JPS61171667A - Front-rear-wheel steering gear for vehicle - Google Patents
Front-rear-wheel steering gear for vehicleInfo
- Publication number
- JPS61171667A JPS61171667A JP1182485A JP1182485A JPS61171667A JP S61171667 A JPS61171667 A JP S61171667A JP 1182485 A JP1182485 A JP 1182485A JP 1182485 A JP1182485 A JP 1182485A JP S61171667 A JPS61171667 A JP S61171667A
- Authority
- JP
- Japan
- Prior art keywords
- steering angle
- rear wheel
- vehicle
- angle ratio
- wheel steering
- 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
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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Abstract
Description
【発明の詳細な説明】
〈産業上の利用分野〉
本発明は前輪に対する後輪の転舵角を可変制御し得る車
輌の前後輪操舵装置の改良に関する。DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to an improvement in a front and rear wheel steering device for a vehicle that can variably control the steering angle of the rear wheels relative to the front wheels.
〈従来の技術〉
本出願人は既に前輪の転舵に関連せしめて後輪を転舵す
ると共に、車速に応じて前輪に対する後輪の舵角比を可
変する車輌の操舵装置（特願昭５７−１３４８８８号等
）を提案した。この装置の概要について説明すると、低
速に於ては後輪を前輪と逆位相または略零に転舵させ、
他方高速に於てはこれとは反対に後輪を前輪と同位相に
転舵させる。そして、この舵角比は第６図のＤで示す叩
く、車速に対し連続的関数となり、所定の中速ｄ１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。舵角比の連続的ｌｌ１１１ｍがこの関
数曲線りに従って行なわれ、低速及び高速に於て操舵装
置の機能を両立させている。これにより低速に於ては車
輌の最小回転半径、内輪差ともに大幅に減少し゛、車庫
入れ、狭い屈曲路での走行及びニーターン等に於て車輌
の取り廻し性を飛躍的に向上させることができると共に
、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。<Prior Art> The present applicant has already proposed a vehicle steering system (patent application No. 57) that 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 in accordance with the vehicle speed. -134888, etc.). To explain the outline of this device, at low speeds, the rear wheels are steered in opposite phase to the front wheels or almost at zero.
On the other hand, at high speeds, the rear wheels are steered in the same phase as the front wheels. This steering angle ratio becomes a continuous function of the vehicle speed as shown by D in FIG. If the vehicle speed becomes lower than this, the steering angle ratio becomes negative, that is, the phase becomes opposite. Continuous steering angle ratios 111m are performed according to this function curve, and the functions of the steering system are made compatible at low and high speeds. As a result, both the minimum turning radius and the difference between the inner wheels of the vehicle are significantly reduced at low speeds, and the maneuverability of the vehicle is dramatically improved when parking in a garage, driving on narrow curved roads, knee turns, etc. At the same time, on the other hand, at high speeds, maneuvering responsiveness can be dramatically improved.
ところで、低速時に於て縦列駐車や狭い場所での幅寄せ
を行なう際には、前輪と後輪とが互い逆位相で転舵され
た場合には車輌の後部が横方向に撮られるなどの不都合
が生じ、むしろ同位相に転舵した方がハンドル操作を容
易にする場合がある。By the way, when parallel parking at low speeds or pulling closer in a narrow space, if the front and rear wheels are steered in opposite phases, there are inconveniences such as the rear of the vehicle being photographed laterally. This may result in easier steering operation if the wheels are steered in the same phase.
そこでこのような前後輪操舵装置にマニュアル切換手段
を設けることによりこのような要望を満たすことができ
る。Therefore, by providing a manual switching means in such a front and rear wheel steering device, such a demand can be met.
しかしながら、例えば中高速域でマニュアル選択状態が
保持された場合には、車輌の操縦応答性が必ずしも適正
でないため車輌の運動が運転者の息に反する場合がある
。However, for example, when the manual selection state is maintained in a medium to high speed range, the vehicle's maneuvering responsiveness is not necessarily appropriate, and the motion of the vehicle may go against the driver's breath.
〈発明が解決しようとする問題点〉
このような不都合に鑑み、本発明の主な目的は、マニュ
アル切換手段を具備することにより車輌の取り廻し性を
大幅に向上せしめることができ、しかもマニュアル選択
状態が不適切である場合には、運転者に対して警報を発
し得るような車輌の前後輪操舵装置を提供することにあ
る。<Problems to be Solved by the Invention> In view of these inconveniences, the main object of the present invention is to significantly improve the maneuverability of a vehicle by providing a manual switching means, and to provide manual selection. It is an object of the present invention to provide a front and rear wheel steering device for a vehicle that can issue a warning to a driver when the condition is inappropriate.
〈問題点を解決するための手段〉
このような目的は、本発明によれば、後輪の転舵角を一
定の条件に従って可変制御する車輌の前後輪操舵装置に
於て、予め設定した一または二以上の舵角比情報または
後輪転舵角情報と、この舵角比情報または後輪転舵角情
報を選択し、選択された情報に対応する舵角比または後
輪転舵角を実現するマニュアル切換手段と、変速レバー
のシフト位置を検出して、マニュアル切換を選択した状
態で前記シフト位置が高速位置にシフトアップさｔ″′
き１警報２発生１警報発生手段′！″ｌ備 ！：す
ることを特徴とする車輌の前後輪操舵装置を提供するこ
とにより達成される。<Means for Solving the Problems> According to the present invention, this object is achieved by controlling a preset point in a front and rear wheel steering system of a vehicle that variably controls the steering angle of the rear wheels according to certain conditions. Or a manual that selects two or more pieces of steering angle ratio information or rear wheel turning angle information and the steering angle ratio information or rear wheel turning angle information and realizes the steering angle ratio or rear wheel turning angle corresponding to the selected information. The shift position of the shift lever is detected by the switching means, and the shift position is shifted up to a high speed position with manual switching selected.
1 alarm 2 generation 1 alarm generation means'! This is achieved by providing a front and rear wheel steering device for a vehicle that is characterized by:
〈作用〉
このように、マニュアル切換が選択されたまま変速レバ
ーのシフト位置が中高速位置に変更された場合には、即
ち車輌の走行速痩が成る程度まで達したときには警報を
発して運転者に対してマニュアル切換の解除を促し、或
いは中速を高めないように警告することにより、車輌が
運転者の意に反した操縦応答性を呈する不都合を回避す
ることができる。<Function> As described above, if the shift position of the gear shift lever is changed to a medium-high speed position while manual switching is selected, in other words, when the vehicle's running speed reaches a point where it becomes slow, a warning is issued to alert the driver. By prompting the driver to cancel manual switching or warning him not to increase the medium speed, it is possible to avoid the inconvenience of the vehicle exhibiting operational responsiveness that is contrary to the driver's wishes.
〈実施例〉
以下、本発明の好適実施例を添付の図面について詳しく
説明する。<Embodiments> Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.
図面に於て、第１図は前後輪操舵装置を備えた車輌の概
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（ａ）、（ｂ）及び（Ｃ）はその作動原理
を示す破断側面図である。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, Fig. 2 is an enlarged perspective view of the rear wheel steering system, and Figs. 3 (a), (b) and (C) is a cutaway side view showing the principle of operation.
先ず、本発明を明確にするため第１図乃至第３図を参照
して前後輪操舵装置の構成及び動作について説明する。First, in order to clarify the present invention, the configuration and operation of the front and rear wheel steering device will be explained with reference to FIGS. 1 to 3.
ハンドル１のハンドル軸２はラックピニオン式のギヤボ
ックス３内に組込まれラック軸４の左右端にはタイロッ
ド５．５が連結され、両タイロッド５．５の外端には前
輪７．７を支承したナックルアーム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。The handle shaft 2 of the handle 1 is incorporated into a rack and pinion gear box 3, and tie rods 5.5 are connected to the left and right ends of the rack shaft 4, and a front wheel 7.7 is supported at the outer ends of both tie rods 5.5. A knuckle arm 6.6 is connected thereto, and the front wheels 7.7 are steered in the steering direction of the steering wheel 1, as is known.
一方、前記ギヤボックス３から後方ヘビニオン軸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。On the other hand, a rear hennion shaft 8 is led out from the gear box 3, and a long linkage shaft 10 is connected to the rear end of this shaft 8 via a universal joint 9.
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
４右中心線上に配置され、かつ軸受ブラケット１３にて
回転自在に支承されている。An input shaft 12 is connected to the rear end of the linkage shaft 10 via a universal joint 11, and this input shaft 12 is arranged on the 4-right center line at the rear of the vehicle body, and is rotatably supported by a bearing bracket 13. ing.
更に入力軸１２の後端にはクレビス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０ツド１８．１８が連結され、かつジヨイント部
材１６はリンク２１．２２及びブラケット２３にて車体
側に揺動自在に支持されている。また、両タイＯツド１
８．１８の外端には後輪２０．２０を支承したすックル
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 clevis 14, and a joint member 16 is loosely fitted in the middle of the swing shaft 15. Tie ties 18.18 are connected to the left and right ends of the joint member 16 via ball joints 17.17, and the joint member 16 is swingably supported on the vehicle body side by links 21.22 and brackets 23. ing. In addition, both ties Otsudo 1
A buckle arm 19.19 supporting a rear wheel 20.20 is connected to the outer end of 8.18.
そして、前記揺動軸１５の後端にはアーム２５が下向き
に突出するように固着され、このアーム２５の下端には
リンク２６が上下方向に回動自在に枢着され、リンク２
６の後端にはスライダ２７が同じく上下方向に回動自在
に枢着されている。An arm 25 is fixed to the rear end of the swing shaft 15 so as to protrude downward, and a link 26 is pivotally connected to the lower end of the arm 25 so as to be freely rotatable in the vertical direction.
A slider 27 is similarly pivotally mounted to the rear end of the slider 6 so as to be freely rotatable in the vertical direction.
このスライダ２８には第３図に示す如くボールスクリュ
ー機構２８を介してモータ２９の出力軸３０が螺合され
、この出力軸３０が前記入力軸１２と同軸的に後方に位
置するようにモータ２９が車体に固定されている。An output shaft 30 of a motor 29 is screwed onto the slider 28 via a ball screw mechanism 28 as shown in FIG. is fixed to the vehicle body.
一方、車輌には車載コンピュータ３１が搭載され、この
コンピュータ３１は車速を検出する車速センサ３２及び
上記スライダ２７の位置を検出する位置センサ３３から
の信号を受けて車速に応じた適正な制御信号をモータ２
９に供給する。On the other hand, the vehicle is equipped with an on-board computer 31, which receives signals from a vehicle speed sensor 32 that detects the vehicle speed and a position sensor 33 that detects the position of the slider 27, and outputs appropriate control signals according to the vehicle speed. motor 2
Supply to 9.
スライダ２７が第３図（ａ）に示す位置にあり、ジヨイ
ント部材１６のピボット点Ｐが入力軸１２の軸心に一致
している場合は、入力軸１２と揺動軸１５とは同心にて
回動するためジヨイント部材１６は左右揺動せず、タイ
ロッド１８．１８も不動である。従って、前輪７．７の
みが転舵され、後輪２０．２０は全く転舵されない。When the slider 27 is in the position shown in FIG. 3(a) and the pivot point P of the joint member 16 coincides with the axis of the input shaft 12, the input shaft 12 and the swing shaft 15 are concentric. Due to the rotation, 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 and the rear wheels 20.20 are not steered at all.
一方、車速が設定値ｄ１（第６図）未満の低速時には、
コンピュータ３１が車速センサ３２からの車速信号に応
じてモータ２９を駆動することにより第３図（ｂ）に示
す如くスライダ２７の位置を前進位置に定める。スライ
ダ２７が前進位置にあれば、揺動軸１５が下方へ傾き、
ピボット点Ｐが入力軸１２の軸心よりも下方へｅ、たけ
オフセット（偏心）するためジヨイント部材１６は入力
軸１２の回動に応じて左右揺動し、後輪用タイロッド１
８．１８を前輪用タイ０ツド５．５とは逆方向へ変位さ
せる。従って後輪２０．２０が前輪７．７とは逆位相に
転舵されるとともに、前後輪の舵角比が車速に対応して
連続的に変化する。On the other hand, when the vehicle speed is lower than the set value d1 (Fig. 6),
The computer 31 drives the motor 29 in response to the vehicle speed signal from the vehicle speed sensor 32, thereby positioning the slider 27 at the forward position as shown in FIG. 3(b). When the slider 27 is in the forward position, the swing shaft 15 tilts downward,
Since the pivot point P is offset (eccentric) by a distance e below the axis of the input shaft 12, the joint member 16 swings left and right in accordance with the rotation of the input shaft 12, and the tie rod 1 for the rear wheel
8.18 in the opposite direction to the front wheel tie 5.5. Therefore, the rear wheels 20.20 are steered in a phase opposite to that of the front wheels 7.7, and the steering angle ratio of the front and rear wheels changes continuously in accordance with the vehicle speed.
また、車速か設定値ｄ１（第６図）を越えた高
１速時には、コンピュータ３１がモータ２９をその時の
車速に応じて逆転せしめ、第３図（Ｃ）に示す如くスラ
イダ２７を後退させる。このスライダ２７の後退により
揺動軸１５が上方へ傾き、ピボット点Ｐが入力軸１２の
軸心よりも上方へｅ２だけオフセットするため、ジヨイ
ント部材１６は入力軸１２の回動に応じて左右揺動し、
後輪用タイロッド１８．１８を前輪用タイ０ツド５．５
と同方向へ変位させる。従って後輪２０．２０は前輪７
．７と同位相に転舵され、前後輪の舵角比も車速に対応
して連続的に変化する。Also, if the vehicle speed exceeds the set value d1 (Fig. 6),
At first speed, the computer 31 causes the motor 29 to rotate in the reverse direction according to the vehicle speed at that time, causing the slider 27 to move backward as shown in FIG. 3(C). As the slider 27 moves back, the swing shaft 15 tilts upward, and the pivot point P is offset upward by e2 from the axis of the input shaft 12, so the joint member 16 swings left and right in response to the rotation of the input shaft 12. move,
Rear wheel tie rod 18.18 to front wheel tie rod 5.5
Displace it in the same direction. Therefore, the rear wheel 20.20 is the front wheel 7.
．． 7, and the steering angle ratio of the front and rear wheels also changes continuously in accordance with the vehicle speed.
次に、第４図乃至第６図を参照し、本発明の要部構成に
ついて説明する。第４図は要部構成図、第５図は第４図
の機能ブロック図、第６図は第５図に於ける舵角比出力
特性図である。Next, the main structure of the present invention will be explained with reference to FIGS. 4 to 6. FIG. 4 is a configuration diagram of main parts, FIG. 5 is a functional block diagram of FIG. 4, and FIG. 6 is a steering angle ratio output characteristic diagram in FIG. 5.
先ず、第４図に於て符号３４は例えば複数の押ボタン３
５ａ、３５ｂ・・・を並べて構成した舵角比（または後
輪転舵角、以下同じ）マニュアル選択スイッチであり、
車室内のインストルメントパネルに配設してドライバが
手動で操作できるようにしである。この選択スイッチ３
４は前記コンピュータ３１に接続され、選択スイッチ３
４にて選択された舵角比の選択結果がコンピュータ３１
に入力される。First, in FIG. 4, reference numeral 34 indicates, for example, a plurality of push buttons 3.
5a, 35b... is a steering angle ratio (or rear wheel steering angle, hereinafter the same) manual selection switch configured by arranging 5a, 35b...
It is placed on the instrument panel inside the vehicle so that the driver can operate it manually. This selection switch 3
4 is connected to the computer 31, and the selection switch 3
The selection result of the steering angle ratio selected in step 4 is displayed on the computer 31.
is input.
また、変速レバー３６の下部近傍にはシフト位置検出セ
ンサ３７が配設され、変速レバー３６のシフト位置を検
出し得るようにしである。図示された実施例の場合、シ
フト位置検出センサ３７は「ロー」及び「バック」以外
のシフト位置に設けられたリミットスイッチからなって
いる。しかしながら、センサの構成は上記に限らず、全
てのシフト位置にスイッチを設けたり、「０−」、「バ
ック」及び「ニュートラル」位置にスイッチを設けても
よく、スイッチ自体も機械式リミットスイッチに限らず
光センサ等任意の形式のものであって良い。自動変速機
が用いられている場合には、自動変速機内部にこのよう
なセンサを配設し同様にして変速ギヤのシフト状態を検
出することができる。Further, a shift position detection sensor 37 is disposed near the bottom of the speed change lever 36, so as to be able to detect the shift position of the speed change lever 36. In the illustrated embodiment, the shift position detection sensor 37 comprises a limit switch provided at shift positions other than "low" and "back". However, the configuration of the sensor is not limited to the above; switches may be provided at all shift positions, or switches may be provided at "0-", "back", and "neutral" positions, and the switch itself may be a mechanical limit switch. However, it may be of any type, such as an optical sensor. When an automatic transmission is used, such a sensor can be disposed inside the automatic transmission to similarly detect the shift state of the transmission gear.
更に、インストルメントパネルの適所には警報ブザ−３
８が配設してあり、該警報ブザーはコンピュータ３１に
接続されている。このような警報ブザーに代えて、運転
者の目視し得る位置に詐報ランプを設置してもよく、或
いは警報ブザーと警報ランプとを併用してもよい。Furthermore, there is a warning buzzer 3 in the appropriate place on the instrument panel.
8 is provided, and the alarm buzzer is connected to the computer 31. Instead of such a warning buzzer, a false alarm lamp may be installed at a position visible to the driver, or a warning buzzer and a warning lamp may be used together.
次に、第５図を参照しコンピュータ３１に於ける舵角比
のマニュアル選択機能について説明する。Next, the manual selection function of the steering angle ratio in the computer 31 will be explained with reference to FIG.
先ず、舵角比が車速に応じて自動的に変化する通常の動
作（オート作動）について説明する。このれは選択スイ
ッチ３４の第１番目の押ボタン３５ａを押すことにより
選択される。前記したように、車速センサ３２が検出し
た車速信号はコンピュータ３１に入力され、変換処理（
イ）によって車速に対応する舵角比データｋａに変換さ
れる。First, the normal operation (auto operation) in which the steering angle ratio automatically changes depending on the vehicle speed will be explained. This is selected by pressing the first push button 35a of the selection switch 34. As described above, the vehicle speed signal detected by the vehicle speed sensor 32 is input to the computer 31, and is subjected to conversion processing (
b) is converted into steering angle ratio data ka corresponding to the vehicle speed.
他方、位置センサ３３からは実際の舵角比データｋ が
得られ、両舵角比データｋｋ が比較ｂ
ａ−ｂ演算処理（０）されて必要な舵
角比修正情報ｂ１が管られる。−り、選択スイッチ３４
に於ては前記のオート作！ＦｌｌＡ■が選択されている
ため、選択処理（ハ）によって上記修正情報ｂ１Ｓよそ
のままコンピュータ３１から出力され、出力装置３７を
介して車速に応りた必要な舵角比に変更する修正制御信
号Ｓ１が前記モータ２９に供給される。On the other hand, actual steering angle ratio data k is obtained from the position sensor 33, and both steering angle ratio data kk are compared b
The a-b calculation process (0) is performed and necessary steering angle ratio correction information b1 is obtained. - selection switch 34
In the case, the above-mentioned auto work! Since FllA■ has been selected, the above correction information b1S is outputted from the computer 31 as it is by the selection process (c), and a correction control signal S1 is sent via the output device 37 to change the steering angle ratio to the required steering angle ratio according to the vehicle speed. is supplied to the motor 29.
他方、コンピュータ３１の記憶装置には所定の舵角比情
報（ニ）が記憶されている。この情報（ニ）は例えば任
意の大きさをもつ複数の舵角比データに１、ｋ １に３
、・・・ｋｎからなる。そして、選択スイッチ３４に於
て、前記押ボタン３５ａ以外の任意の押ボタン、例えば
押ボタン３５ｂを押せば、舵角比情報（ニ）から舵角比
データに、が読み出され、これは位置センサ３３からの
舵角比データに、と比較演算処理（ホ）され修正情報ｂ
２が得られる。On the other hand, predetermined steering angle ratio information (d) is stored in the storage device of the computer 31. This information (d) is, for example, 1 for multiple pieces of steering angle ratio data with arbitrary sizes, 3 for k 1, etc.
,...kn. Then, in the selection switch 34, if any pushbutton other than the pushbutton 35a, for example the pushbutton 35b, is pushed, the steering angle ratio data is read out from the steering angle ratio information (d), and this is the position The steering angle ratio data from the sensor 33 is subjected to a comparison calculation process (e) with correction information b.
2 is obtained.
一方、選択処理（ハ）に於ては、選択スイッチ３４に於
けるオート作動Ａ□以外の押ボタンが押されている場合
にはこれを受け、前記修正情報ｂ１の出力を停止し、前
記修正情報ｂ２を出力するよう選択する。これにより修
正制御信号Ｓ２が出力装置３９からモータ２９に供給さ
れ、後輪の舵角比かに１に設定される。
イこ°の動作は他の押ボタン３５ｂ１
３５ａ・・・についても同様であり、ドライバは選択ス
イッチ３４にて第６図に示す任意の舵角比に１ 、ｋ２
、ｋ３・・・ｋ をマニュアル選択することができる
。On the other hand, in the selection process (c), if a push button other than the automatic operation A□ in the selection switch 34 is pressed, in response to this, the output of the correction information b1 is stopped, and the correction information b1 is stopped. Select to output information b2. As a result, the modified control signal S2 is supplied from the output device 39 to the motor 29, and the steering angle ratio of the rear wheels is set to 1.
This operation is performed using the other pushbutton 35b1.
The same goes for 35a..., and the driver selects any steering angle ratio shown in FIG. 6 by using the selection switch 34.
, k3...k can be manually selected.
他方、コンピュータ３１に於てはシフト位置センサ３７
から得られたシフト位置信号および選択処理（ハ）に於
ける選択状態に基づいて判断処理（へ）が実行される。On the other hand, in the computer 31, the shift position sensor 37
Judgment processing (v) is executed based on the shift position signal obtained from and the selection state in selection processing (c).
この判断処理（へ）に於ては、シフト位置が低速位胃即
ち「〇−」、［バック］及び「ニュートラル」のいずれ
かであるか否かが判断される。そして、シフト位置が低
速位置以外、即ち高速位置にあってしかもマニュアル切
換がなされている場合には、出力装置４０を介して警報
ブザ−３８を作動させて運転者に注意を促す。In this determination process, it is determined whether the shift position is at a low speed position, that is, one of "O-", "Back", and "Neutral". If the shift position is other than the low speed position, that is, the high speed position, and manual switching is being performed, the alarm buzzer 38 is activated via the output device 40 to alert the driver.
即ら、マニュアル切換スイッチ３４により舵角比のマニ
ュアル選択を行なっている状態に於て、シフト位置が高
速位置にシフトアップされた場合には、警報ブザ−３８
を作動させることにより運転者にマニュアル切換を解除
させるか又は車速を下げるように促す。That is, if the shift position is shifted up to the high speed position while the steering angle ratio is being manually selected using the manual changeover switch 34, the alarm buzzer 38 will sound.
By activating , the driver is prompted to cancel manual switching or reduce the vehicle speed.
尚、コンビ１−夕３１に於ける各種処理はコンピュータ
３１内の例えば記憶装置に記憶された所定の制御プログ
ラム（ソフトウェア）によって実行されるものであって
よい。The various processes in the combination 1-31 may be executed by a predetermined control program (software) stored in, for example, a storage device in the computer 31.
尚、以上の実施例に於ては、車載コンピュータ３１を利
用しているが、この信置機能を有する電気的回路、機械
的構成であっても良い。In the above embodiment, the in-vehicle computer 31 is used, but an electrical circuit or mechanical configuration having this trust function may be used.
また位置センサ゛３３及びマニュアル選択スイッチ３４
により前後輪の舵角比をマニュアル選択できるようにし
たが後輪転舵角を同様に選択できるようにしても良い。Also, position sensor 33 and manual selection switch 34
Although the steering angle ratio of the front and rear wheels can be manually selected, the rear wheel steering angle may also be selected in the same way.
更に、本発明は上記実施例に限定されず、前後輪を油圧
により操舵制御し、前輪舵角情報を油圧により伝達する
前後輪操舵装置、或いは前輪舵角を電気信号でコンピュ
ータ３１に伝送するようにした前後輪操舵装置等にも同
様に適用できる。Further, the present invention is not limited to the above-mentioned embodiments, and may include a front and rear wheel steering device that hydraulically controls front and rear wheels and transmits front wheel steering angle information using hydraulic pressure, or a front and rear wheel steering device that transmits front wheel steering angle information to the computer 31 as an electrical signal. The present invention can be similarly applied to front and rear wheel steering devices, etc.
〈効果〉
このように、本発明によれば、前輪に対する後輪の舵角
比を車速等に応じて可変できる車輌の前後輪操舵装置等
に於て車速等に関係なく所望の舵角比を任意にマニュア
ルで変更することができることにより車輌の取廻し性を
向上させ、しかも特にマニュアル操作が必要でない時の
マニュアル選択を防止して運転者が車輌の予期しない操
縦応答性に当面する事態を回避する効宋がある。<Effect> As described above, according to the present invention, a desired steering angle ratio can be set regardless of the vehicle speed, etc. in a vehicle front and rear wheel steering device, etc., which can vary the steering angle ratio of the rear wheels to the front wheels according to the vehicle speed, etc. By being able to make arbitrary manual changes, it improves the maneuverability of the vehicle, and prevents manual selection when manual operation is not particularly necessary, thereby avoiding situations where the driver is faced with unpredictable vehicle handling responsiveness. There is an effect of the Song Dynasty.
第１図は前後輪操舵装置を備えた車輌の概略基本構造を
示す斜視図である。
第２図は後輪操舵系の拡大斜視図である。
第３図（ａ）、（ｂ）、及び（Ｃ）は後輪操舵系の作動
原理を示す破開側面図である
第４図は要部構成図である。
第５図は第４図の機能ブロック図である。
第６図は第５図に於ける舵角比出力特性図である。
１・・・ハンドル ２・・・ハンドル軸３・・・
ギヤボックス ４・・・ラック軸５・・・タイロッド
６・・・ナックルアーム７・・・前輪
８・・・ピニオン軸９・・・自在継手 １０・
・・リンケージ軸１１・・・自在継手 １２・・・
入力軸１３・・・軸受ブラケット１４・・・フレヒス１
５・・・揺動軸 １６・・・ジヨイント部材１７
・・・玉継手 １８・・・タイロッド１９・・・
ナックルアーム２０・・・後輪２１．２２・・・リンク
２３・・・ブラケット２５・・・アーム ２６
・・・リンク２７・・・スライダ
２８・・・ポールスクリュウ機構
２９・・・モータ ３０・・・出力軸３１・・・
コンピュータ ３２・・・車速センサ３３・・・位置セ
ンサ ３４・・・選択スイッチ３５８〜３５ｄ・・・
押ボタン
３６・・・変速レバー ３７・・・シフト位置センサ
３８・・・警報ブザ−３９，４０・・・出力装冒特 許
出 願 人 本田技研工業株式会社代 理
人 弁理士 大 島 陽 −蜆
第２図
第３図
（ｉ））
（Ｃ）
第４図
第５図FIG. 1 is a perspective view showing the general basic structure of a vehicle equipped with a front and rear wheel steering device. FIG. 2 is an enlarged perspective view of the rear wheel steering system. FIGS. 3(a), 3(b), and 3(C) are exploded side views showing the operating principle of the rear wheel steering system. FIG. 4 is a configuration diagram of the main parts. FIG. 5 is a functional block diagram of FIG. 4. FIG. 6 is a steering angle ratio output characteristic diagram in FIG. 5. 1... Handle 2... Handle shaft 3...
Gear box 4...Rack shaft 5...Tie rod 6...Knuckle arm 7...Front wheel
8... Pinion shaft 9... Universal joint 10.
... Linkage shaft 11 ... Universal joint 12 ...
Input shaft 13... Bearing bracket 14... Frehis 1
5... Swing shaft 16... Joint member 17
...Ball joint 18...Tie rod 19...
Knuckle arm 20...Rear wheel 21.22...Link 23...Bracket 25...Arm 26
... Link 27 ... Slider 28 ... Pole screw mechanism 29 ... Motor 30 ... Output shaft 31 ...
Computer 32...Vehicle speed sensor 33...Position sensor 34...Selection switch 358-35d...
Push button 36...Shift lever 37...Shift position sensor 38...Alarm buzzer 39, 40...Output equipment patent applicant: Honda Motor Co., Ltd. Representative: Patent attorney: Yo Oshima - Figure 2 Figure 3 (i)) (C) Figure 4 Figure 5
Claims (3)
車輌の前後輪操舵装置に於て、 予め設定した一または二以上の舵角比情報または後輪転
舵角情報と、 この舵角比情報または後輪転舵角情報を選択し、選択さ
れた情報に対応する舵角比または後輪転舵角を実現する
マニュアル切換手段と、 変速レバーのシフト位置を検出して、マニュアル切換を
選択した状態で前記シフト位置が高速位置にシフトアッ
プされたときに警報を発生する警報発生手段とを具備す
ることを特徴とする車輌の前後輪操舵装置。(1) In a front and rear wheel steering system of a vehicle that variably controls the steering angle of the rear wheels according to certain conditions, one or more preset steering angle ratio information or rear wheel steering angle information and this steering angle are used. A manual switching means that selects ratio information or rear wheel steering angle information and realizes a steering angle ratio or rear wheel steering angle corresponding to the selected information, and a manual switching means that detects the shift position of a gear shift lever and selects manual switching. 1. A front and rear wheel steering system for a vehicle, comprising: warning generating means for generating a warning when the shift position is shifted up to a high speed position.
るものであることを特徴とする特許請求の範囲第１項に
記載の車輌の前後輪操舵装置。(2) The front and rear wheel steering system for a vehicle according to claim 1, wherein the warning generating means utilizes a light emitting means such as a lamp.
るものであることを特徴とする特許請求の範囲第１項に
記載の車輌の前後輪操舵装置。(3) The front and rear wheel steering system for a vehicle as set forth in claim 1, wherein the warning generating means utilizes a sounding means such as a buzzer.
Priority Applications (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1182485A JPS61171667A (en) | 1985-01-24 | 1985-01-24 | Front-rear-wheel steering gear for vehicle |
| FR868600943A FR2576271B1 (en) | 1985-01-24 | 1986-01-23 | FRONT AND REAR WHEEL STEERING DEVICE |
| AU52647/86A AU569651B2 (en) | 1985-01-24 | 1986-01-23 | Front and rear wheel steering device |
| US06/822,000 US4695068A (en) | 1985-01-24 | 1986-01-24 | Front and rear wheel steering device |
| CA000500372A CA1266441A (en) | 1985-01-24 | 1986-01-24 | Front and rear wheel steering device |
| DE3602071A DE3602071C2 (en) | 1985-01-24 | 1986-01-24 | All-wheel steering device for a vehicle |
| GB08601696A GB2170452B (en) | 1985-01-24 | 1986-01-24 | Front and rear wheel steering device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1182485A JPS61171667A (en) | 1985-01-24 | 1985-01-24 | Front-rear-wheel steering gear for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61171667A true JPS61171667A (en) | 1986-08-02 |
| JPH04869B2 JPH04869B2 (en) | 1992-01-09 |
Family
ID=11788517
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1182485A Granted JPS61171667A (en) | 1985-01-24 | 1985-01-24 | Front-rear-wheel steering gear for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61171667A (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5981264A (en) * | 1982-10-29 | 1984-05-10 | Mazda Motor Corp | Four-wheel steering gear for vehicle |
| JPS59220459A (en) * | 1983-05-27 | 1984-12-11 | Mazda Motor Corp | Steering angle display unit for four-wheel steering |
-
1985
- 1985-01-24 JP JP1182485A patent/JPS61171667A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5981264A (en) * | 1982-10-29 | 1984-05-10 | Mazda Motor Corp | Four-wheel steering gear for vehicle |
| JPS59220459A (en) * | 1983-05-27 | 1984-12-11 | Mazda Motor Corp | Steering angle display unit for four-wheel steering |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH04869B2 (en) | 1992-01-09 |
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