JP2610449B2 - Rear wheel steering control method for four-wheel drive vehicle - Google Patents
Rear wheel steering control method for four-wheel drive vehicleInfo
- Publication number
- JP2610449B2 JP2610449B2 JP26130787A JP26130787A JP2610449B2 JP 2610449 B2 JP2610449 B2 JP 2610449B2 JP 26130787 A JP26130787 A JP 26130787A JP 26130787 A JP26130787 A JP 26130787A JP 2610449 B2 JP2610449 B2 JP 2610449B2
- Authority
- JP
- Japan
- Prior art keywords
- rear wheel
- wheel steering
- steering
- front wheel
- vehicle
- 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 - Fee Related
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
-
- 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
- B62D7/1518—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 comprising a mechanical interconnecting system between the steering control means of the different axles
- B62D7/1545—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 comprising a mechanical interconnecting system between the steering control means of the different axles provided with electrical assistance
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Theoretical Computer Science (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Description
【発明の詳細な説明】 産業上の利用分野 本発明は４輪駆動自動車の後輪操舵制御方法に関する
ものである。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for controlling the rear wheel steering of a four-wheel drive vehicle.
従来の技術 自動車において、前輪の転舵に応じて後輪に前輪と同
方向即ちアンダステア傾向を増大させる方向の舵角を与
え、走行時の安定性向上をはかるようにした後輪操舵装
置は従来より公知である（例えば特開昭62−31566号公
報参照）。2. Description of the Related Art Conventionally, in a vehicle, a rear wheel steering device that provides a steering angle to the rear wheel in the same direction as the front wheel, that is, a direction to increase the understeer tendency, in accordance with steering of the front wheel to improve stability during traveling is conventionally known. It is more known (see, for example, JP-A-62-31566).
又、４輪駆動自動車において、前輪側と後輪側との駆
動トルク配分比が直進走行安定性に影響を与えるもので
あることは特開昭62−50230号公報にて知られており、
ステアリングハンドルの操舵角に応じて後輪側への駆動
トルク配分を増大させることにより車体の回頭性向上を
はかるようにしたものも既に開発され特願昭61−144478
号にて出願中である。It is known from Japanese Patent Application Laid-Open No. 62-50230 that in a four-wheel drive vehicle, the drive torque distribution ratio between the front wheel side and the rear wheel side affects straight running stability.
Japanese Patent Application No. 61-144478 has already been developed to improve the turning performance of the vehicle body by increasing the distribution of driving torque to the rear wheels according to the steering angle of the steering wheel.
No. is pending.
発明が解決しようとする問題点 上記のような前，後輪への駆動トルク配分を制御する
ことにより操舵時の回頭性向上をはかるようにした装置
（以下トルクスプリット制御装置と称す）を装備した４
輪駆動自動車に、上記のように従来より公知の後輪操舵
装置を設けると、トルクスプリット制御と後輪操舵制御
の各々の効果が互に干渉し打消し合って目標とする特性
を得られない場合がある。Problems to be Solved by the Invention Equipped with a device (hereinafter referred to as a torque split control device) that improves the turning performance during steering by controlling the distribution of the driving torque to the front and rear wheels as described above. 4
When a conventionally known rear wheel steering device is provided in a wheel drive vehicle as described above, the effects of the torque split control and the rear wheel steering control interfere with each other and cancel each other out, so that the target characteristics cannot be obtained. There are cases.
本発明はトルクスプリット制御と後輪操舵制御との両
者のメリットを充分に発揮させ得る制御方法を提供する
ことを主目的とするものである。SUMMARY OF THE INVENTION An object of the present invention is to provide a control method capable of sufficiently exhibiting the advantages of both torque split control and rear wheel steering control.
問題点を解決するための手段 本発明は、上記のようなトルクスプリット制御装置と
後輪操舵装置とを装備した４輪駆動自動車において、前
輪操舵時トルクスプリット制御にて後輪側の駆動トルク
配分が大となった場合、前輪舵角と車速とから仮想横方
向加速度を演算にて求めると共に、横Ｇセンサが検出し
た実横方向加速度と仮想横方向加速度との差を求め、該
差がある設定値以下であったとき後輪の前輪と同方向へ
の操舵量を減少させる制御を行うことを特徴とするもの
である。SUMMARY OF THE INVENTION The present invention provides a four-wheel drive vehicle equipped with a torque split control device and a rear wheel steering device as described above, in which drive torque distribution on the rear wheel side is performed by torque split control during front wheel steering. Is large, the virtual lateral acceleration is calculated from the front wheel steering angle and the vehicle speed, and the difference between the actual lateral acceleration detected by the lateral G sensor and the virtual lateral acceleration is calculated. When the value is equal to or less than the set value, a control for reducing the amount of steering of the rear wheel in the same direction as the front wheel is performed.
作用 上記により、実横方向加速度と仮想横方向加速度との
差が設定値以下である場合は車両運動は線形領域にある
と見なしてよく、この場合は後輪の前輪と同方向への操
舵量を減少させることにより、車両の回頭性を悪化させ
るヨーモーメントの発生を防止し、トルクスプリット制
御によるすぐれた運動性能を充分に発揮させる。According to the above, if the difference between the actual lateral acceleration and the virtual lateral acceleration is equal to or less than the set value, the vehicle motion may be considered to be in the linear region, and in this case, the steering amount of the rear wheel in the same direction as the front wheel , The occurrence of a yaw moment which deteriorates the turning performance of the vehicle is prevented, and the excellent motion performance by the torque split control is sufficiently exhibited.
上記実横方向加速度と仮想横方向加速度との差が設定
値より大であった場合は車両がスピンに陥りつつあると
見なして良いので、この場合は後輪は従来通り前輪と同
方向に大きく操舵され、スピンを抑える方向のヨーモー
メントを発生させ、これにより後輪操舵の重要なメリッ
トである安定性向上と言う目的を充分に達成できるもの
である。If the difference between the actual lateral acceleration and the virtual lateral acceleration is greater than the set value, it can be considered that the vehicle is spinning, so in this case, the rear wheels are large in the same direction as the front wheels as before. Steering generates a yaw moment in the direction of suppressing spin, thereby sufficiently achieving the purpose of improving stability, which is an important merit of rear wheel steering.
実施例 以下本発明の実施例を附図を参照して説明する。Embodiment An embodiment of the present invention will be described below with reference to the accompanying drawings.
第１図において、１はステアリングハンドル、２は前
輪であり、ステアリングハンドル１から前輪２に至る公
知の前輪操舵機構には、操舵トルクに応じて作動するコ
ントロールバルブ3,該コントロールバルブ３の作動によ
りオイルポンプ４の吐出油圧が選択的に導入される左右
の油室をもったパワシリンダ５等からなる公知の油圧式
パワシリンダ装置が設けられている。In FIG. 1, reference numeral 1 denotes a steering handle, 2 denotes a front wheel, and a known front wheel steering mechanism from the steering handle 1 to the front wheel 2 has a control valve 3 that operates in accordance with a steering torque. A known hydraulic power cylinder device including a power cylinder 5 having left and right oil chambers into which the discharge hydraulic pressure of the oil pump 4 is selectively introduced is provided.
６はパワシリンダ５の左右の油室の油圧を検出する左
右の油圧センサ7a,7bと該油圧センサの各油圧信号の差
即ち操舵補助力を演算にて求める演算増幅装置８とから
なる舵力検出装置であり、舵力検出装置６の舵力信号は
後輪操舵用コントロールユニット９に入力される。10は
車速センサであり該車速センサ10の車速信号も後輪操舵
用コントロールユニット９に入力され、該後輪操舵用コ
ントロールユニット９は上記舵力信号と車速信号とから
予じめ設定されている車速をパラメータとした舵力−後
輪操舵角特性に基づき後輪操舵角目標値を決定してモー
タ等の後輪操舵用アクチュエータ11に出力信号を発し後
輪14を上記目標値通りに転舵させるようになっている。
12は電磁クラッチ、13は減速機構，リンク機構等よりな
る後輪操舵機構、15は後輪操舵角を検出する後輪操舵角
センサであり、該後輪操舵角センサ15の後輪舵角信号は
後輪操舵用コントロールユニット９に入力されこれによ
りフィードバック制御される。Numeral 6 is a steering force detection system comprising left and right oil pressure sensors 7a and 7b for detecting the oil pressures in the left and right oil chambers of the power cylinder 5 and an operational amplifying device 8 for calculating the difference between the oil pressure signals of the oil pressure sensors, that is, the steering assist force. The steering force signal of the steering force detection device 6 is input to the rear wheel steering control unit 9. Reference numeral 10 denotes a vehicle speed sensor. A vehicle speed signal of the vehicle speed sensor 10 is also input to the rear wheel steering control unit 9, and the rear wheel steering control unit 9 is set in advance based on the steering force signal and the vehicle speed signal. A rear wheel steering angle target value is determined based on the steering force-rear wheel steering angle characteristic using the vehicle speed as a parameter, an output signal is issued to a rear wheel steering actuator 11 such as a motor, and the rear wheel 14 is turned according to the target value. It is made to let.
12 is an electromagnetic clutch, 13 is a rear wheel steering mechanism including a speed reduction mechanism, a link mechanism, etc., 15 is a rear wheel steering angle sensor for detecting a rear wheel steering angle, and a rear wheel steering angle signal of the rear wheel steering angle sensor 15 Is input to the rear-wheel steering control unit 9 and is feedback-controlled by this.
16は図示しないエンジン，変速機等よりなるパワユニ
ットの出力軸であり、該出力軸16のトルクはセンタデフ
装置17を介してフロントドライブ軸18およびリヤドライ
ブ軸19にそれぞれ伝達され、前輪２および後輪14を駆動
するようになっている。Reference numeral 16 denotes an output shaft of a power unit composed of an engine, a transmission, and the like (not shown). The torque of the output shaft 16 is transmitted to a front drive shaft 18 and a rear drive shaft 19 via a center differential device 17, respectively. The wheels 14 are driven.
20はトルク配分制御機構であり、図示実施例では油圧
クラッチを用いた例を示している。即ち、トルク配分制
御機構20は、フロントドライブ軸18と直結回転するハブ
20aとリヤドライブ軸19にて歯車機構を介して減速回転
されるケース20bとからなる多板油圧クラッチにより構
成され、該クラッチに供給される油圧がゼロのときは該
クラッチのクラッチトルクがゼロであるのでセンタデフ
装置17により初期設定値通りの前後トルク配分比（50:5
0〜70:30の範囲に設定される）でトルク配分される。Reference numeral 20 denotes a torque distribution control mechanism. In the illustrated embodiment, an example using a hydraulic clutch is shown. That is, the torque distribution control mechanism 20 is a hub that is directly connected to the front drive shaft 18 and rotates.
20a and a case 20b that is decelerated and rotated via a gear mechanism by the rear drive shaft 19, and is constituted by a multi-plate hydraulic clutch. When the hydraulic pressure supplied to the clutch is zero, the clutch torque of the clutch is zero. Therefore, the front-rear torque distribution ratio (50: 5
The torque is distributed in the range of 0 to 70:30).
クラッチに供給される油圧が増大するに従ってハブ20
aとケース20bとの回転差によって油圧に応じたクラッチ
トルクが発生し、低回転側のケース20bには該クラッチ
トルクが加わりリヤドライブ軸19のトルク配分は油圧の
増大に応じて増大し、逆にフロントドライブ軸18のトル
ク配分は減少して行く。As the hydraulic pressure supplied to the clutch increases, the hub 20
A clutch torque corresponding to the oil pressure is generated due to a rotation difference between a and the case 20b, and the clutch torque is applied to the case 20b on the low rotation side, so that the torque distribution of the rear drive shaft 19 increases as the oil pressure increases. Then, the torque distribution of the front drive shaft 18 decreases.
従ってデューティソレノイドバルブ21により油圧源22
より上記クラッチに供給する油圧を制御することにより
前後輪への駆動トルク配分を自由に変更制御することが
できる。Therefore, the hydraulic pressure source 22 is controlled by the duty solenoid valve 21.
By controlling the hydraulic pressure supplied to the clutch, the distribution of the driving torque to the front and rear wheels can be freely changed and controlled.
23はトルクスプリット用コントロールユニットであ
り、該コントロールユニット23には前輪舵角を検出する
前輪舵角センサ24の前輪舵角信号，前記車速センサ10の
車速信号，エンジン回転数を検出するエンジン回転数セ
ンサ25のエンジン回転数信号およびアクセル開度を検知
するアクセル開度センサ26のアクセル開度信号が入力さ
れ、前輪舵角と車速とから前後輪の駆動トルク配分目標
値を決定すると共に、エンジン回転数とアクセル開度と
からエンジン出力トルクを演算し、該エンジン出力トル
クと上記駆動トルク配分目標値よりトルク配分制御機構
20に供給する油圧を決定してデューティソレノイドバル
ブ21に出力信号を発し、決定値通りの油圧をトルク配分
制御機構20に供給し、前後左右の車輪回転速度センサ27
の信号によりフィードバック制御されて目標値通りの駆
動トルク配分とするものである。Reference numeral 23 denotes a torque split control unit. The control unit 23 includes a front wheel steering angle signal of a front wheel steering angle sensor 24 for detecting a front wheel steering angle, a vehicle speed signal of the vehicle speed sensor 10, and an engine speed for detecting an engine speed. An engine speed signal from the sensor 25 and an accelerator opening signal from an accelerator opening sensor 26 for detecting the accelerator opening are input, and a drive torque distribution target value for the front and rear wheels is determined from the front wheel steering angle and the vehicle speed. The engine output torque is calculated from the engine output torque and the accelerator opening, and the torque distribution control mechanism is calculated based on the engine output torque and the drive torque distribution target value.
The hydraulic pressure to be supplied to the motor 20 is determined, an output signal is issued to the duty solenoid valve 21, the hydraulic pressure according to the determined value is supplied to the torque distribution control mechanism 20, and the front, rear, left and right wheel rotation speed sensors 27
And the drive torque is distributed according to the target value.
一般に４輪駆動自動車において、前輪側の駆動トルク
配分が大であるとアンダステア傾向となって直進走行安
定性が向上し、後輪側の駆動トルク配分が大であるとア
ンダステア傾向が減少し操舵時の回頭性が向上すること
は従来より知られており、従ってセンタデフ装置17によ
る前後駆動トルク配分比を例えば70:30と言うように前
輪側駆動トルク配分を大に設定しておき、操舵時は車速
をパラメータとした前輪舵角−駆動トルク配分比特性に
基づき後輪側の駆動トルク配分を増大させて行くよう制
御することにより、直進走行安定性の向上と操舵時の回
頭性向上との両要望を共に満足させることができるもの
である。In general, in a four-wheel drive vehicle, when the front wheel side drive torque distribution is large, the vehicle tends to understeer and the straight running stability is improved, and when the rear wheel side drive torque distribution is large, the understeer tendency decreases and the steering speed decreases. It is conventionally known that the turning property of the front wheel is improved.Therefore, the front wheel side drive torque distribution is set to a large value such as the front / rear drive torque distribution ratio by the center differential device 17 to be, for example, 70:30. By controlling the drive torque distribution on the rear wheel side to increase based on the front wheel steering angle-drive torque distribution ratio characteristic using the vehicle speed as a parameter, both straight running stability and turning performance during steering are improved. It can satisfy both needs.
上記のように後輪操舵制御とトルクスプリット制御と
を行うようにした４輪駆動自動車においては、操舵時ト
ルクスプリット制御によりアンダステア傾向を減少させ
て回頭性の向上をはかっても車速によっては後輪操舵制
御により後輪が前輪と同方向に転舵（同相転舵）即ちア
ンダステア方向に転舵され、両方の効果が互に打消し合
ってしまうことがある。その場合後輪操舵制御による後
輪のアンダステア方向への転舵角を著しく減少させれば
上記のような問題は解消できるがそのとき車両がスピン
しかかった状態にあると後輪操舵によるスピン防止効果
はほとんどなくなるのでスピン発生のおそれが増大する
と言う問題が生じる。In a four-wheel drive vehicle in which the rear wheel steering control and the torque split control are performed as described above, even if the turning property is improved by reducing the understeer tendency by the torque split control during steering, depending on the vehicle speed, depending on the vehicle speed. By the steering control, the rear wheel is steered in the same direction as the front wheel (in-phase steering), that is, steered in the understeer direction, and both effects may cancel each other. In such a case, if the turning angle of the rear wheels in the understeer direction by the rear wheel steering control is significantly reduced, the above-described problem can be solved. However, if the vehicle is spinning at that time, the spin is prevented by the rear wheel steering. Since the effect is almost eliminated, there is a problem that the possibility of spin generation is increased.
そこで本発明では第２図のフローチャートに示すよう
な後輪操舵制御を附加することにより、トルクスプリッ
ト制御によるすぐれた運動性能を充分に発揮しつつ後輪
操舵制御による車両の安定性を保ち得るようにしたもの
である。Therefore, in the present invention, by adding the rear wheel steering control as shown in the flowchart of FIG. 2, it is possible to maintain the stability of the vehicle by the rear wheel steering control while sufficiently exhibiting the excellent kinetic performance by the torque split control. It was made.
即ち、操舵時トルクスプリット用コントロールユニッ
ト23は第２図に示すように前輪舵角δｆと車速Ｖとから
例えばマップ検索等により前述したように前後輪の駆動
トルク配分を決定するが、後輪の駆動力配分を大とした
ときは、先ず前輪舵角δｆと車速Ｖとから仮想横方向加
速度 （但しｌはホイールベース、Ａはスタビリティファクタ
である。） なる式により演算にて求める。That is, the steering torque split control unit 23 determines the drive torque distribution of the front and rear wheels from the front wheel steering angle δf and the vehicle speed V as shown in FIG. When the driving force distribution is large, first, the virtual lateral acceleration is calculated from the front wheel steering angle δf and the vehicle speed V. (Where l is the wheelbase and A is the stability factor).
そして横Ｇセンサ28にて検出した実際に車体に発生し
た実横方向加速度 の情報と上記演算にて求めた仮想横方向加速度 とを比較し、両者の差 がある閾値 以下であるかどうかを求め 以下であると車両運動が線形領域にあると判断し、後輪
操舵用コントロールユニット９に信号を発し、後輪操舵
制御における後輪のアンダステア方向の操舵量を減少さ
せる。Then, the actual lateral acceleration actually generated in the vehicle body detected by the lateral G sensor 28 Information and virtual lateral acceleration obtained by the above calculation And the difference between the two There is a threshold Asks if If it is below, it is determined that the vehicle motion is in the linear region, and a signal is sent to the rear wheel steering control unit 9 to reduce the amount of steering of the rear wheels in the understeer direction in the rear wheel steering control.
例えば第３図の実線にて示すような舵力（油圧差）−
後輪舵角特性が設定されており後輪操舵用コントロール
ユニット９が通常はこの実線示の特性でアンダステア方
向（同相）の後輪舵角目標値を決定するものであるとす
ると、上記トルクスプリット用コントロールユニット23
から発せられる信号のインプットにより第３図点線示の
ような特性に切換わり、この点線示の特性に基づいて後
輪舵角を制御することにより後輪転舵によるアンダステ
ア傾向は通常時より大きく減少し、前記トルクスプリッ
ト制御による回頭性向上が優先してすぐれた運動性能を
得ることができる。For example, a rudder force (oil pressure difference) as shown by a solid line in FIG.
If the rear wheel steering angle characteristic is set and the rear wheel steering control unit 9 normally determines the understeer direction (in-phase) rear wheel steering angle target value based on the characteristics shown by the solid line, the torque split Control unit 23
In response to the input of a signal from the vehicle, the characteristic is switched to the characteristic shown by the dotted line in FIG. In addition, superior turning performance can be obtained by giving priority to improvement of turning performance by the torque split control.
前記 大であった場合は、車両がスピンに陥りつつあると見な
して、後輪操舵用コントロールユニット９に上記のよう
な信号を発せず、後輪操舵用コントロールユニット９は
第３図実線示のような特性に基づき後輪舵角制御を行う
ことにより、後輪スリップ角の増加，それに伴なうスピ
ンを抑える方向のヨーモーメント発生にて、車両がスピ
ンに陥るのを防止し、安定性向上と言う後輪操舵特有の
効果を充分に発揮させることができる。Said If it is large, it is considered that the vehicle is falling into spin, and the above-mentioned signal is not sent to the rear wheel steering control unit 9, and the rear wheel steering control unit 9 is as shown by the solid line in FIG. By controlling the rear wheel steering angle based on various characteristics, it is possible to prevent the vehicle from falling into spin due to the increase in rear wheel slip angle and the accompanying yaw moment in the direction to suppress spin, thereby improving stability. The effect peculiar to the rear wheel steering can be sufficiently exhibited.
発明の効果 以上のように本発明によれば、後輪操舵制御とトルク
スプリット制御とを関連づけることにより、トルクスプ
リット制御によってもたらされる優れた運動性能を充分
に発揮させつつ、後輪操舵制御による車両の安定性向上
と言う機能を的確に保持することができるもので、実用
上多大の効果をもたらし得るものである。Advantageous Effects of the Invention As described above, according to the present invention, by associating the rear wheel steering control and the torque split control, the vehicle with the rear wheel steering control while sufficiently exhibiting the excellent kinetic performance provided by the torque split control. This can accurately maintain the function of improving the stability of the device, and can bring a great effect in practical use.
第１図は本発明の一実施例を示す平面説明図、第２図は
後輪操舵角の制御態様を示すフローチャート、第３図は
舵力（油圧差）−後輪舵角特性の一例を示す図である。 １…ステアリングハンドル、２…前輪、６…舵力検出装
置、９…後輪操舵用コントロールユニット、10…車速セ
ンサ、11…後輪操舵用アクチュエータ、14…後輪、15…
後輪舵角センサ、20…トルク配分制御機構、23…トルク
スプリット用コントロールユニット、24…前輪舵角セン
サ、25…エンジン回転数センサ、26…アクセル開度セン
サ、28…横Ｇセンサ。1 is an explanatory plan view showing one embodiment of the present invention, FIG. 2 is a flowchart showing a control mode of a rear wheel steering angle, and FIG. 3 is an example of a steering force (hydraulic difference) -rear wheel steering angle characteristic. FIG. DESCRIPTION OF SYMBOLS 1 ... Steering handle, 2 ... Front wheel, 6 ... Steering force detection device, 9 ... Rear wheel steering control unit, 10 ... Vehicle speed sensor, 11 ... Rear wheel steering actuator, 14 ... Rear wheel, 15 ...
Rear wheel steering angle sensor, 20: torque distribution control mechanism, 23: torque split control unit, 24: front wheel steering angle sensor, 25: engine speed sensor, 26: accelerator opening sensor, 28: lateral G sensor.
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｂ６２Ｄ 113:00 137:00 ──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 6 Identification code Agency reference number FI Technical display location B62D 113: 00 137: 00
Claims (1)
クを可変的に制御する装置を装備した４輪駆動自動車で
あって、前輪操舵時後輪を前輪と同方向に操舵させるよ
う後輪舵角を制御する装置を装備したものにおいて、前
輪操舵時後輪側の駆動トルク配分が大であった場合、前
輪舵角と車速とから仮想横方向加速度を演算にて求める
と共に横Ｇセンサにて検出した実横方向加速度と上記仮
想横方向加速度との差を求め、該差がある設定値以下で
あったとき、後輪の前輪と同方向への操舵量を減少させ
ると言う後輪操舵制御を行うことを特徴とする４輪駆動
自動車の後輪操舵制御方法。1. A four-wheel drive vehicle equipped with a device for variably controlling drive torque to front and rear wheels based on a front wheel steering angle and a vehicle speed, wherein a rear wheel is steered in the same direction as a front wheel during front wheel steering. In a device equipped with a device for controlling the rear wheel steering angle, when the drive torque distribution on the rear wheel side during front wheel steering is large, a virtual lateral acceleration is calculated from the front wheel steering angle and the vehicle speed, and the lateral G is calculated. A difference between the actual lateral acceleration detected by the sensor and the virtual lateral acceleration is determined, and when the difference is equal to or less than a certain set value, the amount of steering of the rear wheel in the same direction as the front wheel is reduced. A method for controlling rear wheel steering of a four-wheel drive vehicle, comprising performing wheel steering control.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26130787A JP2610449B2 (en) | 1987-10-16 | 1987-10-16 | Rear wheel steering control method for four-wheel drive vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26130787A JP2610449B2 (en) | 1987-10-16 | 1987-10-16 | Rear wheel steering control method for four-wheel drive vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01103579A JPH01103579A (en) | 1989-04-20 |
| JP2610449B2 true JP2610449B2 (en) | 1997-05-14 |
Family
ID=17359973
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP26130787A Expired - Fee Related JP2610449B2 (en) | 1987-10-16 | 1987-10-16 | Rear wheel steering control method for four-wheel drive vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2610449B2 (en) |
-
1987
- 1987-10-16 JP JP26130787A patent/JP2610449B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH01103579A (en) | 1989-04-20 |
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