JPH04349074A - Auxiliary steering angle control device - Google Patents
Auxiliary steering angle control deviceInfo
- Publication number
- JPH04349074A JPH04349074A JP1234091A JP1234091A JPH04349074A JP H04349074 A JPH04349074 A JP H04349074A JP 1234091 A JP1234091 A JP 1234091A JP 1234091 A JP1234091 A JP 1234091A JP H04349074 A JPH04349074 A JP H04349074A
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- vehicle
- load
- steering angle
- control
- constant
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Links
- 230000004044 response Effects 0.000 claims description 5
- 230000002708 enhancing effect Effects 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 13
- 238000001514 detection method Methods 0.000 description 12
- 238000000034 method Methods 0.000 description 7
- 230000007704 transition Effects 0.000 description 7
- 230000001133 acceleration Effects 0.000 description 6
- 230000000694 effects Effects 0.000 description 3
- 238000013016 damping Methods 0.000 description 2
- 230000003111 delayed effect Effects 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 2
- 238000007792 addition Methods 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
Landscapes
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
Description
【０００１】0001
【産業上の利用分野】本発明は、ハンドル操舵時に前輪
または後輪の少なくとも一方に補助舵角を与えることで
車両の運動特性を最適に制御する補助舵角制御装置に関
する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an auxiliary steering angle control device that optimally controls the dynamic characteristics of a vehicle by applying an auxiliary steering angle to at least one of front wheels or rear wheels when steering a steering wheel.
【０００２】0002
【従来の技術】従来、車両荷重条件を制御情報に含む補
助舵角制御装置としては、例えば、特開昭６０−６７２
６７号公報に記載のものが知られている。2. Description of the Related Art Conventionally, as an auxiliary steering angle control device that includes vehicle load conditions in control information, for example, Japanese Patent Laid-Open No. 60-672
The one described in Publication No. 67 is known.
【０００３】上記従来出典には、車両旋回時、加速度の
検出出力と荷重変化量に基づいて、標準荷重時の操縦特
性を決定するパラメータとして定められたスタビリティ
フアクタに、荷重変化時のスタビリティフアクタを一致
させる補助舵角を求め、この補助舵角に対応した駆動信
号を出力し、車両旋回時に操縦性能を常に一定状態に維
持する技術内容が示されている。[0003] In the above conventional source, when a vehicle turns, the stability factor when the load changes is added to the stability factor, which is defined as a parameter that determines the maneuvering characteristics under a standard load, based on the detected acceleration output and the amount of load change. This document describes a technique for determining an auxiliary steering angle that matches the stability factor, outputting a drive signal corresponding to this auxiliary steering angle, and maintaining the steering performance in a constant state at all times when the vehicle turns.
【０００４】0004
【発明が解決しようとする課題】しかしながら、上記従
来装置にあっては、補助舵角制御における制御定数の決
定を車両停止時に限定していな為、制動による前後加速
度の変化や旋回による横加速度の変化を原因とする荷重
変化を検出してしまい、この誤検出による荷重検出値を
用いて制御定数の決定することで、制御定数の変更によ
り、逆に旋回安定性が損なわれる場合が生じる。[Problems to be Solved by the Invention] However, in the above-mentioned conventional device, the determination of the control constant in the auxiliary steering angle control is not limited to when the vehicle is stopped, so that changes in longitudinal acceleration due to braking and lateral acceleration due to turning If a load change caused by the change is detected and the control constant is determined using the detected load value due to this erroneous detection, turning stability may be adversely affected by changing the control constant.
【０００５】例えば、カーブの手前でブレーキをかけて
旋回する時、制動により荷重変化が生じ、特に、後輪で
荷重を検出している場合、実際の荷重より軽荷重である
と誤検出される。この荷重検出値により制御定数が変更
された場合、旋回安定性が損なわれることになる。[0005] For example, when turning by applying the brakes before a curve, the braking causes a change in load, and especially when the load is detected at the rear wheels, it may be falsely detected that the load is lighter than the actual load. . If the control constant is changed based on this detected load value, turning stability will be impaired.
【０００６】本発明は、上記のような問題に着目してな
されたもので、ハンドル操舵時に前輪または後輪の少な
くとも一方に補助舵角を与えることで車両の運動特性を
最適に制御する補助舵角制御装置において、車両荷重の
誤検出を解消し、適切な制御定数の設定により常に定積
側での旋回安定性の確保と軽積側での操舵応答性の確保
を図ることを課題とする。The present invention has been made in view of the above problems, and provides an auxiliary steering system that optimally controls the dynamic characteristics of a vehicle by giving an auxiliary steering angle to at least one of the front wheels or rear wheels when steering the steering wheel. The goal of the angle control system is to eliminate false detection of vehicle loads and to always ensure turning stability on the constant load side and steering responsiveness on the light load side by setting appropriate control constants. .
【０００７】[0007]
【課題を解決するための手段】上記課題を解決するため
本発明の補助舵角制御装置では、車両荷重条件に応じて
設定される制御定数の切換えを車両停止時に限定して行
なう手段とした。[Means for Solving the Problems] In order to solve the above-mentioned problems, the auxiliary steering angle control device of the present invention has a means for switching control constants set according to vehicle load conditions only when the vehicle is stopped.
【０００８】即ち、図１のクレーム対応図に示すように
、車両の前輪または後輪の少なくとも一方に外部からの
制御により補助舵角を与える補助舵角付与手段ａと、車
両の荷重状態を検出する車両荷重検出手段ｂと、車両が
停止状態かどうかを判断する車両停止判断手段ｃと、車
両荷重が定積時か軽積時かというように、少なくとも２
つの車両荷重条件により判断する車両荷重条件判断手段
ｄと、車両停止状態で定積時と判断された時には旋回安
定性を向上する値に、また、車両停止状態で軽積時と判
断された時には操舵応答性を向上する値にというように
、車両荷重条件に応じて制御定数を設定する制御定数設
定手段ｅと、前記制御定数設定手段ｅにより設定された
制御定数を用いて目標補助舵角を演算する目標補助舵角
演算手段ｆと、前記補助舵角付与手段ａに対し目標補助
舵角が得られる制御指令を出力する補助舵角制御指令出
力手段ｇとを備えていることを特徴とする。That is, as shown in the diagram corresponding to the claims in FIG. 1, there is provided an auxiliary steering angle applying means a for applying an auxiliary steering angle to at least one of the front wheels or rear wheels of the vehicle by external control, and detecting the load state of the vehicle. A vehicle load detection means b that determines whether the vehicle is in a stopped state, a vehicle stop determination means c that determines whether the vehicle is in a stopped state, and at least two
Vehicle load condition determination means d determines based on two vehicle load conditions, and when it is determined that the vehicle is at a constant load when the vehicle is stopped, it is set to a value that improves turning stability, and when it is determined that the vehicle is at a light load when the vehicle is stopped, A control constant setting means e sets a control constant according to vehicle load conditions, such as a value that improves steering response, and a target auxiliary steering angle is set using the control constant set by the control constant setting means e. It is characterized by comprising a target auxiliary steering angle calculating means f for calculating, and an auxiliary steering angle control command outputting means g for outputting a control command for obtaining a target auxiliary steering angle to the auxiliary steering angle providing means a. .
【０００９】[0009]
【作用】荷物積載時や多数の乗車時等で車両を停止させ
ている時には、車両停止判断手段ｃにおいて、車両停止
状態であると判断され、車両荷重条件判断手段ｄにおい
て、車両の荷重状態を検出する車両荷重検出手段ｂから
の荷重検出値に基づいて車両荷重が定積時であると判断
され、制御定数設定手段ｅにおいて、旋回安定性を向上
する値に設定され、目標補助舵角演算手段ｆにおいて、
この設定された制御定数を用いて目標補助舵角が演算さ
れ、補助舵角制御指令出力手段ｇにおいて、補助舵角付
与手段ａに対し目標補助舵角が得られる制御指令が出力
される。[Operation] When the vehicle is stopped, such as when loading cargo or when a large number of passengers are riding, the vehicle stop determination means c determines that the vehicle is stopped, and the vehicle load condition determination means d determines the load state of the vehicle. Based on the load detection value from the vehicle load detection means b, it is determined that the vehicle load is at constant load, and the control constant setting means e sets the value to improve turning stability, and calculates the target auxiliary steering angle. In the means f,
The target auxiliary steering angle is calculated using the set control constant, and the auxiliary steering angle control command output means g outputs a control command for obtaining the target auxiliary steering angle to the auxiliary steering angle providing means a.
【００１０】荷物非積載時やドライバーのみの乗車時等
で車両を停止させている時には、車両停止判断手段ｃに
おいて、車両停止状態であると判断され、車両荷重条件
判断手段ｄにおいて、車両の荷重状態を検出する車両荷
重検出手段ｂからの荷重検出値に基づいて車両荷重が軽
積時であると判断され、制御定数設定手段ｅにおいて、
操舵応答性を向上する値に設定され、目標補助舵角演算
手段ｆにおいて、この設定された制御定数を用いて目標
補助舵角が演算され、補助舵角制御指令出力手段ｇにお
いて、補助舵角付与手段ａに対し目標補助舵角が得られ
る制御指令が出力される。[0010] When the vehicle is stopped, such as when no cargo is loaded or only the driver is on board, the vehicle stop determination means c determines that the vehicle is stopped, and the vehicle load condition determination means d determines the vehicle load. Based on the load detection value from the vehicle load detection means b for detecting the state, it is determined that the vehicle load is light, and the control constant setting means e performs the following steps:
The target auxiliary steering angle is set to a value that improves the steering response, and the target auxiliary steering angle is calculated using the set control constant in the target auxiliary steering angle calculating means f, and the auxiliary steering angle is calculated in the auxiliary steering angle control command outputting means g. A control command for obtaining the target auxiliary steering angle is output to the providing means a.
【００１１】以上のように、車両荷重条件に応じて設定
される制御定数の切換えは、車両停止時に限定して行な
われる。As described above, the switching of the control constants set according to the vehicle load conditions is performed only when the vehicle is stopped.
【００１２】0012
【実施例】構成を説明する。[Example] The configuration will be explained.
【００１３】図２は本発明実施例の補助舵角制御装置が
適用された四輪操舵車両を示す全体システム図であり、
四輪操舵車両は、ステアリングホイール１によりステア
リングギヤユニット２を介して操舵される前輪３，３と
、前輪操舵時に油圧パワーシリンダ４により転舵される
後輪５，５とを備えている。FIG. 2 is an overall system diagram showing a four-wheel steering vehicle to which an auxiliary steering angle control device according to an embodiment of the present invention is applied.
The four-wheel steering vehicle includes front wheels 3, 3 that are steered by a steering wheel 1 via a steering gear unit 2, and rear wheels 5, 5 that are steered by a hydraulic power cylinder 4 when the front wheels are steered.
【００１４】実施例の補助舵角制御装置は、左右の後輪
５，５間にステアリングリンケージ６，６を介して設け
られ、図外のセンタリングスプリングを有する油圧パワ
ーシリンダ４（補助舵角付与手段に相当）と、該油圧パ
ワーシリンダ４内のピストンにより画成される左右の油
室に接続され、後輪５，５に所定の制御舵角を与える制
御油圧を作り出す油圧制御ユニット１１とを備えている
。The auxiliary steering angle control device of the embodiment is provided between the left and right rear wheels 5, 5 via steering linkages 6, 6, and includes a hydraulic power cylinder 4 (auxiliary steering angle applying means) having a centering spring (not shown). ) and a hydraulic control unit 11 that is connected to the left and right oil chambers defined by the pistons in the hydraulic power cylinder 4 and produces a control hydraulic pressure that gives a predetermined control steering angle to the rear wheels 5, 5. ing.
【００１５】前記油圧制御ユニット１１は、油圧系とし
て、オイルポンプ１８と、オイルポンプ１８とはポンプ
圧油路１９により接続されるソレノイドバルブ２０と、
ソレノイドバルブ２０とは２本の制御圧油路２１，２２
により接続される油圧パワーシリンダ４と、前記制御圧
油路２１，２２の途中に設けられるカットオフバルブ２
３と、前記ソレノイドバルブ２０とはドレーン油路２４
を介して接続され前記オイルポポンプ１８とは吸入油路
２５を介して接続されるリザーブタンク２６を有し、電
気系として、車高センサ２７（車両荷重検出手段に相当
）と、ハンドル角センサ２８と、車速センサ２９と、こ
られのセンサ信号を入力し、前記ソレノイドバルブ２０
及びカットオフバルブ２３にバルブ駆動制御指令を出力
する後輪舵角コントローラ３０を有している。The hydraulic control unit 11 includes, as a hydraulic system, an oil pump 18, a solenoid valve 20 connected to the oil pump 18 by a pump pressure oil passage 19, and
The solenoid valve 20 has two control pressure oil passages 21 and 22.
A hydraulic power cylinder 4 connected to
3 and the solenoid valve 20 are drain oil passages 24.
It has a reserve tank 26 which is connected to the oil pump 18 via a suction oil passage 25, and includes a vehicle height sensor 27 (corresponding to vehicle load detection means) and a steering wheel angle sensor as electrical systems. 28, a vehicle speed sensor 29, and input their sensor signals to the solenoid valve 20.
and a rear wheel steering angle controller 30 that outputs a valve drive control command to the cutoff valve 23.
【００１６】次に、作用を説明する。Next, the operation will be explained.
【００１７】図３は後輪舵角コントローラ３０で行なわ
れる後輪舵角制御作動の流れを示すフローチャートで、
以下、各ステップについて説明する。FIG. 3 is a flowchart showing the flow of the rear wheel steering angle control operation performed by the rear wheel steering angle controller 30.
Each step will be explained below.
【００１８】ステップ３１では、操舵角定数ＫがＫ＝Ｋ
１ ，操舵角速度定数τがτ＝τ１ ，操舵角速度定数
τ’がτ’＝τ１’というように、各制御定数Ｋ，τ，
τ’の初期設定が行なわれる。In step 31, the steering angle constant K is set to K=K.
Each control constant K, τ,
Initial setting of τ' is performed.
【００１９】ステップ３２では、ハンドル角センサ２８
からのステアリング操舵角Θｆ と、車速センサ２９か
らの車速Ｖと、車高センサ２７からの車高Ｈｏが読み込
まれる。In step 32, the steering wheel angle sensor 28
The steering angle Θf from the vehicle speed sensor 29, the vehicle speed V from the vehicle speed sensor 29, and the vehicle height Ho from the vehicle height sensor 27 are read.
【００２０】ステップ３３では、車速Ｖに基づいて停車
状態かどうかが判断される（車両停止判断手段に相当）
。そして、停車状態であると判断された時には、ステッ
プ３４へ進み、ステップ３４では、車高Ｈｏと軽積，定
積判断車高Ｈｓの大小比較により定積時か軽積時か判断
される（車両荷重条件判断手段に相当）。In step 33, it is determined whether or not the vehicle is stopped based on the vehicle speed V (corresponding to vehicle stop determination means).
. When it is determined that the vehicle is in a stopped state, the process proceeds to step 34, where it is determined whether the vehicle is at a constant load or a light load by comparing the vehicle height Ho with the light load and the vehicle height Hs for determining a constant load ( (equivalent to means for determining vehicle load conditions).
【００２１】ステップ３４でＨｏ≦Ｈｓであり、定積時
であると判断された時には、ステップ３５へ進み、操舵
角定数ＫがＫ＝Ｋ１ ，操舵角速度定数τがτ＝τ１
，操舵角速度定数τ’がτ’＝τ１’に設定される（制
御定数設定手段に相当）。When it is determined in step 34 that Ho≦Hs and that the load is constant, the process proceeds to step 35, where the steering angle constant K is K=K1 and the steering angular velocity constant τ is τ=τ1.
, the steering angular velocity constant τ' is set to τ'=τ1' (corresponding to control constant setting means).
【００２２】ステップ３４でＨｏ＞Ｈｓであり、軽積時
であると判断された時には、ステップ３６へ進み、Ｈｏ
＞Ｈｓの判断がｔ秒以上連続しているかどうかが判断さ
れ、ステップ３６でＹＥＳ と判断されると、ステップ
３７へ進み、操舵角定数ＫがＫ＝Ｋ２ ，操舵角速度定
数τがτ＝τ２ ，操舵角速度定数τ’がτ’＝τ２’
に設定される（制御定数設定手段に相当）。尚、各定数
の大きさは、Ｋ１ ＞Ｋ２ ， ｜τ１｜＜ ｜τ２｜
，τ１’≒τ２’の関係にある。When it is determined in step 34 that Ho>Hs and that the load is light, the process advances to step 36 and Ho
>Hs continues for t seconds or more. If YES is determined in step 36, the process proceeds to step 37, where the steering angle constant K is K=K2, the steering angular velocity constant τ is τ=τ2, Steering angular velocity constant τ' is τ' = τ2'
(corresponds to control constant setting means). The size of each constant is K1 > K2, |τ1|< |τ2|
, τ1'≒τ2'.
【００２３】ステップ３３で走行状態と判断された場合
や、ステップ３５またはステップ３７で各定数が設定さ
れた場合には、ステップ３８へ進み、後輪舵角目標値δ
ｒ がステップ３８の枠内に示す演算式により演算され
る（目標補助舵角演算手段に相当）。尚、前輪操舵角δ
ｆ は、ステアリング操舵角Θｆ とステアリングギヤ
比により求められる。If it is determined that the vehicle is in a running state in step 33, or if each constant is set in step 35 or step 37, the process proceeds to step 38, and the rear wheel steering angle target value δ is determined.
r is calculated by the calculation formula shown in the frame of step 38 (corresponding to target auxiliary steering angle calculation means). Furthermore, the front wheel steering angle δ
f is determined from the steering angle Θf and the steering gear ratio.
【００２４】ステップ３９では、後輪舵角目標値δｒ
が得られるバルブ駆動制御指令がソレノイドバルブ２０
に出力される（補助舵角制御指令出力手段に相当）。In step 39, the rear wheel steering angle target value δr
The valve drive control command that obtains the solenoid valve 20
(corresponds to auxiliary steering angle control command output means).
【００２５】図４は実施例装置の電子制御系ブロック図
であり、図５は実施例装置の後輪制御系ブロック図であ
り、図６は実施例の後輪舵角制御系のブロックダイヤグ
ラムであり、図７は後輪舵角特性図であり、ステップ操
舵時における実施例装置での後輪舵角制御について説明
する。FIG. 4 is a block diagram of the electronic control system of the embodiment, FIG. 5 is a block diagram of the rear wheel control system of the embodiment, and FIG. 6 is a block diagram of the rear wheel steering angle control system of the embodiment. 7 is a rear wheel steering angle characteristic diagram, and the rear wheel steering angle control in the embodiment device during step steering will be explained.
【００２６】まず、図４に示す電子制御系においては、
車高Ｈｏと車速Ｖの入力情報に基づいてブロック４０の
車速制御マップに示すように、各制御定数Ｋ，τ，τ’
が、定積時には、Ｋ１ ，τ１ ，τ１’の各特性によ
り設定され、軽積時には、Ｋ２ ，τ２ ，τ２’の各
特性により設定される。尚、この設定は停車時に行なわ
れる。一方、図４のブロック４１はステアリング操舵角
Θｆ がステップ操舵特性であることを示し、ブロック
４２でこのステアリング操舵角Θｆ にステアリングギ
ヤ比が掛け合わせられ、ブロック４３に示すように前輪
操舵角δｆ に変換されるし、ブロック４４に示すよう
に操舵角速度に変換されるし、ブロック４５に示すよう
に操舵角加速度に変換される。これらの前輪操舵角，操
舵角速度，操舵角加速度に対して、ブロック４０で得ら
れた各制御定数Ｋ，τ，τ’を掛け合わせて得られた特
性が、ブロック４６，４７，４８に示され、これら３つ
の特性の和が後輪舵角目標値δｒ として電子制御系か
ら出力されることになる。First, in the electronic control system shown in FIG.
Based on the input information of vehicle height Ho and vehicle speed V, each control constant K, τ, τ' is determined as shown in the vehicle speed control map of block 40.
is set according to the characteristics K1, τ1, and τ1' during constant volume, and is set according to the characteristics K2, τ2, and τ2' during light volume. Note that this setting is performed when the vehicle is stopped. On the other hand, block 41 in FIG. 4 indicates that the steering angle Θf has a step steering characteristic, and in block 42 this steering angle Θf is multiplied by the steering gear ratio, and as shown in block 43, the front wheel steering angle δf is As shown in block 44, it is converted into a steering angular velocity, and as shown in block 45, it is converted into a steering angular acceleration. Characteristics obtained by multiplying these front wheel steering angle, steering angular velocity, and steering angular acceleration by respective control constants K, τ, and τ' obtained in block 40 are shown in blocks 46, 47, and 48. , the sum of these three characteristics is output from the electronic control system as the rear wheel steering angle target value δr.
【００２７】図５に示す後輪制御系においては、電子制
御系からの後輪舵角目標値δｒ にブロック５０に示す
ように油圧系の遅れがもたせられ、実際に後輪に付与さ
れる後輪操舵角特性はブロック５１に示す特性となる。
そして、後輪の同位相側舵角によりブロック５２に示す
ような車両性能が得られ、逆位相側舵角によりブロック
５３に示すような車両性能が得られることになる。In the rear wheel control system shown in FIG. 5, the rear wheel steering angle target value δr from the electronic control system is delayed by the hydraulic system as shown in block 50, and the rear wheel steering angle target value δr from the electronic control system is delayed by the hydraulic system as shown in block 50. The wheel steering angle characteristic is the characteristic shown in block 51. Then, the vehicle performance as shown in block 52 is obtained by the same-phase steering angle of the rear wheels, and the vehicle performance as shown in block 53 is obtained by the opposite-phase steering angle.
【００２８】尚、上記後輪舵角制御系のブロックダイヤ
グラムで示したのが図６である。FIG. 6 shows a block diagram of the rear wheel steering angle control system.
【００２９】従って、図７の点線特性に示すように、定
積時には、後輪舵角の逆相側成分が小さく、操舵角定数
Ｋに主に支配される同相側成分の大きな特性を示すこと
になり、ヨーや横加速度のゲインが低減され、高い旋回
安定性が得られる。また、図７の実線特性に示すように
、軽積時には、操舵角速度定数τにより主に支配される
後輪舵角の逆相成分が大きく、同相成分が小さいい特性
を示すことになり、旋回回頭性が向上し、高い操舵応答
性が得られる。Therefore, as shown by the dotted line characteristic in FIG. 7, at constant volume, the rear wheel steering angle exhibits a characteristic in which the out-of-phase side component is small and the in-phase side component, which is mainly controlled by the steering angle constant K, is large. , the gains in yaw and lateral acceleration are reduced, and high turning stability is achieved. In addition, as shown in the solid line characteristics in Fig. 7, when the load is light, the anti-phase component of the rear wheel steering angle, which is mainly controlled by the steering angular velocity constant τ, is large and the in-phase component is small, resulting in a good characteristic when turning. Improved turning performance and high steering response.
【００３０】尚、軽積時に比べ定積時に旋回安定性を向
上させるようにしたのは、定積時はヨーレート大でヨー
ダンピングが悪化するために旋回安定性をより重視する
必要があり、軽積時はヨーレート小で適度なヨーダンピ
ングにより本来的に旋回安定性が得られるためにその余
裕分をドライバーの操舵フィーリングの向上に向けたこ
とによる。The reason why the turning stability is improved when the load is constant compared to when the load is light is because when the load is constant, the yaw rate is large and yaw damping deteriorates, so it is necessary to place more emphasis on turning stability. When the vehicle is loaded, the yaw rate is small and appropriate yaw damping inherently provides turning stability, so the extra margin was used to improve the driver's steering feel.
【００３１】図８は軽積→定積→定積と移行した場合の
タイムチャートで、図３のフローチャートに示すように
、軽積から定積への移行時には、旋回安定性を増す安全
サイドへの移行であることで、軽積から定積への移行が
あったら直ちに各制御定数Ｋ，τ，τ’の切り換えを行
ない、逆に、定積から軽積への移行時には、旋回安定性
を減じる移行であることで、定積から軽積への移行があ
ったら、ステップ３６に示すように、ｔ秒間の遅れをも
たせて各制御定数Ｋ，τ，τ’の切り換えを行なうよう
にしている。FIG. 8 is a time chart for the transition from light load to constant load to constant load. As shown in the flowchart in FIG. Therefore, when there is a transition from a light load to a constant load, each control constant K, τ, τ' is immediately switched, and conversely, when a transition from a constant load to a light load occurs, turning stability is changed. Since this is a decreasing transition, if there is a transition from a constant product to a light product, each control constant K, τ, τ' is switched with a delay of t seconds, as shown in step 36. .
【００３２】これは、例えば、ワンボックス車の様にピ
ッチ慣性の大きな車両では、急制動をかけて停車した際
に揺り戻しの影響で必ずしも正しい荷重が検出されると
は限らず、停車後にすぐ発車した場合、誤って定積なの
に軽積側の制御定数になってしまい旋回安定性が損なわ
れるおそれがあることによる。This means that, for example, in a vehicle with large pitch inertia such as a one-box vehicle, the correct load may not always be detected due to the effect of swaying when the vehicle suddenly stops and stops, and the correct load may not be detected immediately after stopping. This is because when the vehicle starts moving, the control constant may be mistakenly set to the light load side even though the load is constant, which may impair turning stability.
【００３３】以上説明してきたように、実施例の補助舵
角制御装置にあっては、下記に列挙する効果が得られる
。As explained above, the auxiliary steering angle control device of the embodiment provides the following effects.
【００３４】（１）ハンドル操舵時に後輪に補助舵角を
与えることで車両の運動特性を最適に制御する補助舵角
制御装置において、定積時と軽積時の車両荷重条件に応
じて設定される各制御定数Ｋ，τ，τ’の切換えを車両
停止時に限定して行なう装置とした為、車両荷重の誤検
出を解消し、定積時と軽積時に応じた適切な制御定数Ｋ
，τ，τ’の設定により常に定積時における旋回安定性
の確保と軽積時における操舵応答性の確保を図ることが
できる。(1) In the auxiliary steering angle control device that optimally controls the dynamic characteristics of the vehicle by giving an auxiliary steering angle to the rear wheels when steering the steering wheel, settings are made according to the vehicle load conditions when the load is constant and when the load is light. Since the device switches the control constants K, τ, and τ' only when the vehicle is stopped, erroneous detection of vehicle load can be eliminated and the control constants K can be adjusted appropriately depending on whether the load is constant or light.
By setting , τ, and τ', it is possible to always ensure turning stability when the load is constant and steering responsiveness when the load is light.
【００３５】（２）軽積から定積への移行があったら直
ちに各制御定数Ｋ，τ，τ’の切り換えを行ない、逆に
、定積から軽積への移行時には、ｔ秒間の遅れをもたせ
て各制御定数Ｋ，τ，τ’の切り換えを行なう装置とし
た為、ピッチ慣性の大きな車両で急制動による停車時に
揺り戻しによる車両荷重の誤検出が防止され、常に旋回
安定性が確保される。(2) When there is a transition from a light product to a constant product, each control constant K, τ, τ' is switched immediately, and conversely, when there is a transition from a constant product to a light product, a delay of t seconds is applied. The device also switches the control constants K, τ, and τ', which prevents erroneous detection of vehicle load due to rocking back when stopping due to sudden braking in vehicles with large pitch inertia, and ensures turning stability at all times. Ru.
【００３６】以上、本発明の実施例を図面により説明し
てきたが、具体的な構成や制御内容に関しては実施例装
置に限定されず、本発明の要旨を逸脱しない範囲の変更
や追加等があっても本発明に含まれる。Although the embodiments of the present invention have been described above with reference to the drawings, the specific configuration and control contents are not limited to the embodiments, and changes and additions may be made without departing from the gist of the present invention. are also included in the present invention.
【００３７】例えば、実施例では、荷重条件として、定
積と軽積の２との条件により制御する例を示したが、２
つ以上の複数の条件としても良いし、また、無段階の荷
重条件としても良い。For example, in the embodiment, an example was shown in which the load condition is controlled by two conditions: constant volume and light load.
It may be set as two or more conditions, or may be set as stepless load conditions.
【００３８】また、車両荷重検出手段として車高センサ
を用いた例を示したが、サスペンションに加わる車両上
下方向圧力を検知する荷重センサ等を用いても良い。Furthermore, although an example has been shown in which a vehicle height sensor is used as the vehicle load detecting means, a load sensor or the like that detects the vertical pressure of the vehicle applied to the suspension may also be used.
【００３９】また、実施例装置では、後輪舵角制御内容
として、位相反転制御の例を示したが、図５にも記載さ
れている同相のみのディレイ制御や他の制御内容として
も良い。Further, in the embodiment device, an example of phase inversion control was shown as the content of rear wheel steering angle control, but delay control of only the same phase as shown in FIG. 5 or other control content may also be used.
【００４０】実施例では、後輪のみに補助舵角を与える
例を示したが、前輪及び後輪に補助舵角を与える装置や
前輪のみに補助舵角を与える装置にも適用できる。In the embodiment, an example was shown in which the auxiliary steering angle is given only to the rear wheels, but the present invention can also be applied to a device that gives auxiliary steering angles to the front and rear wheels, or a device that gives auxiliary steering angles only to the front wheels.
【００４１】[0041]
【発明の効果】以上説明してきたように本発明にあって
は、ハンドル操舵時に前輪または後輪の少なくとも一方
に補助舵角を与えることで車両の運動特性を最適に制御
する補助舵角制御装置において、車両荷重条件に応じて
設定される制御定数の切換えを車両停止時に限定して行
なう手段とした為、車両荷重の誤検出を解消し、適切な
制御定数の設定により常に定積側での旋回安定性の確保
と軽積側での操舵応答性の確保を図ることができるとい
う効果が得られる。As described above, the present invention provides an auxiliary steering angle control device that optimally controls the dynamic characteristics of a vehicle by giving an auxiliary steering angle to at least one of the front wheels or rear wheels when steering the steering wheel. In this method, the control constants set according to the vehicle load conditions are switched only when the vehicle is stopped, which eliminates erroneous detection of the vehicle load, and by setting the appropriate control constants, it is possible to always maintain control constants on the constant volume side. The effect is that it is possible to ensure turning stability and steering response on the light load side.
【図１】本発明の補助舵角制御装置を示すクレーム対応
図である。FIG. 1 is a diagram corresponding to claims showing an auxiliary steering angle control device of the present invention.
【図２】実施例の補助舵角制御装置が適用された四輪操
舵車両を示す全体システム図である。FIG. 2 is an overall system diagram showing a four-wheel steering vehicle to which the auxiliary steering angle control device of the embodiment is applied.
【図３】実施例の補助舵角制御装置の後輪舵角コントロ
ーラで行なわれる後輪舵角制御作動の流れを示すフロー
チャートである。FIG. 3 is a flowchart showing the flow of rear wheel steering angle control operation performed by the rear wheel steering angle controller of the auxiliary steering angle control device of the embodiment.
【図４】実施例装置の電子制御系ブロック図である。FIG. 4 is a block diagram of the electronic control system of the embodiment device.
【図５】実施例装置の後輪制御系ブロック図である。FIG. 5 is a block diagram of the rear wheel control system of the embodiment device.
【図６】実施例の後輪舵角制御系のブロックダイヤグラ
ムである。FIG. 6 is a block diagram of the rear wheel steering angle control system of the embodiment.
【図７】実施例装置での後輪舵角特性図である。FIG. 7 is a rear wheel steering angle characteristic diagram of the embodiment device.
【図８】実施例装置で軽積→定積→軽積へ移行した時の
タイムチャートである。FIG. 8 is a time chart when the example device shifts from light load to constant load to light load.
ａ 補助舵角付与手段 ｂ 車両荷重検出手段 ｃ 車両停止判断手段 ｄ 車両荷重条件判断手段 ｅ 制御定数設定手段 ｆ 目標補助舵角演算手段 ｇ 補助舵角制御指令出力手段 a Auxiliary steering angle providing means b Vehicle load detection means c Vehicle stop judgment means d Vehicle load condition judgment means e Control constant setting means f Target auxiliary steering angle calculation means g Auxiliary steering angle control command output means
Claims (1)
方に外部からの制御により補助舵角を与える補助舵角付
与手段と、車両の荷重状態を検出する車両荷重検出手段
と、車両が停止状態かどうかを判断する車両停止判断手
段と、車両荷重が定積時か軽積時かというように、少な
くとも２つの車両荷重条件により判断する車両荷重条件
判断手段と、車両停止状態で定積時と判断された時には
旋回安定性を向上する値に、また、車両停止状態で軽積
時と判断された時には操舵応答性を向上する値にという
ように、車両荷重条件に応じて制御定数を設定する制御
定数設定手段と、前記制御定数設定手段により設定され
た制御定数を用いて目標補助舵角を演算する目標補助舵
角演算手段と、前記補助舵角付与手段に対し目標補助舵
角が得られる制御指令を出力する補助舵角制御指令出力
手段と、を備えていることを特徴とする補助舵角制御装
置。1. An auxiliary steering angle providing means for applying an auxiliary steering angle to at least one of a front wheel or a rear wheel of a vehicle by external control; a vehicle load detecting means for detecting a load state of the vehicle; a vehicle load condition determining means for determining whether the vehicle is at a constant load or a light load; a vehicle load condition determining means for determining whether the vehicle is at a constant load or a light load; and a vehicle load condition determining means for determining whether the vehicle is at a constant load when the vehicle is stopped. Control constants are set to values that improve turning stability when the vehicle is stopped, and to values that improve steering response when the vehicle is stopped and the load is determined to be light. a constant setting means, a target auxiliary rudder angle calculation means for calculating a target auxiliary rudder angle using the control constant set by the control constant setting means, and a control for obtaining a target auxiliary rudder angle for the auxiliary rudder angle providing means. An auxiliary steering angle control device comprising: auxiliary steering angle control command output means for outputting a command.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1234091A JP2794954B2 (en) | 1991-02-02 | 1991-02-02 | Auxiliary steering angle control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1234091A JP2794954B2 (en) | 1991-02-02 | 1991-02-02 | Auxiliary steering angle control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04349074A true JPH04349074A (en) | 1992-12-03 |
| JP2794954B2 JP2794954B2 (en) | 1998-09-10 |
Family
ID=11802563
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1234091A Expired - Fee Related JP2794954B2 (en) | 1991-02-02 | 1991-02-02 | Auxiliary steering angle control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2794954B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1996036521A1 (en) * | 1995-05-16 | 1996-11-21 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Vehicle weight responding type power steering device |
| JP2003048565A (en) * | 2001-08-07 | 2003-02-18 | Koyo Seiko Co Ltd | Vehicular steering system |
-
1991
- 1991-02-02 JP JP1234091A patent/JP2794954B2/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1996036521A1 (en) * | 1995-05-16 | 1996-11-21 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Vehicle weight responding type power steering device |
| US5937965A (en) * | 1995-05-16 | 1999-08-17 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Vehicle load responsive power steering system |
| JP2003048565A (en) * | 2001-08-07 | 2003-02-18 | Koyo Seiko Co Ltd | Vehicular steering system |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2794954B2 (en) | 1998-09-10 |
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