JPS6118571A - Steering of car - Google Patents
Steering of carInfo
- Publication number
- JPS6118571A JPS6118571A JP10531485A JP10531485A JPS6118571A JP S6118571 A JPS6118571 A JP S6118571A JP 10531485 A JP10531485 A JP 10531485A JP 10531485 A JP10531485 A JP 10531485A JP S6118571 A JPS6118571 A JP S6118571A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- arm
- vehicle
- rod
- fulcrum
- 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-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） 本発明は車両、特に四輪車の操舵方法に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to a method for steering a vehicle, particularly a four-wheeled vehicle.
（従来の技術）
四輪車における操舵は一般に前輪のみを転舵することに
より行っている。車両走行時、前輪の転舵を開始すると
、まず前輪にすべり角が生じ、これによって発生するコ
ーナリングフォースが車体の横運動と車体重心まわりの
ヨーイングをひきおこす。(Prior Art) Steering in a four-wheeled vehicle is generally performed by steering only the front wheels. When the front wheels start turning when the vehicle is running, a slip angle is first generated in the front wheels, and the cornering force generated by this causes lateral movement of the vehicle body and yawing around the center of gravity of the vehicle.
後輪は車体のヨー運動の結果ヨ一方向の変位が発生し始
めてから初めてすべり角を生じる。The rear wheels develop a slip angle only after they begin to be displaced in one direction as a result of the yaw motion of the vehicle body.
従って後輪の発生するコーナリングフォースには前輪に
比較して位相遅れがあり、前後輪のコーナリングフォー
スの合力が運転者の意図する値に達する迄に若干の時間
遅れが常に発生し、これが四輪車の操舵に熟練を要する
原因となる。Therefore, the cornering force generated by the rear wheels has a phase lag compared to the front wheels, and there is always a slight time delay before the resultant force of the cornering forces of the front and rear wheels reaches the value intended by the driver. This causes the need for skill in steering the car.
更に四輪車が操舵により旋回運動をしている間、車輪に
は横すべりが発生するので、旋回軌跡の接線と車体軸線
が常に一致して走行するとは限らず、この点にも四輪車
の操舵に熟練を要する原因がある。Furthermore, while a four-wheeled vehicle is making a turning motion due to steering, side slip occurs in the wheels, so the tangent to the turning trajectory and the vehicle axis do not always match, and this is also a problem for four-wheeled vehicles. There is a reason why steering requires skill.
従って四輪車の運転者は前記後輪転舵の時間遅れや旋回
軌跡と車体軸線の角度のずれを経験的に認識して操舵を
行うことが適確な操舵のために要求され、四輪車の運転
にはある程度の運転経験が必要となる。Therefore, the driver of a four-wheeled vehicle is required to perform steering by empirically recognizing the time delay in turning the rear wheels and the angle deviation between the turning trajectory and the vehicle axis in order to steer the vehicle appropriately. A certain amount of driving experience is required.
斯かる従来の操舵装置における問題点を解決するための
手段として前輪と後輪を転舵することが提案されている
。例えば特公昭４０−１０７２８号には後輪の横すべり
角に比例した舵角を後輪に与える手法が開示され、また
米国特許第２９１０１３１号には１回時の車体の横方向
のＧにより後輪の転舵量を制御する手法が開示されてい
る。As a means to solve the problems with such conventional steering devices, it has been proposed to steer the front wheels and the rear wheels. For example, Japanese Patent Publication No. 40-10728 discloses a method of giving the rear wheels a steering angle proportional to the sideslip angle of the rear wheels, and US Pat. A method for controlling the amount of steering is disclosed.
（発明が解決しようとする問題点）
しかしながら、これらの公知技術は後輪の転舵を制御す
る横すべり角またはＧのセンサに技術的問題がある。(Problems to be Solved by the Invention) However, these known techniques have a technical problem with the sideslip angle or G sensor that controls the steering of the rear wheels.
また前輪、後輪をともに転舵する技術は従来から特殊車
両等で行われているものの、何れも旋回半径を小にして
車両のとりまわし性を向上させる目的のもので、操作レ
バーにより前後輪の制御モードを切換えることでその目
的を達成するに過ぎない（例えば英国特許第５２３６５
６号、特公昭５３−２６７３２号）。In addition, technology that steers both the front and rear wheels has been used in special vehicles, etc., but in both cases, the purpose is to reduce the turning radius and improve the maneuverability of the vehicle. This purpose is achieved simply by switching the control mode of the
No. 6, Special Publication No. 53-26732).
更に特開昭５２−６１０２４号には低速走行時に後輪を
前輪と逆位相に転舵するものの、高速走行時には後輪を
転舵せずに前輪のみを転舵する手法が開示されているが
、これは車両のとりまわし性のみを重視したものであっ
て、高速走行時における転舵の容易性、安定性を向上し
得ない。Furthermore, JP-A-52-61024 discloses a method in which the rear wheels are steered in the opposite phase to the front wheels when driving at low speeds, but only the front wheels are steered without steering the rear wheels when driving at high speeds. However, this system focuses only on the maneuverability of the vehicle, and cannot improve the ease of steering or stability during high-speed driving.
従って本発明の目的は、車速に基づいて高速時には後輪
を前輪と同位相に転舵せしめ、高速時における操舵の容
易性と安定性が得られるようにした車両の操舵方法を提
供するにある。SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a vehicle steering method that steers the rear wheels in the same phase as the front wheels at high speeds based on the vehicle speed, thereby providing ease and stability of steering at high speeds. .
（問題点を解決するための手段）
前記目的を達成すべく本発明は、車速を検知する車速検
知手段を設け、該車速検知手段による車速の検知量が所
定値を超える場合は後輪を前輪と同位相の範囲内で転舵
制御する。(Means for Solving the Problems) In order to achieve the above object, the present invention provides a vehicle speed detection means for detecting vehicle speed, and when the amount of vehicle speed detected by the vehicle speed detection means exceeds a predetermined value, the rear wheels are replaced with the front wheels. Steering control is performed within the same phase range.
（作用）
高速時の操舵においては、前後輪が同位相で転舵される
ため、操舵開始直後でも前輪と同時に後輪もコーナリン
グフォースを発生し、車両の横加速度は短時間に意図し
た値に達し、操舵の容易性と安定性が得られる。(Function) When steering at high speeds, the front and rear wheels are steered in the same phase, so even immediately after the start of steering, the front and rear wheels generate cornering force at the same time, and the vehicle's lateral acceleration quickly reaches the intended value. This provides ease of steering and stability.
（実施例） 以下に添付図面を基に実施例を説明する。(Example) Examples will be described below based on the accompanying drawings.
第１図は本発明の操舵方法に基づく装置の第１実施例を
示すもので、左側の車輪のみを示しているが、図に示し
ていない右側の車輪は公知の方法で左側の車輪と連動す
るよう連結される。FIG. 1 shows a first embodiment of a device based on the steering method of the present invention, and only the left wheel is shown, but the right wheel, which is not shown in the figure, is interlocked with the left wheel by a known method. are concatenated so that
第１図において、操舵輪（１）から延出する軸（ｌａ）
の端部に操舵輪（１）の回転運動を往復運動に変換する
ラックアンドビニオン等の公知のギヤボックス（２）を
配設する。ギヤボックス（２）で変換された直線運動は
腕杆（２ａ）により差動装置（３）に導かれ、ピニオン
（３Ｃ）、ラック（３ａ） 、 （３ｂ）で方向の異な
る２つの変位に分けられる。差動装置（３）の左方のラ
ック（３ａ）の変位は腕杆（４）の一端より連結杆（５
）を介して前輪（６）を転舵せしめるよう構成される。In FIG. 1, the shaft (la) extending from the steering wheel (1)
A known gear box (2) such as a rack and binion for converting the rotational motion of the steering wheel (1) into reciprocating motion is disposed at the end of the steering wheel. The linear motion converted by the gearbox (2) is guided to the differential gear (3) by the arm rod (2a), and is divided into two displacements in different directions by the pinion (3C), rack (3a), and (3b). It will be done. The displacement of the left rack (3a) of the differential gear (3) is determined from one end of the arm rod (4) to the connecting rod (5).
) to steer the front wheels (6).
また腕杆（４）の他端は連結杆（７）を介して支点（８
）を中心に回動する動腕（８）に連結される。The other end of the arm rod (4) is connected to the fulcrum (8) via the connecting rod (7).
) is connected to a movable arm (8) that rotates around the center.
一方、差動装置（３）の右方のラック（３ｂ）の変位は
腕杆（１０）、中央部に支点を有する動腕（１１）、腕
杆（１２）を介し更に腕杆（１３）により後輪（１４）
を転舵する。腕杆（１２）、（１３）の結合部（１８）
は動腕（８）上に固定されている。動腕（８）の支点（
９）はモータ（１５）と連結するスクリュー杆（１６）
上を移動しうるネジコマ（１７）に固定され、従って支
点（８）は動腕（８）上をモータ（１５）によるスクリ
ュー杆（１６）の回転により移動しうごよう構成されて
いる。モータ（１５）は車速センサ（２０）より信号を
得てモータを制御する制御装置（１３）により制御され
、従って前記の支点（９）は車速によりその位置が定ま
る。On the other hand, the displacement of the right rack (3b) of the differential gear (3) is caused by the arm rod (10), the moving arm (11) having a fulcrum in the center, the arm rod (12), and then the arm rod (13). By rear wheel (14)
to steer. Joint part (18) of arm rods (12) and (13)
is fixed on the moving arm (8). The fulcrum of the moving arm (8) (
9) is a screw rod (16) connected to the motor (15)
The fulcrum (8) is fixed to a screw top (17) that can be moved on top, and the fulcrum (8) moves on the movable arm (8) by the rotation of the screw rod (16) by the motor (15). The motor (15) is controlled by a control device (13) that receives a signal from a vehicle speed sensor (20) and controls the motor, and therefore the position of the fulcrum (9) is determined by the vehicle speed.
以上の制御装置（１９）は、一定速度以上においては前
後輪の転舵は同位相になり、速度が増加するとともに前
後輪の舵角比が１に近すき、また低速では逆位相となり
、速度の減少とともに前後輪の舵角比が−１に近くなる
よう仕様を定めるのが望ましい。In the above control device (19), above a certain speed, the front and rear wheels are steered in the same phase, and as the speed increases, the steering angle ratio of the front and rear wheels approaches 1, and at low speeds, the steering angle ratio becomes opposite, and the It is desirable to set specifications so that the steering angle ratio of the front and rear wheels approaches -1 as the ratio decreases.
本発明による操舵方法に基づく装置は以上の構成である
から、操舵輪の舵角と、前輪舵角と後輪舵角の差との比
が常に一定に保たれ、前後輪の舵角の比は動腕（８）の
支点（８）の位置により定まる。この位置は制御装置（
１９）の使用により車速に対して任意の位置を選ぶこと
ができる。そして支点（９）が腕杆（１２）、（１３）
の結合部（１８）の右方に位置する場合は前後輪の転舵
は同位相であり、支点（９）が結合点（１８）上にある
場合は後輪（１４）は転舵されず、前輪（６）のみが転
舵される。そして支点（８）が結合点（１８）の左方に
ある場合は前後輪の転舵は逆位相となる。Since the device based on the steering method according to the present invention has the above configuration, the ratio between the steering angle of the steered wheels and the difference between the front wheel steering angle and the rear wheel steering angle is always kept constant, and the ratio of the steering angles of the front and rear wheels is maintained constant. is determined by the position of the fulcrum (8) of the moving arm (8). This position is the control device (
By using 19), an arbitrary position can be selected with respect to the vehicle speed. And the fulcrum (9) is the arm rod (12), (13)
If the fulcrum (9) is located to the right of the connecting point (18), the front and rear wheels are steered in the same phase, and if the fulcrum (9) is on the connecting point (18), the rear wheels (14) are not steered. , only the front wheels (6) are steered. When the fulcrum (8) is to the left of the coupling point (18), the front and rear wheels are steered in opposite phases.
第６図に本発明の操舵方法に基づく装置の第２実施例を
示す。FIG. 6 shows a second embodiment of a device based on the steering method of the present invention.
この１図においても左側の車輪のみを示しているが右側
の車輪との関係は第１実施例において述べたのと全く同
一である。Although only the left wheel is shown in this figure, the relationship with the right wheel is exactly the same as that described in the first embodiment.
第６図において、操舵輪（１０１）に加えられる回転力
はギヤボックス（１０２）により腕杆（１０３）の直線
運動に変換され、前輪（ｌＯ４）が転舵される。更に腕
杆（１０３）は腕杆（１０５）を介して支点（１０７）
を中心に回動する動腕（１０８）の端部に連結される。In FIG. 6, the rotational force applied to the steering wheel (101) is converted by the gearbox (102) into a linear motion of the arm rod (103), and the front wheel (lO4) is steered. Furthermore, the arm rod (103) connects to the fulcrum (107) via the arm rod (105).
It is connected to the end of a movable arm (108) that rotates around .
従って腕杆（１０３）の運動は動腕（１０８）を支点（
１０７）のまわりに回動せしめ、動腕（１０Ｂ）上の点
（１１３）に連結されている腕杆（ｌＯ８）を介して後
輪（１０９）を転舵せしめる。動腕（１０６）の支点（
１０７）はモータ（１１０）より延出するスクリュー杆
（１１１）にスクリュー杆（１１１）の回転により該扛
上を移動しうるように螺合されたネジコマ（＋１２）に
固定されており、車速センサ（＋１５）と、制御装置（
＋１４）により制御されるモータ（１１０）の回転によ
って動腕（＋ｏ６）北を移動する。Therefore, the movement of the arm rod (103) uses the movable arm (108) as the fulcrum (
107), and the rear wheel (109) is steered via the arm rod (lO8) connected to the point (113) on the movable arm (10B). The fulcrum of the moving arm (106) (
107) is fixed to a screw piece (+12) that is screwed onto a screw rod (111) extending from a motor (110) so that it can be moved on the screw rod (111) by rotation of the screw rod (111), and a vehicle speed sensor. (+15) and the control device (
The moving arm (+o6) moves north by the rotation of the motor (110) controlled by the motor (+14).
以上の構成であるから、前記第１実施例と同様に操舵輪
の舵角と、前後輪舵角の差との比が車速により常に一定
に保たれ、前後輪の舵角比は動腕（１０８）の支点（＋
０７）の位置により定まる。制御装置（＋１４）の仕様
も前記と同様に定めるのが好ましい。With the above configuration, as in the first embodiment, the ratio between the steering angle of the steered wheels and the difference between the steering angles of the front and rear wheels is always kept constant depending on the vehicle speed, and the steering angle ratio of the front and rear wheels is 108) fulcrum (+
It is determined by the position of 07). It is preferable that the specifications of the control device (+14) are also determined in the same manner as described above.
次に第２図乃至第５図により実施例の操舵装置を用いた
場合の車両の向きと旋回軌跡との関係を説明する。Next, the relationship between the direction of the vehicle and the turning locus when the steering system of the embodiment is used will be explained with reference to FIGS. 2 to 5.
図はすべて２輪におきかえて示しているが、通常の四輪
車の如く回転半径が輪圧に比して十分大きい場合は説明
の正当性をそこなう虞れはない。Although all the figures are shown with two wheels, there is no risk of impairing the validity of the explanation if the turning radius is sufficiently large compared to the wheel pressure, such as in a normal four-wheeled vehicle.
第２図及び第３図は従来の前輪のみを転舵する操舵装置
における車両の向きと旋回軌跡を示す。FIGS. 2 and 3 show the orientation and turning locus of a vehicle in a conventional steering system that steers only the front wheels.
極低速時の旋回の場合、車両の運動方向はタイヤの向き
と一致するので、第２図に示す如く車両の方向は旋回軌
跡の接線より外側を向く。車速が増加すると前後輪にす
べり角が発生し、前後輪の運動方向はタイヤの平面より
も外側を向くようになる。従って車両の旋回中心は徐々
に前方へ移動し、旋回軌跡の接線は車両軸線に対して外
側へ向くようになる。即ち第３図に示す如く車体の方向
は旋回軌跡の接線より内側を向く。When turning at extremely low speeds, the direction of movement of the vehicle coincides with the direction of the tires, so the direction of the vehicle faces outward from the tangent to the turning trajectory, as shown in FIG. As the vehicle speed increases, a slip angle occurs in the front and rear wheels, and the direction of motion of the front and rear wheels points outward from the plane of the tires. Therefore, the turning center of the vehicle gradually moves forward, and the tangent to the turning locus begins to point outward with respect to the vehicle axis. That is, as shown in FIG. 3, the direction of the vehicle body is directed inward from the tangent to the turning trajectory.
実施例の操舵装置の場合は、極低速時には前後輪の転舵
は逆位相であり、前後輪の舵角比を車両の特性に適合す
るよう定めてやれば、第４図に示す如く車両の方向と旋
回軌跡の接線とを一致させる事ができる。また車速を増
加させると、後輪を前輪と同位相で転舵することにより
高速においても第５図に示す如く車両の方向と旋回軌跡
を一致させることが出来る。In the case of the steering system of the embodiment, the front and rear wheels are steered in opposite phases at very low speeds, and if the steering angle ratio of the front and rear wheels is determined to suit the characteristics of the vehicle, the steering of the vehicle can be achieved as shown in Fig. 4. It is possible to match the direction and the tangent of the turning trajectory. Furthermore, when the vehicle speed is increased, by steering the rear wheels in the same phase as the front wheels, it is possible to match the direction of the vehicle with the turning locus, as shown in FIG. 5, even at high speeds.
更に実施例の操舵装置によれば、最小回転半径を減少さ
せることが出来る。即ち車両の回転半径は操舵輪の舵角
の増加につれて減少するが、車輪と車体間に接続されて
いるブレーキホース等の寸法上の制約、車室内に突出す
るホイールハウスの寸法の制約、更に転舵車輪が駆動輪
でもある場合は軸継手の可撓角の制約等のために最大舵
角は制限され、従って最小回転半径には限界がある。Furthermore, according to the steering device of the embodiment, the minimum turning radius can be reduced. In other words, the turning radius of a vehicle decreases as the steering angle of the steered wheels increases, but due to dimensional constraints such as brake hoses connected between the wheels and the vehicle body, dimensional constraints of the wheel house protruding into the vehicle interior, and further When the steering wheel is also a driving wheel, the maximum steering angle is limited due to constraints on the flexibility angle of the shaft joint, and therefore there is a limit to the minimum turning radius.
実施例の操舵装置によれば、低速時前後輪を逆位相で転
舵することにより最小回転半径が１／２近く減少し、し
かも内輪差も大幅に減少するため、狭い道路でも容易に
走行出来、狭い空間への駐車も容易となる。According to the steering system of the embodiment, by steering the front and rear wheels in opposite phases at low speeds, the minimum turning radius is reduced by nearly 1/2, and the difference between the inner wheels is also significantly reduced, making it easy to drive even on narrow roads. This also makes it easier to park in tight spaces.
尚、車速検知手段としては公知のものを適宜に採用しう
る。Incidentally, as the vehicle speed detecting means, any known means may be employed as appropriate.
（発明の効果）
以上のように本発明によれば、車速に基づいて高速時に
おける操舵の容易性、安定性を得ることができる。(Effects of the Invention) As described above, according to the present invention, it is possible to obtain ease and stability of steering at high speeds based on the vehicle speed.
実施例を示す概略平面図、第２図及び第３図は従来の問
題点を指摘する模式図、第４図及び第５図は本発明の詳
細な説明する模式図、第６図は第２実施例の概略平面図
である。
尚、図面中（２）、（１０２）はギヤボックス、（５）
。
（１３） 、 （１０８）は連結杆、（８）、（１０Ｂ
）は動腕、（９）。
（１０７）は可動支点、（１５）、（１１０）は駆動装
置、（１９）、（１１４）は制御装置、（２０）、（１
１５）は車速センサである。
特許出願人 本田技研工業株式会社
代理人 弁理士 下 １） 容一部間 弁理士
大 橋 邦 部同 弁理士 小
山 有量 弁理士 野 １）
茂第１図2 and 3 are schematic diagrams pointing out the problems of the conventional method; FIGS. 4 and 5 are schematic diagrams explaining the present invention in detail; and FIG. FIG. 2 is a schematic plan view of the embodiment. In addition, (2) and (102) in the drawing are gear boxes, and (5)
. (13) and (108) are connecting rods, (8) and (10B
) is a moving arm, (9). (107) is a movable fulcrum, (15), (110) are drive devices, (19), (114) are control devices, (20), (1
15) is a vehicle speed sensor. Patent applicant Honda Motor Co., Ltd. Agent Patent attorney 2 1) Department patent attorney Kuni Ohashi Patent attorney Yuki Koyama Patent attorney No 1)
Shigeru Figure 1
Claims (1)
、車速を検知する車速検知手段を設け、該車速検知手段
による車速の検知量が所定値を超える場合は後輪を前輪
と同位相の範囲内で転舵制御することを特徴とする車両
の操舵方法。In a steering method for a vehicle in which both the front wheels and the rear wheels can be steered, a vehicle speed detection means for detecting the vehicle speed is provided, and when the amount of vehicle speed detected by the vehicle speed detection means exceeds a predetermined value, the rear wheels are steered in the same phase as the front wheels. A vehicle steering method characterized by controlling steering within a range.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10531485A JPS6118571A (en) | 1985-05-17 | 1985-05-17 | Steering of car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10531485A JPS6118571A (en) | 1985-05-17 | 1985-05-17 | Steering of car |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP53163678A Division JPS6044185B2 (en) | 1978-12-29 | 1978-12-29 | Vehicle steering method and device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6118571A true JPS6118571A (en) | 1986-01-27 |
| JPH0220472B2 JPH0220472B2 (en) | 1990-05-09 |
Family
ID=14404241
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10531485A Granted JPS6118571A (en) | 1985-05-17 | 1985-05-17 | Steering of car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6118571A (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5261024A (en) * | 1975-11-13 | 1977-05-20 | Takemochi Ishii | Steering control system for fourrwheel steered vehicle |
-
1985
- 1985-05-17 JP JP10531485A patent/JPS6118571A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5261024A (en) * | 1975-11-13 | 1977-05-20 | Takemochi Ishii | Steering control system for fourrwheel steered vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0220472B2 (en) | 1990-05-09 |
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