JPH0479871B2 - - Google Patents

Info

Publication number
JPH0479871B2
JPH0479871B2 JP16527489A JP16527489A JPH0479871B2 JP H0479871 B2 JPH0479871 B2 JP H0479871B2 JP 16527489 A JP16527489 A JP 16527489A JP 16527489 A JP16527489 A JP 16527489A JP H0479871 B2 JPH0479871 B2 JP H0479871B2
Authority
JP
Japan
Prior art keywords
wheel steering
rear wheel
steering angle
front wheel
lag
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
Application number
JP16527489A
Other languages
Japanese (ja)
Other versions
JPH0245274A (en
Inventor
Kunio Katada
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP16527489A priority Critical patent/JPH0245274A/en
Publication of JPH0245274A publication Critical patent/JPH0245274A/en
Publication of JPH0479871B2 publication Critical patent/JPH0479871B2/ja
Granted legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
    • B62D7/159—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition

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 Control In Accordance With Driving Conditions (AREA)
  • Power Steering Mechanism (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、車両の前輪の操舵により発生する信
号によつて後輪の操舵を制御する後輪操舵制御方
法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 control method for controlling rear wheel steering using a signal generated by steering the front wheels of a vehicle.

（従来の技術） 従来、この種の後輪操舵制御装置として、特開
昭58−164477号公報に第１図に示すようなものが
開示されている。図中、１は車体、２は前輪、３
はナツクルアーム、４はサイドロツド、５はラツ
クギヤ、６はステアリングギヤボツクス、７はス
テアリングホイールで、このステアリングホイー
ル７の操作によりステアリングギヤボツクス６を
介してラツクギヤ５を作動し、サイドロツド４お
よびナツクルアーム３を介して前輪２を操舵し得
るよう前輪操舵機構が構成されている。(Prior Art) Conventionally, as this type of rear wheel steering control device, the one shown in FIG. 1 has been disclosed in Japanese Patent Application Laid-open No. 164477/1983. In the diagram, 1 is the vehicle body, 2 is the front wheel, and 3
is a nut lever arm, 4 is a side rod, 5 is a rack gear, 6 is a steering gear box, and 7 is a steering wheel. When the steering wheel 7 is operated, the rack gear 5 is actuated via the steering gear box 6, and the rack gear 5 is actuated via the side rod 4 and the nut lever arm 3. The front wheel steering mechanism is configured so that the front wheels 2 can be steered by the front wheel.

他方、後輪操舵機構において、８は後輪、９は
ナツクルアーム、１０は後輪操舵用パワーシリン
ダ、１１はそのピストン、１２はピストン１１の
両側から延長して設けられたピストンロツドで、
各ピストンロツド１２のロツド端がそれぞれナツ
クルアーム９に連結され、パワーシリンダ１０の
左右の室１０ａ，１０ｂを油圧給排管１３により
サーボバルブ１４を経て油圧ポンプ１５およびオ
イルリザーブ１６に接続し、油圧ポンプ１５から
の油圧がサーボバルブ１４により制御されてパワ
ーシリンダ１０の一方の室１０ａまたは１０ｂに
挿入されることによりピストン１１が作動されて
ピストンロツド１２およびナツクルアーム９を介
して後輪が操舵されるよう構成されている。 On the other hand, in the rear wheel steering mechanism, 8 is a rear wheel, 9 is a knuckle arm, 10 is a power cylinder for rear wheel steering, 11 is a piston thereof, 12 is a piston rod provided extending from both sides of the piston 11,
The rod end of each piston rod 12 is connected to the knuckle arm 9, and the left and right chambers 10a, 10b of the power cylinder 10 are connected to a hydraulic pump 15 and an oil reserve 16 via a servo valve 14 by a hydraulic supply/discharge pipe 13. The hydraulic pressure is controlled by a servo valve 14 and inserted into one chamber 10a or 10b of the power cylinder 10, thereby operating the piston 11 and steering the rear wheels via the piston rod 12 and the knuckle arm 9. ing.

１７はステアリングホイール７の操作によりス
テアリングギヤボツクス６を介して作動されるラ
ツクギヤ５の作動量を検出する舵角センサー用ポ
テンシヨメータで、このポテンシヨメータ１７の
出力信号をサーボバルブ１４に伝える電気回路１
８中にプリアンプ１９、コントローラ２０、パワ
ーアンプ２１が順に直列に挿入され、パワーアン
プ２１には後輪制御用パワーシリンダ１０のピス
トンロツド１２の作動量を検出するフイードバツ
ク用ポテンシヨメータ２２がその出力信号をフイ
ードバツク回路２３を経てフイードバツクするよ
う接続されている。 Reference numeral 17 denotes a steering angle sensor potentiometer that detects the amount of operation of the rack gear 5 which is actuated via the steering gear box 6 by the operation of the steering wheel 7. circuit 1
A preamplifier 19, a controller 20, and a power amplifier 21 are inserted in series in order into the power amplifier 8, and a feedback potentiometer 22 that detects the operating amount of the piston rod 12 of the power cylinder 10 for rear wheel control receives its output signal. is connected to provide feedback via a feedback circuit 23.

そして上述の構成になる前後輪操舵装置では、
従来、後輪操舵制御方法として、コントローラ２
０を通常入力に対して出力が入力周波数の上昇に
伴なつて減衰し、かつ位相おくれを示す電気的一
次おくれ要素で構成し、前輪の操舵周波数が高く
なるにつれて、前輪操舵角と後輪操舵角との比に
よつて表わされるゲインが低下し、位相おくれが
増加するよう一次おくれ制御することにより車両
の旋回応答性を向上させることが提案されてい
る。 In the front and rear wheel steering system configured as described above,
Conventionally, as a rear wheel steering control method, controller 2
0 is composed of an electrical first-order lag element whose output attenuates as the input frequency increases with respect to the normal input and exhibits a phase lag, and as the front wheel steering frequency increases, the front wheel steering angle and rear wheel steering change. It has been proposed to improve the turning responsiveness of a vehicle by performing primary lag control such that the gain expressed by the ratio to the angle is reduced and the phase lag is increased.

第２図及び第３図は、前輪操舵角に対して後輪
操舵角を一次おくれ制御した場合の後輪の舵角特
性とヨーレート特性とを示すもので、おくれを有
さずに所定の舵角比で後輪舵角を制御した場合
（比例制御）と対比して記載している。 Figures 2 and 3 show the rear wheel steering angle characteristics and yaw rate characteristics when the rear wheel steering angle is controlled to have a primary lag relative to the front wheel steering angle. This is compared with the case where the rear wheel steering angle is controlled by the angle ratio (proportional control).

前述した様に、一次おくれ制御した場合の後輪
操舵角の特性は、第２図に曲線Ｉで示すように、
前輪の操舵周波数が高くなるほど前輪舵角に対す
る後輪舵角の大きさの割合（以下、舵角ゲインと
略称する）が比例制御Ｏの場合に比べ低下し、前
輪舵角に対する後輪舵角の位相おくれ（以下、舵
角位相おくれと省略する）が曲線I1で示すように
O1に比べ増加する。これにより車両ヨーレート
の周波数応答特性は第３図に示すように向上し、
すなわち、従来の比例制御の場合のヨー共振周波
数F0がF1で示すように向上し、また、ヨーレー
トゲインが曲線O2に比べ曲線I2で示すように増加
し、また、ヨー共振周波数F1以下の周波数での
位相おくれが曲線I3で示すように減少し、車両の
応答性の向上が得られる。 As mentioned above, the characteristics of the rear wheel steering angle in the case of primary delay control are as shown by curve I in Fig. 2.
As the front wheel steering frequency increases, the ratio of the rear wheel steering angle to the front wheel steering angle (hereinafter abbreviated as steering angle gain) decreases compared to the case of proportional control O, and the ratio of the rear wheel steering angle to the front wheel steering angle decreases. The phase lag (hereinafter abbreviated as steering angle phase lag) is as shown by curve I1 .
O Increases compared to 1 . As a result, the frequency response characteristics of the vehicle yaw rate are improved as shown in Figure 3.
That is, the yaw resonance frequency F 0 in the case of conventional proportional control is improved as shown by F 1 , the yaw rate gain is increased as shown by curve I 2 compared to curve O 2 , and the yaw resonance frequency F The phase lag at frequencies below 1 is reduced as shown by curve I3 , and the response of the vehicle is improved.

しかしながら、このような一次おくれ制御方法
では、単にサーボバルブを一次おくれの要素で制
御するだけであつたため、ヨー共振周波数及びヨ
ーレートゲインを高める点においてヨーレート特
性が一応改善させるものの決して十分とは言え
ず、またヨー共振周波数以上の周波数でヨーレー
ト位相おくれが増加するのを防止し得ないという
問題がある。 However, in this primary lag control method, the servo valve was simply controlled by the primary lag element, so although the yaw rate characteristics were improved in terms of increasing the yaw resonance frequency and yaw rate gain, it was by no means sufficient. Furthermore, there is a problem in that it is impossible to prevent the yaw rate phase lag from increasing at frequencies higher than the yaw resonance frequency.

（発明が解決しようとする課題） 本発明の目的は、上述した欠点をなくし、車両
の旋回応答性をさらに向上させようとするもので
ある。(Problems to be Solved by the Invention) An object of the present invention is to eliminate the above-mentioned drawbacks and further improve the turning response of the vehicle.

（課題を解決するための手段） 本発明によれば、前輪操舵によつて生じる前輪
操舵信号に応じて後輪舵角を制御する後輪操舵制
御方法において、後輪を以下の伝達関数 G4（Ｓ）＝BT1・T2S2＋（Ａ＋Ｂ）T2S＋Ａ／T1・T2S2
＋（T1＋T2）Ｓ＋１ ここで、T1：一次おくれ時定数 T2：一次進み時定数 Ａ：一次おくれ要素の比例常数 Ｂ：一次進み要素の比例常数 Ｓ：ラプラス演算子 で制御することを特徴とする。(Means for Solving the Problems) According to the present invention, in a rear wheel steering control method for controlling a rear wheel steering angle according to a front wheel steering signal generated by front wheel steering, the rear wheels are controlled by the following transfer function G 4 (S)=BT 1・T 2 S 2 + (A+B)T 2 S+A/T 1・T 2 S 2
 +(T 1 +T 2 )S+1 Here, T 1 : First-order lag time constant T 2 : First-order advance time constant A: Proportional constant of first-order lag element B: Proportional constant of first-order advance element S: Control with Laplace operator It is characterized by

（作用） 本発明によれば、一次おくれ要素の伝達関数 G1（Ｓ）＝Ａ／１＋T1Sと一次進み要素の伝達関数 G2（Ｓ）＝BT2／１＋T2Sとを直列結合した一次おく れおよび一次進み要素の伝達関数 Ｇ（Ｓ）＝BT1・T2S2＋（Ａ＋Ｂ）T2S＋Ａ／T1・T2S2
＋（T1＋T2）Ｓ＋１ で制御することにより、第４図に曲線，1で
示すように、前輪操舵周波数が２Hz以下の範囲内
で、舵角ゲインの最小値と舵角位相おくれの最大
値をもつ後輪舵角周波数特性が得られる。(Operation) According to the present invention, the transfer function G 1 (S)=A/1+T 1 S of the linear lag element and the transfer function G 2 (S)=BT 2 /1+T 2 S of the linear advance element are coupled in series. Transfer function of first-order lag and first-order advance elements G(S)=BT 1・T 2 S 2 +(A+B)T 2 S+A/T 1・T 2 S 2
 +(T 1 +T 2 )S+1, as shown by curve 1 in Figure 4, the minimum value of the steering angle gain and the maximum value of the steering angle phase lag within the range of the front wheel steering frequency of 2 Hz or less. A rear wheel steering angle frequency characteristic with a value can be obtained.

第５図は伝達関数 Ｇ（Ｓ）＝BT1・T2S2＋（Ａ＋Ｂ）T2S＋Ａ／T1・T2
S2＋（T1＋T2）Ｓ＋１ で後輪舵角を制御したときの前輪操舵周波数に対
する車両ヨーレートの特性を比例制御（O2，O3）
および一次おくれ制御（I2，I3）と比較して示
す。ヨー共振周波数F2は一次おくれ制御同様、
比例制御時のヨー共振周波数F0よりも向上し、
ヨーレートゲインは曲線O2，I2および2を比較
して明らかなように、比例制御および一次おくれ
制御に比べて増加し、ヨー共振周波数F2以下の
周波数での位相おくれがO3，I3および3を比較
して明らかなように比例制御および一次おくれ制
御に比べて低減し、車両の応答性をさらに向上す
ることができる。 Figure 5 shows the transfer function G(S)=BT 1・T 2 S 2 +(A+B)T 2 S+A/T 1・T 2
 Proportional control of vehicle yaw rate characteristics with respect to front wheel steering frequency when rear wheel steering angle is controlled by S 2 + (T 1 + T 2 ) S + 1 (O 2 , O 3 )
and a comparison with primary lag control (I 2 , I 3 ). The yaw resonance frequency F 2 is similar to the primary lag control.
Improved yaw resonance frequency F 0 during proportional control,
As is clear from comparing curves O 2 , I 2 and 2 , the yaw rate gain increases compared to proportional control and first-order lag control, and the phase lag at frequencies below the yaw resonance frequency F 2 increases with O 3 , I 3 As is clear from the comparison of 3 and 3 , it can be reduced compared to proportional control and primary lag control, and the responsiveness of the vehicle can be further improved.

また、ヨー共振周波数F2以上での位相おくれ
も比較的小さく抑える事ができる。 Furthermore, the phase lag at the yaw resonance frequency F2 or higher can be kept relatively small.

以上、本明細書では、前輪操舵信号として実舵
角を用いる場合につき説明したが、ハンドル角操
舵力、パワーステアリングの油圧等を用いること
もできる。 Although the present specification has described the case where the actual steering angle is used as the front wheel steering signal, it is also possible to use the steering wheel angle steering force, the oil pressure of power steering, etc.

（発明の効果） 本発明によれば、一次おくれおよび一次進みを
直列結合した伝達関数を用いて操安性領域の前輪
操舵周波数範囲内で前輪舵角に対して後輪舵角を
制御することによつて、ヨー共振周波数を向上
し、ヨーレートゲインを増加し、ヨー共振周波数
以下の周波数での位相おくれを減少させて車両の
応答性を向上させることができるという効果が得
られる。(Effects of the Invention) According to the present invention, the rear wheel steering angle can be controlled with respect to the front wheel steering angle within the front wheel steering frequency range of the steering stability region using a transfer function in which a linear delay and a linear lead are combined in series. As a result, it is possible to improve the yaw resonance frequency, increase the yaw rate gain, and reduce the phase lag at frequencies below the yaw resonance frequency, thereby improving the responsiveness of the vehicle.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は従来既知の後輪操舵制御装置の概略線
図、第２図は一次おくれ伝達関数により制御した
場合の前輪舵角に対する後輪舵角の周波数応答特
性を示す特性曲線図、第３図は一次おくれ伝達関
数により制御した場合の車両ヨーレートの周波数
応答特性を示す特性曲線図、第４図は本発明によ
り一次おくれおよび一次進み要素の伝達関数で制
御した場合の前輪舵角に対する後輪舵角の周波数
応答特性を示す特性曲線図、第５図は一次おくれ
および一次進み要素の伝達関数で制御した場合の
前輪操舵周波数に対する車両ヨーレートの周波数
応答特性を示す特性曲線図である。 １……車体、２……前輪、３……ナツクルアー
ム、４……サイドロツド、５……ラツクギヤ、６
……ステアリングボツクス、７……ステアリング
ホイール、８……後輪、９……ナツクルアーム、
１０……後輪操舵用パワーシリンダ、１１……ピ
ストン、１２……ピストンロツド、１３……油圧
給排管、１４……サーボバルブ、１５……油圧ポ
ンプ、１６……オイルリザーバ、１７……舵角セ
ンサー用ポテンシヨメータ、１８……電気回路、
１９……プリアンプ、２０……コントローラ、２
１……パワーアンプ、２２……フイードバツク用
ポテンシヨメータ、２３……フイードバツク回
路。 FIG. 1 is a schematic diagram of a conventionally known rear wheel steering control device, FIG. 2 is a characteristic curve diagram showing the frequency response characteristic of the rear wheel steering angle with respect to the front wheel steering angle when controlled by a linear delay transfer function, and FIG. The figure is a characteristic curve diagram showing the frequency response characteristic of vehicle yaw rate when controlled by a first-order lag transfer function, and FIG. FIG. 5 is a characteristic curve diagram showing the frequency response characteristic of the steering angle. FIG. 5 is a characteristic curve diagram showing the frequency response characteristic of the vehicle yaw rate with respect to the front wheel steering frequency when controlled by the transfer function of the first-order lag and first-order advance elements. 1...Vehicle body, 2...Front wheel, 3...Knuckle arm, 4...Side rod, 5...Rack gear, 6
...Steering box, 7...Steering wheel, 8...Rear wheel, 9...Natsukuru arm,
10... Power cylinder for rear wheel steering, 11... Piston, 12... Piston rod, 13... Hydraulic supply and exhaust pipe, 14... Servo valve, 15... Hydraulic pump, 16... Oil reservoir, 17... Rudder Angle sensor potentiometer, 18...electric circuit,
19...Preamplifier, 20...Controller, 2
1... Power amplifier, 22... Feedback potentiometer, 23... Feedback circuit.

Claims (1)

【特許請求の範囲】 １ 前輪操舵によつて生じる前輪操舵信号に応じ
て後輪舵角を制御する後輪操舵制御方法におい
て、後輪を以下の伝達関数 G4（Ｓ）＝BT1・T2S2＋（Ａ＋Ｂ）T2S＋Ａ／T1・T2S2
＋（T1＋T2）Ｓ＋１ ここで、T1：一次おくれ時定数 T2：一次進み時定数 Ａ：一次おくれ要素の比例常数 Ｂ：一次進み要素の比例常数 Ｓ：ラプラス演算子 で制御することを特徴とする後輪操舵制御方法。[Claims] 1. In a rear wheel steering control method for controlling a rear wheel steering angle according to a front wheel steering signal generated by front wheel steering, the rear wheels are controlled by the following transfer function G 4 (S)=BT 1・T 2 S 2 +(A+B)T 2 S+A/T 1・T 2 S 2
 +(T 1 +T 2 )S+1 Here, T 1 : First-order lag time constant T 2 : First-order advance time constant A: Proportional constant of first-order lag element B: Proportional constant of first-order advance element S: Control with Laplace operator A rear wheel steering control method characterized by:
JP16527489A 1989-06-29 1989-06-29 Method for controlling rear wheel steering Granted JPH0245274A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP16527489A JPH0245274A (en) 1989-06-29 1989-06-29 Method for controlling rear wheel steering

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP16527489A JPH0245274A (en) 1989-06-29 1989-06-29 Method for controlling rear wheel steering

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
JP3747084A Division JPS60183264A (en) 1984-02-29 1984-02-29 Rear wheels steering control method

Publications (2)

Publication Number Publication Date
JPH0245274A JPH0245274A (en) 1990-02-15
JPH0479871B2 true JPH0479871B2 (en) 1992-12-17

Family

ID=15809216

Family Applications (1)

Application Number Title Priority Date Filing Date
JP16527489A Granted JPH0245274A (en) 1989-06-29 1989-06-29 Method for controlling rear wheel steering

Country Status (1)

Country Link
JP (1) JPH0245274A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20130086108A (en) * 2012-01-23 2013-07-31 미쓰미덴기가부시기가이샤 Battery protection circuit and battery protection apparatus and battery pack

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE59001929D1 (en) * 1990-12-12 1993-08-12 Siemens Ag Circuit arrangement for detecting the turning angle of the rear wheels of a motor vehicle.
WO2015162661A1 (en) * 2014-04-21 2015-10-29 三菱電機株式会社 Electric power steering device

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20130086108A (en) * 2012-01-23 2013-07-31 미쓰미덴기가부시기가이샤 Battery protection circuit and battery protection apparatus and battery pack

Also Published As

Publication number Publication date
JPH0245274A (en) 1990-02-15

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