JPH01109178A - Control device for steering angle ratio of four-wheel steering vehicle - Google Patents
Control device for steering angle ratio of four-wheel steering vehicleInfo
- Publication number
- JPH01109178A JPH01109178A JP62267230A JP26723087A JPH01109178A JP H01109178 A JPH01109178 A JP H01109178A JP 62267230 A JP62267230 A JP 62267230A JP 26723087 A JP26723087 A JP 26723087A JP H01109178 A JPH01109178 A JP H01109178A
- Authority
- JP
- Japan
- Prior art keywords
- steering angle
- angle ratio
- steering
- wheel steering
- 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.)
- Pending
Links
- 230000007246 mechanism Effects 0.000 claims abstract description 51
- 230000002159 abnormal effect Effects 0.000 abstract description 2
- 238000000034 method Methods 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 230000007935 neutral effect Effects 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
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
- B62D7/1518—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
- B62D7/1536—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 hydraulic assistance
-
- 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
- B62D7/148—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 provided with safety devices
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Abstract
Description
【発明の詳細な説明】
［産業上の利用分野］
本発明は４輪操舵車両の舵角比ＩＩＩ ｔｉｌｌ ｆｉ
に関するものである。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a steering angle ratio III till fi of a four-wheel steering vehicle.
It is related to.
［従来の技術］
特開昭６１−７５０５６号公報に開示されるように、前
輪舵取機構と後輪舵取機構とが機械的に連結されていて
、舵角比ＩＩ ’ｍ ｉｌｌ構により前輪舵取機構の動
作量と後輪舵取機構の動作量の割合がｖＩＩｌｌされる
４輪操舵車両では、舵角比ｌｌｌｌｌ１機構を駆動する
アクチュエータまたはステップモータがオープンループ
制御Ｉｌされるが、特定の作動範囲で後輪舵取機構の動
作量を電子１１１ｍ＋ ａ ｍへフィードバックし、目
標舵角比と実舵角比との偏差を少くするようにアクチュ
エ、−夕を１Ｉ１１１１１Ｉｌシ、外乱による誤動作を
補正することができる。[Prior Art] As disclosed in Japanese Unexamined Patent Application Publication No. 61-75056, a front wheel steering mechanism and a rear wheel steering mechanism are mechanically connected, and a steering angle ratio II' mill structure is used to control the front wheel steering mechanism. In a four-wheel steering vehicle where the ratio of the amount of operation of the steering mechanism to the amount of operation of the rear wheel steering mechanism is vIIll, the actuator or step motor that drives the steering angle ratio llllll1 mechanism is subjected to open loop control. The operating amount of the rear wheel steering mechanism is fed back to the electronic 111m+am in the operating range, and the actuator is adjusted to reduce the deviation between the target steering angle ratio and the actual steering angle ratio, correcting malfunctions caused by disturbances. can do.
しかし、舵角比制御Ｉ１ｍ横のアクチュエータから電子
Ｉｌｌ ｉｌｌ ｌ置へ送られるフィードバック信号に
エラーが発生した場合は、舵角比が正常に設定されない
ばかりか、前輪舵取機構が後輪舵取機構により拘束され
、正常な前輪操舵も損われる恐れがある。However, if an error occurs in the feedback signal sent from the actuator next to the steering angle ratio control I1m to the electronic Ill ill l position, not only will the steering angle ratio not be set correctly, but the front wheel steering mechanism will change to the rear wheel steering mechanism. There is a risk that normal front wheel steering may be impaired.
〔発明が解決しようとする問題点］
そこで、本発明の目的はフィードバック信号のエラー発
生などの場合に、前輪舵取機構を後輪舵取機構から機械
的に解離して、正常な前輪操舵だけの運転を確保する４
輪操舵車両の舵角比制御装置を提供することにある。[Problems to be Solved by the Invention] Therefore, an object of the present invention is to mechanically dissociate the front wheel steering mechanism from the rear wheel steering mechanism in the event of an error in the feedback signal, so that only normal front wheel steering can be achieved. 4. Ensure the operation of
An object of the present invention is to provide a steering angle ratio control device for a wheel-steering vehicle.
［問題を解決するための手段］
上記目的を達成するために、本発明の構成は車速に対応
する目標舵角比を設定する手段と、目標舵角比と実舵角
比を比較し両者の差が所定値よりも大きい時、後輪舵取
機構と前輪舵取機構とのレバーによる機械的連結を遮断
する制御手段とを具備したものである。[Means for Solving the Problem] In order to achieve the above object, the present invention has a configuration that includes means for setting a target steering angle ratio corresponding to vehicle speed, and means for comparing the target steering angle ratio and the actual steering angle ratio. The control means is provided for cutting off the mechanical connection between the rear wheel steering mechanism and the front wheel steering mechanism by the lever when the difference is larger than a predetermined value.
［作用］
車速センサ１５により検出した車速■に対応する舵角比
を舵角比１ＩＩＪＩ！ｌｌマツプから求め、これを目標
舵角比ｋｔとし、ステップモータ８Ａを駆動して舵角比
を設定する。目標舵角比ｋｔと舵角比センサ１９により
検出した実舵角比ｋｓとの差ΔＳが所定値αよりも大き
い時は、タイマＴにより計時を開始し、再度舵角比を設
定する。この繰り返しにより、タイマＴの経過時間が所
定値βよりも大きい時は、クラッチピン３４を解除し、
前輪舵取機構と後輪舵取機構との機械的連結を切り離す
。これにより、前輪舵取機構の正常な機能が維持される
。[Function] The steering angle ratio corresponding to the vehicle speed ■ detected by the vehicle speed sensor 15 is set to the steering angle ratio 1IIJI! The steering angle ratio kt is determined from the ll map, and this is set as the target steering angle ratio kt, and the steering angle ratio is set by driving the step motor 8A. When the difference ΔS between the target steering angle ratio kt and the actual steering angle ratio ks detected by the steering angle ratio sensor 19 is larger than the predetermined value α, timer T starts measuring time and the steering angle ratio is set again. By repeating this, when the elapsed time of the timer T is greater than the predetermined value β, the clutch pin 34 is released,
Separate the mechanical connection between the front wheel steering mechanism and the rear wheel steering mechanism. This maintains the normal function of the front wheel steering mechanism.
［発明の実施例］
第１図に示すように、４輪操舵車両は前輪舵取機構５に
連動する入力Ｏラド０の前後移動を舵角比制ｍ機構７に
伝達し、出力ロット２２の前後移動により後輪舵取機構
９を動作させるものである。[Embodiment of the Invention] As shown in FIG. 1, the four-wheel steering vehicle transmits the longitudinal movement of the input Orad 0 linked to the front wheel steering mechanism 5 to the steering angle ratio control m mechanism 7, and controls the output lot 22. The rear wheel steering mechanism 9 is operated by moving back and forth.
低速走行で操舵軸１８のハンドルを例えば右へ切ると、
前輪舵取機構５によりタイロッド４が左方へ移動し、ナ
ックルアーム３が時計方向に回動して前輪２が右方へ偏
向される。タイロッド４の左方移動に連動してリンク機
構２１を介して入力ロット６が後方へ移動すると、舵角
比１１Ｊｉｌ１機横７により動作量を減じられて出力ロ
ット２２が後方へ移動する。後輪舵取機構９によりタイ
ロッド１０が左方へ移動し、ナックルアーム１２が反時
計方向へ回動して後輪１３が左方（前輪と逆位相）へ偏
向される。For example, if you turn the steering wheel of the steering shaft 18 to the right while driving at low speed,
The tie rod 4 is moved to the left by the front wheel steering mechanism 5, the knuckle arm 3 is rotated clockwise, and the front wheel 2 is deflected to the right. When the input lot 6 moves rearward via the link mechanism 21 in conjunction with the leftward movement of the tie rod 4, the amount of operation is reduced by the steering angle ratio 11Jil1 machine lateral 7, and the output lot 22 moves rearward. The tie rod 10 is moved to the left by the rear wheel steering mechanism 9, the knuckle arm 12 is rotated counterclockwise, and the rear wheel 13 is deflected to the left (in the opposite phase to the front wheel).
第２図に示すように、舵角比制御機構７は重ね合された
レバー２７．３０が車体鋼に支軸３６により回動可能に
支持され、レバー３０の一端にピン３５によりリンク２
６が連結される。リンク２６はピン２５（第１図）によ
り入力ロット６と連結される。レバー２７の長手方向に
設けた円弧状の溝２７ａに沿って摺動可能に係合する摺
動ピン３４が扇形のリンク２８に結合される。リンク２
８の周縁部に設けた部分歯１１３３に、ステップモータ
８Ａの軸に結合した歯車３１が噛み合される。As shown in FIG. 2, the steering angle ratio control mechanism 7 has overlapping levers 27 and 30 rotatably supported by a support shaft 36 on the vehicle body steel, and a link 27 and a pin 35 at one end of the lever 30.
6 are connected. Link 26 is connected to input lot 6 by pin 25 (FIG. 1). A sliding pin 34 that is slidably engaged along an arcuate groove 27a provided in the longitudinal direction of the lever 27 is coupled to the fan-shaped link 28. Link 2
A gear 31 coupled to the shaft of the step motor 8A is meshed with partial teeth 1133 provided on the peripheral edge of the step motor 8A.
ステップモータ８Ａは車体鋼に設けた前後方向の溝３２
に沿って摺動可能であり、部分−車３３と歯車３１との
噛み合いを解除し得る。リンク２８の端部がピン２９に
より出力Ｏラド２２（第１図）に連結される。The step motor 8A has a groove 32 in the longitudinal direction provided in the car body steel.
, and can disengage the part-wheel 33 and the gear 31. The end of link 28 is connected by pin 29 to output Orad 22 (FIG. 1).
ステップモータ８Ａは第１図に示すアクチュエータ８と
同様の働きをする。溝２７ａは支軸３６の上側を通るよ
うに構成される。ばねの力により摺動ピン３４は支軸３
６の上側へ戻るように回転付勢される。摺動ピン３４が
支軸３６と同軸に並ぶと、第１図において入力ロット６
によりレバー３０．２７が回動されても、リンク２８は
出力ロット２２を前後移動させる力を伝達しない。The step motor 8A functions similarly to the actuator 8 shown in FIG. The groove 27a is configured to pass above the support shaft 36. The sliding pin 34 is moved to the support shaft 3 by the force of the spring.
It is rotated and urged to return to the upper side of 6. When the sliding pin 34 is aligned coaxially with the support shaft 36, the input lot 6 in FIG.
Even when the lever 30.27 is rotated, the link 28 does not transmit the force that moves the output rod 22 back and forth.
入力側のレバー３０と出力側のレバー２７との一体的運
動を解除可能に両者はクラッチピン３９により結合され
る。このため、レバー３０の先端部には支軸３６を中心
とする円弧状の溝３８が設けられ、この中間部分に切欠
３８（第３図）が設けられる。一方、レバー２７に長手
方向の長穴４０が設けられる。この長穴４０に沿ってア
クチュエータ（図示せず）により移動されるクラッチピ
ン３９の下端部がレバー３０の溝３８に摺動可能に係合
される時、レバー３０の動作はレバー２７へ伝達されな
い。しかし、クラッチピン３９をレバー３０の切欠３８
ａに係合すると、レバー３０とレバー２７の一体的な支
軸３６を中心とする回動が可能となる。The lever 30 on the input side and the lever 27 on the output side are coupled by a clutch pin 39 so that their integral movement can be released. For this purpose, an arcuate groove 38 centered on the support shaft 36 is provided at the tip of the lever 30, and a notch 38 (FIG. 3) is provided in the intermediate portion of this groove. On the other hand, the lever 27 is provided with an elongated hole 40 in the longitudinal direction. When the lower end of the clutch pin 39, which is moved by an actuator (not shown) along this elongated hole 40, is slidably engaged with the groove 38 of the lever 30, the operation of the lever 30 is not transmitted to the lever 27. . However, the clutch pin 39 is inserted into the notch 38 of the lever 30.
When engaged with a, the lever 30 and the lever 27 can be rotated about the integral support shaft 36.
舵角比制御機構７の摺動ピン３４を駆動するアクチュエ
ータ８またはステップモータ８Ａの動作量を車速に関連
して制御することにより、高速走行では入力ロット６が
後方へ移動するのに対し、出力ロット２２が前方へ移動
し、タイロッド１０が右方へ移動し、後輪１３が右方（
前輪と同位相）に偏向される。つまり、第４図に示すよ
うに、前輪２の舵角に対する後輪１３の舵角の割合（こ
れを舵角比と呼ぶ）が車速に応じて制御される。By controlling the amount of operation of the actuator 8 or step motor 8A that drives the sliding pin 34 of the steering angle ratio control mechanism 7 in relation to the vehicle speed, the input lot 6 moves backward when driving at high speed, while the output The rod 22 moves forward, the tie rod 10 moves to the right, and the rear wheel 13 moves to the right (
(in phase with the front wheels). That is, as shown in FIG. 4, the ratio of the steering angle of the rear wheels 13 to the steering angle of the front wheels 2 (this is called a steering angle ratio) is controlled according to the vehicle speed.
アクチュエータ８またはステップモータ８Ａを８１ｍす
るマイクロコンピュータからなる電子制御Ｈｆ１１７は
、例えば変速機の出力軸部に配設した車速センサ１５と
１例えばタイロッド４の左右の動作量を検出する舵角セ
ンサ１６と、例えばアクチュエータ８またはステップモ
ータ８Ａの動作量を検出する舵角比センサ１９との入力
信号に基づいて、車速に応じた適正な後輪１３の舵角を
得るようにアクチュエータ８またはステップモータ８Ａ
を駆動する出力信号を発生する。The electronic control Hf 117 consisting of a microcomputer that controls the actuator 8 or the step motor 8A by 81 m includes a vehicle speed sensor 15 disposed on the output shaft of the transmission, a steering angle sensor 16 for detecting the left and right movement amount of the tie rod 4, for example. For example, the actuator 8 or the step motor 8A is operated to obtain an appropriate steering angle of the rear wheels 13 according to the vehicle speed based on an input signal with a steering angle ratio sensor 19 that detects the amount of operation of the actuator 8 or the step motor 8A.
Generates an output signal that drives the
第５．６図は上述のｌ１ｔｌｌを行うプログラムの流れ
図である。ｐ１１〜ｐ２３およびｐ３１〜ｐ３７は、プ
ログラムの各ステップを表す。このプログラムはρ１１
でスタートし、ｐ１２で車速■を検出する。ｐ１３でＲ
Ａ Ｍの１ＩＩｊｌａｌｌマツプから車速Ｖに対応する
舵角比ｋを求める。ｐ１４で舵角比ｋを目標舵角比ｋ【
とする。ｐ１５で目標舵角比ｋｔと実舵角比ｋｓとの差
Δｋを求める。ｐ１６で差Δｋが設定値αよりも大きい
か否かを判定する。差Δｋが設定値αよりも小さい場合
は、タイマＴ−０としｐ２３へ進む。差Δに／ｆｉｇＱ
定値αよりも大きい場合は、ｐ１８でタイマＴに１を加
算し、Ｔ＋１とする。つまり計時を開始する。ｐ１９で
タイマＴｆｆｉ設定値βよりも大きいか否かを判定する
。タイマＴが設定値βよりも小さい場合はｐ１２へ戻り
、タイマＴが設定値βよりも大ぎい場合は、ｐ２０へ進
んでクラッチピン３９を切り換える。ｐ２１で歯車３１
を部分歯車３３から切り離し、０２２でモータ停止プラ
グをＯＮ（ステップモータ８Ａを停止）とし、ｐ２３へ
進む。Figure 5.6 is a flowchart of a program that performs l1tll as described above. p11-p23 and p31-p37 represent each step of the program. This program is ρ11
The vehicle starts at , and the vehicle speed ■ is detected at p12. R on p13
The steering angle ratio k corresponding to the vehicle speed V is determined from the 1IIjllall map of AM. In p14, set the steering angle ratio k to the target steering angle ratio k [
shall be. At p15, the difference Δk between the target steering angle ratio kt and the actual steering angle ratio ks is determined. At p16, it is determined whether the difference Δk is larger than the set value α. If the difference Δk is smaller than the set value α, the timer is set to T-0 and the process advances to p23. To the difference Δ/figQ
If the value is larger than the fixed value α, 1 is added to the timer T at p18 to set it to T+1. In other words, start timing. At p19, it is determined whether or not the timer Tffi setting value β is larger than the timer Tffi setting value β. If the timer T is smaller than the set value β, the process returns to p12, and if the timer T is larger than the set value β, the process moves to p20 to switch the clutch pin 39. Gear 31 on p21
is separated from the partial gear 33, the motor stop plug is turned ON (stopping the step motor 8A) at 022, and the process proceeds to page 23.
上述のプログラムにより、所定時間経過しても目標舵角
比ｋ【と実舵角比ｋｓとの差Δｋが依然として設定値α
よりも大きい場合は、クラッチピン３９によるレバー３
０とレバー２７との結合が解離される。ステップモータ
８Ａの歯１１３１とリンク２８の部分歯ｌｌ３３との噛
み合いが解除され、ステップモータ８Ａが停止される。With the above program, even after a predetermined period of time has elapsed, the difference Δk between the target steering angle ratio k[ and the actual steering angle ratio ks remains at the set value α
If it is larger than the lever 3 by the clutch pin 39
0 and the lever 27 are released. The tooth 1131 of the step motor 8A and the partial tooth 1133 of the link 28 are disengaged, and the step motor 8A is stopped.
ハンドル操作により前輪２だけが操舵され、後輪１３は
操舵されなくなる。この時、後輪舵取機構９はばねによ
り中立位置へ戻され、後輪１３は直進位置とされる。By operating the steering wheel, only the front wheels 2 are steered, and the rear wheels 13 are not steered. At this time, the rear wheel steering mechanism 9 is returned to the neutral position by the spring, and the rear wheels 13 are placed in the straight-ahead position.
０２２でモータ停止フラグがＯＮとされると、第５図に
示すυ１込みプログラムが実行される。ｐ３１でスター
トし、ｐ３２でモータ停止フラグがＯＮか否かを判定す
る。モータ停止フラグがＯＮの場合は、Ｄ３６へ進みス
テップモータ８Ａを停止する。When the motor stop flag is turned ON at step 022, the program including υ1 shown in FIG. 5 is executed. It starts at p31 and determines whether the motor stop flag is ON or not at p32. If the motor stop flag is ON, the process advances to D36 and the step motor 8A is stopped.
モータ停止フラグがＯＦＦの場合は、ｐ３３で目標舵角
比ｋ【となるようにステップモータ８Ａを駆動する。ｐ
３４で舵角比センサ１９の信号に基づいて実舵角比ｋＳ
＠読み込む。ｐ３５で実舵角比ｋｓが目標舵角比ｋｔと
等しいか否かを判定する。実舵角比ｋｓが目標舵角比ｋ
ｔと等しくない場合は、ｐ３３へ戻る。When the motor stop flag is OFF, the step motor 8A is driven at p33 so that the target steering angle ratio k[ is achieved. p
34, the actual steering angle ratio kS is determined based on the signal from the steering angle ratio sensor 19.
@Load. At p35, it is determined whether the actual steering angle ratio ks is equal to the target steering angle ratio kt. Actual steering angle ratio ks is target steering angle ratio k
If it is not equal to t, return to p33.
実舵角比ｋｓが目標舵角比ｋｔと等しい場合は、ｐ３６
でステップモータ８Ａを停止し、ｐ３７でＲＴＩとする
。If the actual steering angle ratio ks is equal to the target steering angle ratio kt, p36
Step motor 8A is stopped at p37, and RTI is performed at p37.
［発明の効果］
本発明は上述のように、車速に対応する目標舵角比を設
定する手段と、目標舵角比と実舵角比を比較し両名の差
が所定値よりも大きい時、後輪舵取機構と前輪舵取機構
とのレバーによる機械的連結を遮断する制御手段とを具
備したものであるから、舵角比制御機構が故障し、実舵
角比が目標舵角比と一致しなくなった場合に、舵角比セ
ンサの信号に基づく電子制御装置の出力信号により、後
輪舵取機構の遮断手段が作動し、舵角比ｔｑａ機構のス
テップモータが停止する。前輪舵取機構だけが正常に動
いて車両の運転が継続される。この場合、後輪舵取機構
は例えばアクチュエータに備えた中立位置への戻しばね
の働きにより、後輪を中立位′ａ（直進位置）へ戻す。[Effects of the Invention] As described above, the present invention includes means for setting a target steering angle ratio corresponding to vehicle speed, and means for comparing the target steering angle ratio and the actual steering angle ratio, and when the difference between the two is larger than a predetermined value. , is equipped with a control means for cutting off the mechanical connection between the rear wheel steering mechanism and the front wheel steering mechanism by the lever, so if the steering angle ratio control mechanism fails and the actual steering angle ratio becomes the target steering angle ratio. When the tqa mechanism does not match, the output signal of the electronic control unit based on the signal from the steering angle ratio sensor activates the cutoff means of the rear wheel steering mechanism, and the step motor of the steering angle ratio tqa mechanism is stopped. Only the front wheel steering mechanism operates normally and the vehicle continues to be driven. In this case, the rear wheel steering mechanism returns the rear wheels to the neutral position 'a (straight ahead position), for example, by the action of a neutral position return spring provided in the actuator.
したがって、舵角比１１Ｊｔｌｌ１機構の故障や舵角比
センサなどの故障に対しても、異常な後輪操舵状態が回
避され、操縦安全性が確保される。Therefore, even in the event of a failure of the steering angle ratio 11Jtll1 mechanism or failure of the steering angle ratio sensor, an abnormal rear wheel steering condition is avoided and operational safety is ensured.
第１図は本発明に係る舵角比制御装置を備えた４輪操舵
車両の概略構成を示す平面図、第２図は同舵角比制御機
構の平面図、第３図は同舵角比制御機構のレバーの平面
図、第４図は同舵角比υ１ｔｉｌ１機構の特性線図、第
５，６図は同舵角比制御１構のアクチュエータを電子制
ｗＪ装置により１１．１ＪＩａするプログラムの流れ図
である。
５：前輪舵取機構 ７：舵角比ｉ制御機構 ８Ａニステ
ツプモータ ９：Ｉ輪舵取機構 １９：舵角比セン号
２７．３０ニレバー ２７ａ：円弧状の満 ２８＝リン
ク ３１：ｍ車 ３２：案内溝３３１１１分ｍｌｉ
３４：ＷＮｊＪピン ３６：支軸３８：円弧状の溝 ３
８８：切欠 ３９：クラッチピン ４０：長穴
特許出願人 いすイ自動車株式会社
代理人 弁理士 山本俊夫FIG. 1 is a plan view showing a schematic configuration of a four-wheel steering vehicle equipped with a steering angle ratio control device according to the present invention, FIG. 2 is a plan view of the steering angle ratio control mechanism, and FIG. 3 is a plan view of the same steering angle ratio control mechanism. A plan view of the lever of the control mechanism, Figure 4 is a characteristic diagram of the steering angle ratio υ1til1 mechanism, and Figures 5 and 6 are a program for controlling the actuator of the steering angle ratio υ1til1 mechanism to 11.1JIa using the electronic control wJ device. This is a flowchart. 5: Front wheel steering mechanism 7: Steering angle ratio i control mechanism 8A Ni step motor 9: I wheel steering mechanism 19: Steering angle ratio sensor
27.30 Nilever 27a: Arc-shaped full 28 = link 31: m car 32: guide groove 33111 min mli
34: WNjJ pin 36: Support shaft 38: Arc-shaped groove 3
88: Notch 39: Clutch pin 40: Elongated hole Patent applicant: Isui Jidosha Co., Ltd. Representative Patent attorney: Toshio Yamamoto
Claims (2)
標舵角比と実舵角比を比較し両者の差が所定値よりも大
きい時、後輪舵取機構と前輪舵取機構とのレバーによる
機械的連結を遮断する制御手段とを有することを特徴と
する４輪操舵車両の舵角比制御装置。(1) A means for setting a target steering angle ratio corresponding to vehicle speed, and comparing the target steering angle ratio and the actual steering angle ratio, and when the difference between the two is larger than a predetermined value, a rear wheel steering mechanism and a front wheel steering mechanism. A steering angle ratio control device for a four-wheel steering vehicle, comprising: control means for interrupting mechanical connection by a lever with the steering angle ratio control device for a four-wheel steering vehicle.
合せ、先端側でクラッチピンにより結合した特許請求の
範囲（１）に記載の４輪操舵車両の舵角比制御装置。(2) The steering angle ratio control device for a four-wheel steering vehicle according to claim (1), wherein the input side lever and the output side lever are stacked on top of each other and connected at the tip side by a clutch pin.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62267230A JPH01109178A (en) | 1987-10-22 | 1987-10-22 | Control device for steering angle ratio of four-wheel steering vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62267230A JPH01109178A (en) | 1987-10-22 | 1987-10-22 | Control device for steering angle ratio of four-wheel steering vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH01109178A true JPH01109178A (en) | 1989-04-26 |
Family
ID=17441949
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62267230A Pending JPH01109178A (en) | 1987-10-22 | 1987-10-22 | Control device for steering angle ratio of four-wheel steering vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH01109178A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001328554A (en) * | 2000-05-19 | 2001-11-27 | Seirei Ind Co Ltd | Method of setting rear wheel straight moving position for vehicle and steering control mechanism |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62163870A (en) * | 1986-01-10 | 1987-07-20 | Toyota Motor Corp | Controller for front and rear wheel steering vehicle |
| JPS62241774A (en) * | 1986-04-11 | 1987-10-22 | Toyota Motor Corp | Failure compensating device for front/rear wheel-steered vehicle |
-
1987
- 1987-10-22 JP JP62267230A patent/JPH01109178A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62163870A (en) * | 1986-01-10 | 1987-07-20 | Toyota Motor Corp | Controller for front and rear wheel steering vehicle |
| JPS62241774A (en) * | 1986-04-11 | 1987-10-22 | Toyota Motor Corp | Failure compensating device for front/rear wheel-steered vehicle |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001328554A (en) * | 2000-05-19 | 2001-11-27 | Seirei Ind Co Ltd | Method of setting rear wheel straight moving position for vehicle and steering control mechanism |
| JP4718663B2 (en) * | 2000-05-19 | 2011-07-06 | ヤンマー株式会社 | Vehicle steering control mechanism |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110126911B (en) | Unmanned redundant steering device meeting ASIL_D standard and control method thereof | |
| EP1332083B1 (en) | Method for controlling a steer-by-wire system | |
| JP4605265B2 (en) | Vehicle steering device | |
| US7500537B2 (en) | Steering apparatus for vehicle | |
| EP1787891B1 (en) | Vehicle steering | |
| DE3779628T2 (en) | ELECTRIC REAR WHEEL STEERING DEVICE. | |
| CN100439177C (en) | Steering control system | |
| CN106494497B (en) | The steering Reaction Force Controller of vehicle | |
| DE102012205828A1 (en) | Rotatable driver interface for a trailer reset aid | |
| JP2679803B2 (en) | Vehicle rear wheel steering system | |
| DE3888098T2 (en) | Rear wheel steering for a motor vehicle. | |
| JPH0764262B2 (en) | Rear wheel steering system | |
| JP4517902B2 (en) | Steering control device | |
| JP3729015B2 (en) | Vehicle steering device | |
| JPH01109178A (en) | Control device for steering angle ratio of four-wheel steering vehicle | |
| JPH11208493A (en) | Electric power steering device | |
| JP2600721B2 (en) | Steering angle ratio control device for four-wheel steering vehicle | |
| JP2758166B2 (en) | Vehicle rear wheel steering system | |
| JP2680636B2 (en) | Vehicle rear wheel steering system | |
| JPH0523235B2 (en) | ||
| JP2007326452A (en) | Vehicle steering device | |
| JP2560350B2 (en) | Steering angle ratio controller | |
| JPH06171539A (en) | Rear wheel steering control device | |
| JPH01106777A (en) | Steering angle ratio control mechanism | |
| JPH02234880A (en) | Steering device for vehicle |