JPH0263974A - Rear-wheel steering controller for four-wheel steered vehicle - Google Patents
Rear-wheel steering controller for four-wheel steered vehicleInfo
- Publication number
- JPH0263974A JPH0263974A JP21617788A JP21617788A JPH0263974A JP H0263974 A JPH0263974 A JP H0263974A JP 21617788 A JP21617788 A JP 21617788A JP 21617788 A JP21617788 A JP 21617788A JP H0263974 A JPH0263974 A JP H0263974A
- Authority
- JP
- Japan
- Prior art keywords
- wheel steering
- control
- steering angle
- actuator
- rear wheel
- 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 abstract description 12
- 241000331231 Amorphocerini gen. n. 1 DAD-2008 Species 0.000 abstract 1
- 230000003247 decreasing effect Effects 0.000 abstract 1
- 230000001105 regulatory effect Effects 0.000 abstract 1
- 230000007935 neutral effect Effects 0.000 description 15
- 230000008859 change Effects 0.000 description 6
- 230000007423 decrease Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 6
- 230000009467 reduction Effects 0.000 description 4
- 230000004044 response Effects 0.000 description 3
- 235000017166 Bambusa arundinacea Nutrition 0.000 description 1
- 235000017491 Bambusa tulda Nutrition 0.000 description 1
- 241001330002 Bambuseae Species 0.000 description 1
- 235000015334 Phyllostachys viridis Nutrition 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 239000011425 bamboo Substances 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000005119 centrifugation Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 230000014759 maintenance of location Effects 0.000 description 1
- 230000007257 malfunction 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
- B62D7/159—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-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ｊ
本発明は４輪操舵車両の後輪操舵、％ｌＩ ｉｌｌ装置
に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a rear wheel steering and %lI ill device for a four-wheel steering vehicle.
し従来のＴＩＩＩ
Ｉ開昭５９−７７９６８号公報に開示される４輪操舵車
両では、第４図に示すように前輪舵角に対する後輪舵角
のυ１合が車速に関連して％ｌｌ Ｉｌｌされる。すな
わち、低速走行では前輪舵角に対して後輪舵角が大きく
前輪と逆位相に操舵され、狭い道路での小回り性が発揮
される一方、高速走行では前輪舵角に約する後輪舵角が
小さく抑えられ、旋回半径の縮小による遠心力が抑えら
れる。また、所定車速以上では、前輪舵角が所定値を超
えると、後輪舵角が一定値またはそれ以下に減じられる
。However, in the conventional four-wheel steering vehicle disclosed in TIII I Publication No. 59-77968, as shown in FIG. Ru. In other words, when driving at low speeds, the rear wheel steering angle is large compared to the front wheel steering angle, and the front wheels are steered in the opposite phase, demonstrating tight turning ability on narrow roads, while when driving at high speeds, the rear wheel steering angle is approximately equal to the front wheel steering angle. is kept small, and centrifugal force due to a reduction in the turning radius is suppressed. Furthermore, at a predetermined vehicle speed or higher, if the front wheel steering angle exceeds a predetermined value, the rear wheel steering angle is reduced to a constant value or less.
上述の舵角特性を得るためには、常に車速とｒｉｆｆ輸
舵角を検出し、電子制（財）装置に予め設定された舵角
特性に基づき後輪舵角を演違し、この演鋒桔東に塁づき
後輪操舵アクチュエータの油圧回路の油圧糾弾弁をυ）
郊するか、または前輪操舵用タイロッドと後輪操舵用タ
イロッドとの間に連結されたリンク式舵角比１．ＩＩ
ｔ１１機構の制御部材を制御する。In order to obtain the steering angle characteristics described above, the vehicle speed and riff steering angle are always detected, the rear wheel steering angle is adjusted based on the steering angle characteristics preset in the electronic control system, and this steering angle is adjusted based on the steering angle characteristics set in advance in the electronic control system. Install the hydraulic control valve of the hydraulic circuit of the rear wheel steering actuator in Kikdong (υ)
or a link type steering angle ratio connected between a tie rod for front wheel steering and a tie rod for rear wheel steering. II
Controls the control member of the t11 mechanism.
前者の油圧あり御弁をυＩＩ！ＩＩするものでは、電子
ル）制御装置の誤作動に対して十分な安全対策を施すこ
とが必要であり、また後者の舵角比制御礪構の制一部材
を礪械的にυｊ御するものでは、制（財）性能に影響す
るリンクＲ横の摺動部にガタがないように高ＩＡｌ！ｌ
ｌ［の礪械加工が要求される。The former valve with hydraulic pressure is υII! In the latter case, it is necessary to take sufficient safety measures against malfunction of the electronic control device, and in the latter case, it is necessary to mechanically control the control members of the steering angle ratio control structure. Then, we decided to use high IAl so that there would be no looseness in the sliding part next to the link R, which affects the control performance. l
[1] machining is required.
［発明が解決しようとする問題点１
本発明の目的は上述のような問題がなく、構成が簡単で
、機構的に１ま後輪舵角比が一定であって、したがって
Ｒ橋上ガタによる影響がなく、車速に関連して後輪舵角
が変化する４輪操舵車両の後輪操舵ｉＩ＋制御装置を提
供することにある。[Problem to be Solved by the Invention 1] The object of the present invention is to avoid the above-mentioned problems, to have a simple configuration, and to mechanically maintain a constant rear wheel steering angle ratio of 1, so that the influence of backlash on the R bridge is eliminated. An object of the present invention is to provide a rear wheel steering iI+ control device for a four-wheel steering vehicle in which the rear wheel steering angle changes in relation to the vehicle speed.
Ｌ問題を解決するための手段コ
上記目的をｊ構成するために、本発明の構成は後輪操舵
アクチュエータの油圧回路を制ｔ１１する差動制御弁の
駆動軸とハンドルに連動する入力軸との間に、差動制御
弁が作動し始めるまでのハンドルの切り角か車速に比例
して増加する不感帯ｉ！ＩＩＩ ６１１手段を連結した
ものである。Means for Solving the L Problem In order to achieve the above object, the configuration of the present invention is such that the drive shaft of the differential control valve that controls the hydraulic circuit of the rear wheel steering actuator is connected to the input shaft that is linked to the steering wheel. In between, there is a dead zone i which increases in proportion to the steering angle or vehicle speed until the differential control valve starts operating. III 611 means are connected.
［作用］
ハンドルの切り角が所定値を超えると、差動ルリ御弁が
作動し始め、ハンドルの切り角に比例して後輪舵角も大
きくなる。ハンドルを切っても差動υ制御弁が作動しな
い不感帯となる切り角は、中速が高くなるほど大きくな
る。[Operation] When the turning angle of the steering wheel exceeds a predetermined value, the differential luri control valve begins to operate, and the rear wheel steering angle increases in proportion to the turning angle of the steering wheel. The turning angle, which is the dead zone in which the differential υ control valve does not operate even when the steering wheel is turned, increases as the medium speed increases.
この結果、低速走行ではハンドルの切り角に対応して後
輪が大きく竹輪と逆位相に操舵されるが、高速走（テで
はハンドルの切り角が同じでも後輪舵角が小さくなる。As a result, when driving at low speeds, the rear wheels are steered to a large extent and in the opposite phase to the bamboo wheels in response to the steering wheel angle, but at high speeds (te) the rear wheel steering angle becomes smaller even if the steering wheel angle is the same.
［発明の実施例］
第１図は本発明に係る後輪操舵制御装置を備えた４輪操
舵車両の概略構成図である。後輪操舵機構は前輪舵取機
構３０の出力＠２９と連動する入力軸１９の回転を差動
制御弁Ｂへ車速に関連して伝達する舵角特性徐変機構△
と、後輪操舵アクチュエータＦへの油圧回路を制御する
差動υＩｔｉｉ弁Ｂと、後輪７１を駆動する後輪操舵ア
クチュエータＦと、舵角特性徐変機構Ａのυ１Ｂ部材２
０を制罪する不感帯制御手段Ｃとを廂えている。[Embodiments of the Invention] FIG. 1 is a schematic configuration diagram of a four-wheel steering vehicle equipped with a rear wheel steering control device according to the present invention. The rear wheel steering mechanism is a steering angle characteristic gradual change mechanism △ that transmits the rotation of the input shaft 19 linked to the output @29 of the front wheel steering mechanism 30 to the differential control valve B in relation to the vehicle speed.
, the differential υItii valve B that controls the hydraulic circuit to the rear wheel steering actuator F, the rear wheel steering actuator F that drives the rear wheels 71, and the υ1B member 2 of the steering angle characteristic gradual change mechanism A.
A dead zone control means C for controlling zero is provided.
舵角特性徐変機構Ａは入力軸１９にスプライン嵌合した
制御部材２０と差動制御弁Ｂを駆動する駆動軸２４に結
合した円筒部材２１とからなる。The steering angle characteristic gradual change mechanism A includes a control member 20 spline-fitted to the input shaft 19 and a cylindrical member 21 connected to a drive shaft 24 that drives the differential control valve B.
駆動軸２４は入力軸１つと同軸に並ぶ。カップ形の円筒
部材２１の周面に形成した横形の切欠２１ａに対し、制
御部材２０から径方向に延びる突片２２が係合可能に構
成される。制御部材２０の環状溝に軸１７の制御レバー
１８が係合され、制御レバー１８の回動により制御部材
２０が軸方向に駆動される。車体側に回動可能に支持し
た軸１７のレバー１８ａは、アクチュエータＤのピスト
ンロッドと連結されて回動される。The drive shaft 24 is aligned coaxially with one input shaft. A projecting piece 22 extending in the radial direction from the control member 20 is configured to be able to engage with a horizontal notch 21 a formed in the circumferential surface of the cup-shaped cylindrical member 21 . A control lever 18 of the shaft 17 is engaged with the annular groove of the control member 20, and rotation of the control lever 18 drives the control member 20 in the axial direction. A lever 18a of a shaft 17 rotatably supported on the vehicle body side is connected to a piston rod of an actuator D and rotated.
アクチュエータＤはシリンダの内部に嵌装したピストン
により、油圧が導入される端室と大気室とを区画される
。レバー１８ａ、ＩＩ（財）レバー１８は大気室に収容
したばね１３によりに回転付勢され、制御部材２０の突
片２２を円筒部材２１の切欠２１ａから軸方向に離れさ
せる。The actuator D is partitioned into an end chamber into which hydraulic pressure is introduced and an atmospheric chamber by a piston fitted inside the cylinder. Lever 18a, II Lever 18 is biased to rotate by spring 13 housed in the atmospheric chamber, causing protrusion 22 of control member 20 to move away from cutout 21a of cylindrical member 21 in the axial direction.
差動制御弁Ｂは４ボ一ト中立位置開放型またはブロック
型の方向切換弁であり、弁ハウジング１２２の内部に中
立戻しばねの力に抗して軸方向移動可能に嵌合したスプ
ール１２６が、連結手段１３６ａによりねじ軸１３０と
、−緒に軸方向に移動するように結合される。ねじ軸１
３０の右端部が駆動軸２４の端部に形成したリードの大
なるねじ溝を有するねじ穴１３１に螺合される。ねじ軸
１３０の左端部に形成したスプライン穴１３２に、従動
軸６がスプライン嵌合される。The differential control valve B is a four-bottom neutral position open type or block type directional switching valve, and has a spool 126 fitted inside the valve housing 122 so as to be movable in the axial direction against the force of a neutral return spring. , are coupled to the screw shaft 130 by a coupling means 136a so as to move together in the axial direction. Screw shaft 1
The right end of the lead 30 is screwed into a screw hole 131 having a large lead thread groove formed at the end of the drive shaft 24. The driven shaft 6 is spline-fitted into a spline hole 132 formed at the left end of the screw shaft 130.
駆動軸２４が回転した時に後輪７１の舵角応動がないと
、従動軸６とこれに回転結合されたねじ軸１３０が回転
しないので、ねじ軸１３０とねじ穴１３１の間に相対回
転位相のずれが生じ、これによりねじ（＄１３０のねじ
溝のリード角に見合った軸推力が生じ、ねじ軸１３０と
軸方向に連結されたスプール１２６に軸移動が生じる。If there is no steering angle response of the rear wheels 71 when the drive shaft 24 rotates, the driven shaft 6 and the screw shaft 130 rotationally connected thereto will not rotate, so there will be no relative rotational phase between the screw shaft 130 and the screw hole 131. A displacement occurs, which generates an axial thrust commensurate with the lead angle of the thread groove of the screw ($130), causing axial movement of the spool 126 axially connected to the screw shaft 130.
駆動軸２４の回転に伴ってスプール１２６が軸移動を生
じると、油圧ポンプ２６がら圧油が管７２．７５を経て
管７６．８０の一方へ供給され、他方の管の油が管７９
．７７を経て油タンク２８へ戻される。管７６．８０は
後輪操舵アクチュエータＦの端ｖ８９．９１に連通され
る。When the spool 126 undergoes axial movement as the drive shaft 24 rotates, pressure oil from the hydraulic pump 26 is supplied to one of the pipes 76.80 through the pipe 72.75, and oil from the other pipe is supplied to the pipe 79.
．． 77 and is returned to the oil tank 28. The tube 76.80 communicates with the end v89.91 of the rear wheel steering actuator F.
後輪操舵アクチュエ〜りＦはシリンダ５７にピストン５
６を嵌装して端子８９．９１が区画され、ピストン５６
に結合したタイロッド６５がシリンダ５７の両９−室か
ら外方へ突出される。タイロッド６５は端室８９，９コ
に収容した戻しばね５５の力により中立位置へ戻され、
後輪７１を直進位置に保持する。タイロッド６５の両端
はそれぞれ補助ロッド６７を介して後輪ナックル６９に
連結される。後輪７１を支持する後輪ナックル６つは、
上下方向の支軸７０により車体に回動可能に支持される
。Rear wheel steering actuator F has piston 5 in cylinder 57.
6 is fitted to define the terminals 89 and 91, and the piston 56
A tie rod 65 coupled to the cylinder 57 is projected outwardly from both chambers 9 of the cylinder 57. The tie rod 65 is returned to the neutral position by the force of the return spring 55 housed in the end chambers 89, 9,
The rear wheels 71 are held in the straight-ahead position. Both ends of the tie rod 65 are connected to rear wheel knuckles 69 via auxiliary rods 67, respectively. The six rear wheel knuckles that support the rear wheel 71 are
It is rotatably supported on the vehicle body by a vertical support shaft 70.
タイロッド６５の中立位置をより確実に保持するために
、タイロッド６５に結合した円錐穴または溝を有する受
入部材５８と、これに係合可能のロック部材５９とから
なる中立ロック四槽Ｈが備えられる。アクチュエータＧ
のシリンダ６３の至９６へ圧油を供給すると、ピストン
６４によりばね６１の力に抗してロック部材５９が受入
部材５８から引き離される。In order to more reliably hold the neutral position of the tie rod 65, a neutral lock four tank H is provided, which is made up of a receiving member 58 having a conical hole or groove connected to the tie rod 65, and a locking member 59 that can be engaged with the receiving member 58. . Actuator G
When pressure oil is supplied to the cylinder 63 to 96, the locking member 59 is separated from the receiving member 58 by the piston 64 against the force of the spring 61.
タイロッド６５の動作は受入部材５８とレバー９ａとの
間に連結したケーブル５０を介して、従ｖＪ軸６へ回転
として伝達される。従動軸６は駆動軸２４と独立に、ね
じ軸１３０を回転させ、スプール１２６を中立位置へ戻
すように作用する。The movement of the tie rod 65 is transmitted as rotation to the slave VJ shaft 6 via the cable 50 connected between the receiving member 58 and the lever 9a. The driven shaft 6 acts independently of the drive shaft 24 to rotate the screw shaft 130 and return the spool 126 to the neutral position.
第２図は前輪舵取機構３０と舵角特性徐変１構Ａと差ｖ
Ｊ制御弁Ｂとの関係を示す斜視図である。Figure 2 shows the front wheel steering mechanism 30, the steering angle characteristic gradual change 1 structure A, and the difference v.
3 is a perspective view showing the relationship with J control valve B. FIG.
第２図には説明を簡単にするために、軸１７の制御レバ
ー１８にアクチュエータＤが連結され、ばね１３は外部
に配設される。また、従動軸６とレバー９ａとの間には
電磁クラッチ１１が設けられる。電磁コイル８が励磁さ
れると、従動軸６に結合した摩擦板７に、レバー９ａと
一体の摩擦板９が摩擦係合され、レバー９ａの回転が従
動軸６へ伝達される。電磁クラッチ１１が遮断されてい
る時、レバー９ａとベルクランク１０との間に掛は渡し
たばね５によりレバー９ａが遊回転され、ケーブル５０
の弛みが取り除かれる。公知のように、実際にはケーブ
ル５０は一端を車体側に、他端を後輪操舵アクチュエー
タＥのハウジング５７にそれぞれ固定されたアウタチュ
ーブに贋勤可能に挿通される。In FIG. 2, for ease of explanation, an actuator D is connected to a control lever 18 of a shaft 17, and a spring 13 is disposed externally. Further, an electromagnetic clutch 11 is provided between the driven shaft 6 and the lever 9a. When the electromagnetic coil 8 is excited, the friction plate 9 integrated with the lever 9a is frictionally engaged with the friction plate 7 coupled to the driven shaft 6, and the rotation of the lever 9a is transmitted to the driven shaft 6. When the electromagnetic clutch 11 is disengaged, the lever 9a is freely rotated by the spring 5 hooked between the lever 9a and the bell crank 10, and the cable 50
The slack is removed. As is well known, the cable 50 is actually inserted into an outer tube which has one end fixed to the vehicle body side and the other end fixed to the housing 57 of the rear wheel steering actuator E so that it can be inserted into the outer tube.
第１図に示すように、不感帯制御手段Ｃは舵角持性徐変
機構へにおいて制御部材２０を軸方向に移動し、突片２
２と切欠２１ａの周方向の隙間を、車速に関ｊｌシて制
御する。このため、不感帯制御手段Ｃは制御部材２０に
係合する制御レバー１８を駆動するアクチュエータＤと
、アクチュエータＤのストロークすなわちアクチュエー
タＤへの油量を調整する油量調整弁Ｅと、油量調整弁口
を駆動する電磁コイル４７への電流を車速に関連し−Ｃ
制御する電流減口変換器４５とを備えている。As shown in FIG. 1, the dead zone control means C moves the control member 20 in the axial direction in the steering angle retention gradual change mechanism, and
2 and the notch 21a in the circumferential direction is controlled in relation to the vehicle speed. Therefore, the dead zone control means C includes an actuator D that drives the control lever 18 that engages the control member 20, an oil amount adjustment valve E that adjusts the stroke of the actuator D, that is, the amount of oil to the actuator D, and an oil amount adjustment valve. The current to the electromagnetic coil 47 that drives the mouth is related to the vehicle speed.
It is equipped with a current reduction converter 45 for controlling.
油量調整弁Ｅは３つのボートを有するハウジング４６の
内部に、２つの環状溝を有するスプール４８を嵌合して
なり、ばね４９ａを収容する端ヱ４９と中央のポートと
がアクチュエータＤの端至と）■通される。中立位置で
スプール４８の環状溝に連通ずる右側のポートが管７８
．７２を経て油圧ボン７２６に、左側のボートが管７３
．７７を経て油タンク２８にそれぞれ連通される。スプ
ール４８に結合したＤラド４８ａはハウジング４６の外
部へ突出してアマチュアを構成し、電磁コイル４７によ
り電流に対応してばね４９８に抗して左方へ付勢される
。電磁コイル４７は車速が低いと電流が多く、中速が高
くなるほど電流が少なくなる電流減ｑ変換器４５と直列
に電源バッテリ５１に接続される。変速機の出力軸の回
転を速度計１５へ伝達する可撓軸４３に、歯車別槽４２
を介して車速比例電流発生器４４が結合される。車速比
例電流発生器４４の両端子が電）ｋ減算変換器４５に接
続される。The oil amount adjustment valve E is constructed by fitting a spool 48 having two annular grooves into a housing 46 having three boats, and the end 49 that accommodates the spring 49a and the center port are connected to the end of the actuator D. (to)■ be passed. The right port that communicates with the annular groove of the spool 48 in the neutral position is connected to the pipe 78.
．． 72 to the hydraulic bong 726, and the boat on the left is the pipe 73.
．． 77 to the oil tank 28, respectively. A D-rad 48a coupled to the spool 48 projects to the outside of the housing 46 to constitute an armature, and is biased to the left by the electromagnetic coil 47 against a spring 498 in response to the current. The electromagnetic coil 47 is connected to the power source battery 51 in series with a current reduction q converter 45, which has a large current when the vehicle speed is low, and a current decreases as the vehicle speed increases. A separate gear tank 42 is attached to a flexible shaft 43 that transmits the rotation of the output shaft of the transmission to the speedometer 15.
A vehicle speed proportional current generator 44 is coupled thereto. Both terminals of the vehicle speed proportional current generator 44 are connected to an electric/k subtraction converter 45 .
第５図は車速比例電流発生器４４から車速が高くなるほ
ど少ない電流を電磁コイル４７へ加える電流減算変換器
４５の具体的な電気回路図である。FIG. 5 is a specific electrical circuit diagram of the current subtraction converter 45 that applies a smaller current to the electromagnetic coil 47 from the vehicle speed proportional current generator 44 as the vehicle speed increases.
同図において、８１．８２はトランジスタ、８３゜８４
はダイオード、８５〜８８は抵抗である。In the same figure, 81.82 is a transistor, 83°84
is a diode, and 85 to 88 are resistors.
次に、本発明による４輪操舵車両の後輪操舵制６０装買
の作動について説明する。第１図において例えばハンド
ル４１を右へ切ると、航輸舵取磯溝３０の出力軸２９が
回動され、＠３２によりドラッグリンク３３が前方へ引
かれ、前輪ナックル３８が支軸３４を中心として時計方
向へ回動され、前輪４０が右方へ偏向される。同時に、
出力軸２つの回動が入力軸１つへ伝達され、車速か所定
値以下にあり、ハンドルの切り角ないし前輪舵角が所定
値を超えると、ｉＦｄ１ｍ部材２０の突片２２が円筒部
材２１の切欠２１ａに当接し、駆動軸２４が回転される
。この時、円筒部材２１がごく侵かに軸方向に移動し、
スイッチ２３が働き、中立ロツり機構Ｈのアクチュエー
タＧが駆動され、ロック部材５９が受入部材５８から引
き離される。Next, the operation of the rear wheel steering system 60 of the four-wheel steering vehicle according to the present invention will be explained. In FIG. 1, for example, when the steering wheel 41 is turned to the right, the output shaft 29 of the navigation steering Isogou 30 is rotated, the drag link 33 is pulled forward by @32, and the front wheel knuckle 38 is centered around the support shaft 34. , and the front wheel 40 is deflected to the right. at the same time,
The rotation of two output shafts is transmitted to one input shaft, and when the vehicle speed is below a predetermined value and the steering angle or front wheel steering angle exceeds a predetermined value, the protruding piece 22 of the iFd1m member 20 rotates the cylindrical member 21. The drive shaft 24 is rotated by contacting the notch 21a. At this time, the cylindrical member 21 moves slightly in the axial direction,
The switch 23 is activated, the actuator G of the neutral locking mechanism H is driven, and the locking member 59 is separated from the receiving member 58.
駆動軸２４の回転に伴ってねじ軸１３０と一緒にスプー
ル１２６がも方へ移ａする。従動軸６は回転せず、ねじ
軸１３０の回転を阻止する。スプール１２６の軸移動に
伴って油圧ポンプ２６から圧油が管７２．７５、差ＤＬ
ｊ御弁Ｂ、管７６を経てアクチュエータＦの端室８９へ
供給される。ピストン５６と一緒にタイロッド６５が右
方へ押され、後輪ナックル６９が支軸７０を中心として
反時計方向へ回動され、後輪７１が左方（前輪４０と逆
位相）へ偏向される。こうして、低速走行での車両の小
回り性が発揮される。端室９１の油は管８０． 差ａｌ
ｌｌｌｌ＃Ｂ、１１７７Ｇ：ｔｒＶＣ’ｔｔｊｔタン’
ｙ２８へ戻される。As the drive shaft 24 rotates, the spool 126 moves toward the other side together with the screw shaft 130. The driven shaft 6 does not rotate and prevents the screw shaft 130 from rotating. As the axis of the spool 126 moves, pressure oil flows from the hydraulic pump 26 to the pipe 72.75 and the difference DL.
j It is supplied to the end chamber 89 of the actuator F via the control valve B and the pipe 76. The tie rod 65 is pushed to the right together with the piston 56, the rear wheel knuckle 69 is rotated counterclockwise about the support shaft 70, and the rear wheel 71 is deflected to the left (in the opposite phase to the front wheel 40). . In this way, the vehicle's ability to turn in a tight corner while traveling at low speeds is exhibited. The oil in the end chamber 91 is supplied to the pipe 80. difference al
llll#B, 1177G:trVC'ttjttan'
Returned to y28.
車速か低いと、前述のように、電源バッテリ５つから電
流減陣変換器４５を経て電磁コイル４７へ大電流が流れ
るので、油量調整弁Ｅのスプール４８がばね４９の力と
釣り合う位置まで左方へ押される。油圧ポンプ２６の圧
油が管７２．７８を通り、スプール４８の右側の環状溝
から管４９ｂを経てアクチュエータＤの端室へ供給され
る。端室４９の油圧が高くなり、スプール４８が右方へ
戻される。こうしてアクチュエータＤへ送られる油量が
電磁コイル４７の電流に比例して制御される。When the vehicle speed is low, as mentioned above, a large current flows from the five power batteries to the electromagnetic coil 47 via the current reduction converter 45, so that the spool 48 of the oil volume adjustment valve E reaches a position where it balances the force of the spring 49. Pushed to the left. Pressure oil from the hydraulic pump 26 passes through pipes 72, 78 and is supplied from the annular groove on the right side of the spool 48 to the end chamber of the actuator D via the pipe 49b. The oil pressure in the end chamber 49 increases, and the spool 48 is returned to the right. In this way, the amount of oil sent to actuator D is controlled in proportion to the current of electromagnetic coil 47.
アクチュエータＤのロッドがも方へ移動すると、制御部
材２０が入力軸１９に対して左方へ移動するので、制御
部材２０の突片２２と円筒部材２１の切欠２１ａとの周
方向の隙間が狭くなる。したがって、ハンドル４１を中
立位置から僅かに回転しただけで、突片２２が切欠２１
ａに当接し、入力軸１９の回転が駆動軸２４へ伝達され
、差動制御弁Ｂが作動し、前後輪操舵アクチュエータＦ
により後輪７１が操舵される。When the rod of the actuator D moves toward the side, the control member 20 moves to the left with respect to the input shaft 19, so the gap in the circumferential direction between the protruding piece 22 of the control member 20 and the notch 21a of the cylindrical member 21 becomes narrower. Become. Therefore, when the handle 41 is slightly rotated from the neutral position, the protruding piece 22 moves into the notch 21.
a, the rotation of the input shaft 19 is transmitted to the drive shaft 24, the differential control valve B operates, and the front and rear wheel steering actuators F
The rear wheels 71 are steered by.
車速が高くなると、電磁コイル４７の電流が少なくなり
、油量制御弁Ｅのスプール４８がばね４９ａの力により
一時的に右方へ戻され、管４９ｂの油がスプール４８の
左側の環状溝、管７３．７７を経て浦タンク２８へ戻さ
れる。When the vehicle speed increases, the current in the electromagnetic coil 47 decreases, and the spool 48 of the oil amount control valve E is temporarily returned to the right by the force of the spring 49a, and the oil in the pipe 49b flows into the annular groove on the left side of the spool 48. It is returned to the Ura tank 28 via pipes 73 and 77.
こうして、車速が高くなるに従って、４遇コイル４７へ
流れる電流が少なくなり、油量調整弁Ｅのスプール４８
が一時的にも方へ戻り、アクチュエータＤへの油層が少
なくなり、ばね１３の力によりロッドが左方へ戻される
。この結果、！１ｌｌｌ１１部材２０が入力軸１９に対
しも方へ移動する。これまで切欠２１ａに当接していた
突片２２が切欠２１ａから離れ、円筒部材２１に備えた
中立戻しばね（２示せず）の作用により円筒部材２１が
中立位置の方へ戻るように回転される。In this way, as the vehicle speed increases, the current flowing to the fourth coil 47 decreases, and the spool 48 of the oil amount adjustment valve E decreases.
temporarily returns to the left, the oil layer to the actuator D decreases, and the force of the spring 13 causes the rod to return to the left. As a result,! The 1llll11 member 20 also moves toward the input shaft 19. The protruding piece 22 that has been in contact with the notch 21a until now separates from the notch 21a, and the cylindrical member 21 is rotated to return to the neutral position by the action of a neutral return spring (2 not shown) provided in the cylindrical member 21. .
実際には切欠２１ａに突片２２に当接したままで、円筒
部材２１が中立位置の方へ戻された回転量だＣノ駆動軸
２４のねじ穴１３１とねじ軸１３０の間に螺動が生じ、
スプール１２６が左方へ戻され、管７５が管８０に、管
７９が管７６にそれぞれ接続される。後輪操舵アクチュ
エータＦのピストン５６が左方へ戻され、後輪７１の舵
角が減じられる。タイロッド６５の左方移動はケーブル
５０を介して従動軸６を回転させるから、ねじ＠１３０
が右方へ中立位置に戻ったところでタイロッド６５がそ
の位置に保持される。In reality, this is the rotation amount by which the cylindrical member 21 is returned to the neutral position while remaining in contact with the protruding piece 22 in the notch 21a. arise,
Spool 126 is returned to the left, and tube 75 is connected to tube 80 and tube 79 is connected to tube 76, respectively. The piston 56 of the rear wheel steering actuator F is returned to the left, and the steering angle of the rear wheel 71 is reduced. The leftward movement of the tie rod 65 rotates the driven shaft 6 via the cable 50, so the screw @130
When the tie rod 65 returns to the right to the neutral position, the tie rod 65 is held at that position.
以上のＶ）作を第３図について説明すると、腺ａ１で示
される車速にある時、ハンドルを中立位置から前輪舵角
θ１に相当する角度に切るまでが不感帯であり、後輪は
操舵されない。中速が一定のままでハンドルをさらに切
ると、後輪舵角は線ａ１に沿って次第に増加する。仮に
前輪舵角がθ３後輸舵角がα１になったところで・車速
か高くなると、車速に対応して不感帯が前輪舵角θ１相
当分から前輪舵角θ２相当分へ増加し、前輪舵角が一定
（θ３のまま）でも、車速に増加につれて後輪舵角はα
１からα２へと小さくなる。動輪舵角に対する後輪舵角
の割合はその時の車速に対応する線ａ２の上へ移動し、
ハンドルの切り角に応じて線ａ２に沿って変化する。To explain the above operation V) with reference to FIG. 3, when the vehicle is at the speed indicated by a1, there is a dead zone until the steering wheel is turned from the neutral position to an angle corresponding to the front wheel steering angle θ1, and the rear wheels are not steered. When the steering wheel is further turned while the medium speed remains constant, the rear wheel steering angle gradually increases along line a1. If the front wheel steering angle reaches θ3 and the rear wheel steering angle reaches α1, and the vehicle speed increases, the dead zone increases from the front wheel steering angle equivalent to θ1 to the front wheel steering angle equivalent to θ2 corresponding to the vehicle speed, and the front wheel steering angle remains constant. (remains θ3), but as the vehicle speed increases, the rear wheel steering angle changes to α
It decreases from 1 to α2. The ratio of the rear wheel steering angle to the driving wheel steering angle moves above the line a2 corresponding to the vehicle speed at that time,
It changes along line a2 depending on the turning angle of the handle.
［発明の効果］
本発明は上ｊホのように、後輪操舵アクチュエタの油圧
回路をυ制御炉る差動制御弁の駆動軸とハンドルに連動
する入力軸との間に、差動制御弁が作動し始めるまでの
ハンドルの切り角が車速に比例して増加する不感帯制御
手段を連結したから、ハンドルの中立位置（前輪の直進
位置）から後輪が操舵され始めるまでの不感帯が、車速
の増加につれて大きくなるので、ハンドルの切り角が一
定の状態で車両を加速すると、後輪舵角が自動的に小さ
くなり、加速操作に伴う車両の急旋回やこれに伴って車
両に生じる過大な遠心力が抑えられ、操縦安全性が確保
される。また、低速走行では僅かにハンドルを切るだ（
プで大きな後輪舵角が得られるので、狭い道路での小回
り性が向上される。[Effects of the Invention] As shown in the above, the present invention provides a differential control valve between the drive shaft of the differential control valve that controls the hydraulic circuit of the rear wheel steering actuator and the input shaft that is linked to the steering wheel. Since we have connected a dead zone control means in which the turning angle of the steering wheel increases in proportion to the vehicle speed, the dead zone from the neutral position of the steering wheel (the straight-ahead position of the front wheels) until the rear wheels begin to be steered increases in proportion to the vehicle speed. It increases as the steering angle increases, so when the vehicle is accelerated with a constant steering wheel angle, the rear wheel steering angle automatically becomes smaller, preventing sharp turns of the vehicle due to acceleration and excessive centrifugation that occurs in the vehicle due to this. Power is suppressed and operational safety is ensured. Also, when driving at low speeds, turn the steering wheel slightly (
Since a large rear wheel steering angle can be obtained by rotating the rear wheels, turning ability on narrow roads is improved.
換言すれば、低速走行ではハンドルの切り角に応じて後
輪が大きく操舵される一方、高速走行では通常のハンド
ルの切り角では殆ど後輪が操舵されないので、走行条件
に適応したハンドルの操作領域で、後輪が安全で効果的
に操舵される。In other words, when driving at low speeds, the rear wheels are largely steered according to the steering angle, while when driving at high speeds, the rear wheels are hardly steered by the normal steering angle, so the steering wheel operation range is adapted to the driving conditions. The rear wheels are steered safely and effectively.
本発明による後輪操舵制御装置は電子１ＩＩＩ御装置を
用いない点や機構上からも構成が簡単であり、また作動
部のガタの影響がなく、高精度の舵角υ１郊が得られる
。The rear wheel steering control device according to the present invention has a simple structure in that it does not use an electronic 1III control device and is mechanically simple, and is not affected by backlash in the operating section, and can obtain a highly accurate steering angle υ1.
第１図は本発明に係る後輪操舵制＠装置を備えた４輪操
舵車両の概略構成図、第２図は向後輪操舵ｉｉ制御Ｈｆ
ｌの要部を示す斜視図、第３図は同後輪操舵１１１ｔｉ
ｌｌ装置の舵角特性を表す線図、第４図は従来の後輪操
舵制＠装置の舵角特性を表す線図、第５図は電流減算変
換器の電気回路図である。
Ａ：舵角特性徐変機構 Ｂ：差動制御弁 Ｃ：不感帯制
御手段 Ｄ＝アクチュエータ Ｅ：油量調整弁 Ｆ：後
輪操舵アクチュエータ １８：制御レバー ２０二υＩ
１１］部材 ２１：円筒部材 ２４：駆動軸 ４４：車
速比例電流発生器 ４５：電流減算変換器
特許出願人 いすイ自動車株式会社FIG. 1 is a schematic configuration diagram of a four-wheel steering vehicle equipped with a rear wheel steering control @ device according to the present invention, and FIG. 2 is a diagram showing the rear wheel steering control II control Hf.
Figure 3 is a perspective view showing the main parts of the rear wheel steering 111ti.
FIG. 4 is a diagram showing the steering angle characteristics of the conventional rear wheel steering system. FIG. 5 is an electric circuit diagram of the current subtraction converter. A: Steering angle characteristic gradual change mechanism B: Differential control valve C: Dead band control means D = Actuator E: Oil amount adjustment valve F: Rear wheel steering actuator 18: Control lever 202 υI
11] Member 21: Cylindrical member 24: Drive shaft 44: Vehicle speed proportional current generator 45: Current subtraction converter patent applicant Isui Jidosha Co., Ltd.
Claims (1)
弁の駆動軸とハンドルに連動する入力軸との間に、差動
制御弁が作動し始めるまでのハンドルの切り角が車速に
比例して増加する不感帯制御手段を連結したことを特徴
とする４輪操舵車両の後輪操舵制御装置。Between the drive shaft of the differential control valve that controls the hydraulic circuit of the rear wheel steering actuator and the input shaft that is linked to the steering wheel, the turning angle of the steering wheel increases in proportion to the vehicle speed until the differential control valve starts operating. A rear wheel steering control device for a four-wheel steering vehicle, characterized in that a dead zone control means is connected to the rear wheel steering control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21617788A JPH0263974A (en) | 1988-08-30 | 1988-08-30 | Rear-wheel steering controller for four-wheel steered vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21617788A JPH0263974A (en) | 1988-08-30 | 1988-08-30 | Rear-wheel steering controller for four-wheel steered vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0263974A true JPH0263974A (en) | 1990-03-05 |
Family
ID=16684495
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP21617788A Pending JPH0263974A (en) | 1988-08-30 | 1988-08-30 | Rear-wheel steering controller for four-wheel steered vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0263974A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5207287A (en) * | 1990-06-06 | 1993-05-04 | Koyo Seiko Co., Ltd. | Four-wheel steering apparatus |
-
1988
- 1988-08-30 JP JP21617788A patent/JPH0263974A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5207287A (en) * | 1990-06-06 | 1993-05-04 | Koyo Seiko Co., Ltd. | Four-wheel steering apparatus |
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