JP2007223361A - Steering device of vehicle - Google Patents

Steering device of vehicle Download PDF

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JP2007223361A
JP2007223361A JP2006043886A JP2006043886A JP2007223361A JP 2007223361 A JP2007223361 A JP 2007223361A JP 2006043886 A JP2006043886 A JP 2006043886A JP 2006043886 A JP2006043886 A JP 2006043886A JP 2007223361 A JP2007223361 A JP 2007223361A
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vehicle
target
wheels
vehicle height
right front
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JP4882409B2 (en
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Mikiyuki Oki
幹志 大木
Yasushi Yamamoto
泰 山元
Hideki Sakai
英樹 酒井
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Toyota Motor Corp
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Toyota Motor Corp
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  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Vehicle Body Suspensions (AREA)
  • Power Steering Mechanism (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To favorably maintain a position of a vehicle by controlling toe angles of a front wheel and a rear wheel. <P>SOLUTION: The left and right front wheels FW1, FW2 and the left and right rear wheels RW1, RW2 are respectively independently steered by steering mechanisms 20, 30, 40, 50. An ECU 70 respectively computes target vehicle height of a front wheel position to reduce as vehicle speed or acceleration in the forwarding direction increases and target vehicle height of a rear wheel position to increase as the vehicle speed or the acceleration in the forwarding direction increases. Thereafter, the ECU 70 steers the left and right front wheels FW1, FW2 and the left and right rear wheel RW1, RW2 at target toe angles by computing the toe angles of the left and right front wheel FW1, FW2 and the left and right rear wheels RW1, RW2 to realize the target vehicle height. Consequently, it is possible to favorably maintain the position of the vehicle in accordance with the vehicle speed or the acceleration. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、左右前輪および左右後輪のうちの少なくとも一方の一対の車輪を左右それぞれ独立に転舵可能な車両の操舵装置に関する。   The present invention relates to a vehicle steering apparatus capable of independently turning left and right pairs of at least one of left and right front wheels and left and right rear wheels.

従来から、例えば下記特許文献１に示されているように、操舵ハンドルの操舵操作に応じて左右前輪を転舵して車両を旋回させる車両の操舵装置において、車高の変化に応じて左右前輪の転舵量を補正して、車高変化に伴うアライメント変化による車両旋回量の変動を打ち消すようにすることは知られている。
特開２００２−１０４２１５号公報 2. Description of the Related Art Conventionally, as shown in, for example, Patent Document 1 below, in a vehicle steering apparatus that turns a vehicle by turning left and right front wheels according to a steering operation of a steering handle, It is known to correct the turning amount of the vehicle so as to cancel the variation in the turning amount of the vehicle due to the alignment change accompanying the change in the vehicle height.
JP 2002-104215 A

しかし、上記特許文献１に記載された車両の操舵装置は、左右前輪の補正転舵により車両の走行安定性を良好にするものであるが、前記特許文献１には車両の姿勢を制御することには言及されていない。   However, the vehicle steering apparatus described in Patent Document 1 improves the running stability of the vehicle by correcting the left and right front wheels, but in Patent Document 1, the vehicle posture is controlled. Is not mentioned.

本発明は、上記問題に対処するためになされたもので、その目的は、車両の姿勢を良好に保つようにした車両の操舵装置を提供することにある。   The present invention has been made to address the above-described problems, and an object of the present invention is to provide a vehicle steering apparatus that maintains a good attitude of the vehicle.

上記目的を達成するために、本発明の特徴は、左右前輪および左右後輪のうちの少なくとも一方の一対の車輪をそれぞれ独立に転舵する転舵手段と、前記少なくとも一方の一対の車輪位置の目標車高を計算する目標車高計算手段と、前記少なくとも一方の一対の車輪位置の車高が前記計算された目標車高になるように、前記少なくとも一方の一対の車輪の目標トー角を計算する目標トー角計算手段と、前記計算された目標トー角を用いて転舵手段を制御して、前記少なくとも一方の一対の車輪を前記計算された目標トー角に転舵する転舵制御手段とを備えたことにある。   In order to achieve the above object, the present invention is characterized in that a steering means for independently turning at least one pair of wheels of left and right front wheels and left and right rear wheels, and at least one pair of wheel positions. Target vehicle height calculating means for calculating a target vehicle height, and calculating a target toe angle of the at least one pair of wheels so that a vehicle height of the at least one pair of wheel positions becomes the calculated target vehicle height. Target toe angle calculating means for controlling the steering means using the calculated target toe angle, and turning control means for turning the at least one pair of wheels to the calculated target toe angle. It is in having.

上記のように構成した本発明の特徴においては、目標車高計算手段が、左右前輪および左右後輪のうちの少なくとも一方の一対の車輪位置の目標車高を計算し、目標トー角計算手段が、前記少なくとも一方の一対の車輪位置の車高が前記計算された目標車高になるように、前記少なくとも一方の一対の車輪の目標トー角を計算する。そして、転舵手段および転舵制御手段により、前記少なくとも一方の一対の車輪のトー角が前記計算された目標トー角に設定される。したがって、車両の操舵制御により、車両の姿勢を良好に保つことができ、車両の走行安定性が良好となる。   In the feature of the present invention configured as described above, the target vehicle height calculation means calculates the target vehicle height of at least one pair of wheel positions of the left and right front wheels and the left and right rear wheels, and the target toe angle calculation means The target toe angle of the at least one pair of wheels is calculated so that the vehicle height of the at least one pair of wheel positions becomes the calculated target vehicle height. Then, the toe angle of the at least one pair of wheels is set to the calculated target toe angle by the turning means and the turning control means. Therefore, the vehicle posture can be kept good by the steering control of the vehicle, and the running stability of the vehicle becomes good.

また、本発明の他の特徴は、前記車両の操舵装置において、車両の走行に伴う車両の前後方向の物理量を検出する物理量検出手段を備え、目標車高計算手段が、前記検出された物理量に基づいて前記少なくとも一方の一対の車輪位置の目標車高を計算するようにするとよい。この場合、例えば、物理量検出手段は車速を検出する車速検出手段で構成され、かつ目標車高計算手段は、前記検出された車速が増加するに従って左右前輪位置の車高が左右後輪位置の車高よりも下がるように、前記少なくとも一方の一対の車輪位置の目標車高を計算するようにするとよい。   Another feature of the present invention is that the vehicle steering apparatus further comprises physical quantity detection means for detecting a physical quantity in the front-rear direction of the vehicle as the vehicle travels, and the target vehicle height calculation means is configured to detect the detected physical quantity. Based on this, the target vehicle height of the at least one pair of wheel positions may be calculated. In this case, for example, the physical quantity detection means includes vehicle speed detection means for detecting the vehicle speed, and the target vehicle height calculation means determines that the vehicle height at the left and right front wheel positions is the vehicle at the left and right rear wheel positions as the detected vehicle speed increases. The target vehicle height of the at least one pair of wheel positions may be calculated so as to be lower than the height.

一般的に、車速の増加に従って、車両には大きな揚力が作用するとともに空気抵抗によって車体は後傾になり、またこの車体の後傾はさらに大きな揚力を生じさせる。そして、揚力の発生は接地荷重を減少させ、車両の走行安定性は悪化するものである。しかし、前記のように、左右前輪および左右後輪のうちの少なくとも一方の一対の車輪のトー角を制御することにより、車速が増加するに従って左右前輪位置の車高が左右後輪位置の車高よりも下がるように車体の姿勢が制御される。したがって、車速の増加に従って増加する揚力が抑制され、車両の走行安定性が良好になる。   In general, as the vehicle speed increases, a large lift acts on the vehicle, and the vehicle body tilts backward due to air resistance, and the backward tilt of the vehicle body generates a larger lift. And the generation of lift reduces the ground load, and the running stability of the vehicle deteriorates. However, as described above, by controlling the toe angle of at least one pair of wheels of the left and right front wheels and the left and right rear wheels, the vehicle height at the left and right front wheel positions increases as the vehicle speed increases. The posture of the vehicle body is controlled so as to be lowered. Therefore, the lift that increases as the vehicle speed increases is suppressed, and the running stability of the vehicle is improved.

また、本発明の他の特徴は、車両の操舵装置において、物理量検出手段は車両の前方方向の加速度を検出する加速度検出手段で構成され、転舵手段は左右前輪および左右後輪をそれぞれ独立に転舵するように構成され、目標車高計算手段は前記検出された加速度の絶対値が増加するに従って左右前輪位置および左右後輪位置の両車高が共に下がるように、左右前輪位置および左右後輪位置の目標車高を計算し、目標トー角計算手段は左右前輪位置および左右後輪位置の車高がそれぞれ前記計算された目標車高になるように、左右前輪および左右後輪の目標トー角をそれぞれ計算し、かつ転舵制御手段は前記計算された左右前輪および左右後輪の目標トー角を用いて転舵手段を制御して、左右前輪および左右後輪を前記計算された左右前輪および左右後輪の目標トー角に転舵するように構成したことにある。   Another feature of the present invention is that in the vehicle steering apparatus, the physical quantity detection means is configured by acceleration detection means for detecting acceleration in the forward direction of the vehicle, and the steering means independently includes the left and right front wheels and the left and right rear wheels. The vehicle is configured to steer, and the target vehicle height calculation means is configured so that both the left and right front wheel positions and the left and right rear wheel positions both decrease as the absolute value of the detected acceleration increases. The target vehicle height of the wheel position is calculated, and the target toe angle calculating means calculates the target toe angle of the left and right front wheels and the left and right rear wheels so that the vehicle heights of the left and right front wheel positions and the left and right rear wheel positions are respectively the calculated target vehicle heights. Each corner is calculated, and the turning control means controls the turning means using the calculated target toe angles of the left and right front wheels and the left and right rear wheels, and the left and right front wheels and the left and right rear wheels are calculated as the calculated left and right front wheels. And It lies in that is configured to steer the target toe angles of the left and right rear wheels.

これによれば、左右前輪および左右後輪のうちの少なくとも一方の一対の車輪のトー角を制御することにより、加速度の絶対値が増加するに従って左右前輪位置および左右後輪位置の両車高が共に下がるように、すなわち車体の重心位置が下がるように車体の姿勢が制御される。したがって、車両の加減速に伴う車体の姿勢変化が抑制されて、車両の走行安定性が良好となる。   According to this, by controlling the toe angle of at least one pair of left and right front wheels and left and right rear wheels, the vehicle heights of the left and right front wheel positions and the left and right rear wheel positions are increased as the absolute value of acceleration increases. The posture of the vehicle body is controlled so that both are lowered, that is, the position of the center of gravity of the vehicle body is lowered. Therefore, the change in the posture of the vehicle body accompanying the acceleration / deceleration of the vehicle is suppressed, and the running stability of the vehicle is improved.

ａ．第１実施形態
以下、本発明の第１実施形態について図面を用いて説明すると、図１は、同第１実施形態に係る車両の操舵装置の全体概略図である。この車両の操舵装置は、運転者によって操舵操作される操舵ハンドル１０と、左右前輪ＦＷ１，ＦＷ２および左右後輪ＲＷ１,ＲＷ２をそれぞれ独立の転舵可能な転舵機構２０，３０，４０，５０を備えている。 a. First Embodiment Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is an overall schematic diagram of a vehicle steering apparatus according to the first embodiment. The vehicle steering apparatus includes a steering handle 10 that is steered by a driver, and steering mechanisms 20, 30, 40, and 50 that can independently steer left and right front wheels FW1 and FW2 and left and right rear wheels RW1 and RW2. I have.

操舵ハンドル１０は、軸線周りに一体回転するステアリングシャフト１１の上端に接続されている。ステアリングシャフト１１の下端には、電動モータおよび減速機構からなる反力アクチュエータ１２が設けられている。この反力アクチュエータ１２は、操舵ハンドル１０の操舵操作に対して操舵反力を付与する。   The steering handle 10 is connected to the upper end of a steering shaft 11 that rotates integrally around an axis. A reaction force actuator 12 including an electric motor and a speed reduction mechanism is provided at the lower end of the steering shaft 11. The reaction force actuator 12 applies a steering reaction force to the steering operation of the steering handle 10.

転舵機構２０，３０は、左右前輪ＦＷ１，ＦＷ２を、図示しない車体に転舵可能に支持するアーム機構２１，３１をそれぞれ備えている。アーム機構２１，３１の各後端部は、電気アクチュエータ２２，３２により、駆動ロッド２３，３３を介して左右に駆動されるようになっている。電気アクチュエータ２２，３２は、そのハウジング内に、電気的に駆動される電動モータおよび電動モータの回転運動を減速するとともに直線運動に変換する変換機構を有していて、駆動ロッド２３，３３の各内側端を、駆動ロッド２３，３３に対して回転可能に係合したピン２４，３４を介して左右に駆動する。駆動ロッド２３，３３は、前記電気アクチュエータ２２，３２による駆動により、揺動しながら左右方向に変位して、アーム機構２１，３１の後端部を、駆動ロッド２３，３３に対して回転可能に係合したピン２５，３５を介して左右に駆動する。したがって、左右前輪ＦＷ１，ＦＷ２は、電気アクチュエータ２２，３２により左右にそれぞれ独立して転舵される。   The steering mechanisms 20 and 30 are respectively provided with arm mechanisms 21 and 31 that support the left and right front wheels FW1 and FW2 on a vehicle body (not shown) so as to be steerable. The rear end portions of the arm mechanisms 21 and 31 are driven left and right by the electric actuators 22 and 32 via the drive rods 23 and 33, respectively. The electric actuators 22 and 32 have in their housings an electrically driven electric motor and a conversion mechanism that decelerates the rotational motion of the electric motor and converts it into linear motion. The inner end is driven left and right through pins 24 and 34 that are rotatably engaged with the drive rods 23 and 33. The drive rods 23, 33 are displaced in the left-right direction while swinging by being driven by the electric actuators 22, 32 so that the rear end portions of the arm mechanisms 21, 31 can be rotated with respect to the drive rods 23, 33. It is driven left and right through the engaged pins 25 and 35. Accordingly, the left and right front wheels FW1 and FW2 are steered independently by the electric actuators 22 and 32, respectively.

転舵機構４０，５０は、左右後輪ＲＷ１,ＲＷ２を、図示しない車体に転舵可能に支持するアーム機構４１，５１をそれぞれ備えている。アーム機構４１，５１の各前端部は、電気アクチュエータ４２，５２により、駆動ロッド４３，５３を介して左右に駆動されるようになっている。電気アクチュエータ４２，５２は、前記電気アクチュエータ２２，３２と同様に構成されていて、駆動ロッド４３，５３の各内側端を、駆動ロッド４３，５３に対して回転可能に係合したピン４４，５４を介して左右に駆動する。駆動ロッド４３，５３は、電気アクチュエータ４２，５２による駆動により、揺動しながら左右方向に変位して、アーム機構４１，５１の前端部を、駆動ロッド４３，５３に対して回転可能に係合したピン４５，５５を介して左右に駆動する。したがって、左右後輪ＲＷ１,ＲＷ２は、電気アクチュエータ４２，５２により左右にそれぞれ独立して転舵される。なお、前記アーム機構２１，３１，４１，５１をサスペンション機構の中心位置は、左右前輪ＦＷ１，ＦＷ２および左右後輪ＲＷ１,ＲＷ２の接地面上にはないものとする。   The steering mechanisms 40 and 50 include arm mechanisms 41 and 51 that support the left and right rear wheels RW1 and RW2 on a vehicle body (not shown) so as to be steerable. The front end portions of the arm mechanisms 41 and 51 are driven left and right by drive actuators 43 and 53 by electric actuators 42 and 52, respectively. The electric actuators 42 and 52 are configured in the same manner as the electric actuators 22 and 32, and pins 44 and 54 in which the inner ends of the drive rods 43 and 53 are rotatably engaged with the drive rods 43 and 53. Drive left and right through. The drive rods 43 and 53 are displaced in the left-right direction while swinging by being driven by the electric actuators 42 and 52, and the front end portions of the arm mechanisms 41 and 51 are rotatably engaged with the drive rods 43 and 53. It drives to right and left through the pin 45,55 which did. Accordingly, the left and right rear wheels RW1 and RW2 are steered independently by the electric actuators 42 and 52, respectively. It is assumed that the center position of the suspension mechanism of the arm mechanisms 21, 31, 41, 51 is not on the ground contact surfaces of the left and right front wheels FW1, FW2 and the left and right rear wheels RW1, RW2.

次に、反力アクチュエータ１２および電気アクチュエータ２２，３２，４２，５２を制御する電気制御装置について説明する。電気制御装置は、ハンドル操舵角センサ６１、左前輪転舵角センサ６２、右前輪転舵角センサ６３、左後輪転舵角センサ６４、右後輪転舵角センサ６５、車速センサ６６および車高センサ６７ａ〜６７ｄを備えている。ハンドル操舵角センサ６１は、ステアリングシャフト１１に組み付けられて、操舵ハンドル１０の回転角であるハンドル操舵角θｈを検出する。なお、ハンドル操舵角θｈは、操舵ハンドル１０の中立位置を「０」とし、操舵ハンドル１０の左方向の回転角を負の値で表し、操舵ハンドル１０の右方向の回転角を正の値で表す。   Next, an electric control device for controlling the reaction force actuator 12 and the electric actuators 22, 32, 42, 52 will be described. The electric control device includes a steering wheel steering angle sensor 61, a left front wheel turning angle sensor 62, a right front wheel turning angle sensor 63, a left rear wheel turning angle sensor 64, a right rear wheel turning angle sensor 65, a vehicle speed sensor 66, and a vehicle height sensor 67a. 67d. The steering wheel steering angle sensor 61 is assembled to the steering shaft 11 and detects a steering wheel steering angle θh that is a rotation angle of the steering wheel 10. The steering wheel steering angle θh is set to “0” as the neutral position of the steering wheel 10, the left rotation angle of the steering wheel 10 is expressed as a negative value, and the right rotation angle of the steering handle 10 is expressed as a positive value. To express.

左前輪転舵角センサ６２および右前輪転舵角センサ６３は、電気アクチュエータ３２，４２内の電動モータに組み込まれた回転角センサによってそれぞれ構成され、各電動モータの回転角を検出することによって左右前輪ＦＷ１，ＦＷ２の転舵角θf1，θf2をそれぞれ検出する。なお、左右前輪転舵角θf1，θf2も、左右前輪ＦＷ１，ＦＷ２の中立位置を「０」とし、左右前輪ＦＷ１，ＦＷ２の左方向の転舵角を負の値で表し、左右前輪ＦＷ１，ＦＷ２の右方向の転舵角を正の値で表す。また、これらの左前輪転舵角センサ６２および右前輪転舵角センサ６３に代えて、アーム機構２１，３１または駆動ロッド２３，３３の変位によって左右前輪転舵角θf1，θf2を検出するセンサを用いてもよい。   The left front wheel turning angle sensor 62 and the right front wheel turning angle sensor 63 are respectively constituted by rotation angle sensors incorporated in the electric motors in the electric actuators 32 and 42, and the left and right front wheels FW1 are detected by detecting the rotation angle of each electric motor. , FW2 turning angles θf1 and θf2 are detected. The left and right front wheel turning angles θf1 and θf2 are also represented by “0” as the neutral position of the left and right front wheels FW1 and FW2, and the left turning angles of the left and right front wheels FW1 and FW2 are expressed as negative values. The steering angle in the right direction is expressed as a positive value. Further, instead of the left front wheel turning angle sensor 62 and the right front wheel turning angle sensor 63, sensors that detect the left and right front wheel turning angles θf1 and θf2 by the displacement of the arm mechanisms 21 and 31 or the drive rods 23 and 33 are used. Also good.

左後輪転舵角センサ６４および右後輪転舵角センサ６５は、電気アクチュエータ４２，５２内の電動モータに組み込まれた回転角センサによってそれぞれ構成され、各電動モータの回転角を検出することによって左右後輪ＲＷ１,ＲＷ２の転舵角θr1，θr2をそれぞれ検出する。なお、左右後輪転舵角θfr1，θr2も、左右後輪ＲＷ１,ＲＷ２の中立位置を「０」とし、左右後輪ＲＷ１,ＲＷ２の左方向の転舵角を負の値で表し、左右後輪ＲＷ１,ＲＷ２の右方向の転舵角を正の値で表す。また、これらの左後輪転舵角センサ６４および右後輪転舵角センサ６５に代えて、アーム機構４１，５１または駆動ロッド４３，５３の変位によって左右後輪転舵角θr1，θr2を検出するセンサを用いてもよい。   The left rear wheel turning angle sensor 64 and the right rear wheel turning angle sensor 65 are respectively constituted by rotation angle sensors incorporated in the electric motors in the electric actuators 42 and 52, and the left and right wheels are detected by detecting the rotation angle of each electric motor. The steering angles θr1 and θr2 of the rear wheels RW1 and RW2 are detected. The left and right rear wheel turning angles θfr1 and θr2 are also represented by “0” as the neutral position of the left and right rear wheels RW1 and RW2, and the left and right rear wheels RW1 and RW2 are represented by negative values. The rightward turning angle of RW1 and RW2 is represented by a positive value. Further, instead of the left rear wheel turning angle sensor 64 and the right rear wheel turning angle sensor 65, sensors for detecting the left and right rear wheel turning angles θr1, θr2 by the displacement of the arm mechanisms 41, 51 or the drive rods 43, 53 are provided. It may be used.

車速センサ６６は、車速Ｖを検出する。車高センサ６７ａ〜６７ｄは、左右前後輪ＦＷ１、ＦＷ２，ＲＷ１,ＲＷ２の各位置の車高Ｈ1〜Ｈ4をそれぞれ検出する。   The vehicle speed sensor 66 detects the vehicle speed V. The vehicle height sensors 67a to 67d detect vehicle heights H1 to H4 at the respective positions of the left and right front and rear wheels FW1, FW2, RW1, and RW2.

これらのセンサ６１〜６６，６７ａ〜６７ｄは、電子制御ユニット（以下、ＥＣＵという）７０に接続されている。ＥＣＵ７０は、ＣＰＵ，ＲＯＭ，ＲＡＭなどからなるマイクロコンピュータを主要構成部品とするもので、図２の前後輪転舵プログラムを所定の短時間ごとに繰り返し実行することにより、前記センサ６１〜６６，６７ａ〜６７ｄの検出信号に応じて駆動回路７１〜７５を介して、反力アクチュエータ１２および電気アクチュエータ２２，３２，４２，５２を駆動制御する。   These sensors 61 to 66, 67a to 67d are connected to an electronic control unit (hereinafter referred to as ECU) 70. The ECU 70 has a microcomputer composed of a CPU, ROM, RAM, and the like as main components, and repeatedly executes the front and rear wheel turning program shown in FIG. 2 every predetermined short time, whereby the sensors 61 to 66, 67a to The reaction force actuator 12 and the electric actuators 22, 32, 42, and 52 are driven and controlled via the drive circuits 71 to 75 in accordance with the detection signal 67d.

次に、上記のように構成した第１実施形態の動作を説明する。イグニッションスイッチの投入により、ＥＣＵ７０は図２の前後輪転舵プログラムを所定の短時間ごとに繰り返し実行し始め、この前後輪転舵プログラムの実行により、操舵ハンドル１０の回動操作に応じて左右前輪ＦＷ１，ＦＷ２および左右後輪ＲＷ１,ＲＷ２を独立に転舵制御する。なお、本発明には直接に関係しないので、詳しい説明を省略するが、図示しないプログラムの実行により、反力アクチュエータ１２も駆動制御されて、操舵ハンドル１０の操舵操作に対して適度な反力が付与される。   Next, the operation of the first embodiment configured as described above will be described. When the ignition switch is turned on, the ECU 70 starts to repeatedly execute the front and rear wheel steering program of FIG. 2 every predetermined short time. By executing this front and rear wheel steering program, the left and right front wheels FW1, FW1 are changed according to the turning operation of the steering handle 10. Steering control of FW2 and left and right rear wheels RW1 and RW2 is independently performed. Although not described in detail because it is not directly related to the present invention, the reaction force actuator 12 is also driven and controlled by the execution of a program (not shown), and an appropriate reaction force is applied to the steering operation of the steering handle 10. Is granted.

前後輪転舵プログラムの実行はステップＳ１０にて開始され、ＥＣＵ７０はステップＳ１１にてハンドル操舵角センサ６１からハンドル操舵角θｈを入力し、車速センサ６６から車速Ｖを入力し、かつ車高センサ６７ａ〜６７ｄから車高Ｈ1〜Ｈ4を入力する。そして、ステップＳ１２にて、下記式１，２の演算の実行により、目標前輪転舵角θf＊および目標後輪転舵角θr＊を計算する。

Figure 2007223361
Figure 2007223361
 なお、前記式１中のＫは、ハンドル操舵角θｈに対する左右前輪ＦＷ１，ＦＷ２の転舵角の比を表す車両に応じて予め定められた所定の定数である。 The execution of the front and rear wheel steering program is started in step S10, and the ECU 70 inputs the steering wheel steering angle θh from the steering wheel steering angle sensor 61, inputs the vehicle speed V from the vehicle speed sensor 66 in step S11, and receives the vehicle height sensors 67a˜. The vehicle heights H1 to H4 are input from 67d. In step S12, the target front wheel turning angle θf * and the target rear wheel turning angle θr * are calculated by executing the calculations of the following formulas 1 and 2.
Figure 2007223361
Figure 2007223361
 Note that K in Equation 1 is a predetermined constant determined in advance according to the vehicle that represents the ratio of the turning angle of the left and right front wheels FW1 and FW2 to the steering wheel steering angle θh.

次に、ＥＣＵ７０は、ステップＳ１３にて車高Ｈ1〜Ｈ4を用いた下記式３，４の演算の実行により、左右前輪ＦＷ１，ＦＷ２位置（車両前部）の車高Ｈfおよび左右後輪ＲＷ１,ＲＷ２位置（車両後部）の車高Ｈrをそれぞれ計算する。

Figure 2007223361
Figure 2007223361
 Next, in step S13, the ECU 70 executes the calculations of the following formulas 3 and 4 using the vehicle heights H1 to H4, whereby the vehicle height Hf and the left and right rear wheels RW1, The vehicle height Hr at the RW2 position (rear part of the vehicle) is calculated.
Figure 2007223361
Figure 2007223361

次に、ＥＣＵ７０は、ステップＳ１４にて、ＲＯＭ内に設けられた目標車高テーブルを参照し、車速Ｖに対応した左右前輪ＦＷ１，ＦＷ２位置の目標車高Ｈf＊および左右後輪ＲＷ１,ＲＷ２位置の目標車高Ｈr＊をそれぞれ計算する。目標車高テーブルは、図３に示すように、車速Ｖに応じて変化する両目標車高Ｈf＊，Ｈr＊を記憶したものであり、目標車高Ｈf＊は車速Ｖの増加に従って標準車高から徐々に減少する（図示実線）。また、目標車高Ｈr＊は車速Ｖの増加に従って標準車高から徐々に増加する（図示破線）。なお、この目標車高テーブルを用いるのに代えて、車速Ｖの変化に従って変化する目標車高Ｈf＊，Ｈr＊を規定する関数を予め用意しておき、この関数を用いて目標車高Ｈf＊，Ｈr＊を計算するようにしてもよい。   Next, in step S14, the ECU 70 refers to the target vehicle height table provided in the ROM, and the target vehicle height Hf * at the positions of the left and right front wheels FW1, FW2 corresponding to the vehicle speed V and the positions of the left and right rear wheels RW1, RW2. Each target vehicle height Hr * is calculated. As shown in FIG. 3, the target vehicle height table stores both target vehicle heights Hf * and Hr * that change according to the vehicle speed V. The target vehicle height Hf * is a standard vehicle height as the vehicle speed V increases. It gradually decreases from (solid line in the figure). Further, the target vehicle height Hr * gradually increases from the standard vehicle height as the vehicle speed V increases (broken line in the figure). Instead of using this target vehicle height table, a function that defines the target vehicle heights Hf * and Hr * that change according to the change in the vehicle speed V is prepared in advance, and this function is used to set the target vehicle height Hf *. , Hr * may be calculated.

前記ステップＳ１４の処理後、ＥＣＵ７０は、ステップＳ１５にて、下記式５，６の演算の実行により、目標車高Ｈf＊，Ｈr＊と実際の車高Ｈf，Ｈrとの各偏差ΔＨf，ΔＨrを計算する。

Figure 2007223361
Figure 2007223361
 After the process of step S14, the ECU 70 calculates the deviations ΔHf and ΔHr between the target vehicle heights Hf * and Hr * and the actual vehicle heights Hf and Hr by executing the calculations of the following formulas 5 and 6 in step S15. calculate.
Figure 2007223361
Figure 2007223361

前記ステップＳ１５の処理後、ＥＣＵ７０は、ステップＳ１６にて、前記計算した車高偏差ΔＨfを用いた下記式７の演算の実行により、左右前輪ＦＷ１，ＦＷ２位置の車高を車高偏差ΔＨｆ分だけ変化させるための前輪トー角変更量Δλf、すなわち現在の車高Ｈfを目標車高Ｈf＊に制御するための前輪トー角変更量Δλfを計算する。

Figure 2007223361
なお、前記式７中において、Ｋfは左右前輪ＦＷ１，ＦＷ２に関するホイールレート（左右前輪ＦＷ１，ＦＷ２と車体との間のばね定数）を表し、Ｃfは左右前輪ＦＷ１，ＦＷ２のコーナリングパワーを表し、Ｈは車両のロールセンター高さを表し、Ｔfは左右前輪ＦＷ１，ＦＷ２のトレッドを表す。そして、これらのＫf，Ｃf，Ｈ，Ｔfは、車両に応じて予め定められた定数である。また、前輪トー角変更量Δλfは、トーアウト量を負で表し、トーイン量を正で表す。 After the processing of step S15, the ECU 70 performs the calculation of the following expression 7 using the calculated vehicle height deviation ΔHf in step S16, thereby calculating the vehicle height at the positions of the left and right front wheels FW1, FW2 by the vehicle height deviation ΔHf. A front wheel toe angle change amount Δλf for changing, that is, a front wheel toe angle change amount Δλf for controlling the current vehicle height Hf to the target vehicle height Hf * is calculated.
Figure 2007223361
 In Expression 7, Kf represents the wheel rate (the spring constant between the left and right front wheels FW1, FW2 and the vehicle body) for the left and right front wheels FW1, FW2, Cf represents the cornering power of the left and right front wheels FW1, FW2, and H Represents the roll center height of the vehicle, and Tf represents the tread of the left and right front wheels FW1, FW2. These Kf, Cf, H, and Tf are constants determined in advance according to the vehicle. The front wheel toe angle change amount Δλf represents a toe-out amount as a negative value and a toe-in amount as a positive value.

次に、ＥＣＵ７０は、ステップＳ１７にて、前記計算した車高偏差ΔＨrを用いた下記式８の演算の実行により、左右後輪ＲＷ１,ＲＷ２位置の車高を車高偏差ΔＨr分だけ変化させるための後輪トー角変更量Δλr、すなわち現在の車高Ｈrを目標車高Ｈr＊に制御するための後輪トー角変更量Δλrを計算する。

Figure 2007223361
なお、前記式８中において、Ｋrは左右後輪ＲＷ１,ＲＷ２に関するホイールレート（左右後輪ＲＷ１,ＲＷ２と車体との間のばね定数）を表し、Ｃrは左右後輪ＲＷ１,ＲＷ２のコーナリングパワーを表し、Ｈは車両のロールセンター高さを表し、Ｔrは左右後輪ＲＷ１,ＲＷ２のトレッドを表す。そして、これらのＫr，Ｃr，Ｈ，Ｔrは、車両に応じて予め定められた定数である。また、後輪トー角変更量Δλrは、トーアウト量を負で表し、トーイン量を正で表す。 Next, in step S17, the ECU 70 changes the vehicle height at the positions of the left and right rear wheels RW1, RW2 by the vehicle height deviation ΔHr by executing the calculation of the following equation 8 using the calculated vehicle height deviation ΔHr. A rear wheel toe angle change amount Δλr, that is, a rear wheel toe angle change amount Δλr for controlling the current vehicle height Hr to the target vehicle height Hr * is calculated.
Figure 2007223361
 In Equation 8, Kr represents the wheel rate (the spring constant between the left and right rear wheels RW1, RW2 and the vehicle body) for the left and right rear wheels RW1, RW2, and Cr represents the cornering power of the left and right rear wheels RW1, RW2. H represents the roll center height of the vehicle, and Tr represents the tread of the left and right rear wheels RW1, RW2. These Kr, Cr, H, and Tr are constants determined in advance according to the vehicle. Further, the rear wheel toe angle change amount Δλr represents a toe-out amount as negative and a toe-in amount as positive.

前記ステップＳ１７の処理後、ＥＣＵ７０は、ステップＳ１８にて、前記計算した前輪トー角変更量Δλfおよび後輪トー角変更量Δλrを用いた下記式９，１０の演算の実行により、目標前輪トー角λfおよび目標後輪トー角λrを更新する。なお、これらの目標前輪トー角λfおよび目標後輪トー角λrは、初期には共に「０」に設定されている。

Figure 2007223361
Figure 2007223361
 これらの演算により、左右前輪ＦＷ１，ＦＷ２および左右後輪ＲＷ１,ＲＷ２各位置の車高Ｈf，Ｈrを目標車高Ｈf＊，Ｈr＊にそれぞれ設定するための目標前輪トー角λfおよび目標後輪トー角λrがそれぞれ計算される。 After the process of step S17, the ECU 70 executes the calculation of the following formulas 9 and 10 using the calculated front wheel toe angle change amount Δλf and the rear wheel toe angle change amount Δλr in step S18. λf and target rear wheel toe angle λr are updated. The target front wheel toe angle λf and the target rear wheel toe angle λr are both initially set to “0”.
Figure 2007223361
Figure 2007223361
 By these calculations, the target front wheel toe angle λf and the target rear wheel toe for setting the vehicle heights Hf, Hr at the respective positions of the left and right front wheels FW1, FW2 and the left and right rear wheels RW1, RW2 to the target vehicle heights Hf *, Hr *, respectively. Each angle λr is calculated.

次に、ステップＳ１９にて、前記ステップＳ１２の処理によって計算した目標前後輪転舵角θf＊，θr＊を、目標前後輪トー角λf，λrを用いた下記式１１〜１４の演算の実行により補正して、左右前輪ＦＷ１，ＦＷ２および左右後輪ＲＷ１,ＲＷ２の目標転舵角θf1＊，θf2＊，θr1＊，θr2＊をそれぞれ計算する。

Figure 2007223361
Figure 2007223361
Figure 2007223361
Figure 2007223361
 Next, in step S19, the target front and rear wheel turning angles θf * and θr * calculated by the processing in step S12 are corrected by executing the following expressions 11 to 14 using the target front and rear wheel toe angles λf and λr. Then, the target turning angles θf1 *, θf2 *, θr1 *, θr2 * of the left and right front wheels FW1, FW2 and the left and right rear wheels RW1, RW2 are calculated, respectively.
Figure 2007223361
Figure 2007223361
Figure 2007223361
Figure 2007223361

前記ステップＳ１９の処理後、ＥＣＵ７０は、ステップＳ２０にて左右前後輪転舵角センサ６２〜６５から検出転舵角θf1，θf2，θr1，θr2をそれぞれ入力して、前記検出転舵角θf1，θf2，θr1，θr2が、前記計算した目標転舵角θf1＊，θf2＊，θr1＊，θr2＊にそれぞれ等しくなるように電気アクチュエータ２２，３２，４２，５２をそれぞれ駆動制御する。この駆動制御により、電気アクチュエータ２２，３２，４２，５２は、駆動ロッド２３，３３，４３，５３を介してアーム機構２１，３１，４１，５１をそれぞれ回転させる。これにより、左右前輪ＦＷ１，ＦＷ２は目標左右前輪転舵角θf1＊，θf2＊に転舵されるとともに、左右後輪ＲＷ１,ＲＷ２は目標左右後輪転舵角θr1＊，θr2＊に転舵される。そして、ステップＳ２１にて、この前輪転舵プログラムの実行が終了される。   After the process of step S19, the ECU 70 inputs the detected turning angles θf1, θf2, θr1, and θr2 from the left and right front and rear wheel turning angle sensors 62 to 65 in step S20, respectively, and detects the detected turning angles θf1, θf2, The electric actuators 22, 32, 42, and 52 are driven and controlled so that θr1 and θr2 are equal to the calculated target turning angles θf1 *, θf2 *, θr1 *, and θr2 *, respectively. By this drive control, the electric actuators 22, 32, 42, 52 rotate the arm mechanisms 21, 31, 41, 51 via the drive rods 23, 33, 43, 53, respectively. As a result, the left and right front wheels FW1 and FW2 are steered to the target left and right front wheel turning angles θf1 * and θf2 *, and the left and right rear wheels RW1 and RW2 are steered to the target left and right rear wheel turning angles θr1 * and θr2 *. . And in step S21, execution of this front-wheel steering program is complete | finished.

このような転舵制御の結果、左右前輪ＦＷ１，ＦＷ２は操舵ハンドル１０の操舵操作に応じた転舵角に加え、目標前輪トー角λfだけ補正転舵される。この場合、目標前輪トー角λfは左右前輪ＦＷ１，ＦＷ２位置の車高Ｈfを目標車高Ｈf＊に設定するためのトー角であり、目標車高Ｈf＊は車速Ｖが増加するに従って標準車高よりも徐々に低くなるので、目標前輪トー角λfは車速Ｖの増加に従って絶対値の大きな負の値を示すことになり、左右前輪ＦＷ１，ＦＷ２は車速Ｖの増加に従ってトーアウト方向に大きく転舵される。   As a result of such steering control, the left and right front wheels FW1 and FW2 are steered by the target front wheel toe angle λf in addition to the turning angle corresponding to the steering operation of the steering handle 10. In this case, the target front wheel toe angle λf is a toe angle for setting the vehicle height Hf at the positions of the left and right front wheels FW1, FW2 to the target vehicle height Hf *, and the target vehicle height Hf * is a standard vehicle height as the vehicle speed V increases. Therefore, the target front wheel toe angle λf shows a negative value with a large absolute value as the vehicle speed V increases, and the left and right front wheels FW1 and FW2 are steered greatly in the toe-out direction as the vehicle speed V increases. The

一方、左右後輪ＲＷ１,ＲＷ２は、目標後輪トー角λrだけ転舵される。この場合、目標後輪トー角λrは左右後輪ＲＷ１,ＲＷ２位置の車高Ｈrを目標車高Ｈr＊に設定するためのトー角であり、目標車高Ｈf＊は車速Ｖが増加するに従って標準車高よりも徐々に高くなるので、目標後輪トー角λrは車速Ｖの増加に従って絶対値の大きな正の値を示すことになり、左右後輪ＲＷ１,ＲＷ２は車速Ｖの増加に従ってトーイン方向に大きく転舵される。   On the other hand, the left and right rear wheels RW1, RW2 are steered by the target rear wheel toe angle λr. In this case, the target rear wheel toe angle λr is a toe angle for setting the vehicle height Hr at the positions of the left and right rear wheels RW1, RW2 to the target vehicle height Hr *, and the target vehicle height Hf * is standard as the vehicle speed V increases. As the vehicle height gradually increases, the target rear wheel toe angle λr exhibits a positive value with a large absolute value as the vehicle speed V increases, and the left and right rear wheels RW1 and RW2 increase in the toe-in direction as the vehicle speed V increases. It is steered greatly.

上記作動説明からも理解できるとおり、上記実施形態によれば、車速Ｖが増加するに従って、左右前輪ＦＷ１，ＦＷ２位置の車高が左右後輪ＲＷ１,ＲＷ２位置の車高よりも下がるように、すなわち車体が前傾するように車体の姿勢が制御される。したがって、車速Ｖの増加に従って増加する揚力が抑制され、車両の走行安定性が良好になる。   As can be understood from the above description of operation, according to the above embodiment, as the vehicle speed V increases, the vehicle height at the positions of the left and right front wheels FW1, FW2 is lower than the vehicle height at the positions of the left and right rear wheels RW1, RW2. The posture of the vehicle body is controlled so that the vehicle body tilts forward. Therefore, the lift that increases as the vehicle speed V increases is suppressed, and the running stability of the vehicle is improved.

ｂ．第２実施形態
次に、上記第１実施形態を変形した第２実施形態について説明する。この第２実施形態に係る車両の操舵装置においては、上記第１実施形態の車高センサ６７ａ〜６７ｄが省略力されて、左右前輪ＦＷ１，ＦＷ２位置の車高Ｈfsおよび左右後輪ＲＷ１,ＲＷ２位置の車高Ｈrsが車速Ｖに応じて推定されるようになっている。また、ＥＣＵ７０は、図２の前後輪転舵プログラムに代えて、図４の前後輪転舵プログラムを所定の短時間ごとに繰り返し実行する。他の構成は上記第１実施形態と同じであるので、その説明を省略する。 b. Second Embodiment Next, a second embodiment obtained by modifying the first embodiment will be described. In the vehicle steering apparatus according to the second embodiment, the vehicle height sensors 67a to 67d of the first embodiment are omitted, and the vehicle height Hfs at the positions of the left and right front wheels FW1, FW2 and the positions of the left and right rear wheels RW1, RW2 are determined. The vehicle height Hrs is estimated according to the vehicle speed V. Further, the ECU 70 repeatedly executes the front and rear wheel turning program of FIG. 4 every predetermined short time instead of the front and rear wheel turning program of FIG. Since other configurations are the same as those of the first embodiment, description thereof is omitted.

この前後輪転舵プログラムの実行はステップＳ３０にて開始され、ＥＣＵ７０は、ステップＳ３１にて、ハンドル操舵角センサ６１からハンドル操舵角θｈを入力するとともに、車速センサ６６から車速Ｖを入力する。そして、上記第1実施形態のステップＳ１２の処理と同様なステップＳ３２に処理により、上記式１，２の演算の実行により、目標前輪転舵角θf＊および目標後輪転舵角θr＊を計算する。   The execution of the front and rear wheel turning program is started in step S30, and the ECU 70 inputs the steering wheel steering angle θh from the steering wheel steering angle sensor 61 and the vehicle speed sensor 66 from the vehicle speed sensor 66 in step S31. Then, the target front wheel turning angle θf * and the target rear wheel turning angle θr * are calculated by executing the calculations of the above formulas 1 and 2 by the processing in step S32 similar to the processing in step S12 of the first embodiment. .

前記ステップＳ３２の処理後、ＥＣＵ７０は、ステップＳ３３にて、車高推定テーブルを参照し、車速Ｖに対応した左右前輪ＦＷ１，ＦＷ２位置の車高Ｈfsおよび左右後輪ＲＷ１,ＲＷ２位置の車高Ｈrsをそれぞれ計算する。車高推定テーブルは、図５に示すように、車速Ｖに応じて変化する推定車高Ｈfs，Ｈrsを予め記憶したものであり、推定車高Ｈfs，Ｈrsは、例えば車速Ｖの増加に従って標準車高から徐々に増加する。なお、この車高推定テーブルを用いるのに代えて、車速Ｖの変化に従って変化する推定車高Ｈfs，Ｈrsを規定する関数を予め用意しておき、この関数を用いて推定車高Ｈfs，Ｈrsを計算するようにしてもよい。   After the processing of step S32, the ECU 70 refers to the vehicle height estimation table in step S33, and the vehicle height Hfs at the positions of the left and right front wheels FW1, FW2 and the vehicle height Hrs at the positions of the left and right rear wheels RW1, RW2 corresponding to the vehicle speed V. Respectively. As shown in FIG. 5, the vehicle height estimation table stores in advance estimated vehicle heights Hfs and Hrs that change according to the vehicle speed V. The estimated vehicle heights Hfs and Hrs are, for example, standard vehicles as the vehicle speed V increases. Gradually increase from high. Instead of using this vehicle height estimation table, a function that defines estimated vehicle heights Hfs and Hrs that change according to changes in the vehicle speed V is prepared in advance, and the estimated vehicle heights Hfs and Hrs are calculated using this function. You may make it calculate.

次に、ＥＣＵ７０は、上記第１実施形態のステップＳ１４と同様なステップＳ３４の処理により、車速Ｖに対応した左右前輪ＦＷ１，ＦＷ２位置の目標車高Ｈf＊および左右後輪ＲＷ１,ＲＷ２位置の目標車高Ｈr＊をそれぞれ計算する。そして、ステップＳ３５にて、下記式１５，１６の演算の実行により、目標車高Ｈf＊，Ｈr＊と推定車高Ｈf，Ｈrとの各偏差ΔＨf，ΔＨrを計算する。

Figure 2007223361
Figure 2007223361
 Next, the ECU 70 performs the processing in step S34 similar to step S14 in the first embodiment, so that the target vehicle height Hf * for the left and right front wheels FW1, FW2 corresponding to the vehicle speed V and the target for the left and right rear wheels RW1, RW2 positions. Each vehicle height Hr * is calculated. In step S35, the deviations .DELTA.Hf and .DELTA.Hr between the target vehicle heights Hf * and Hr * and the estimated vehicle heights Hf and Hr are calculated by executing the following equations 15 and 16.
Figure 2007223361
Figure 2007223361

前記ステップＳ３５の処理後、ＥＣＵ７０は、ステップＳ３６にて、前記計算した車高偏差ΔＨfを用いた下記式１７の演算の実行により、左右前輪ＦＷ１，ＦＷ２位置の推定車高Ｈfsを車高偏差ΔＨｆ分だけ変化させて目標車高Ｈf＊に設定するための目標前輪トー角λfを計算する。

Figure 2007223361
なお、前記式１７中において、Ｋf，Ｃf，Ｈ，Ｔfは、上記第１実施形態と同様に、車両に応じて予め定められた定数である。また、目標前輪トー角λfは、トーアウト量を負で表し、トーイン量を正で表す。 After the processing of step S35, the ECU 70 calculates the estimated vehicle height Hfs of the positions of the left and right front wheels FW1, FW2 in step S36 by executing the calculation of the following equation 17 using the calculated vehicle height deviation ΔHf. The target front wheel toe angle λf is calculated for setting the target vehicle height Hf * by changing it by the same amount.
Figure 2007223361
 In Equation 17, Kf, Cf, H, and Tf are constants determined in advance according to the vehicle, as in the first embodiment. Further, the target front wheel toe angle λf represents the toe-out amount as negative and the toe-in amount as positive.

次に、ＥＣＵ７０は、ステップＳ３７にて、前記計算した車高偏差ΔＨrを用いた下記式１８の演算の実行により、左右後輪ＲＷ１,ＲＷ２位置の推定車高Ｈrsを車高偏差ΔＨr分だけ変化させて目標車高Ｈr＊に設定するための目標後輪トー角λrを計算する。

Figure 2007223361
なお、前記式１８中のＫr，Ｃr，Ｈ，Ｔrは、車両に応じて予め定められた定数である。また、目標後輪トー角λrも、トーアウト量を負で表し、トーイン量を正で表す。 Next, in step S37, the ECU 70 changes the estimated vehicle height Hrs at the positions of the left and right rear wheels RW1, RW2 by the vehicle height deviation ΔHr by executing the calculation of the following equation 18 using the calculated vehicle height deviation ΔHr. Then, the target rear wheel toe angle λr for setting the target vehicle height Hr * is calculated.
Figure 2007223361
 Note that Kr, Cr, H, and Tr in Equation 18 are constants determined in advance according to the vehicle. The target rear wheel toe angle λr also represents the toe-out amount as negative and the toe-in amount as positive.

前記ステップＳ３７の処理後、ＥＣＵ７０は、上記第１実施形態のステップＳ１８と同様なステップＳ３８の処理により、前記ステップＳ３２の処理によって計算した目標前後輪転舵角θf＊，θr＊を、目標前後輪トー角λf，λrを用いた上記式１１〜１４の演算の実行により補正して、左右前輪ＦＷ１，ＦＷ２および左右後輪ＲＷ１,ＲＷ２の目標転舵角θf1＊，θf2＊，θr1＊，θr2＊をそれぞれ計算する。そして、ＥＣＵ７０は、上記第１実施形態と同様なステップＳ３９の処理により、左右前輪ＦＷ１，ＦＷ２を目標左右前輪転舵角θf1＊，θf2＊に転舵するとともに、左右後輪ＲＷ１,ＲＷ２を目標左右後輪転舵角θr1＊，θr2＊に転舵して、ステップＳ４０にて、この前輪転舵プログラムの実行が終了される。   After the process of step S37, the ECU 70 obtains the target front and rear wheel turning angles θf * and θr * calculated by the process of step S32 by the process of step S38 similar to step S18 of the first embodiment. The target turning angles θf1 *, θf2 *, θr1 *, θr2 * of the left and right front wheels FW1, FW2 and the left and right rear wheels RW1, RW2 are corrected by executing the calculations of the above formulas 11-14 using the toe angles λf, λr. Respectively. Then, the ECU 70 steers the left and right front wheels FW1 and FW2 to the target left and right front wheel turning angles θf1 * and θf2 * and also sets the left and right rear wheels RW1 and RW2 as targets by the processing of step S39 similar to the first embodiment. The left and right rear wheel turning angles θr1 * and θr2 * are steered, and the execution of the front wheel turning program is terminated in step S40.

このような転舵制御の結果、上記第１実施形態の場合と同様に、左右前輪ＦＷ１，ＦＷ２は操舵ハンドル１０の操舵操作に応じた転舵角に加え、目標前輪トー角λfだけ補正転舵される。また、左右後輪ＲＷ１,ＲＷ２は、目標後輪トー角λrだけ転舵される。そして、この場合の目標前後輪トー角λf，λrも上記第１実施形態と同様に決定されるので、車速Ｖが増加するに従って、左右前輪ＦＷ１，ＦＷ２位置の車高が左右後輪ＲＷ１,ＲＷ２位置の車高よりも下がるように、すなわち車体が前傾するように車体の姿勢が制御される。したがって、この第２実施形態によっても、車速Ｖの増加に従って増加する揚力が抑制され、車両の走行安定性が良好になる。   As a result of such steering control, the left and right front wheels FW1 and FW2 are corrected by the target front wheel toe angle λf in addition to the steering angle corresponding to the steering operation of the steering handle 10, as in the case of the first embodiment. Is done. Further, the left and right rear wheels RW1, RW2 are steered by the target rear wheel toe angle λr. Since the target front and rear wheel toe angles λf and λr in this case are also determined in the same manner as in the first embodiment, the vehicle height at the positions of the left and right front wheels FW1 and FW2 increases as the vehicle speed V increases. The posture of the vehicle body is controlled so as to be lower than the vehicle height of the position, that is, the vehicle body tilts forward. Therefore, also according to the second embodiment, the lift that increases as the vehicle speed V increases is suppressed, and the running stability of the vehicle is improved.

ｃ．第３実施形態
次に、上記第１実施形態を変形した第３実施形態について説明する。この第３実施形態に係る車両の操舵装置においては、上記第１実施形態の車速センサ６６に代えて、図１に破線で示すように、車両の前後方向の加速度Ｇxを検出する前後加速度センサ６８が設けられている。なお、前後加速度Ｇxは、車両の前方方向を正、すなわち車両の増速度を正で表し、車両の減速度を負で表す。また、ＥＣＵ７０は、図２の前後輪転舵プログラムに代えて、図６の前後輪転舵プログラムを所定の短時間ごとに繰り返し実行する。他の構成は上記第１実施形態と同じであるので、その説明を省略する。 c. Third Embodiment Next, a third embodiment obtained by modifying the first embodiment will be described. In the vehicle steering apparatus according to the third embodiment, instead of the vehicle speed sensor 66 of the first embodiment, a longitudinal acceleration sensor 68 that detects an acceleration Gx in the longitudinal direction of the vehicle as shown by a broken line in FIG. Is provided. The longitudinal acceleration Gx represents the forward direction of the vehicle as positive, that is, the vehicle acceleration as positive, and the vehicle deceleration as negative. In addition, the ECU 70 repeatedly executes the front and rear wheel turning program of FIG. 6 every predetermined short time instead of the front and rear wheel turning program of FIG. Since other configurations are the same as those of the first embodiment, description thereof is omitted.

この前後輪転舵プログラムの実行はステップＳ５０にて開始され、ＥＣＵ７０は、ステップＳ５１にて、ハンドル操舵角センサ６１からハンドル操舵角θｈを入力し、前後加速度センサ６８から前後加速度Ｇxを入力し、かつ車高センサ６７ａ〜６７ｄから車高Ｈ1〜Ｈ4を入力する。そして、上記第1実施形態のステップＳ１２の処理と同様なステップＳ５２に処理により、上記式１，２の演算の実行により、目標前輪転舵角θf＊および目標後輪転舵角θr＊を計算する。また、上記第1実施形態のステップＳ１３の処理と同様なステップＳ５３に処理により、上記式３，４の演算の実行により、左右前輪ＦＷ１，ＦＷ２位置（車両前部）の車高Ｈfおよび左右後輪ＲＷ１,ＲＷ２位置（車両後部）の車高Ｈrをそれぞれ計算する。   The execution of this front / rear wheel steering program is started in step S50, and the ECU 70 inputs the steering wheel steering angle θh from the steering wheel steering angle sensor 61, inputs the longitudinal acceleration Gx from the longitudinal acceleration sensor 68 in step S51, and Vehicle heights H1 to H4 are input from vehicle height sensors 67a to 67d. Then, the target front wheel turning angle θf * and the target rear wheel turning angle θr * are calculated by executing the calculations of the above formulas 1 and 2 by the processing in step S52 similar to the processing in step S12 of the first embodiment. . Further, by performing the processing in Step S53 similar to the processing in Step S13 of the first embodiment and executing the calculations of Expressions 3 and 4, the vehicle height Hf and the left and right rear of the left and right front wheels FW1 and FW2 positions (vehicle front) The vehicle height Hr at the positions of the wheels RW1 and RW2 (rear part of the vehicle) is calculated.

次に、ＥＣＵ７０は、ステップＳ５４にて、ＲＯＭ内に設けられた目標車高テーブルを参照し、前後加速度Ｇxに対応した左右前輪ＦＷ１，ＦＷ２位置の目標車高Ｈf＊および左右後輪ＲＷ１,ＲＷ２位置の目標車高Ｈr＊をそれぞれ計算する。目標車高テーブルは、図７に示すように、前後加速度Ｇxの絶対値｜Ｇx｜が増加するに従って変化する両目標車高Ｈf＊，Ｈr＊を記憶したものであり、目標車高Ｈf＊，Ｈr＊は、前後加速度Ｇxの絶対値｜Ｇx｜の増加に従って標準車高よりも若干低い車高に徐々に減少する。なお、この場合、目標車高テーブルを用いるのに代えて、前後加速度Ｇxの変化に従って変化する目標車高Ｈf＊，Ｈr＊を規定する関数を予め用意しておき、この関数を用いて目標車高Ｈf＊，Ｈr＊を計算するようにしてもよい。   Next, in step S54, the ECU 70 refers to the target vehicle height table provided in the ROM, and the target vehicle height Hf * at the positions of the left and right front wheels FW1, FW2 corresponding to the longitudinal acceleration Gx and the left and right rear wheels RW1, RW2. Each position target vehicle height Hr * is calculated. As shown in FIG. 7, the target vehicle height table stores both target vehicle heights Hf * and Hr * that change as the absolute value | Gx | of the longitudinal acceleration Gx increases. Hr * gradually decreases to a vehicle height slightly lower than the standard vehicle height as the absolute value | Gx | of the longitudinal acceleration Gx increases. In this case, instead of using the target vehicle height table, a function that defines the target vehicle heights Hf * and Hr * that change according to the change in the longitudinal acceleration Gx is prepared in advance, and the target vehicle is used by using this function. High Hf * and Hr * may be calculated.

前記ステップＳ５４の処理後、ＥＣＵ７０は、上記第１実施形態のステップＳ１５〜Ｓ２１と同様なステップＳ５５〜Ｓ６１の処理を実行して、左右前輪ＦＷ１，ＦＷ２位置の車高Ｈfおよび左右後輪ＲＷ１,ＲＷ２位置の車高Ｈrが前記計算した目標車高Ｈf＊，Ｈr＊になるように、左右前輪ＦＷ１，ＦＷ２および左右後輪ＲＷ１,ＲＷ２のトー角を制御する。その結果、第３実施形態によれば、左右前輪ＦＷ１，ＦＷ２位置の車高Ｈfおよび左右後輪ＲＷ１,ＲＷ２位置の車高Ｈrが前記計算した目標車高Ｈf＊，Ｈr＊、すなわち前後加速度Ｇxの絶対値｜Ｇx｜の増加に従って徐々に減少する目標車高Ｈf＊，Ｈr＊になるように、左右前輪ＦＷ１，ＦＷ２および左右後輪ＲＷ１,ＲＷ２のトー角が制御される。その結果、第３実施形態によれば、車両の増速時および減速時に車体の重心位置が下がるように車体の姿勢が制御される。したがって、車両の加減速に伴う車体の姿勢変化が抑制されて、車両の走行安定性が良好となる。   After the processing of step S54, the ECU 70 executes the processing of steps S55 to S61 similar to steps S15 to S21 of the first embodiment, and the vehicle height Hf of the left and right front wheels FW1, FW2 positions and the left and right rear wheels RW1, The toe angles of the left and right front wheels FW1, FW2 and the left and right rear wheels RW1, RW2 are controlled so that the vehicle height Hr at the RW2 position becomes the calculated target vehicle heights Hf *, Hr *. As a result, according to the third embodiment, the vehicle height Hf at the positions of the left and right front wheels FW1, FW2 and the vehicle height Hr at the positions of the left and right rear wheels RW1, RW2 are the calculated target vehicle heights Hf *, Hr *, that is, the longitudinal acceleration Gx. The toe angles of the left and right front wheels FW1, FW2 and the left and right rear wheels RW1, RW2 are controlled so that the target vehicle heights Hf *, Hr * gradually decrease as the absolute value | Gx | As a result, according to the third embodiment, the posture of the vehicle body is controlled so that the center of gravity of the vehicle body is lowered when the vehicle is accelerated and decelerated. Therefore, the change in the posture of the vehicle body accompanying the acceleration / deceleration of the vehicle is suppressed, and the running stability of the vehicle is improved.

なお、上記第３実施形態においては、車両の前後加速度Ｇxを検出するために、前後加速度センサ６８を用いるようにした。しかし、これに代えて、上記第１実施形態の車速センサ６６によって検出された車速Ｖを微分することにより、前後加速度Ｇxを検出するようにしてもよい。   In the third embodiment, the longitudinal acceleration sensor 68 is used to detect the longitudinal acceleration Gx of the vehicle. However, instead of this, the longitudinal acceleration Gx may be detected by differentiating the vehicle speed V detected by the vehicle speed sensor 66 of the first embodiment.

ｄ．その他の変形例
さらに、本発明は上記第１ないし第３実施形態に限定されることなく、本発明の範囲内において種々の変形例を採用することができる。 d. Other Modifications Furthermore, the present invention is not limited to the first to third embodiments, and various modifications can be employed within the scope of the present invention.

上記第１ないし第３実施形態においては、図２のステップＳ１２、図４のステップＳ３２および図６のステップＳ５２にて目標前輪転舵角θf＊をハンドル操舵角θhに対して線形変化する値に設定した。しかし、これに限らず、ハンドル操舵角θhの絶対値｜θh｜の大きな領域で、上記実施形態の目標前輪転舵角θf＊の絶対値｜θf＊｜より大きな絶対値になるように非線形変化する目標前輪転舵角θf＊を計算するようにしてもよい。また、ハンドル操舵角θｈに加えて、車速Ｖなどの走行状態に応じて非線形変化する値に目標前輪転舵角θf＊を設定するようにしてもよい。例えば、車速Ｖの小さな領域で上記実施形態の目標前輪転舵角θf＊の絶対値｜θf＊｜よりも大きな値となり、車速Ｖの大きな領域で上記実施形態の目標前輪転舵角θf＊の絶対値｜θf＊｜よりも小さな値となる目標前輪操舵角θf＊を計算するようにしてもよい。さらに、車体に発生するヨーレート、横加速度などを考慮して目標前輪転舵角θf＊を決定するようにしてもよい。   In the first to third embodiments, the target front wheel turning angle θf * is linearly changed with respect to the steering wheel steering angle θh in step S12 in FIG. 2, step S32 in FIG. 4, and step S52 in FIG. Set. However, the present invention is not limited to this, and in a region where the absolute value | θh | of the steering wheel steering angle θh is large, the nonlinear change so as to be larger than the absolute value | θf * | of the target front wheel turning angle θf * of the above embodiment. The target front wheel turning angle θf * to be calculated may be calculated. In addition to the steering wheel steering angle θh, the target front wheel turning angle θf * may be set to a value that changes nonlinearly in accordance with the traveling state such as the vehicle speed V. For example, the absolute value | θf * | of the target front wheel turning angle θf * of the above embodiment is larger in the region where the vehicle speed V is small, and the target front wheel turning angle θf * of the above embodiment is large in the region where the vehicle speed V is large. The target front wheel steering angle θf * that is smaller than the absolute value | θf * | may be calculated. Further, the target front wheel turning angle θf * may be determined in consideration of the yaw rate generated in the vehicle body, the lateral acceleration, and the like.

また、上記第１ないし第３実施形態においては、目標後輪転舵角をθr＊を「０」に設定するようにしたが、この目標後輪転舵角θr＊を、ハンドル操舵角θｈ、車速Ｖ、ヨーレート、横加速度などの車両の走行状態に応じて「０」以外の値に設定するようにしてもよい。   In the first to third embodiments, the target rear wheel turning angle θr * is set to “0”. The target rear wheel turning angle θr * is determined based on the steering wheel steering angle θh and the vehicle speed V. Further, a value other than “0” may be set according to the running state of the vehicle such as the yaw rate and the lateral acceleration.

さらに、上記第１および第２実施形態においては、車体を前傾または後傾させるために、左右前輪ＦＷ１，ＦＷ２および左右後輪ＲＷ１,ＲＷ２の両方のトー角を制御するようにした。しかし、これに代えて、左右前輪ＦＷ１，ＦＷ２または左右後輪ＲＷ１,ＲＷ２の一方のトー角のみを制御して、車体が前傾または後傾するようにしてもよい。この場合、左右前輪ＦＷ１，ＦＷ２または左右後輪ＲＷ１,ＲＷ２の一方のトー角を上記第１および第２実施形態の場合に比べて大きく制御するようにするとよい。   Furthermore, in the first and second embodiments, toe angles of both the left and right front wheels FW1, FW2 and the left and right rear wheels RW1, RW2 are controlled in order to tilt the vehicle body forward or backward. However, instead of this, the vehicle body may be tilted forward or backward by controlling only one toe angle of the left and right front wheels FW1, FW2 or the left and right rear wheels RW1, RW2. In this case, one toe angle of the left and right front wheels FW1 and FW2 or the left and right rear wheels RW1 and RW2 may be controlled to be larger than that in the first and second embodiments.

本発明の第１ないし第３実施形態に係る車両の操舵装置の全体概略図である。1 is an overall schematic diagram of a vehicle steering apparatus according to first to third embodiments of the present invention. 本発明の第１実施形態に係り、図１のＥＣＵにより実行される前後輪転舵プログラムを示すフローチャートである。3 is a flowchart illustrating a front and rear wheel steering program executed by the ECU of FIG. 1 according to the first embodiment of the present invention. 本発明の第１および第２実施形態に係り、車速と目標車高との関係を示すグラフである。It is a graph which concerns on 1st and 2nd embodiment of this invention, and shows the relationship between a vehicle speed and a target vehicle height. 本発明の第２実施形態に係り、図１のＥＣＵにより実行される前後輪転舵プログラムを示すフローチャートである。It is a flowchart which shows the front-rear wheel steering program which concerns on 2nd Embodiment of this invention and is performed by ECU of FIG. 車速と推定車高との関係を示すグラフである。It is a graph which shows the relationship between a vehicle speed and estimated vehicle height. 本発明の第３実施形態に係り、図１のＥＣＵにより実行される前後輪転舵プログラムを示すフローチャートである。It is a flowchart which shows the front-rear wheel steering program which concerns on 3rd Embodiment of this invention and is performed by ECU of FIG. 本発明の第３実施形態に係り、前後加速度と目標車高との関係を示すグラフである。It is a graph which concerns on 3rd Embodiment of this invention and shows the relationship between a longitudinal acceleration and a target vehicle height.

符号の説明Explanation of symbols

ＦＷ１，ＦＷ２…左右前輪、ＲＷ１,ＲＷ２…左右後輪、１０…操舵ハンドル、２０，３０，４０，５０…転舵機構、２２，３２，４２，５２…電気アクチュエータ、６１…ハンドル操舵角センサ、６２〜６５…転舵角センサ、６６…車速センサ、６７ａ〜６７ｄ…車高センサ、６８…前後加速度センサ、７０…電子制御ユニット（ＥＣＵ）。
FW1, FW2 ... left and right front wheels, RW1, RW2 ... left and right rear wheels, 10 ... steering handle, 20, 30, 40, 50 ... steering mechanism, 22, 32, 42, 52 ... electric actuator, 61 ... handle steering angle sensor, 62-65 ... Steering angle sensor, 66 ... Vehicle speed sensor, 67a-67d ... Vehicle height sensor, 68 ... Longitudinal acceleration sensor, 70 ... Electronic control unit (ECU).

Claims (4)

左右前輪および左右後輪のうちの少なくとも一方の一対の車輪をそれぞれ独立に転舵する転舵手段と、
前記少なくとも一方の一対の車輪位置の目標車高を計算する目標車高計算手段と、
前記少なくとも一方の一対の車輪位置の車高が前記計算された目標車高になるように、前記少なくとも一方の一対の車輪の目標トー角を計算する目標トー角計算手段と、
前記計算された目標トー角を用いて前記転舵手段を制御して、前記少なくとも一方の一対の車輪を前記計算された目標トー角に転舵する転舵制御手段と
を備えたことを特徴とする車両の操舵装置。 Steering means for independently turning at least one pair of wheels of the left and right front wheels and the left and right rear wheels;
Target vehicle height calculation means for calculating a target vehicle height of the at least one pair of wheel positions;
Target toe angle calculating means for calculating a target toe angle of the at least one pair of wheels so that a vehicle height of the at least one pair of wheel positions becomes the calculated target vehicle height;
Steering control means for controlling the turning means using the calculated target toe angle and turning the at least one pair of wheels to the calculated target toe angle. A vehicle steering device. 請求項１に記載した車両の操舵装置において、
車両の走行に伴う車両の前後方向の物理量を検出する物理量検出手段を備え、
前記目標車高計算手段は、前記検出された物理量に基づいて前記少なくとも一方の一対の車輪位置の目標車高を計算する車両の操舵装置。 In the vehicle steering apparatus according to claim 1,
Comprising a physical quantity detection means for detecting a physical quantity in the longitudinal direction of the vehicle as the vehicle travels;
The target vehicle height calculation means is a vehicle steering device that calculates a target vehicle height of the at least one pair of wheel positions based on the detected physical quantity. 請求項２に記載した車両の操舵装置において、
前記物理量検出手段は、車速を検出する車速検出手段で構成され、かつ
前記目標車高計算手段は、前記検出された車速が増加するに従って左右前輪位置の車高が左右後輪位置の車高よりも下がるように、前記少なくとも一方の一対の車輪位置の目標車高を計算する車両の操舵装置。 In the vehicle steering apparatus according to claim 2,
The physical quantity detection means includes vehicle speed detection means for detecting a vehicle speed, and the target vehicle height calculation means determines that the vehicle height at the left and right front wheel positions is greater than the vehicle height at the left and right rear wheel positions as the detected vehicle speed increases. A vehicle steering device for calculating a target vehicle height of the at least one pair of wheel positions so as to be lowered. 請求項２に記載した車両の操舵装置において、
前記物理量検出手段は、車両の前方方向の加速度を検出する加速度検出手段で構成され、
前記転舵手段は、左右前輪および左右後輪をそれぞれ独立に転舵するように構成され、
前記目標車高計算手段は、前記検出された加速度の絶対値が増加するに従って左右前輪位置および左右後輪位置の両車高が共に下がるように、左右前輪位置および左右後輪位置の目標車高を計算し、
前記目標トー角計算手段は、左右前輪位置および左右後輪位置の車高がそれぞれ前記計算された目標車高になるように、左右前輪および左右後輪の目標トー角をそれぞれ計算し、かつ
前記転舵制御手段は、前記計算された左右前輪および左右後輪の目標トー角を用いて前記転舵手段を制御して、左右前輪および左右後輪を前記計算された左右前輪および左右後輪の目標トー角に転舵する車両の操舵装置。
In the vehicle steering apparatus according to claim 2,
The physical quantity detection means is composed of acceleration detection means for detecting acceleration in the forward direction of the vehicle,
The steering means is configured to independently steer left and right front wheels and left and right rear wheels,
The target vehicle height calculation means calculates the target vehicle heights of the left and right front wheel positions and the left and right rear wheel positions so that both the vehicle heights of the left and right front wheel positions and the left and right rear wheel positions decrease as the absolute value of the detected acceleration increases. Calculate
The target toe angle calculating means calculates the target toe angles of the left and right front wheels and the left and right rear wheels so that the vehicle heights of the left and right front wheel positions and the left and right rear wheel positions are the calculated target vehicle heights; The turning control means controls the turning means by using the calculated target toe angles of the left and right front wheels and the left and right rear wheels, so that the left and right front wheels and the left and right rear wheels are converted into the calculated left and right front wheels and left and right rear wheels. A vehicle steering device that steers to a target toe angle.
JP2006043886A 2006-02-21 2006-02-21 Vehicle steering device Expired - Fee Related JP4882409B2 (en)

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