JPS61196866A - Front/rear wheel steering device for vehicle - Google Patents
Front/rear wheel steering device for vehicleInfo
- Publication number
- JPS61196866A JPS61196866A JP1182385A JP1182385A JPS61196866A JP S61196866 A JPS61196866 A JP S61196866A JP 1182385 A JP1182385 A JP 1182385A JP 1182385 A JP1182385 A JP 1182385A JP S61196866 A JPS61196866 A JP S61196866A
- Authority
- JP
- Japan
- Prior art keywords
- steering angle
- vehicle
- rear wheel
- 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.)
- Pending
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〉
本発明は前輪に対する後輪の転舵角を可変制御しjする
車輌の前後輪操舵装置の改良に関りる。DETAILED DESCRIPTION OF THE INVENTION <Field of Industrial Application> The present invention relates to an improvement in a front and rear wheel steering device for a vehicle that variably controls 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r: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ざU
、他方^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1)で示
す如く、車速に対し連続的関数となり、所定の車速d1
を境界としてこれより車速が高くなれば舵角比がil−
、、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。舵角比の連続的制御がこの
11改曲線りに従って行なわれ、低速及び^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6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小
輪の取り廻し性を飛躍的に向上させることができるとJ
(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 developed a vehicle steering system (patent application) that steers the rear wheels in conjunction with the steering of the front wheels and also varies the steering angle ratio of the rear wheels to the front wheels according to the vehicle speed. 57-134888, etc.). An overview of this device is as follows.
At low speeds, the rear wheels are steered in opposite phase to the front wheels or almost at zero.
On the other hand, at ^ speed, the rear wheels are steered in the same phase as the front wheels. As shown in 1) in Fig. 6, this steering angle ratio becomes a continuous function of the vehicle speed, and at a predetermined vehicle speed d1
If the vehicle speed becomes higher than this boundary, the steering angle ratio becomes il-
,, that is, they are in the same phase, but if the vehicle speed becomes lower than this, the steering angle ratio becomes negative, that is, the phase is opposite. Continuous control of the steering angle ratio is carried out according to this 11 curve, and the function of the steering system is achieved at both low and high speeds. This significantly reduces the vehicle's minimum turning radius and inner wheel difference to 6 at low speeds, dramatically improving the maneuverability of small wheels when parking in a garage, driving on narrow curved roads, knee turns, etc. J if you can do it
(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を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り向に振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 in a narrow space at low speeds, if the front and rear wheels are steered in opposite phases, the rear of the vehicle may swing sideways. This may cause an inconvenience, and steering in the same phase may actually make steering easier.
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意に反する場合がある
。However, if the manual selection state is maintained, for example, in a medium to high speed range, the maneuvering response of the vehicle is not necessarily appropriate, and the motion of the vehicle may go against the driver's wishes.
〈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[1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、しかもン二−7フル
選択状態が不適切ぐある場合には、マユコアル切換状1
ぶを自動的にかつ強制的に解除し1■16ような車輌の
前後輪操舵装置を提供りることにある。<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 the vehicle by providing a manual switching means; If the 2-7 full selection status is inappropriate, Mayukoal switching form 1
To provide a front and rear wheel steering device for a vehicle such as 1.16 which automatically and forcibly releases the brake.
く問題点を解決J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fII1111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りるマニュアル切換手段と、
変速レバーのシフトイ0置を検出して、シフ1〜位置が
低速麿段以外のときには前記マニュアル切換手段の作動
を停止させる規制手段とを具(1M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, such an object is achieved by using a front and rear wheel steering system of a vehicle that varies the steering angle of the rear wheels according to certain conditions. Select one 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 to realize the steering angle ratio or rear wheel turning angle corresponding to the selected information. manual switching means,
A front and rear wheel steering device for a vehicle, characterized in that the control means detects the shift position 0 of a speed change lever and stops the operation of the manual switching means when the shift position 1 to 1 is other than a low speed gear. This is achieved by providing
特に、マニュアル切換状態の解除及び又は開始が成る程
度の時l1Sl遅れを伴って行われるようにすると良い
。In particular, it is preferable that the manual switching state is canceled and/or started with a l1Sl delay.
〈作用〉
このように、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、即ち車輌の走行速度が成る程度まで
達したときにはマニュアル切換手段の作動を停止させる
ことにより、車軸が運転者の意に反した操縦応答性を♀
する不都合を回ilIすることができる。特に、マニュ
アル切換手段の作動の開始及び又は停止動作にII、’
J間遅れを持lこせることにより、車輌の操縦応答性の
急′aへ変化を回Mづることができる。<Function> In this way, when the shift position of the speed change lever is changed to a medium-high speed position, that is, when the vehicle's traveling speed reaches a certain level, the operation of the manual switching means is stopped, and the axle is switched to the driving position. Maneuvering response that goes against people's wishes♀
It is possible to overcome the inconvenience of In particular, II,' for starting and/or stopping the operation of the manual switching means.
By allowing a delay of J, it is possible to reduce the change in the vehicle's steering response to a sudden change.
〈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
略基本構造を示ず斜視図、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
を示づ゛破断側面図である。In the drawings, Figure 1 is a perspective view of a vehicle equipped with a front and rear wheel steering system, not showing the general basic structure, Figure 2 is an enlarged perspective view of the rear wheel steering system, and Figures 3 (a) and (b). and (C) is a cutaway side view showing its operating principle.
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[−1ツド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
り向へ転舵される。The handle shaft 2 of the handle 1 is incorporated into a rack and pinion type gear box 3, and tie rods 5.5 are connected to the left and right ends of the rack shaft 4, and the front wheels 7 are connected to the outer ends of both tie rods 5.5. A knuckle arm 6.6 carrying a wheel 7.7 is connected, and the front wheel 7.7 is 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を介して人力
軸12が連結されてJタリ、この入力軸12は小体後部
の左右中心線上に配置され、かつ軸受ブラケット13に
て回転目1丁に支承されている。A human power shaft 12 is connected to the rear end of the linkage shaft 10 via a universal joint 11. is supported by.
更に入力軸12の後端にCまクレビス14を介して第2
図に詳細に示1拙動軸15が連結され、この1ヱ仙軸1
5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4416の左右端には玉継手17.17
を介してタイロッド1日、18が連結され、かつジ」イ
ンド部材16はリンク21.22及びブラケッ1〜23
にて車体側に1:t?)J自在に支持されている。また
、両タイ[Jラド18.18の外端には後輪20.20
を支承したナックルアーム19.19が連結されている
。Furthermore, a second
As shown in detail in the figure, 1 moving shaft 15 is connected, and this 1 issen shaft 1
A joint member 16 is loosely fitted in the middle of 5. There are ball joints 17 and 17 at the left and right ends of this joint part 4416.
The tie rod 18 is connected via the link 21, 22 and the brackets 1 to 23, and the tie rod 16 is
1:t on the car body side? ) J is freely supported. In addition, both ties [J Rad 18.18 at the outer end of the rear wheel 20.20
A knuckle arm 19.19 supporting the is connected.
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が上下り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 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【モータ29の出力軸30が螺合され
、この出力軸30が1111記入力軸12と同軸的に後
方に位置Jるようにモータ29が車体に固定されている
。As shown in FIG. 3, an output shaft 30 of a motor 29 is screwed into the slider 28 via a ball screw mechanism 28, so that the output shaft 30 is coaxially located rearward with the input shaft 12. A motor 29 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J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)に示づ位置にあり、シミイ
ンド部材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tit、入力軸12とj:を動軸15とは
同心にて回動づ−るためジョイン1一部材16は左右揺
i)J t!ず、タイ【−1ツド18.18も不動ぐあ
る。従って、前輪7.7のみが転舵され、後輪20.2
0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 shimmed member 16 is aligned with the axis of the input shaft 12, the input shafts 12 and j: are referred to as the moving shaft 15. Since the joints 1 and 16 rotate concentrically, the joint members 16 are swung left and right i) J t! The tie remains unchanged at 18.18. Therefore, only the front wheels 7.7 are steered and the rear wheels 20.2
0 is not steered at all.
一方、iI速が設定値d1(第6図)未満の低速時には
、]ンピュータ31が中速セン署す32からのl+速低
信号応じてモータ29を駆動Jることにより第3図(b
)に示す如くスライダ27の(Q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
01だ【プオフレット(偏心)するためジョイン1一部
材16は入力軸12の回動に応じて左右揺動し、後輪用
タイ■コツト18.18を前輪用タイロッド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、萌後輪の舵角比が
車速に対応して連続的に変化する。On the other hand, when the iI speed is lower than the set value d1 (Fig. 6), the computer 31 drives the motor 29 in response to the l+speed low signal from the medium speed sensor 32 as shown in Fig. 3 (b).
), the Q position of the slider 27 is set at the forward position. When the slider 27 is at the forward position, the swing shaft 15 is tilted downward, and the pivot point P is 01 below the axis of the input shaft 12. [Due to pull-off (eccentricity), the joint 1 member 16 swings left and right according to the rotation of the input shaft 12, displacing the rear wheel tie 18.18 in the opposite direction to the front wheel tie rod 5.5. .Therefore, the rear wheel 20.20 is the front wheel 7.
7, and the steering angle ratio of the rear wheels changes continuously in accordance with the vehicle speed.
また、車速が設定値d1(第6図)を越えた高速時には
、コンピュータ31がモータ29を(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eまたけオフセットするため、ジコイン]一部祠
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61工輪用タイロッド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、前少輪の舵角比も車速に対応して
連続的に変化−する。Further, when the vehicle speed exceeds the set value d1 (FIG. 6), the computer 31 reverses the motor 29 in accordance with the vehicle speed at (), and moves the slider 27 backward as shown in FIG. 3(C). As the slider 27 retreats, the swing shaft 15
tilts upward, and the pivot point P is offset above the axis of the input shaft 12 by a distance e, so that the jicoin 16 swings left and right in accordance with the rotation of the input shaft 12, and Displace the tie rod 18.18 in the same direction as the tie rod 5.5 for the 61 working wheel. Therefore, the rear wheel is 20.20 and the front wheel is 7.7.
The steering angle ratio of the front small 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(よ第す図に於ける舵角圧出
り特性図である。Next, the main structure of the present invention will be explained with reference to FIGS. 4 to 6. FIG. 4 is a main part configuration diagram, FIG. 5 is a functional block diagram of FIG. 4, and FIG. 6 is a steering angle pressure characteristic diagram in the second diagram.
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
手動で操作でさるようにしである。この選択スイッチ3
4は前記コンピュータ3]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
に人力される。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 manually operate it. This selection switch 3
4 is connected to the computer 3], and the selection switch 3
The selection result of the steering angle ratio selected in step 4 is displayed on the computer 31.
is man-powered.
J、た、変速レバー36の下部近傍にはシフ1−位置検
出センナ37が配設され、変速レバー36のシフl−位
置を検出し11j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[o −J及び1
バツク]以外のシフト位置に設&J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1−位置にスイッチを設けたり
、1−口−」、「バック」及び1−ニュートラル−1位
置にスイッチを設けcしよく、スイッチ自体ら機械式リ
ミッ1へスイッチに限らf光センサ等任意の形式のらの
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ぐさる。A shift 1-position detecting sensor 37 is disposed near the bottom of the shift lever 36, and is designed to detect the shift 1-position of the shift lever 36. In the illustrated embodiment, the shift position detection sensor 37 is [o − J and 1
It consists of a limit switch installed at a shift position other than [back]. However, the configuration of the sensor is not limited to the above, and switches may be provided at all shift 1 positions, or switches may be provided at 1-output, back, and 1-neutral positions. The switch to the mechanical limiter 1 may be any type of switch such as an f-light sensor. If an automatic transmission is used,
It would be advantageous to arrange such a sensor inside the automatic transmission and similarly detect the shift state of the transmission gear.
次に、第5図を参照し]ンピコータ31に於ける舵角比
のマニュアル選択機能について31明する。Next, referring to FIG. 5, the manual selection function of the steering angle ratio in the pump coater 31 will be explained.
先ず、舵角比が車通に応じて自動的に変化づる通常の動
作(オート作!lI)について説明する。これは選択ス
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
した小速信i)は]ンビュータ31に入力され、変換処
理(イ)によって車速に対応り゛る舵角比データkaに
変換される。他方、位置センサ33からは実際の舵角比
f−タkbが1qられ、両舵角比データkk が比較
演綿処a′b
理(ロ)されて必要な舵角比柊正情報b1が得られる。First, the normal operation (automatic operation!lI) in which the steering angle ratio automatically changes depending on the traffic will be explained. This is selected by pressing the first push button 35a of the selection switch 34. As described above, the low speed signal i) detected by the vehicle speed sensor 32 is input to the converter 31, and is converted into steering angle ratio data ka corresponding to the vehicle speed by the conversion process (a). On the other hand, the actual steering angle ratio f-ta kb is obtained from the position sensor 33, and both steering angle ratio data kk are subjected to comparison processing (a'b) to obtain the necessary steering angle ratio positive information b1. can get.
一方、選択スイッチ34に於ては前記のオー1〜作vJ
A■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b1はそのJ:まコンピュータ31から出力
され、出力装置39を介して車速に応じた必要な舵角比
に変更JるriiE制御信号S1が前記モータ29に供
給される。On the other hand, the selection switch 34 selects the
Since A is selected, the correction information b1 is outputted from the computer 31 by the selection process (c), and the steering angle ratio is changed to the required steering angle ratio according to the vehicle speed via the output device 39. A control signal S1 is supplied to the motor 29.
他方、コンピュータ31の配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、k2、k3
、・・・knからなる。そしC,選択スイッf−34に
於C,面記押ボタン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1が読み出され、これは位置センサ33から
の舵角比データkbと比較演0処理(ホ)され修正情報
b2が1!I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, k2, k3 for multiple pieces of steering angle ratio data having arbitrary sizes.
,...kn. Then, when the selection switch F-34 is pressed, C, any pushbutton other than the entry pushbutton 35a, for example pushbutton 35b, 1 is read out from the rudder angle ratio information (d) to the rudder angle ratio data. , this is compared with the steering angle ratio data kb from the position sensor 33, and the correction information b2 is 1! I get caught.
−・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A1以外の押ボクンが押されている場
合にtよこれを受け、前記修正情報b1の出力を停止ト
シ、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!、l1tll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
。- On the other hand, in the selection process (c), if a push button other than auto activation A1 in the selection switch 34 is pressed, the output of the correction information b1 is stopped in response to this; The correction information b2 is selected to be output. This fixes it! , l1tll signals S2 are supplied from the output device 39 to the motor 29, and the steering angle ratio of the rear wheels is set to 1.
この動作は他の押ボタン35b、35a・・・につい(
6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k Sk2、k3・・・koをマニ
ュアル選択することができる。This operation applies to the other pushbuttons 35b, 35a...
6, and the driver can manually select any steering angle ratio kSk2, k3, . . . ko shown in FIG. 6 using the selection switch 34.
(t! fj、コンピュータ31に於てはシフト位fa
t?ン+137から得られたシフト位置信号に!謹づい
て判断処理(へ)が実行される。この判断処理(へ)に
於ては、シフト位置が低速位置即ち「a −J、(“バ
ック」及び「ニコー1−ラル」のいずれかで(あるか否
かが判断される。そして、シフ1〜位置が低速位置以外
即ち高速位置にある場合には前記選択処理(ハ)に判断
結果をりえ、マニコアル修jfを行なう修正情報b2の
出力を規制する。(t! fj, shift position fa on computer 31
T? To the shift position signal obtained from +137! With all due respect, the judgment process (to) is executed. In this judgment process (to), it is determined whether the shift position is at a low speed position, that is, "a-J,"("back" or "Nicole 1-Lar"). If the position is other than the low speed position, that is, the high speed position, the judgment result is returned to the selection process (c), and the output of correction information b2 for performing manual correction jf is regulated.
即ち、オート作動へ〇により舵角比の修正を行なってい
る状態に於て、シフト位置が高速位置にある場合には、
たとえマニュアル選択スイッチ34にてマニュアル修正
しようとしてら選択処理(ハ)はオート作動AIの状態
を維持しマニュアル作動に移行させず、シフl−位置が
低速位置にされて初めてマニュアル作動が適切な時間d
れを伴って徐々に開始する。また、シフl−位置が低速
位置にある状態でマニュアル選択がなされ、次いでシフ
1〜位置が高速位置にシフトされた場合にはマニュアル
選択が自動的に規制されオート作動へ1の動作が時間遅
れを伴って徐々に開始することとなる。このときマニュ
アル選択状態はシフト位置が高速位置にされるとともに
完全に解除されるようにすると良いが、マニュアル選択
スイッチ34がマニュアルにより解除されない限りマユ
1アル選択状態が保存され、シフ1〜位置が低速位置に
戻されるとともにその動作が復活づるようにしても良い
。In other words, when the steering angle ratio is being corrected by ○ to auto operation, if the shift position is at the high speed position,
Even if manual correction is attempted with the manual selection switch 34, the selection process (c) maintains the state of auto-activation AI and does not shift to manual operation, and manual operation is not performed for an appropriate time until the shift l-position is set to the low speed position. d
Start gradually with this. Additionally, if a manual selection is made with the shift L position at the low speed position, and then the shift 1 position is shifted to the high speed position, the manual selection will be automatically regulated and the automatic operation will be delayed. It will start gradually. At this time, it is preferable that the manual selection state be completely canceled when the shift position is set to the high speed position, but unless the manual selection switch 34 is manually canceled, the manual selection state will be saved and the shift 1 to position will be The operation may be resumed upon returning to the low speed position.
尚、コンピュータ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(ラフ1〜ウエア)によって実行されるものであっ
てよい。Note that various processes in the computer 31 may be executed by predetermined control programs (rough 1 to 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、この曲回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 on-vehicle computer 31 is used, but an electrical circuit or mechanical configuration having this turning function may also be used.
また位置センサ33及びマニ」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ぐきるようにした
が後輪転舵角を同様に選択できるようにしても良い。Although the steering angle ratio of the front and rear wheels can be manually selected using the position sensor 33 and the manual selection switch 34, the rear wheel steering angle may also be selected in the same manner.
史に、本光明は1−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J:り伝達
する前後輪操舵0首、或いは前輪舵角を電気信Eでコン
ビJ−タ31に伝送1′るようにした前後輪操舵装置等
にし同様に適用て・きる、。Historically, the present invention is not limited to the embodiments described in 1-1, but may include a front and rear wheel steering system in which the front and rear wheels are hydraulically steered and front wheel steering angle information is transmitted to the hydraulic pressure, or a front wheel steering angle is transmitted electrically. It can be similarly applied to a front and rear wheel steering system, etc., in which transmission 1' is transmitted to the combination J-taper 31 at E.
更に、マニュアル切換手段に付設されたd延手段の作動
条件を必要に応じて種々変更り゛ることにより、あらゆ
る場合に於て車輌の操縦応答性が運転者の意に反するこ
とのないようにJると良い。Furthermore, by variously changing the operating conditions of the d-delaying means attached to the manual switching means as necessary, it is possible to ensure that the vehicle's handling responsiveness does not go against the driver's wishes under any circumstances. J is good.
〈効果〉
このように、本発明によれば、前輪にスlる後輪の舵角
比を車速等に応じて可変でさ°る車輌の011後輪操舵
装置等に於て車速q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」、アル選択を防止して運転者が車輌の予I
Iシ<にい操縦応答性に当面する事態を回避する効果が
ある。<Effects> As described above, according to the present invention, the steering angle ratio of the rear wheels that slide relative to the front wheels is variable in accordance with the vehicle speed, etc. The ability to manually change the desired steering angle ratio at will improves the maneuverability of the vehicle, and also prevents the driver from selecting the steering angle when manual operation is not required. I
This has the effect of avoiding a situation that would impair control response.
第1図は前後輪操舵装置を備えた車輌の概略M木構造を
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
原理を示す破断側面図て・ある第4図は要部構成図ぐあ
る。
第5図は第4図の機能ブ11ツク図である。
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)7ボツクス 4・・・ラック軸5・・・タイロッ
ド 6・・・ブックルアーム7・・・前輪
8・・・ビニオン軸9・・・自在継手 10
・・・リンケージ軸11・・・自rf継手 12・
・・入力軸13・・・軸受ブラケット14・・・クレビ
ス15・・・)1fJl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1〜25・・・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aセ
ンサ 34・・・選択スインj35 a〜35d・・
・押ボタン
36・・・変速レバー 37・・・シフト位置セン勺
39・・・出力装δ
特 許 出 願 人 本田技研工業株式会社代
理 人 弁理上 大 島 陽
−第2図
第3図
(b)
(C)
第4図
*sv!J
第6図
(同序目)
(堰しオ目)FIG. 1 is a perspective view showing a schematic M-tree structure of a vehicle equipped with front and rear wheel steering devices. FIG. 2 is an enlarged perspective view of the rear wheel steering system. Figures 3(a), (b), and (c) are cutaway side views showing the operating principle of the rear wheel steering system, and Figure 4 is a diagram showing the configuration 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...
G) 7 boxes 4...Rack shaft 5...Tie rod 6...Buckle arm 7...Front wheel
8... Binion shaft 9... Universal joint 10
... Linkage shaft 11 ... Own RF joint 12.
... Input shaft 13 ... Bearing bracket 14 ... Clevis 15 ...) 1fJl shaft 16 ... Joint member 17 ... Ball joint 18 ... Tie rod 19 ... Knuckle arm 20 ... Rear Ring 21.22・
...Link 23...Bracket 1-25...Arm 26...Link 27...Slider 28...Pole screw mechanism 29...Motor 30...Output shaft 31...
Computer 32...Vehicle speed sensor 33...Position a sensor 34...Selection switch j35 a to 35d...
・Push button 36...Shift lever 37...Shift position sensor 39...Output device δ Patent applicant: Honda Motor Co., Ltd.
Attorney Yo Oshima - Figure 2 Figure 3 (b) (C) Figure 4 *sv! J Fig. 6 (Same order) (Weirshioorder)
Claims (2)
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、シフト位置が低速
度段以外のときには前記マニュアル切換手段の作動を停
止させる規制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; A manual switching means that selects steering angle ratio information or rear wheel steering angle information and realizes a steering angle ratio or rear wheel steering angle corresponding to the selected information; A front and rear wheel steering system for a vehicle, comprising: a regulating means for stopping the operation of the manual switching means when the speed gear is not a low speed gear.
動の停止及び又は開始動作が時間遅れを伴って行なわれ
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 device for a vehicle according to claim 1, wherein the regulating means stops and/or starts the operation of the manual switching means with a time delay.
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1182385A JPS61196866A (en) | 1985-01-24 | 1985-01-24 | Front/rear wheel steering device 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 |
---|---|---|---|
JP1182385A JPS61196866A (en) | 1985-01-24 | 1985-01-24 | Front/rear wheel steering device for vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS61196866A true JPS61196866A (en) | 1986-09-01 |
Family
ID=11788493
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP1182385A Pending JPS61196866A (en) | 1985-01-24 | 1985-01-24 | Front/rear wheel steering device for vehicle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS61196866A (en) |
Citations (3)
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 |
JPS5981268A (en) * | 1982-10-30 | 1984-05-10 | Mazda Motor Corp | 4-wheel steering device of vehicle |
JPS5981267A (en) * | 1982-10-30 | 1984-05-10 | Mazda Motor Corp | 4-wheel steering device of vehicle |
-
1985
- 1985-01-24 JP JP1182385A patent/JPS61196866A/en active Pending
Patent Citations (3)
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 |
JPS5981268A (en) * | 1982-10-30 | 1984-05-10 | Mazda Motor Corp | 4-wheel steering device of vehicle |
JPS5981267A (en) * | 1982-10-30 | 1984-05-10 | Mazda Motor Corp | 4-wheel steering device of vehicle |
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