JPS6067272A - Four-wheel steering device of car - Google Patents

Four-wheel steering device of car

Info

Publication number
JPS6067272A
JPS6067272A JP58175935A JP17593583A JPS6067272A JP S6067272 A JPS6067272 A JP S6067272A JP 58175935 A JP58175935 A JP 58175935A JP 17593583 A JP17593583 A JP 17593583A JP S6067272 A JPS6067272 A JP S6067272A
Authority
JP
Japan
Prior art keywords
steering
angle
pulse motor
rear wheel
signal
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.)
Granted
Application number
JP58175935A
Other languages
Japanese (ja)
Other versions
JPH0431903B2 (en
Inventor
Akihiko Miyoshi
三好　晃彦
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.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
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 Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP58175935A priority Critical patent/JPS6067272A/en
Publication of JPS6067272A publication Critical patent/JPS6067272A/en
Publication of JPH0431903B2 publication Critical patent/JPH0431903B2/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
    • B62D7/1518—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels comprising a mechanical interconnecting system between the steering control means of the different axles
    • B62D7/1545—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels comprising a mechanical interconnecting system between the steering control means of the different axles provided with electrical assistance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/15—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

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)
  • Power Steering Mechanism (AREA)

Abstract

PURPOSE:To reduce the error ratio and improve followability by moving rear wheels little by little by means of a rear wheel steering device when the front wheel steering speed is low and moving them faster when it is high. CONSTITUTION:A steering device 2 steering front wheels 1 and a rear wheel steering device 4 steering rear wheels 3 are provided, and the rear wheels steering device 4 is driven by a pulse motor 5. The steering angle of the steering handle 6 of the steering device 2 is detected by a steering angle sensor 7, the signal of the steering angle sensor 7 is inputted to a control means, and the control means feeds a control signal in response to the front wheel steering angle to the pulse motor 5. The change status of the speed or acceleration of the signal of the steering angle sensor 7 is detected by a steering judging means, and a step angle setting means outputs a signal decreasing the step angle of the pulse motor 5 when the change quantity of the steering is small and relatively increasing the step angle of the pulse motor 5 when the change quantity of the steering is large to the pulse motor 5 via the control means based on the output of this steering judging means.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、自動車等の車両において前輪の転舵に応じ−
（後輪をも転舵制御するようにした車両の４輪操舵装置
に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention is directed to steering the front wheels of a vehicle such as an automobile.
(This relates to a four-wheel steering system for a vehicle that also controls the steering of the rear wheels.)

（従来技術） 従来より、この種の車両の４輪操舵装置として、例えば
特開昭５７−１１１７３号公報にＯＩｌ示されているよ
うに、前輪を転舵するステアリング装置と、油圧アクチ
ュエータの作動にＪ、って後輪を転舵駆動する後輪転舵
装置とを備え、前輪の転舵角および車速に応じて上記油
圧アクチュエータを作動制御することにより、前輪転舵
角に対する後輪転舵角特性を車速に応じて変化させるよ
うにしたものが知られている。この４輪転舵装置によれ
ば、例えば低速時には前輪に対して後輪を逆向き（逆位
相）に転舵することにより旋回性能を向上し、最小回転
半径の低減を可能とりる他、高速時には前輪に対して後
輪を同じ向き（同位相）に転舵づることにより操安性を
向上し、レーンチェンジをスムースに行うことができる
ものである。(Prior Art) Conventionally, as a four-wheel steering system for this type of vehicle, a steering system for steering the front wheels and a hydraulic actuator are used, as disclosed in Japanese Patent Laid-Open No. 57-11173, for example. J is equipped with a rear wheel steering device that drives the rear wheels to steer the rear wheels, and controls the operation of the hydraulic actuator according to the front wheel steering angle and vehicle speed to control the rear wheel steering angle characteristics relative to the front wheel steering angle. A device that changes the speed according to the vehicle speed is known. According to this four-wheel steering device, for example, at low speeds, the rear wheels are steered in the opposite direction (opposite phase) to the front wheels, thereby improving turning performance and reducing the minimum turning radius. By steering the rear wheels in the same direction (same phase) as the front wheels, steering stability is improved and lane changes can be made smoothly.

しかして、上記の如く４輪操舵を行うについて、従来よ
り工作機やＸ−Ｙプロッター等の位置決め用に使用され
、応答性よく高精度の制御１１が可能なパルスモータを
前記後輪転舵装置の駆動諒として使用した場合に、この
パルスモータは応答速度に限界があるため、前輪転舵速
度が大きい時に後輪の転舵遅れが発生覆る恐れがある。In order to perform four-wheel steering as described above, a pulse motor, which has been conventionally used for positioning machine tools, X-Y plotters, etc. and is capable of highly responsive and highly accurate control 11, is used as the rear wheel steering device. When used as a drive shaft, this pulse motor has a limited response speed, so when the front wheel turning speed is high, there is a risk that a delay in turning the rear wheels may occur.

りなわら、通常、上記パルスモータを制御１１ツる場合
、ステップ角（例えば、０．９°／５ｔｅｐ）を一定に
して駆動パルス信号のパルス数づなわらステップ数を変
動（）て、その移動ｍの制御を行うようにしているが、
パルスモータは上記のように応答速度に限界があって、
例えば１秒間に１５００スデツプ稈瓜が通常使用されＣ
いるものの限度である。このため、パルスモータの速度
を向、Ｆりるには、そのステップ角を人ぎくづればよい
が、このステップ角の大ぎなパルスモータ（例えば、３
．６°／５ｔｅｐ＞は、操舵の変化量（前輪転舵速度）
が相対的に大きいどきにはパルスモータの回転速度が大
きく後輪転舵遅れの改善が図れるが、操舵の変化量（前
輪転舵速度）が相対的に小さいとぎには、パルスモータ
の１ステツプで移動する後輪転舵角が人きくなって制わ
１）精度が低下し、特に高精度の制御を必要とづる４輪
操舵装置には不適当なものである。しかして、上記問題
を解決りるために、小さいステップ角で１秒当りのステ
ップ数が人ぎい高性能のパルスモータを使用することは
、コストの上昇、重量増加、Ｎ’Ｊ費電力の増加等の問
題がある。Normally, when controlling the above-mentioned pulse motor, the step angle (for example, 0.9°/5tep) is kept constant and the number of steps is varied according to the number of pulses of the drive pulse signal. I am trying to control the
As mentioned above, pulse motors have a limited response speed.
For example, 1,500 steps per second is commonly used.
There are limits to what is possible. Therefore, in order to increase the speed of a pulse motor, the step angle can be adjusted sharply, but if a pulse motor with a large step angle (for example, 3
．． 6°/5tep> is the amount of change in steering (front wheel turning speed)
When the rotation speed of the pulse motor is relatively large, the rotational speed of the pulse motor is large and the rear wheel steering delay can be improved. However, when the amount of change in steering (front wheel steering speed) is relatively small, the rotation speed of the pulse motor is large and the rotation speed of the pulse motor is large. The steering angle of the moving rear wheels becomes unnatural and 1) the accuracy decreases, making it particularly unsuitable for a four-wheel steering system that requires highly accurate control. However, in order to solve the above problems, using a high-performance pulse motor with a small step angle and a high number of steps per second increases cost, weight, N'J cost, and power. There are other problems.

（発明の目的） 本発明は上記事情に鑑み、パルスモータは例えばその励
磁方式を変えることにより１１ｊ単にステップ角を変更
づることができることに着目し、前輪を転舵づるステア
リング装置の変化♀に対応して、パルスモータの駆動に
４゛ｉ′う後輪転舵装置にＪζる後輪の動きを、前輪転
舵速度が小さいどきには小刻みにしてπ；差比率を小さ
くし高精度に目標値に合致させる一方、前輪転舵速度が
大きいどきには速度を高めて追従性を向上して荏れの発
生をＭ浦−するようにして制御性能を改良した車両の４
輪操舵装置を提供づることを目的とりるものである。(Object of the Invention) In view of the above circumstances, the present invention focuses on the fact that the step angle of a pulse motor can be simply changed by changing its excitation method, for example, and corresponds to changes in the steering device that steers the front wheels. Then, when the front wheel steering speed is small, the rear wheel movement, which is 4゛i′ driven by the pulse motor and Jζ applied to the rear wheel steering device, is changed in small steps to π; the difference ratio is reduced and the target value is set with high precision. 4 of the vehicle, which improves control performance by increasing the speed when the front wheels are turned at a high speed to improve followability and prevent the occurrence of rollover.
The purpose is to provide a wheel steering device.

（発明の（育成） 第１図番は本発明の偶成を明示するための全体構成図で
ある。(Development of the Invention) Figure 1 is an overall configuration diagram for clearly showing the constellation of the present invention.

本発明の４輪操舵装置は、前輪１を転舵するステアリン
グ装置２と、後輪３を転舵する後輪転舵装置４どを備え
、後輪転舵装置４Ｉよパルスモータ５にて駆動される。The four-wheel steering device of the present invention includes a steering device 2 for steering a front wheel 1, a rear wheel steering device 4 for steering a rear wheel 3, etc., and is driven by a pulse motor 5 by the rear wheel steering device 4I. .

ステアリング装置２のステアリングハンドル６の舵角が
舵角センサ７によって検出され、少なくともこの舵角セ
ンサ７の信号が入力された制御手段は、前輪転舵角に応
じた制御信号を上記パルスモータ５に送出りる。また、
上記舵角センサ７の信号の速度もしくは加速度等の変化
状態を操舵判別手段により検出し、この操舵判別手段の
出力に曇づぎステップ角設定手段は操舵の変化量が大き
いとぎパルスモータ５のステップ角を相対的に人ぎくす
る信号を制御手段を介してパルスモータ５に出力層るも
のである。The steering angle of the steering wheel 6 of the steering device 2 is detected by the steering angle sensor 7, and the control means to which at least the signal of the steering angle sensor 7 is input sends a control signal to the pulse motor 5 according to the front wheel steering angle. I'll send it out. Also,
A steering discrimination means detects changes in the speed or acceleration of the signal from the steering angle sensor 7, and a step angle setting means detects the step of the pulse motor 5 which has a large amount of change in steering. A signal that makes the corner relatively jerky is outputted to the pulse motor 5 via the control means.

（発明の効果） 又テアリンゲ装買の樽舵の変化量を検出し、この操舵の
変化がが大きいどきにはパルスエータのステップ角を大
きくし、操舵の変化量が小さいときにはパルスモータの
ステップ角を小さくしたことにより、前輪転舵速度が人
ぎいときは後輪の転舵速度も大きくして追従性を向上Ｌ
ノ後輪の転舵遅れをＭ演するとともに、前輪転舵速度が
小さいときには後輪の転舵角を小刻みにして［１標転舵
角どの誤差を小さくηることができ、全領域で高精度な
制御を行って、４輪操舵装置の特性を十分に発揮させる
ことができる。(Effect of the invention) Also, the amount of change in the barrel rudder of the steering gear is detected, and when the change in steering is large, the step angle of the pulse motor is increased, and when the amount of change in steering is small, the step angle of the pulse motor is increased. By making it smaller, when the front wheel turning speed is too high, the rear wheel turning speed is also increased to improve followability.
In addition to controlling the steering delay of the rear wheels, when the front wheel steering speed is small, the rear wheel steering angle can be reduced in small increments. Accurate control can be performed to fully utilize the characteristics of the four-wheel steering system.

（実施例） 以下、木〉で明の実施例を第２図〜第５図に治って説明
する。(Embodiment) Hereinafter, an embodiment of the present invention will be explained with reference to FIGS. 2 to 5.

第２図に示′ＴＪＪこうに、左右の前輪１，１を転舵す
るステアリング装置２は、ステアリングハンドル６と、
該ステアリングハンドル６の回転運動を直線往復運動に
変換するラックビニＡ＞機構１１ど、該ラックビニ２ン
機構１１の作動を前輪１゜１に伝達してこれらを転舵さ
Ｕる／［右のタイロッド１２．１２およびナックルアー
ム１３．１３どから構成されている。As shown in FIG. 2, a steering device 2 for steering the left and right front wheels 1, 1 includes a steering handle 6,
The rack mechanism 11 converts the rotational motion of the steering handle 6 into a linear reciprocating motion, and the operation of the rack mechanism 11 is transmitted to the front wheels 1.1 to steer them. It consists of a knuckle arm 12.12, a knuckle arm 13.13, etc.

一方、左右の後輪３，３を転舵する後輪転舵装置４は、
車体に左右方向に１躍動自在に保持された後輪操作ロッ
ド１４と、該後輪操作ロッド１４の左右両端にそれぞれ
タイロッド１５．１５を介して連結された左右のナック
ルアーム１６．１６とを有し、上記後輪操作ロッド１４
の軸方向の移動により、後輪３，３が転舵する。そして
、後輪操作ロッド１４にはラック１７が形成され、該ラ
ック１７に噛合するピニオン１Ｂがパルスモータ５によ
り一対の傘歯車１９，２０Ｊ５よびピニオン軸２１を介
し゛（回転されることにより、上記パルスモータ５の回
転方向、回転量に対応して後輪３゜３を転舵Ｊる。On the other hand, the rear wheel steering device 4 that steers the left and right rear wheels 3, 3,
It has a rear wheel operating rod 14 held on the vehicle body so as to be able to move freely in the left and right direction, and left and right knuckle arms 16.16 connected to both left and right ends of the rear wheel operating rod 14 via tie rods 15.15, respectively. and the rear wheel operating rod 14
The rear wheels 3, 3 are steered by the movement in the axial direction. A rack 17 is formed on the rear wheel operating rod 14, and the pinion 1B meshing with the rack 17 is rotated by the pulse motor 5 through a pair of bevel gears 19, 20J5 and a pinion shaft 21. The rear wheels 3.degree. 3 are steered in accordance with the direction and amount of rotation of the pulse motor 5.

また、上記後輪操作ロッド１４はパワーシリンダ２２を
貫通し、該パワーシリンダ２２内を左右の油圧室２２ａ
、２２ｂに仕切るピストン２３がこの後輪操作ロッド１
４に固着されると共に、上記油圧室２２ａ、２２ｂには
、ピニオン軸２１の周囲に設けられたコントロールバル
ブ２４から導かれた油圧通路２５ａ、２５ｂがそれぞれ
接続され、まに上記コントロールバルブ２４とＡイルポ
ンプ２７との間には油圧供給通路２８ｄ３よびリターン
通路２９が設置）られている。ここで、上記コン１−ロ
ールバルブ２４は、パルスモータ５の回転時にビニオン
軸２１に加わる回転ノｊに応じて作動し、オイルポンプ
２７から油圧供給通路２Ｂを紅で供給される油圧を上記
回転力の方向に応じてパワーシリンダ２２のいずれか一
方の油圧ｆｆ１２２ａまたは２２ｂに導入し、他方の油
圧室２２ｂまたは２２ａ内の作動油をリターン通路２９
を介して上記オイルポンプ２７に戻？ｌ　Ｊ：うに作用
する。したがって、上記パルスモータ５により傘歯車１
９゜２０、ピニオン軸２１、ビニオン１８およびラック
１７を介して後輪操作ロッド１４が軸り向に移動される
時に、上記パワーシリンダ２２内に導入された油Ｊ土が
ピストン２３を介して後輪操作ロッド１４の移動をアシ
ストするしのである。Further, the rear wheel operating rod 14 passes through the power cylinder 22 and operates inside the power cylinder 22 in left and right hydraulic chambers 22a.
, 22b, the piston 23 is connected to this rear wheel operating rod 1.
At the same time, hydraulic passages 25a and 25b led from a control valve 24 provided around the pinion shaft 21 are connected to the hydraulic chambers 22a and 22b, respectively. A hydraulic pressure supply passage 28d3 and a return passage 29 are installed between the oil pump 27 and the oil pump 27. Here, the control valve 24 operates in response to the rotational pressure j applied to the pinion shaft 21 when the pulse motor 5 rotates, and controls the hydraulic pressure supplied from the oil pump 27 through the hydraulic pressure supply passage 2B to the rotation. Depending on the direction of the force, the hydraulic oil in either one of the hydraulic chambers 22a or 22b of the power cylinder 22 is introduced into the return passage 29.
Return to the oil pump 27 via ? l J: Acts on sea urchins. Therefore, the pulse motor 5 causes the bevel gear 1 to
9.20, when the rear wheel operating rod 14 is moved in the axial direction via the pinion shaft 21, pinion 18 and rack 17, the oil and soil introduced into the power cylinder 22 is transferred to the rear via the piston 23. It assists the movement of the wheel operating rod 14.

上記パルスモータ５はドライバ３１を介して、フン１−
〇−ラ３０から出力される制御信Ｈに五つて作動制御さ
れる。該コン１−ローラ３０に（ま、９７速セン１〕３
２か１う出ツノされる車速信号と、上記ステアリング装
置２にＪ５Ｌプるステアリングツ翫ンドル６の操舵角を
検出づる舵角センサ７からの舵角信号と、後輪転舵量＠
４にａ３＆ノるパルスモータ５の作動量から後輪転舵量
を検出する後輪転舵角セン゛す３３からの後輪転舵角信
号と、バッテリ電源１３およびイグニッション信号Ｉり
とが入ツノされる。The pulse motor 5 is connected to the fan 1 through the driver 31.
The operation is controlled by five control signals H output from the ○-ra 30. To the controller 1-roller 30 (well, 97 speed sensor 1) 3
A vehicle speed signal that is output by 2 or 1, a steering angle signal from a steering angle sensor 7 that detects the steering angle of the steering wheel 6 that is input to the steering device 2, and a rear wheel turning amount @
4, a rear wheel steering angle signal from a rear wheel steering angle sensor 33 that detects the amount of rear wheel steering from the operation amount of the pulse motor 5 (a3 & 2), a battery power source 13, and an ignition signal I are input. .

また、このコントローラ３０にはメータ表示器３−４が
接続されて転舵状態が表示される。Further, a meter display 3-4 is connected to this controller 30 to display the steering state.

次に、コン１〜ローラ３０の構成を第３図を参照して説
明りる。Next, the configuration of the controllers 1 to 30 will be explained with reference to FIG.

前記舵角センｖ７の検出信号および車速セン→ノ３２の
検出信号は後輪転舵角演算部３５に入力され、この後輪
転舵角演算部３５で目標後輪転舵角θ１゛が演算される
。The detection signal of the steering angle sensor v7 and the detection signal of the vehicle speed sensor 32 are input to the rear wheel turning angle calculating section 35, and the rear wheel turning angle calculating section 35 calculates a target rear wheel turning angle θ1'.

１なわち、上記後輪転舵角演算部３５で番よ、舵角セン
υ−７の信号によりステアリングノーンドル６の左右方
向への操舵による操舵角θ１１をめ、この操舵角θ１１
と車速センサ３２からの車速信号Ｖとにより目標後輪転
舵角θ１・をめる。この後輪転舵角θｒの’ａＫ’ｌは
、例えば第４図に示づ如き操舵角θｌ）と車速Ｖどに対
する後輪転舵角θ１゛の特性が予め後輪転舵角セン部３
５に記憶されてＪ３す、この特性に従って算出される。1. That is, the rear wheel turning angle calculation section 35 calculates the steering angle θ11 by steering the steering wheel 6 in the left-right direction based on the signal from the steering angle sensor υ-7, and calculates the steering angle θ11.
and the vehicle speed signal V from the vehicle speed sensor 32 to determine the target rear wheel turning angle θ1. 'aK'l of this rear wheel turning angle θr is determined by the characteristics of the rear wheel turning angle θ1゛ with respect to the steering angle θl) and the vehicle speed V as shown in FIG.
5 and calculated according to this characteristic.

ここで、第４図に示づ後輪転舵特性は、低速時には、操
舵角θ１１が一定（直を越えると操舵角Ｏｈの増大にし
たかつ〔後輪転舵角θｒが大きな転舵比θｒ／θ１１（
゛マイナス方向の逆位相（前後輪が逆方向に転舵づる状
態）に増大する一方、高速時には、操舵角θ１１の増大
にしたがって後輪転舵角θ１゛がプラス方向に同位相（
前後輪が同方向に転舵りる状態）でｊ１人づるとともに
、一定の操舵角θ］１を越えると転舵比θｒ／θ１）が
略一定となるＪ：うに１１９定されている。これは、低
速時におけるψ両旋回時の最小回転半径を可及的小さく
し、Ｊ、た高速時におりるレーンヂ１ンジをスムースに
実現づるためである。Here, the rear wheel steering characteristics shown in FIG. 4 are such that at low speeds, the steering angle θ11 is constant (beyond straight, the steering angle Oh increases) and [the rear wheel steering angle θr is large, the steering ratio θr/θ11 (
At high speeds, as the steering angle θ11 increases, the rear wheel steering angle θ1 increases in phase in the positive direction (a state in which the front and rear wheels are steered in opposite directions).
When the front and rear wheels are steered in the same direction), the steering ratio θr/θ1) becomes approximately constant when the steering angle θ exceeds a certain steering angle θ]1. This is to make the minimum turning radius as small as possible during both ψ turns at low speeds, and to smoothly realize range 1 turns at high speeds.

上記後輪転舵角セン部３５で終用した後輪転舵角θｒの
信号は第１の比較器３６に人力され、第１の比較器３６
はこの後輪転舵角Ｏｒの１５ｚ号と後輪転舵角レンｖ３
３からの実測後輪転舵角θｒ′とを比較して、その偏差
帛に応じた制御爪に相当づる信号を補正パルス発生部３
９に対し”Ｃ出力する。The signal of the rear wheel turning angle θr that has been used by the rear wheel turning angle sensing section 35 is manually inputted to the first comparator 36.
is this rear wheel steering angle No. 15z of Or and rear wheel steering angle Len v3
The correction pulse generator 3 compares the measured rear wheel turning angle θr' from 3 and generates a signal corresponding to the control claw according to the deviation.
Outputs "C" for 9.

また、舵角セン４ノアの検出信号１よ操舵速度演粋部／
１０に人力され、この操舵速度演紳部／１０で単位時間
当りの操舵の変化毎から操舵速度１」をめ、この信号１
１１よ第２の比較器３７に人力される。第２の比較器３
７（まこの操舵速度Ｈと設定信号発生部３８からの設定
１ｆｉ　Ｋ−とを比較して、操舵速度１−１が設定値１
（より大きいときに、ドライバ３１にハイレベルもしく
はローレベルのステップ角信号を出力し、このドライバ
３１からパルスモータ５に出力される駆動パルス信号の
励磁方式を変えて、パルスモータ５のステップ角を操舵
速度１−１の小さいときには小さくく１ステップ０．９
°〉、操舵速度ト１の大きいときには大きく（１ステッ
プ１．８°）切換えて駆動り−るものである。Also, from the detection signal 1 of the steering angle sensor 4, the steering speed operation part/
10, the steering speed controller/10 calculates the steering speed 1 from each change in steering per unit time, and calculates the steering speed 1 from this steering speed control section/10.
11 and is manually input to the second comparator 37. Second comparator 3
7 (Comparing Mako's steering speed H with the setting 1fi K- from the setting signal generating section 38, the steering speed 1-1 is the setting value 1.
(When the step angle is larger than When the steering speed 1-1 is small, the step is 0.9.
°>, and when the steering speed T1 is high, the driving is performed by switching greatly (1.8° per step).

補正パルス発生部３９は、θｒ−θｒ′の正負に応じて
パルスモータ５の回転方向に対応した回転方向切換え信
号、および所定の周波数の駆動パルス信号をドライバ３
１に出力し、１〜ライバ３１はこの信号Ｊ３よび第２の
比較５３７からの操舵の変化量に応じたステップ角信号
を受（）Ｃパルスモータ５を駆動り−る駆動パルス１ｎ
￥−３に変換してパルス七−夕５に出力し、［］標後後
輪転舵角「どイｊるように後輪転舵装置４を駆動りる。The correction pulse generator 39 sends a rotation direction switching signal corresponding to the rotation direction of the pulse motor 5 and a drive pulse signal of a predetermined frequency to the driver 3 according to the positive or negative of θr-θr'.
1 to the driver 31 receive the step angle signal corresponding to the amount of change in steering from the signal J3 and the second comparison 537.
It is converted to ¥-3 and output to the pulse Tanabata 5, and the rear wheel steering device 4 is driven to determine the rear wheel steering angle.

な＋３、上記駆動パルス信号は、操舵の変化量が大きい
低速時に＋５いてｔｉＬ、ハンドル舵角速度の最大値（
約７６０’／ｓ）に対応し、これに上記した第４図の特
性に基づき後輪転舵角θｒの最大１ｉ０（約２０°）の
転舵を、追従遅れを起さないようにパルスモータ５を駆
動リ−るためのパルス数どステップ角の信号がまり、操
舵の変化♀が小さい＾速時に＋３いてはハンドル舵角速
度Ｊ３Ｊ、び第４図による後輪転舵角θｒのいずれも小
さくなることから、後輪３の転舵に空き時間が生じない
にうに、均等にパルスモータ５を駆動りるためのパルス
数とステップ角の信号がまるものである。+3, the above drive pulse signal is +5 at low speeds where the amount of change in steering is large, tiL, the maximum value of the steering wheel angular velocity (
760'/s), and based on the characteristics shown in FIG. When the number of pulses required to drive the wheel and the step angle signal are concentrated and the steering change ♀ is small, +3, both the steering wheel steering angular speed J3J and the rear wheel turning angle θr shown in Fig. 4 become small. Therefore, the number of pulses and step angle signals for driving the pulse motor 5 evenly so that there is no idle time in steering the rear wheels 3 are set.

次に、上記実施例のコン１〜ローラ３０の作動を第５図
に示すフローヂャ−１〜を用い′Ｃ説明りる。Next, the operation of the controller 1 to the roller 30 of the above embodiment will be explained using the flowchart 1 to 30 shown in FIG.

この第５図の例では、第３図と異なり後輪転舵角セン９
３３の実測後輪転舵角信号を入力することなくオープン
制御を行う場合について示している。In the example shown in Fig. 5, unlike Fig. 3, the rear wheel steering angle sensor 9
The case where open control is performed without inputting the actually measured rear wheel turning angle signal of No. 33 is shown.

第５図Ａはメイン処理ルーチンであり、スター１゛シて
、システムイニシＩＩライズ（第５図に＋３１）るステ
ップ１〕１）の後、操舵角のメモリ値Ｍθ１１が０６か
どうか判断しく１）２＞、ＹＥＥＳの場合には後輪転舵
角θｒをＯｏに補正する（Ｐ３）一方、Ｎｏの場合には
車速レンサ３２による車速Ｖを読み込む（Ｐ４）。FIG. 5A shows the main processing routine, in which it is determined whether the steering angle memory value Mθ11 is 06 or not after the system initialization II (step 1) 1) in which the system is initialized (+31 in FIG. 5). )2>, in the case of YES, the rear wheel turning angle θr is corrected to Oo (P3), while in the case of No, the vehicle speed V from the vehicle speed sensor 32 is read (P4).

また、舵角［ンサ７による操舵角θ１１の読み込みは、
第５図Ｂの割込み処理ルーチンによって行い、数ミリレ
カンドの一定時間（１秒）毎に発生される割込み信号Ｉ
ＲＱの入力（＋）１１）に伴い、舵角ヒンリー７の操舵
角θ１１を読み込み（）’１２）、この検出操舵角θｈ
の値と前回検出の操舵角θ１１のメモリ値Ｍθ１１の値
から操舵速度！−１を算出して（ＰＩ３）、上記操舵角
θｈ　（＋３よび操舵速度１−１の値をメモリに書き込
み（ＰＩ３）、この処理ルーチンを於７１　乙　− 上記割込み処理に伴ってメイン処理ルーチン（゛は、メ
モリの操舵角ＭＯＩＩ　＋３よび車速Ｖに！＾づき、第
４図の特性により予め登録しである目標後輪転舵角θｒ
を算出づる（Ｐ５）。そして、操舵速度１１が設定値１
〈より大ぎいかどうか判断しく＋）Ｇ）、この判断がＹ
ＥＳのとぎにはステップ角を大きく１．８°／　５ｔｅ
ｐとづ゛る信号を出力ηる（Ｆ）７）一方、Ｎｏのとき
にはステップ角を小さり０．９°／　５ｔｅｐとする信
号をドライバ３１に出力りる（＋）８）。Furthermore, the reading of the steering angle θ11 by the sensor 7 is as follows:
The interrupt signal I is generated by the interrupt processing routine shown in FIG.
With the RQ input (+)11), the steering angle θ11 of the steering angle Hinley 7 is read ()'12), and this detected steering angle θh
Steering speed from the value of the memory value Mθ11 of the previously detected steering angle θ11! -1 (PI3), write the values of the steering angle θh (+3 and steering speed 1-1) in the memory (PI3), and execute this processing routine at 71B - Along with the above interrupt processing, the main processing routine (゛ is the target rear wheel turning angle θr, which is registered in advance according to the characteristics shown in Fig. 4, based on the steering angle MOII +3 and the vehicle speed V in the memory.
Calculate (P5). Then, the steering speed 11 is set to 1
〈Judging whether it is greater than +)G), this judgment is Y
Increase the step angle to 1.8°/5te for ES sharpening.
On the other hand, when the answer is No, a signal that decreases the step angle by 0.9°/5 tep is output to the driver 31 (+) 8).

続いＣ、ステップ１〕５による後輪転舵角θｒと前回算
出した後輪転舵角０１・′とが一致するように、１θｒ
−〇Ｉ゛’　ｌ　＝　Ｏとなるパルス数、回転方向を４
輝して所定の駆動パルスをドライバ３１に出力しくＰ９
）、今回の後輪転舵角θｒを前回の後輪転舵角θｒ′に
メモリを円込換え（１）１０）、上記処理を繰返づ。な
＋３、ステップＰ３に＋５いては、後輪転舵角θｒをＯ
ｏに補正するとどもにメモリの後輪転舵角θ１゛′もＯ
ｏとづる。Continue C, Step 1] Set 1θr so that the rear wheel steering angle θr obtained in step 5 matches the previously calculated rear wheel steering angle 01・′.
−〇I゛' The number of pulses and rotation direction for l = O is 4.
P9 to output a predetermined drive pulse to the driver 31.
), convert the current rear wheel steering angle θr into the previous rear wheel steering angle θr' in the memory (1) 10), and repeat the above process. +3, and +5 in step P3, the rear wheel steering angle θr is set to O.
When corrected to o, the memory rear wheel steering angle θ1゛' also becomes O.
It's spelled o.

上記実施例によれば、操舵速度１−１が人ぎいときには
、パルスモータ５のステップ角を大きくして後輪３の転
舵遅れを解消する一方、操舵速度１〜１が小さいときに
は、ステップ角を小ざくして後輪３の動きを小刻みにし
て、全領域に８３いて精度のよい後輪転舵制御を行うこ
とができる。According to the above embodiment, when the steering speed 1-1 is high, the step angle of the pulse motor 5 is increased to eliminate the steering delay of the rear wheels 3, while when the steering speed 1-1 is low, the step angle By reducing the movement of the rear wheels 3 in small increments, accurate rear wheel steering control can be performed over the entire range 83.

また、上記第５図に示１実施例では、後輪転舵角θ１゛
の実測検出によるフィードバック制御は行っていないが
、これはフィードバック制御を全領域で行うと操舵の変
化量の大きい時には、フィードバック制御を実行してい
る時間だ【プ応答遅れやハンチングが発生ずることにな
るためであるが、本発明は、例えば、ハンドルヒンタ時
のみ後輪３の基準位置を修正し−Ｃ１制御誤差の蓄積を
解消覆るようにしてもＪ、く、また、常に後輪の転舵角
をフィードバック制御するようにしたものにも適用可能
である。In addition, in the first embodiment shown in FIG. 5, feedback control based on actual measurement detection of the rear wheel turning angle θ1 is not performed, but this means that if feedback control is performed in the entire range, when the amount of change in steering is large, feedback control is not performed. [This is because a delay in response or hunting will occur, but the present invention corrects the reference position of the rear wheel 3 only when the steering wheel is hinted. It is also possible to apply feedback control to the steering angle of the rear wheels at all times.

一方、上記実施例では後輪転舵装置４に油圧によって後
輪３の転舵をアシストリ゛るいわゆるパワーステアリン
グ機構を採用しで、パルスモータ５による転舵動作を確
実にしているが、パルスモータ５のみにＪ：る転舵もし
くは他のアシストｆｉｌｌ構を採用してもよい。On the other hand, in the above embodiment, a so-called power steering mechanism is adopted in the rear wheel steering device 4 to assist steering of the rear wheels 3 using hydraulic pressure, and the steering operation by the pulse motor 5 is ensured. Only J: steering or other assist fill mechanism may be adopted.

また、上記のように操舵の変化量に応じて相対的にステ
ップ角を変化させる−とともに、この操舵の変化量に対
応してパルスモータ５の駆動パルス周波数を可変として
もよく、操舵の変化量が大きいときにパルスモータ５の
ステップ角を大きくりるど同面に、駆動パルス周波数を
高くりるようにづ゛ると、より良好な制御を行うことが
できる。In addition, as described above, the step angle may be changed relatively according to the amount of change in steering, and the drive pulse frequency of the pulse motor 5 may also be made variable in accordance with the amount of change in steering. Better control can be achieved by increasing the step angle of the pulse motor 5 and at the same time increasing the drive pulse frequency when the value is large.

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

第１図は本発明の構成を明示するための車両の４輪操舵
装置の全体構成図、 第２図は本発明の一実施例にＪ、る車両の４輪操舵装置
の具体的構造例を示４−仝体構成図、第３図はコントロ
ーラのブロック図、 第４図はコントローラに設定される後輪転舵特性の一例
、を示ず特性図、 第５図Δ、Ｂは上記実施例にａ３１：Ｊる後輪転舵制御
の流れを示り゛フローヂ１７−１〜である。 １・・・・・・前輪　２・・・・・・ステアリング装置
３・・・・・・後輪　４・・・・・・後輪転舵装置５・
・・・・・パルスモータ ６・・・・・・ステアリングハンドル ７・・・・・・舵角レンサ　３０・・・・・・コン１〜
口−ラ第　１　図 第−２図Fig. 1 is an overall configuration diagram of a four-wheel steering system for a vehicle to clearly demonstrate the structure of the present invention, and Fig. 2 is a specific structural example of a four-wheel steering system for a vehicle according to an embodiment of the present invention. Figure 4 is a block diagram of the controller; Figure 4 is an example of the rear wheel steering characteristics set in the controller; Figure 5 is a characteristic diagram (not shown); Figure 5 is a diagram of the above embodiment. a31: Flow 17-1~ shows the flow of rear wheel steering control. 1... Front wheel 2... Steering device 3... Rear wheel 4... Rear wheel steering device 5.
...Pulse motor 6 ... Steering handle 7 ... Steering angle sensor 30 ... Controller 1 ~
Figure 1 Figure 2

Claims (1)

【特許請求の範囲】[Claims] （１）　前輪を転舵゛す゛るステアリング装置と、後輪
を転舵づる後輪転舵装置と、後輪転舵装置を駆動するパ
ルスモータと、上記ステアリング装置のステアリングハ
ンドルの舵角を検出する舵角センサと、少なくとも上記
舵角センサの信号が入力され前輪転舵角に応じた制御信
号をパルスモータに送出する制御手段と、上記舵角セン
サの信号の変化状態を検出する操舵判別手段と、この操
舵判別手段の出力に基づき、操舵の変化ｍが大きいとき
パルスモータのステップ角を相対的に大きくするステッ
プ角設定手段どが設【プられたことを特徴とづる車両の
４輪操舵装置。(1) A steering device that steers the front wheels, a rear wheel steering device that steers the rear wheels, a pulse motor that drives the rear wheel steering device, and a steering angle that detects the steering angle of the steering wheel of the steering device. a sensor, a control means that receives at least a signal from the steering angle sensor and sends a control signal corresponding to the front wheel turning angle to the pulse motor, a steering determination means that detects a change state of the signal from the steering angle sensor; A four-wheel steering system for a vehicle, characterized in that a step angle setting means is provided for relatively increasing the step angle of the pulse motor when the steering change m is large based on the output of the steering determining means.
JP58175935A 1983-09-22 1983-09-22 Four-wheel steering device of car Granted JPS6067272A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP58175935A JPS6067272A (en) 1983-09-22 1983-09-22 Four-wheel steering device of car

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP58175935A JPS6067272A (en) 1983-09-22 1983-09-22 Four-wheel steering device of car

Publications (2)

Publication Number Publication Date
JPS6067272A true JPS6067272A (en) 1985-04-17
JPH0431903B2 JPH0431903B2 (en) 1992-05-27

Family

ID=16004821

Family Applications (1)

Application Number Title Priority Date Filing Date
JP58175935A Granted JPS6067272A (en) 1983-09-22 1983-09-22 Four-wheel steering device of car

Country Status (1)

Country Link
JP (1) JPS6067272A (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61241274A (en) * 1985-04-19 1986-10-27 Kayaba Ind Co Ltd Rear wheel steering device
JPH01215674A (en) * 1988-02-25 1989-08-29 Fuji Heavy Ind Ltd Method of controlling rear wheel steering of automobile
US4943758A (en) * 1987-09-17 1990-07-24 Honda Giken Kogyo Kabushiki Kaisha Steering control apparatus for a motor vehicle with steerable front and rear wheels
US5083627A (en) * 1988-03-28 1992-01-28 Honda Giken Kogyo Kabushiki Kaisha Steering system for motor vehicle with steerable front and rear wheels
CN104527780A (en) * 2014-12-08 2015-04-22 上海理工大学 Steering control method for four-wheeled independent steering vehicle

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61241274A (en) * 1985-04-19 1986-10-27 Kayaba Ind Co Ltd Rear wheel steering device
JPH0523986B2 (en) * 1985-04-19 1993-04-06 Kayaba Industry Co Ltd
US4943758A (en) * 1987-09-17 1990-07-24 Honda Giken Kogyo Kabushiki Kaisha Steering control apparatus for a motor vehicle with steerable front and rear wheels
JPH01215674A (en) * 1988-02-25 1989-08-29 Fuji Heavy Ind Ltd Method of controlling rear wheel steering of automobile
US5083627A (en) * 1988-03-28 1992-01-28 Honda Giken Kogyo Kabushiki Kaisha Steering system for motor vehicle with steerable front and rear wheels
CN104527780A (en) * 2014-12-08 2015-04-22 上海理工大学 Steering control method for four-wheeled independent steering vehicle

Also Published As

Publication number Publication date
JPH0431903B2 (en) 1992-05-27

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