determining a time related change of a vehicle speed from at least one of sad input signals from said plurality of sensors;

means for determining a driving resistance from a vehicle driving speed from at least one of said input signals from the plurality of sensors relating to current operational variables of the vehicle;

means for determining an excess traction force as a difference of an amount of said desired traction force and said driving resistance;

means for determining said traction force as a function of said desired traction force and a distribution factor; and

means for determining said distribution factor according to a first characteristic diagram stored in a memory area wherein said first characteristic diagram defines said distribution factor as a function of at least said time-related vehicle change and said excess traction force.

5. An arrangement according to claim 4, further comprising:

means for determining said desired traction force as a function of at least a desired performance and said vehicle speed.

6. An arrangement according to claim 4, wherein said plurality of sensors sense at least one of the following:

a driving pedal generator;

a throttle valve angle generator;

a charging pressure generator;

a charge air temperature generator;

a steering angle generator;

a controllable adjusting unit; and

wheel speed generators.

7. An arrangement according to claim 4, further comprising means for determining said control quantity as a function of a speed difference at an input and an output shaft of said longitudinal clutch.

8. An arrangement according to claim 5, further comprising means for calculating a dynamic driving performance proportion that causes a compensation of a flywheel effect of a drive of the motor vehicle from an engine speed, a time-related change of said engine speed and a moment of inertia I of the drive;

and means for correcting said desired performance by said dynamic driving performance proportion.

9. An arrangement according to claim 8, further comprising means for obtaining a time related change of the engine speed from a measured time and a speed difference of an engine speed during said measured time.

10. An arrangement according to claim 8, wherein said means for correcting said desired performance corrects said desired performance by at least one of addition or substraction of said desired performance in said dynamic driving performance proportion.

11. An arrangement according to claim 10, further comprising means for determining said time-related change of the engine speed by differentiation.

12. An arrangement according to claim 4, further including means for correcting said distribution factor by a relationship that causes a vehicle acceleration compensation.

13. An arrangement according to claim 12, further comprising means for obtaining said relationship by division of the time-related change of the vehicle speed by an ideal acceleration which is determined by a vehicle mass and an excess traction force.

14. An arrangement according to claim 13, further comprising means for determining said time-related change of the vehicle speed by differentiation.

15. An arrangement according to claim 13, further comprising means for determining said time-related change of the vehicle speed from a measured time and a vehicle speed difference occurring during said measured time.

16. An arrangement according to claim 15, wherein said distribution factor obtained from said first characteristic diagram;

decreases for rear-driven vehicles with a connectable front axle drive; and

rises for front-driven vehicles with a connectable rear axle drive for increasing amounts of at least one of the following factors;

excess traction force;

desired traction force;

desired performance;

vehicle speed;

relationship.