JPH0462907B2 - - Google Patents
Info
- Publication number
- JPH0462907B2 JPH0462907B2 JP19367283A JP19367283A JPH0462907B2 JP H0462907 B2 JPH0462907 B2 JP H0462907B2 JP 19367283 A JP19367283 A JP 19367283A JP 19367283 A JP19367283 A JP 19367283A JP H0462907 B2 JPH0462907 B2 JP H0462907B2
- Authority
- JP
- Japan
- Prior art keywords
- angle ratio
- steering angle
- wheels
- 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.)
- Expired
Links
- 238000006243 chemical reaction Methods 0.000 description 9
- 238000010586 diagram Methods 0.000 description 4
- 230000004044 response Effects 0.000 description 4
- 238000012937 correction Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 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
- B62D7/1554—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 fluid interconnecting system between the steering control means of the different axles
- B62D7/1563—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 fluid interconnecting system between the steering control means of the different axles provided with fluid control means
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)
Description
【発明の詳細な説明】
本発明は前輪に対し後輪を転舵するとともに、
前輪に対する後輪の舵角比を一定の条件に応じて
可変とした車両の前後輪操舵装置に関する。[Detailed Description of the Invention] The present invention steers the rear wheels relative to the front wheels, and
The present invention relates to a front and rear wheel steering system for a vehicle in which the steering angle ratio of the rear wheels to the front wheels is variable according to certain conditions.
本出願人は既に前輪の転舵に関連せしめて後輪
を転舵し車速に応じて前輪に対する後輪の舵角比
を可変する車両の操舵装置（特願昭57−134888号
（特開昭57−26363号参照）等）を提案した。この
装置の概要について説明すると低速に於ては後輪
と前輪と逆位相又は略零に転舵せしめ、他方高速
に於てはこれとは反対に後輪と前輪と同位相に転
舵せしめる。そして、この舵角比は車速に対し連
続的関数となり、一定の車速を境界としてこれよ
り車速が高くなれば舵角比が正、つまり同位相
に、これより車速が低くなれば舵角比が負、つま
り逆位相になるよう舵角比の連続的制御を行い、
低速及び高速に於て操舵操置の機能を両立させて
いる。これにより低速に於ては車両の最小回転半
径、内輪差ともに大幅に減少し、車庫入、狭い屈
曲路での走行及びユーターン等に於て車両の取り
廻し性を飛躍的に向上させることができるととも
に、他方高速に於ては操縦応答性を飛躍的に向上
させることができる。 The present applicant has already proposed a vehicle steering system (Japanese Patent Application No. 134888/1988) which steers the rear wheels in conjunction with the steering of the front wheels and varies the steering angle ratio of the rear wheels to the front wheels according to the vehicle speed. 57-26363) etc.). To explain the outline of this device, at low speeds, the rear wheels and front wheels are steered in opposite phases or almost to zero, while at high speeds, on the contrary, the rear wheels and front wheels are steered in the same phase. This steering angle ratio is a continuous function of the vehicle speed; if the vehicle speed is higher than a certain vehicle speed as a boundary, the steering angle ratio is positive, that is, in the same phase, and if the vehicle speed is lower than this, the steering angle ratio is Continuously control the steering angle ratio so that it is negative, that is, in opposite phase.
It has both steering functions at low and high speeds. This significantly reduces both the vehicle's minimum turning radius and the difference between the inner wheels at low speeds, dramatically improving the maneuverability of the vehicle when entering a garage, driving on narrow curved roads, making U-turns, etc. At the same time, at high speeds, maneuvering responsiveness can be dramatically improved.
ところで、このような前後輪操舵装置におい
て、舵角比を設定する制御系に不作動状態が発生
した場合、制御系が暴走して舵角比が正規の値か
ら外れ好ましくない値に変化したり、或るいは舵
角比の制御系が設定値固定機能を失い外力の作用
するままに変化する事態も生ずる。この場合、ド
ライバは不必要な操舵修正を強いられ無用な努力
を払わなければならない不都合を生ずる。 By the way, in such a front and rear wheel steering system, if an inoperable state occurs in the control system that sets the steering angle ratio, the control system may run out of control and the steering angle ratio may deviate from the normal value and change to an unfavorable value. Alternatively, a situation may arise in which the steering angle ratio control system loses the function of fixing the set value and changes as the external force acts. In this case, the driver is forced to make unnecessary steering corrections and make unnecessary efforts, resulting in an inconvenience.
本発明は斯かる不都合を解消するもので、舵角
比の制御系に不作動状態が生じた場合、車両の操
舵応答性が最も鈍感となるようにするもので、い
わゆるフエイルセーフ機能による車両の前後輪操
舵装置における操舵方法の提供を目的とする。 The present invention is intended to eliminate such inconveniences, and when the steering angle ratio control system becomes inoperable, the steering response of the vehicle becomes the least sensitive. The purpose of this invention is to provide a steering method for a wheel steering device.
本発明は以上の目的を達成するため、前輪に対
し後輪を転舵するとともに前輪に対する後輪の舵
角比を一定の条件に従つて可変制御する車両の前
後輪操舵装置に適用し、その要旨とするところは
上記舵角比の制御系に不作動状態が生じたとき
に、当該舵角比を前輪と後輪が同位相に転舵する
最大値に設定し、このようなときドライバによる
不必要な操舵修正を最小限に押さえられるように
したことを特徴とする。 In order to achieve the above objects, the present invention is applied to a front and rear wheel steering system for a vehicle that steers the rear wheels relative to the front wheels and variably controls the steering angle ratio of the rear wheels relative to the front wheels according to certain conditions. The gist is that when the above steering angle ratio control system becomes inoperable, the steering angle ratio is set to the maximum value at which the front wheels and rear wheels are steered in the same phase, and in such a case, the driver It is characterized by minimizing unnecessary steering corrections.
以下には本発明を更に具体化した好適な実施例
を挙げ図面を参照して詳述する。 Below, preferred embodiments that further embody the present invention will be described in detail with reference to the drawings.
図面に於て、第１図は前後輪操舵装置を備えた
車両の概略基本構造を示す斜視図、第２図は後輪
操舵系の拡大斜視図を示す。 In the drawings, FIG. 1 is a perspective view showing the general basic structure of a vehicle equipped with a front and rear wheel steering system, and FIG. 2 is an enlarged perspective view of the rear wheel steering system.
先ず、第１図及び第２図を参照し前後輪操舵装
置の全体的構成について説明する。ハンドル１の
ハンドル軸２はラツクピニオン式のギヤボツクス
３内に組込まれ、ラツク軸４の左右端にはタイロ
ツド５，５が連結され、両タイロツド５，５の外
端には前輪７，７を支承したナツクルアーム６，
６が連結されており、既知の如く前輪７，７はハ
ンドル１の操舵方向へ転舵される。 First, the overall configuration of the front and rear wheel steering device will be described with reference to FIGS. 1 and 2. The handle shaft 2 of the handle 1 is built into a rack and pinion gearbox 3, and tie rods 5, 5 are connected to the left and right ends of the rack shaft 4, and front wheels 7, 7 are supported at the outer ends of both tie rods 5, 5. Natsukuru arm 6,
6 are connected, and the front wheels 7, 7 are steered in the steering direction of the steering wheel 1, as is known.
一方、前記ギヤボツクス３から後方へピニオン
軸８が導出され、この軸８の後端には自在継手９
を介して長尺のリンケージ軸１０が連結される。
リンケージ軸１０の後端には自在継手１１を介し
て入力軸１２が連結されており、この入力軸１２
は車体後部の左右中心線上に配置され、且つ軸受
ブラケツト１３にて回転自在に支承されている。 On the other hand, a pinion shaft 8 is led out rearward from the gear box 3, and a universal joint 9 is connected to the rear end of this shaft 8.
A long linkage shaft 10 is connected via the linkage shaft 10.
An input shaft 12 is connected to the rear end of the linkage shaft 10 via a universal joint 11.
is arranged on the left and right center line of the rear part of the vehicle body, and is rotatably supported by a bearing bracket 13.
さらに入力軸１２の後端には自在継手１４を介
して第２図に詳細に示す揺動軸１５が連結され、
この揺動軸１５の中間にはジヨイント部材１６が
遊嵌されている。このジヨイント部材１６の左右
端には玉継手１７，１７を介してタイロツド１
８，１８が連結され、且つジヨイント部材１６は
リンク２１，２２及びブラケツト２３にて車体側
に揺動自在に支持されている。また、両タイロツ
ド１８，１８の外端には後輪２０，２０を支承し
たナツクルアーム１９，１９が連結されている。 Further, a swing shaft 15 shown in detail in FIG. 2 is connected to the rear end of the input shaft 12 via a universal joint 14.
A joint member 16 is loosely fitted in the middle of this swing shaft 15. A tie rod 1 is connected to the left and right ends of this joint member 16 via ball joints 17, 17.
8 and 18 are connected, and the joint member 16 is swingably supported by links 21 and 22 and a bracket 23 toward the vehicle body. Further, knuckle arms 19, 19 supporting rear wheels 20, 20 are connected to the outer ends of both tie rods 18, 18.
そして、前記揺動軸１５の後端にはアーム２５
が軸直角に固着され、このアーム２５の下端には
リンク２６が枢着され、リンク２６の後端には連
結部材２７が枢着されている。この連結部材２７
には油圧シリンダ２８に嵌挿するピストンのピス
トンロツド２９の先端を結合固定するとともに、
ピストンロツド２９は前記入力軸１２と同軸上に
なるように配し油圧シリンダ２８を車体に固定す
る。 An arm 25 is provided at the rear end of the swing shaft 15.
is fixed perpendicularly to the axis, a link 26 is pivotally attached to the lower end of this arm 25, and a connecting member 27 is pivotally attached to the rear end of the link 26. This connecting member 27
The tip of the piston rod 29 of the piston to be inserted into the hydraulic cylinder 28 is connected and fixed, and
The piston rod 29 is arranged coaxially with the input shaft 12 and fixes the hydraulic cylinder 28 to the vehicle body.
次に、第３図及び第４図を参照し、本発明に係
る要部構成について説明する。第３図は舵角比の
制御系を示す構造図、第４図は第３図における制
御装置の接続系統図である。 Next, with reference to FIGS. 3 and 4, the main structure of the present invention will be described. FIG. 3 is a structural diagram showing a steering angle ratio control system, and FIG. 4 is a connection system diagram of the control device in FIG. 3.
前記油圧シリンダ２８は第４図の如くピストン
３０を境にしてピストンロツド２９が存在する側
に第１油室３１、この反対側に第２油室３２が形
成されるようになし、当該第１油室３１内には反
力スプリング３３を縮装し、ピストンロツド２９
を引き込む方向へ常にピストン３０を付勢する。
一方、この油圧シリンダ２８の前後端には夫々第
１油室３１及び第２油室３２に連通する油管３４
及び３５を接続する。そして、この油管３５の他
端はエンジンユニツト３６のオートマチツクトラ
ンスミツシヨン３７におけるガバナバルブ装置３
８に連通接続するとともに、油管３４の他端はオ
イルタンク３９に連通接続する。 As shown in FIG. 4, the hydraulic cylinder 28 is configured such that a first oil chamber 31 is formed on the side of the piston 30 where the piston rod 29 is located, and a second oil chamber 32 is formed on the opposite side. A reaction spring 33 is compressed in the chamber 31, and the piston rod 29
The piston 30 is always urged in the direction of retracting.
On the other hand, oil pipes 34 are provided at the front and rear ends of the hydraulic cylinder 28 and communicate with the first oil chamber 31 and the second oil chamber 32, respectively.
and 35 are connected. The other end of this oil pipe 35 is connected to a governor valve device 3 in an automatic transmission 37 of an engine unit 36.
8 , and the other end of the oil pipe 34 is connected to an oil tank 39 .
ガバナバルブ装置３８は下流側に前記油管３５
を接続し、上流側にオイルポンプ４０を接続す
る。ガバナバルブ装置３８内にはスピードガバナ
装置４１の作動ロツド４２にて開閉する弁体４３
を有し、この弁体４３はガバナバルブ装置３８内
に縮装した反力スプリング４４にて上記作動ロツ
ド４２を押し出す方向に付勢する。これによりガ
バナバルブ装置３８はこれに作動ロツド４２を押
し込む方向に外力を作用させて接続した油路を閉
じ、他方、外力を作用させない場合は反力スプリ
ング４４によつて接続した油路を開く。この弁体
４３による開度は供給する油圧の大きさを増減す
る。 The governor valve device 38 is connected to the oil pipe 35 on the downstream side.
and an oil pump 40 on the upstream side. Inside the governor valve device 38 is a valve body 43 that is opened and closed by the actuation rod 42 of the speed governor device 41.
The valve body 43 is biased in a direction to push out the actuating rod 42 by a reaction spring 44 compressed within the governor valve device 38. As a result, the governor valve device 38 applies an external force in the direction of pushing the actuating rod 42 to close the connected oil passage, and on the other hand, when no external force is applied, the reaction spring 44 opens the connected oil passage. The degree of opening by this valve body 43 increases or decreases the magnitude of the supplied hydraulic pressure.
一方、スピードガバナ装置４１は車速に略比例
して離間するガバナウエイト４５、このウエイト
４５の変位を作動ロツド４２の作動変位に変換す
る変換部材４６、ガバナウエイト４５に張架した
リターンスプリング４７等からなる。これにより
スピードガバナ装置４１は車速が高速になると作
動ロツド４２をガバナバルブ装置３８の弁体４３
が閉じる方向へ作用させ、逆に低速になると作動
ロツド４２を弁体４３が開く方向へ作用させる。
なお、オイルポンプ４０にはリリーフバルブ４８
が設けてある。 On the other hand, the speed governor device 41 includes a governor weight 45 that is spaced apart in approximately proportion to the vehicle speed, a conversion member 46 that converts the displacement of this weight 45 into an operating displacement of the actuating rod 42, a return spring 47 that is stretched around the governor weight 45, etc. Become. As a result, the speed governor device 41 moves the operating rod 42 to the valve body 43 of the governor valve device 38 when the vehicle speed becomes high.
When the speed becomes low, the actuating rod 42 is actuated in the direction that the valve body 43 opens.
Note that the oil pump 40 is equipped with a relief valve 48.
is provided.
即ち、油圧シリンダ２８、スピードガバナ装置
４１、作動ロツド４２、ガバナバルブ装置３８、
オイルタンク３９、オイルポンプ４０、リリーフ
バルブ４８、油管３４，３５から舵角比制御装置
が構成される。 That is, the hydraulic cylinder 28, the speed governor device 41, the actuation rod 42, the governor valve device 38,
The oil tank 39, oil pump 40, relief valve 48, and oil pipes 34 and 35 constitute a steering angle ratio control device.
次に、第４図及び第５図を参照し、本発明の要
部構成を含む前後輪操舵装置の動作について説明
する。第５図ａ，ｂ及びｃは後輪操舵系の作動原
理を示す破断側面図である。 Next, with reference to FIGS. 4 and 5, the operation of the front and rear wheel steering system including the essential configuration of the present invention will be described. FIGS. 5a, 5b and 5c are cutaway side views showing the operating principle of the rear wheel steering system.
先ず、車両が所定の車速（設定値）にて走行中
の場合を想定する。この場合、ガバナバルブ装置
３８を介して当該車速に対応した油圧が油圧シリ
ンダ２８に供給されシリンダ内部の反力スプリン
グ３３の弾力と釣り合い、第５図ａの如く油圧シ
リンダ２８内のピストン３０は中間位置にある。
この為ジヨイント部材１６のピボツト点Ｐが入力
軸１２の軸心に一致しており、入力軸１２と揺動
軸１５とは同心にて回動し、ジヨイント部材１６
は左右揺動せず、タイロツド１８，１８も不動で
ある。したがつて、前輪７，７のみが転舵され、
後輪２０，２０は全く転舵されない。 First, assume that the vehicle is traveling at a predetermined vehicle speed (set value). In this case, hydraulic pressure corresponding to the vehicle speed is supplied to the hydraulic cylinder 28 via the governor valve device 38, and is balanced with the elasticity of the reaction force spring 33 inside the cylinder, so that the piston 30 in the hydraulic cylinder 28 is at an intermediate position as shown in FIG. 5a. It is in.
Therefore, the pivot point P of the joint member 16 coincides with the axis of the input shaft 12, and the input shaft 12 and the swing shaft 15 rotate concentrically, and the joint member 16
does not swing from side to side, and the tie rods 18, 18 also remain stationary. Therefore, only the front wheels 7, 7 are steered,
The rear wheels 20, 20 are not steered at all.
一方、車速が設定値未満の低速時にはスピード
ガバナ装置４１の機能によつて作動ロツド４２が
ガバナバルブ装置３８内から引き出され、以つ
て、比較的大なる油圧が油圧シリンダ２８内に供
給され反力スプリング３３の弾力に抗してピスト
ンロツド２９を押し出す。これにより第５図ｂの
如く連結部材２７を前進せしめる。この結果、揺
動軸１５が下方へ傾き、ピボツト点Ｐが入力軸１
２の軸心よりも下方へe1だけオフセツト（偏心）
するためジヨイント部材１６は左右揺動し、後輪
用タイロツド１８，１８を前輪用タイロツド５，
５とは逆方向へ移動させ、従つて後輪２０，２０
を前輪７，７とは逆位相に転舵する。 On the other hand, when the vehicle speed is low (less than the set value), the actuating rod 42 is pulled out from the governor valve device 38 by the function of the speed governor device 41, and relatively large hydraulic pressure is supplied to the hydraulic cylinder 28 and the reaction spring is The piston rod 29 is pushed out against the elasticity of the piston rod 33. This causes the connecting member 27 to move forward as shown in FIG. 5b. As a result, the swing shaft 15 is tilted downward, and the pivot point P is aligned with the input shaft 1.
Offset (eccentricity) by e 1 downward from the axis of 2
To do this, the joint member 16 swings left and right, and the tie rods 18, 18 for the rear wheels are connected to the tie rods 5, 18 for the front wheels.
5 and move the rear wheels 20, 20 in the opposite direction.
The front wheels 7, 7 are steered in a phase opposite to that of the front wheels 7, 7.
他方、車速が設定値を超える高速時には低速時
とは反対に作動ロツド４２がガバナバルブ装置３
８内に押し込まれ、以つて、油圧シリンダ２８内
に供給される油圧は比較的小又は零となる。これ
により油圧シリンダ２８に於ては反力スプリング
３３の弾力作用でピストンロツド２９は引き込ま
れ、第５図ｃに示す如く連結部材２７を後退せし
める。この結果、揺動軸１５が上方へ傾き、ピボ
ツト点Ｐが入力軸１２の軸心よりも上方へe2だけ
オフセツトし、後輪用タイロツド１８，１８を前
輪用タイロツド５，５と同方向へ移動させ、従つ
て後輪２０，２０を前輪７，７と同位相に転舵す
る。以上、車速に応じて設定される後輪と前輪の
舵角比は低速から高速まで負から正、つまり逆位
相から同位相まで連続的に可変する。 On the other hand, when the vehicle speed exceeds the set value, the actuating rod 42 is activated by the governor valve device 3, contrary to when the vehicle speed is low.
8 and thus the hydraulic pressure supplied to the hydraulic cylinder 28 is relatively small or zero. As a result, in the hydraulic cylinder 28, the piston rod 29 is retracted by the elastic action of the reaction spring 33, causing the connecting member 27 to retreat as shown in FIG. 5c. As a result, the swing shaft 15 tilts upward, the pivot point P is offset upward by e 2 from the axis of the input shaft 12, and the rear wheel tie rods 18, 18 are moved in the same direction as the front wheel tie rods 5, 5. Therefore, the rear wheels 20, 20 are steered in the same phase as the front wheels 7, 7. As described above, the steering angle ratio between the rear wheels and the front wheels, which is set according to the vehicle speed, is continuously varied from negative to positive, that is, from opposite phase to the same phase, from low speed to high speed.
このように、前後輪操舵装置１は低速では後輪
を前輪に対し逆位相に転舵するため小さな回転半
径が得られて車両の取り廻し性が良好になるとと
もに、他方高速では同位相に転舵するため操舵応
答性が良好となる。 In this way, the front and rear wheel steering system 1 steers the rear wheels in the opposite phase to the front wheels at low speeds, resulting in a small turning radius and good maneuverability of the vehicle, while at high speeds, the rear wheels are steered in the same phase as the front wheels. Since the steering wheel is steered, the steering response is improved.
ところで、今、油圧回路にて構成した舵角比の
上記制御系に不作動状態が発生し、油圧シリンダ
２８には圧油が全く供給されなくなつた場合を想
定する。この際油圧シリンダ２８に於ては反力ス
プリング３３の弾力作用によつてピストンロツド
２９は直ちに引き込まれ、連結部材２７を最後方
位置まで後退せしめる。この結果、設定される舵
角比は前輪７，７と後輪２０，２０を同位相に転
舵する最大値になる。斯かる作動は如何なる車速
（低速から高速）に於ても同じであり、たとえ、
不作動状態が生じても車両の操舵応答性が最も鈍
感となる舵角比に設定されることになる。 By the way, it is now assumed that the control system for the steering angle ratio configured by the hydraulic circuit becomes inoperative, and no pressure oil is supplied to the hydraulic cylinder 28 at all. At this time, in the hydraulic cylinder 28, the piston rod 29 is immediately retracted by the elastic action of the reaction spring 33, and the connecting member 27 is retracted to the rearmost position. As a result, the set steering angle ratio becomes the maximum value that steers the front wheels 7, 7 and the rear wheels 20, 20 in the same phase. This operation is the same at any vehicle speed (from low to high speed), and even if
Even if a non-operating state occurs, the steering angle ratio is set at which the steering response of the vehicle becomes the least sensitive.
以上、実施例に於ては舵角比制御装置油圧回路
及び油圧シリンダを利用した場合を例にとつて説
明したが、その他車載コンピユータ及びこれに制
御されるモータを利用した後輪操舵系等に於て同
様に舵角比を前輪と後輪を同位相に転舵する最大
値に設定するフエイルセーフ機能をもたせてもよ
い。 In the above embodiments, the case where the steering angle ratio control device hydraulic circuit and the hydraulic cylinder are used has been explained as an example, but other systems such as a rear wheel steering system using an on-board computer and a motor controlled by the same may also be described. Similarly, a fail-safe function may be provided in which the steering angle ratio is set to the maximum value at which the front wheels and rear wheels are steered in the same phase.
このように、本発明に係る操舵装置は前輪に対
し後輪を転舵するとともに、前輪に対する後輪の
舵角比を一定の条件に対応して可変制御する車両
の前後輪操舵装置において、舵角比の制御系に不
作動状態が生じても直ちに車両の操舵応答性が最
も鈍感となる舵角比が設定され、このようなとき
に於ても良好な操縦性を確保できる。 As described above, the steering device according to the present invention steers the rear wheels relative to the front wheels, and is a front and rear wheel steering device for a vehicle that variably controls the steering angle ratio of the rear wheels relative to the front wheels in accordance with certain conditions. Even if an inoperative state occurs in the angle ratio control system, the steering angle ratio at which the steering response of the vehicle becomes the least sensitive is immediately set, and good maneuverability can be ensured even in such a case.
第１図は前後輪操舵装置を備えた車両の概略基
本構造を示す斜視図、第２図は後輪操舵系の拡大
斜視図、第３図は舵角比の制御系を示す構造図、
第４図は第３図における制御装置の接続系統図、
第５図ａ，ｂ及びｃは後輪操舵系の作動原理を示
す破断側面図である。
尚図面中、２８は油圧シリンダ、３０はピスト
ン、３３は反力スプリング、３８はガバナバルブ
装置、４０は油圧ポンプ、４１はスピードガバナ
装置である。
FIG. 1 is a perspective view showing the general basic structure of a vehicle equipped with a front and rear wheel steering system, FIG. 2 is an enlarged perspective view of a rear wheel steering system, and FIG. 3 is a structural diagram showing a steering angle ratio control system.
Figure 4 is a connection system diagram of the control device in Figure 3;
FIGS. 5a, 5b and 5c are cutaway side views showing the operating principle of the rear wheel steering system. In the drawing, 28 is a hydraulic cylinder, 30 is a piston, 33 is a reaction spring, 38 is a governor valve device, 40 is a hydraulic pump, and 41 is a speed governor device.
Claims (1)
対する後輪の舵角比を車速に応じて可変制御する
舵角比制御装置を備えてなる車両の前後輪操舵装
置において、 前記舵角比制御装置は、同装置に不作動状態が
生じたとき、前記舵角比を前輪と後輪が同位相に
転舵する最大値に設定する機能を備えていること
を特徴とした車両の前後輪操舵装置。[Scope of Claims] 1. A front and rear wheel steering system for a vehicle comprising a steering angle ratio control device that steers the rear wheels relative to the front wheels and variably controls the steering angle ratio of the rear wheels relative to the front wheels in accordance with vehicle speed. , the steering angle ratio control device has a function of setting the steering angle ratio to a maximum value at which the front wheels and rear wheels are steered in the same phase when the device is in an inoperable state. Front and rear wheel steering system for vehicles.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19367283A JPS6085077A (en) | 1983-10-17 | 1983-10-17 | Method of steering through steering device for front and rear wheels of vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19367283A JPS6085077A (en) | 1983-10-17 | 1983-10-17 | Method of steering through steering device for front and rear wheels of vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6085077A JPS6085077A (en) | 1985-05-14 |
| JPH0462907B2 true JPH0462907B2 (en) | 1992-10-08 |
Family
ID=16311859
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19367283A Granted JPS6085077A (en) | 1983-10-17 | 1983-10-17 | Method of steering through steering device for front and rear wheels of vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6085077A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6234861A (en) * | 1985-08-06 | 1987-02-14 | Nissan Motor Co Ltd | Four-wheel steering device for car |
| JPS638074A (en) * | 1986-06-26 | 1988-01-13 | Mazda Motor Corp | Four wheel steering device for vehicle |
-
1983
- 1983-10-17 JP JP19367283A patent/JPS6085077A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6085077A (en) | 1985-05-14 |
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