JP2534729B2 - 4-wheel steering / Differential limiting force integrated control device - Google Patents
4-wheel steering / Differential limiting force integrated control deviceInfo
- Publication number
- JP2534729B2 JP2534729B2 JP62243091A JP24309187A JP2534729B2 JP 2534729 B2 JP2534729 B2 JP 2534729B2 JP 62243091 A JP62243091 A JP 62243091A JP 24309187 A JP24309187 A JP 24309187A JP 2534729 B2 JP2534729 B2 JP 2534729B2
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- differential limiting
- control device
- force
- turning
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/159—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Theoretical Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、４輪操舵制御装置と差動制限力制御装置と
を備えた車両における４輪操舵・差動制限力総合制御装
置に関する。Description: TECHNICAL FIELD The present invention relates to a four-wheel steering / differential limiting force comprehensive control device for a vehicle including a four-wheel steering control device and a differential limiting force control device.
（従来の技術） 従来、差動制限力制御装置に関しては、油圧クラッチ
によりその締結力を可変にして差動制限力を制御するも
のが知られている（例えば、特開昭62−103226号公報，
特開昭62−103227号公報等）。(Prior Art) Conventionally, as a differential limiting force control device, there is known one in which the engaging force is varied by a hydraulic clutch to control the differential limiting force (for example, JP-A-62-103226). ，
JP-A-62-103227, etc.).
その場合に、旋回時の駆動トルクを十分に得るには、
油圧クラッチの締結力を高める、即ち、差動制限力を高
めるのが好ましい。In that case, in order to obtain sufficient driving torque during turning,
It is preferable to increase the engagement force of the hydraulic clutch, that is, the differential limiting force.
また、差動制限力を高めた場合には高横加速度状態で
はパワースライド走行も可能となる。Further, when the differential limiting force is increased, power slide traveling is also possible in a high lateral acceleration state.
（発明が解決しようとする問題点） しかしながら、このような従来装置を備えた４輪操舵
装置付車両にあっては、差動制限制御装置による差動制
限力の大小にかかわらず、ステアリング系では無関係に
車速やハンドルの操舵角の応じて後輪の転舵・非転舵及
び転舵方向が決定されるようになっていた為、パワース
ライド走行時にロールにより旋回内輪の輪荷重が減り旋
回外輪への駆動力が大となった場合に、後輪の転舵角が
前記旋回内外輪の駆動配分の変化によらず一定である場
合には、旋回遠心力の増大が抑制されず、過度のオーバ
ステアが生じて車両スピンし易くなる。(Problems to be Solved by the Invention) However, in a vehicle with a four-wheel steering system including such a conventional device, the steering system is not used regardless of the magnitude of the differential limiting force by the differential limiting control device. Since the steered / unsteered and steered directions of the rear wheels are determined independently of the vehicle speed and the steering angle of the steering wheel, the wheel load of the turning inner wheel is reduced by the roll during power slide travel, and the turning outer wheel is rotated. When the steering force of the rear wheels is constant regardless of the change in the drive distribution of the turning inner and outer wheels when the driving force to the vehicle becomes large, the increase of the turning centrifugal force is not suppressed, and excessive Oversteer occurs and the vehicle easily spins.
（問題点を解決するための手段） 本発明は、上述のような問題点を解決することを目的
としてなされたもので、この目的達成のために本発明で
は、第１図のクレーム概念図に示すように、後輪転舵ア
クチュエータ１の差動制御により後輪の転舵角を制御出
来る４輪操舵制御装置２と、差動制限クラッチ３の締結
力制御により左右駆動輪の差動制限力を可変に制御出来
る差動制限力制御装置４とを備えた車両において、旋回
内輪と旋回外輪の駆動力配分状態を検出する内外輪駆動
力配分状態検出手段６を設け、前記差動制限力制御装置
４により差動制限力が付与される旋回時であって、か
つ、駆動力が旋回内輪よりも旋回外輪により多く配分さ
れている状態を検出した時に前記後輪転舵アクチュエー
タ１によって後輪を前輪と同位相方向に転舵補正する指
令を４輪操舵制御装置２に出力する総合制御手段５を設
けた事を特徴とする。(Means for Solving Problems) The present invention has been made for the purpose of solving the problems as described above, and in order to achieve this object, the present invention provides the concept diagram of FIG. As shown, the four-wheel steering control device 2 capable of controlling the steering angle of the rear wheels by the differential control of the rear wheel steering actuator 1 and the differential limiting force of the left and right drive wheels by controlling the engaging force of the differential limiting clutch 3. In a vehicle including a differential limiting force control device 4 capable of variably controlling, an inner and outer wheel driving force distribution state detecting means 6 for detecting a driving force distribution state of a turning inner wheel and a turning outer wheel is provided, and the differential limiting force control device is provided. 4 when a differential limiting force is applied at the time of turning, and when a state in which the driving force is distributed more to the turning outer wheel than to the turning inner wheel is detected, the rear wheel steering actuator 1 changes the rear wheel to the front wheel. Steering in the same phase direction It is characterized in that a total control means 5 for outputting a command for correction to the four-wheel steering control device 2 is provided.
（作 用） 差動制限力制御装置４により差動制限力が付与される
パワースライド走行時等の旋回時には、総合制御手段５
において、内外輪駆動力配分状態検出手段６により駆動
力が旋回内輪よりも旋回外輪により多く配分されている
状態を検出した時に後輪転舵アクチュエータ１によって
後輪を前輪と同位相方向に転舵補正する指令が４輪操舵
制御装置２に出力される。(Operation) The integrated control means 5 is used during turning such as power slide traveling in which the differential limiting force control device 4 applies the differential limiting force.
In the above, when the state in which the driving force is distributed more to the turning outer wheel than to the turning inner wheel is detected by the inner / outer wheel driving force distribution state detecting means 6, the rear wheel steering actuator 1 turns the rear wheel in the same phase direction as the front wheel. The command to perform is output to the four-wheel steering control device 2.
従って、旋回外輪への駆動力配分が大となりオーバス
テア状態となったら、後輪の同相方向への転舵補正によ
り後輪側で車両のヨー運動を阻止する方向にコーナリン
グフォースが増大し、このコーナリングフォースの増大
によって過度のオーバステアとなるのが防止される。Therefore, if the driving force distribution to the outer turning wheel becomes large and the steering becomes oversteered, the cornering force will increase in the direction to prevent the yaw motion of the vehicle on the rear wheel side due to the steering correction in the in-phase direction of the rear wheel. Excessive oversteer due to increased force is prevented.
（実施例） 以下、本発明の実施例を図面に基づいて説明する。(Example) Hereinafter, the Example of this invention is described based on drawing.
まず、構成を説明する。 First, the configuration will be described.
実施例の４輪操舵・差動制限力総合制御装置Ａが適応
される後輪駆動車は、第２図に示すように、エンジン1
0、トランスミッション11、プロペラシャフト12、ディ
ファレンシャル13、ドライブシャフト14,15、後輪16,1
7、ハンドル18、後輪転舵用パラーシリンダー19（後輪
転舵アクチュエータ）、サイドロッド20,21、ナックル2
2,23、前輪24,25を備えている。A rear-wheel drive vehicle to which the four-wheel steering / differential limiting force comprehensive control device A of the embodiment is applied is, as shown in FIG.
0, transmission 11, propeller shaft 12, differential 13, drive shafts 14,15, rear wheels 16,1
7, steering wheel 18, rear wheel steering para cylinder 19 (rear wheel steering actuator), side rods 20, 21, knuckle 2
It has 2,23 and front wheels 24,25.
そして、前記後輪転舵用パワーシリンダー19への油圧
制御により後輪16,17の転舵方向を制御する４輪操舵制
御と、前記ディファレンシャル13に内蔵した差動制限ク
ラッチ26（湿式多板摩擦クラッチ等）の締結力制御によ
り左右の後輪16,17の差動制限力ΔＴを可変に制御する
差動制限力制御とは、共通の外部油圧源30からの加圧油
を後輪転舵制御バルブ31と差動制限制御バルブ32とを介
して夫々後輪転舵用パワーシリンダー19と差動制限クラ
ッチ26とに導くことで行なわれる。Then, four-wheel steering control for controlling the steering direction of the rear wheels 16 and 17 by hydraulic control to the rear wheel steering power cylinder 19, and a differential limiting clutch 26 (wet multi-plate friction clutch built in the differential 13 are provided. The differential limiting force control for variably controlling the differential limiting force ΔT of the left and right rear wheels 16 and 17 by the fastening force control of the rear wheel steering control valve controls the pressurized oil from the common external hydraulic power source 30. This is carried out by introducing the power to the rear wheel steering power cylinder 19 and the differential limiting clutch 26 via the 31 and the differential limiting control valve 32, respectively.
また、前記後輪転舵制御バルブ31と差動制限制御バル
ブ32とに駆動信号を出力するコントローラ33（バルブ駆
動回路を含む）は、４輪操舵制御と差動制限力制御と総
合制御とを兼ねて行なう電子制御回路であって、このコ
ントローラ33には、操舵角センサ34、右前輪速センサ3
5、左前輪速センサ36、右後輪速センサ37、左後輪速セ
ンサ38からの検出信号が入力される。Further, a controller 33 (including a valve drive circuit) that outputs a drive signal to the rear wheel steering control valve 31 and the differential limiting control valve 32 serves as a four-wheel steering control, a differential limiting force control, and a total control. The controller 33 includes a steering angle sensor 34, a right front wheel speed sensor 3
5, detection signals from the left front wheel speed sensor 36, the right rear wheel speed sensor 37, and the left rear wheel speed sensor 38 are input.
尚、操舵角センサ34からの操舵角θは４輪操舵制御の
入力情報として用いられ、右前輪速センサ35及び左前輪
速センサ36からの右前輪速ＮFRと左前輪速ＮFLは差動制
限力制御の入力情報（旋回半径R,求心加速度Yg）として
用いられ、右後輪速センサ37及び左後輪速センサ38から
の右後輪速ＮRRと左後輪速ＮRLは総合制御の入力情報
（旋回時の内外輪判別と駆動力の内外輪配分検出）とし
て用いられる。The steering angle θ from the steering angle sensor 34 is used as input information for the four-wheel steering control, and the right front wheel speed NFR and the left front wheel speed NFL from the right front wheel speed sensor 35 and the left front wheel speed sensor 36 are differential limiting forces. It is used as control input information (turning radius R, centripetal acceleration Yg), and the right rear wheel speed NRR and the left rear wheel speed NRL from the right rear wheel speed sensor 37 and the left rear wheel speed sensor 38 are input information of the overall control ( It is used as the inner / outer wheel discrimination during turning and the inner / outer wheel distribution detection of the driving force).
次に、作用を説明する。 Next, the operation will be described.
第３図に示すフローチャート図に基づきコントローラ
33での制御差動の流れを述べる。Controller based on the flow chart shown in FIG.
The flow of control differential in 33 will be described.
ステップ100で右前輪速ＮFRと左前輪速ＮFLとが読み
込まれ、右前輪速ＮFRと左前輪速ＮFLに基づいて、ステ
ップ101で旋回半径Ｒが演算され、ステップ102で求心加
速度Ygが演算される。The right front wheel speed NFR and the left front wheel speed NFL are read in step 100, the turning radius R is calculated in step 101, and the centripetal acceleration Yg is calculated in step 102 based on the right front wheel speed NFR and the left front wheel speed NFL. .
尚、演算式は、車速V,ヨーレイトとした場合に、次
式の通りである。The calculation formula is as follows when the vehicle speed is V and the yaw rate is set.
Ｖ＝｛（ＮFL＋ＮFR）/2｝/r ＝K1・|NFL−ＮFR｜ Ｒ＝V/ ＝K2・｜（ＮFL＋ＮFR）／（ＮFL−ＮFR）｜ Yg＝V2/R ＝K3・｜（ＮFL＋ＮFR）×（ＮFL−ＮFR）｜ 但し、K1,K2,K3は車両諸元により決まる比例定数、ｒ
はタイヤ半径である。V = {(NFL + NFR) / 2} / r = K1 · | NFL-NFR | R = V / = K2 · | (NFL + NFR) / (NFL-NFR) | Yg = V 2 / R = K3 · | (NFL + NFR) × (NFL-NFR) | where K1, K2, K3 are proportional constants determined by vehicle specifications, r
Is the tire radius.
ステップ103では、ステップ101,102で求めた旋回半径
Ｒと求心加速度Ygと、予め設定されている制御特性マッ
プに基づいて、差動制限スΔＴを求める。In step 103, the differential limiting value ΔT is calculated based on the turning radius R and centripetal acceleration Yg calculated in steps 101 and 102, and the preset control characteristic map.
ステップ104では、差動制限クラッチ26において前記
差動制限力ΔＴが得られる締結力にするべく差動制限制
御バルブ32にバルブ駆動信号（i1）を出力して、差動制
限クラッチ26への供給油圧を制御する。In step 104, the valve drive signal (i 1 ) is output to the differential limiting control valve 32 so that the differential limiting force ΔT can be obtained in the differential limiting clutch 26. Control the hydraulic pressure supplied.
ステップ105で右後輪速ＮRRと左後輪速ＮRLとが読み
込まれ、ステップ106では旋回内輪が速いかどうか、速
ち、旋回内輪速をNin,旋回外輪速をNoutとした場合に、
Nin＞Noutかどうかが判断される（内外駆動力配分状態
検出手段に相当）。In step 105, the right rear wheel speed NRR and the left rear wheel speed NRL are read, and in step 106, whether the turning inner wheel is fast, whether it is fast, when the turning inner wheel speed is Nin and the turning outer wheel speed is Nout,
It is determined whether Nin> Nout (corresponding to the inside / outside driving force distribution state detecting means).
尚、このステップ106は内輪浮き上がりで旋回内輪が
速ければ接地している旋回外輪への駆動力配分が多いこ
とを利用し車輪速で左右後輪16,17への駆動力配分の判
断を行なうようにしたステップで、内輪浮き上がり等が
発生しない旋回初期には旋回軌跡差によりNin＜Noutの
関係になることで内外輪の判別をし、その後、引き続い
て右後輪速ＮRRと左後輪速ＮRLを監視することでNin＞N
outになったかどうかが判断出来る。In this step 106, if the inner wheel is lifted up and the turning inner wheel is fast, the driving force distribution to the left and right rear wheels 16 and 17 is determined based on the wheel speed by utilizing the fact that the driving force distribution is large to the turning outer wheel that is in contact with the ground. In the initial step, the inner and outer wheels are discriminated by the relationship of Nin <Nout due to the difference in the turning locus at the beginning of turning when the inner wheel does not lift, and then the right rear wheel speed NRR and the left rear wheel speed NRL. Nin> N by monitoring
You can judge whether it is out.
このステップ106でNOと判断された場合には４輪操舵
制御系には何ら指令が出力されず通常の４輪操舵制御が
行なわれるが、ステップ106でYESと判断された場合には
ステップ107で後輪同相転舵指令が出力される。If NO is determined in step 106, no command is output to the four-wheel steering control system and normal four-wheel steering control is performed, but if YES is determined in step 106, step 107 is performed. A rear wheel in-phase steering command is output.
このように、パラースライド走行時等で駆動力が旋回
内輪よりも旋回外輪により多く配分される状態となった
場合には、コントローラ33において４輪操舵制御系に対
して、通常の４輪操舵制御に優先して後輪16,17を前輪2
4,25と同相に転舵する指令が出力される。As described above, when the driving force is distributed more to the outer turning wheels than to the inner turning wheels during the parallel slide traveling, the controller 33 causes the four-wheel steering control system to perform the normal four-wheel steering control. Priority is given to the rear wheels 16, 17 and the front wheels 2
A command to steer to the same phase as 4,25 is output.
従って、旋回外輪への駆動力配分が大となりオーバス
テア状態となったら、後輪16,17の同相転舵により後輪
側で車両のヨー運動を阻止する方向にコーナリングフォ
ースが増大し、このコーナリングフォースの増大によっ
て過度のオーバーステアとなるのが防止される。Therefore, if the driving force distribution to the turning outer wheel becomes large and the steering becomes oversteered, the cornering force increases in the direction in which the yaw motion of the vehicle is blocked on the rear wheel side by the in-phase steering of the rear wheels 16 and 17. To prevent excessive oversteer.
以上、実施例を図面に基づいて説明してきたが、具体
的な構成はこの実施例に限られるものではなく、本発明
の要旨を逸脱しない範囲における設計変更等があっても
本発明に含まれる。As described above, the embodiments have been described based on the drawings. However, the specific configuration is not limited to the embodiments, and even if there is a design change or the like without departing from the gist of the present invention, it is included in the present invention. .
例えば、実施例では、駆動力が旋回内輪よりも旋回外
輪により多く配分されているオーバステア状態の検出を
左右駆動輪の各回転速度を監視することにより行なう例
を示したが、ハンドルの操舵状態から旋回状態を検出し
た上で駆動輪と非駆動輪間の平均回転速度差から駆動輪
スリップを検出して該スリップ量が旋回により自然に発
生すべき量よりも大ならば旋回時に駆動力が旋回内輪よ
りも旋回外輪により多く配分されているオーバステア状
態の検出を行なっても良い。For example, in the embodiment, the example in which the oversteer state in which the driving force is distributed more to the outer turning wheel than to the inner turning wheel is detected by monitoring the respective rotation speeds of the left and right driving wheels has been described. After detecting the turning state, the drive wheel slip is detected from the average rotational speed difference between the driving wheel and the non-driving wheel, and if the slip amount is larger than the amount that should naturally occur by turning, the driving force turns during turning. It is also possible to detect an oversteer state in which a larger amount is distributed to the turning outer wheel than to the inner wheel.
また、実施例ではオーバーステア状態を検出したら後
輪を前輪に対して同相の状態になる様制御しているが、
必ずしも前後輪の静的な転舵状態は同相でなくても良
い。つまり、オーバーステア検出前の後輪舵角（例えば
逆相）を同相に近ずく方向（例えば零位相）に操舵補正
するものでも良い。Further, in the embodiment, when the oversteer state is detected, the rear wheel is controlled so as to be in phase with the front wheel.
The static steering states of the front and rear wheels do not necessarily have to be in phase. That is, steering correction may be performed in a direction (for example, zero phase) in which the rear wheel steering angle (for example, reverse phase) before oversteer detection approaches the same phase.
また、実施例では、４輪操舵及び差動制限力を共に油
圧により得る例を示したが、電動モータにより後輪操舵
を得るものや、電磁力により差動制限力を得るもの等、
他の手段であっても良い。Further, in the embodiment, the example in which the four-wheel steering and the differential limiting force are both obtained by the hydraulic pressure is shown, but the rear wheel steering is obtained by the electric motor, the differential limiting force is obtained by the electromagnetic force, and the like.
Other means may be used.
（発明の効果） 以上説明してきたように、本発明の４輪操舵・差動制
限力総合制御装置にあっては、４輪操舵制御装置と差動
制限力制御装置とを備えた車両において、旋回内輪と旋
回外輪の駆動力配分状態を検出する内外輪駆動力配分状
態検出手段を設け、差動制限力制御装置により差動制限
力が付与される旋回時であって、かつ、駆動力が旋回内
輪よりも旋回外輪により多く配分されている状態を検出
した時に後輪転舵アクチュエータによって後輪を前輪と
同位相方向に転舵補正する指令を４輪操舵制御装置に出
力する総合制御手段を設けたため、差動制限力を付与し
てのパワースライド走行等でオーバーステア状態となっ
たら、オーバーステア状態を直接検出して後輪を同相方
向へ操舵補正することにより、後輪側で車両のヨー運動
を阻止する方向にコーナリングフォースを増大させ、こ
のコーナリングフォースの増大によって過度のオーバー
ステアとなるのが防止出来るという効果が得られる。(Effects of the Invention) As described above, in the four-wheel steering / differential limiting force comprehensive control device of the present invention, in a vehicle including a four-wheel steering control device and a limited differential force control device, An inner / outer wheel driving force distribution state detecting means for detecting a driving force distribution state of the turning inner wheel and the turning outer wheel is provided, and the differential limiting force control device applies the differential limiting force at the time of turning, and the driving force is Provided is total control means for outputting to the four-wheel steering control device a command for steering correction of the rear wheels in the same phase direction as the front wheels by the rear wheel steering actuator when it is detected that a larger amount is distributed to the outer turning wheels than to the inner turning wheels. Therefore, if an oversteer condition occurs during power slide running with a limited differential force applied, the oversteer condition is directly detected and the rear wheels are steered in the in-phase direction to correct the yaw of the vehicle on the rear wheel side. Impede movement The cornering force is increased in the stopping direction, and it is possible to prevent excessive oversteer by increasing the cornering force.
第１図は本発明の４輪操舵・差動制限力総合制御装置を
示すクレーム概念図、第２図は実施例の４輪操舵・差動
制限力総合制御装置が適応された後輪駆動車を示す全体
図、第３図はコントローラでの制御差動の流れを示すフ
ローチャート図である。 １……後輪転舵アクチュエータ ２……４輪操舵制御装置 ３……差動制限クラッチ ４……差動制限力制御装置 ５……総合制御手段 ６……内外輪駆動力配分状態検出手段FIG. 1 is a conceptual diagram of claims showing a four-wheel steering / differential limiting force comprehensive control device of the present invention, and FIG. 2 is a rear-wheel drive vehicle to which the four-wheel steering / differential limiting force comprehensive control device of the embodiment is applied. FIG. 3 is a flow chart showing the flow of control differential in the controller. 1 ... Rear wheel steering actuator 2 ... 4-wheel steering control device 3 ... Differential limiting clutch 4 ... Differential limiting force control device 5 ... Comprehensive control means 6 ... Inner / outer wheel driving force distribution state detection means
Claims (1)
後輪の転舵角を制御出来る４輪操舵制御装置と、差動制
限クラッチの締結力制御により左右駆動輪の差動制限力
を可変に制御出来る差動制限力制御装置とを備えた車両
において、 旋回内輪と旋回外輪の駆動力配分状態を検出する内外輪
駆動力配分状態検出手段を設け、 前記差動制限力制御装置により差動制限力が付与される
旋回時であって、かつ、駆動力が旋回内輪よりも旋回外
輪により多く配分されている状態を検出した時に前記後
輪転舵アクチュエータによって後輪を前輪と同位相方向
に転舵補正する指令を４輪操舵制御装置に出力する総合
制御手段を設けた事を特徴とする４輪操舵・差動制限力
総合制御装置。1. A four-wheel steering control device capable of controlling a steering angle of rear wheels by differential control of a rear-wheel steering actuator, and a differential limiting force of left and right driving wheels variable by engaging force control of a differential limiting clutch. In a vehicle equipped with a controllable differential limiting force control device, an inner / outer wheel driving force distribution state detecting means for detecting a driving force distribution state of a turning inner wheel and a turning outer wheel is provided, and the differential limiting force control device controls the differential limiting force. At the time of turning when a force is applied and when it is detected that the driving force is distributed more to the turning outer wheel than to the turning inner wheel, the rear wheel steering actuator turns the rear wheel in the same phase direction as the front wheel. A four-wheel steering / differential limiting force comprehensive control device characterized by comprising a comprehensive control means for outputting a command for correction to the four-wheel steering control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62243091A JP2534729B2 (en) | 1987-09-28 | 1987-09-28 | 4-wheel steering / Differential limiting force integrated control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62243091A JP2534729B2 (en) | 1987-09-28 | 1987-09-28 | 4-wheel steering / Differential limiting force integrated control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6485876A JPS6485876A (en) | 1989-03-30 |
| JP2534729B2 true JP2534729B2 (en) | 1996-09-18 |
Family
ID=17098655
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62243091A Expired - Lifetime JP2534729B2 (en) | 1987-09-28 | 1987-09-28 | 4-wheel steering / Differential limiting force integrated control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2534729B2 (en) |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62292527A (en) * | 1986-06-13 | 1987-12-19 | Honda Motor Co Ltd | Rear wheel drive vehicle |
| JPS63176728U (en) * | 1987-01-28 | 1988-11-16 |
-
1987
- 1987-09-28 JP JP62243091A patent/JP2534729B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6485876A (en) | 1989-03-30 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP2534730B2 (en) | 4-wheel steering / Differential limiting force integrated control device | |
| US4609064A (en) | Part-time four-wheel drive system with steering angle responsive control | |
| JP2528485B2 (en) | Drive force distribution controller for four-wheel drive vehicle | |
| EP0231665B1 (en) | Control apparatus for four-wheel drive vehicle with center differential mechanism | |
| JPH0729555B2 (en) | Drive force distribution controller for four-wheel drive vehicle | |
| JPH0790715B2 (en) | Differential limiting force controller | |
| JP2528484B2 (en) | Drive force distribution controller for four-wheel drive vehicle | |
| JPH0725249B2 (en) | Roll rigidity / differential limiting force comprehensive control device | |
| JPH0764221B2 (en) | Differential limiting force controller | |
| JPH0725270B2 (en) | Rear wheel torque distribution control device for vehicle | |
| JP2552327B2 (en) | Four-wheel steering control system for vehicles with limited slip differential | |
| JP2524708B2 (en) | Torque distribution control device for four-wheel drive vehicle | |
| JP2534729B2 (en) | 4-wheel steering / Differential limiting force integrated control device | |
| JPH0533173B2 (en) | ||
| JPH0514659B2 (en) | ||
| JPH0626938B2 (en) | Vehicle drive force distribution control device | |
| JPH031300Y2 (en) | ||
| JPH0536251B2 (en) | ||
| JP2943931B2 (en) | Vehicle drive torque control device | |
| JPH0725269B2 (en) | Rear wheel torque distribution control device for vehicle | |
| JP2643233B2 (en) | Differential limiting force control device | |
| JP2641498B2 (en) | Differential limit torque control device | |
| JP2701308B2 (en) | Differential limit torque control device | |
| JPS6259125A (en) | Transmission torque controller for four-wheel drive car | |
| JP2643231B2 (en) | Differential limiting force control device |