JPS6234860A - Steering device for car - Google Patents

Steering device for car

Info

Publication number
JPS6234860A
JPS6234860A JP60173771A JP17377185A JPS6234860A JP S6234860 A JPS6234860 A JP S6234860A JP 60173771 A JP60173771 A JP 60173771A JP 17377185 A JP17377185 A JP 17377185A JP S6234860 A JPS6234860 A JP S6234860A
Authority
JP
Japan
Prior art keywords
steering
vehicle speed
control valve
pressure fluid
vehicle
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
JP60173771A
Other languages
Japanese (ja)
Other versions
JPH062471B2 (en
Inventor
Takaaki Uno
高明 宇野
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP60173771A priority Critical patent/JPH062471B2/en
Publication of JPS6234860A publication Critical patent/JPS6234860A/en
Publication of JPH062471B2 publication Critical patent/JPH062471B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • B62D7/146—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 comprising means for steering by acting on the suspension system, e.g. on the mountings of the suspension arms
    • 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
    • B62D7/1554—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 fluid interconnecting system between the steering control means of the different axles
    • B62D7/1572—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 fluid interconnecting system between the steering control means of the different axles provided with electro-hydraulic control means

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 improve durability by reducing the frequency of use of the equipment on the rear-wheel steering side by prohibiting the steering for rear wheels when car speed is below a prescribed value and steering the rear wheels in the same direction to that of the front wheels in the car speed region exceeding the prescribed car speed, in a 4-wheel steering device. CONSTITUTION:A four-wheel steering device assists the steering for front wheels 12 (additive are omitted) by a steering wheel 19 by using a power steering device 37, and the steering angle of rear wheels 13 is controlled in correspondence with the steering angle of the steering wheel 19 by a rear-wheel steering means 47. A flow-rate control valve 41 controlled by a control circuit 42 according to the output of a car speed sensor 43 is installed onto the discharge side of a pump 39 on the rear-wheel steering means 47 side, and a fluid control valve 45 controlled according to the steering of the steering wheel 19 is installed onto the downstream side of the control valve 41. If the care speed is below a prescribed car speed in this case, flow-rate control valve 41 is controlled so that the whole quantity of pressurized fluid is returned to the suction side, and when the car speed is over the prescribed value, the rear wheels 13 are steered in the same direction to that of the front wheels 12 through a fluid control valve 45.

Description

【発明の詳細な説明】 （産業上の利用分野） この発明は前後輪の操舵が可能な車両の操舵装置、特に
、所定車速以下の車速域では後輪を転舵せず、所定車速
を超える車速域においてのみ後輪を前輪と同一方向に転
舵する操舵装置に関する。[Detailed Description of the Invention] (Industrial Application Field) This invention relates to a steering device for a vehicle capable of steering front and rear wheels, and in particular, the rear wheels are not steered in a vehicle speed range below a predetermined vehicle speed, and when the vehicle speed exceeds a predetermined vehicle speed. The present invention relates to a steering device that steers rear wheels in the same direction as front wheels only in a vehicle speed range.

（従来の技術） 前後輪の操舵が可能な車両の操舵装置としては、従来、
例えば零件出廓人の出願にかかる特願昭５８−１９３０
１２号明細書に記載されたようなものが知られている。(Prior art) As a steering device for a vehicle capable of steering front and rear wheels, conventionally,
For example, a patent application filed in 1980-1930 filed by a zero-issue distributor.
The one described in the specification of No. 12 is known.

この先願にかかる車両の操舵装置は、後輪転舶用パワー
シリンダへ圧力流体を供給して後輪を前輪と同一方向に
転舵させるとともに、操向ハンドルの操舵角に対する後
輪の転舵角が高車速域において大きくなるよう制御し、
旋回操向時における車両の運動性能を向上させるもので
ある。The vehicle steering system according to this prior application supplies pressurized fluid to the rear wheel steering power cylinder to steer the rear wheels in the same direction as the front wheels, and the steering angle of the rear wheels is high relative to the steering angle of the steering wheel. control so that it increases in the vehicle speed range,
This improves the vehicle's maneuverability during turning and steering.

（この発明が解決しようとする問題点）しかしながら、
このような先願にかかる車両の操舵装置にあっては、中
・高速走行時の操縦性が向上するものの、据切り時等の
後輪を前輪と同一方向に転舵させる必要の無い場合おい
ても後輪転舶用パワーシリンダへは圧力流体が供給され
るため、パワーシリンダ等の後輪操舵用の機器の使用頻
度が高く、耐久性の確保のため強度を大きくしなければ
ならず、重量が増大するとともに製造コストが高くなる
という問題点があり、また、低速走行時等において後輪
が前輪と同一方向に転舵するため、車両の回転半径も大
きくなるという問題点があった。(Problem to be solved by this invention) However,
Although the vehicle steering system according to the prior application improves maneuverability during medium and high speed driving, it is difficult to use when the rear wheels do not need to be steered in the same direction as the front wheels, such as when stationary. However, pressure fluid is supplied to the power cylinder for rear wheel steering, so equipment for rear wheel steering such as the power cylinder is used frequently, and to ensure durability, it is necessary to increase the strength and weight. There is a problem in that the manufacturing cost increases as the number of wheels increases, and that the turning radius of the vehicle also increases because the rear wheels are steered in the same direction as the front wheels when driving at low speeds.

（問題点を解決するための手段） この発明は、前述した問題点を解決することを目的とし
てなされたもので、第１図に示すように、操向ハンドル
の操舵に応答して前輪および後輪の転舵が可能な車両の
操舵装置において、車速を検出する車速検知手段と、該
車速検知手段の出力信号に基づき車速か所定車速以下の
車速域で後輪の転舵を禁止し、車速か所定車速を超える
車速域で後輪を前輪と同方向に転舵する後輪転舵手段と
、を設けたものである。(Means for Solving the Problems) The present invention was made for the purpose of solving the above-mentioned problems, and as shown in FIG. A steering device for a vehicle capable of wheel steering includes a vehicle speed detection means for detecting vehicle speed, and based on an output signal of the vehicle speed detection means, steering of the rear wheels is prohibited in a vehicle speed range below the vehicle speed or a predetermined vehicle speed. The vehicle is equipped with rear wheel steering means for steering the rear wheels in the same direction as the front wheels in a vehicle speed range exceeding a predetermined vehicle speed.

（作用） この発明にかかる車両の操舵装置によれば、所定車速以
下の車速域では後輪の転舵を行なわないため、車両の最
小回転半径が大きくなることも無く、また、後輪の転舵
に要するアクチュエータ等の機器の使用頻度が低くなる
ため、機器は強度を大きくすること無く耐久性が向上し
、機器の軽量化とともに製造コストの低減が可能となる
。(Function) According to the vehicle steering system according to the present invention, the rear wheels are not steered in a vehicle speed range below a predetermined vehicle speed, so the minimum turning radius of the vehicle does not become large and the rear wheels can be steered. Since the actuators and other equipment required for the rudder are used less frequently, the durability of the equipment is improved without increasing its strength, making it possible to reduce the weight of the equipment and reduce manufacturing costs.

さらに、この操舵装置にあっては、所定車速を超える車
速域で後輪が前輪と同一方向に転舵されるため、横すべ
りを生じることも無くなり、特に中高車速域において車
両は良好な運動性能を得ることができる。Furthermore, with this steering system, the rear wheels are steered in the same direction as the front wheels in a vehicle speed range exceeding a predetermined vehicle speed, so sideslip does not occur, and the vehicle has good maneuverability, especially in medium and high speed ranges. Obtainable.

（実施例） 以下、この発明の実施例を図面に基づいて説明する。(Example) Embodiments of the present invention will be described below based on the drawings.

第２図から第４図は、この発明にかかる車両の操舵装置
の一実施例を概略的に示す図である。2 to 4 are diagrams schematically showing an embodiment of a vehicle steering device according to the present invention.

まず、構成を説明すると、第２図において、１１は車体
、１２Ｌ　、　１２．は前輪、１３ＬＳ１３１Ｉは後輪
を示している。前輪１２ｍ　−１２Ｌは、それぞれがナ
ックルアーム１４−１１４ｔおよびサイドロッド１５Ｒ
１１５Ｌを介してラック１６の端部へ連結されている。First, to explain the configuration, in FIG. 2, 11 is the vehicle body, 12L, 12. indicates the front wheel, and 13LS131I indicates the rear wheel. The front wheels 12m-12L each have a knuckle arm 14-114t and a side rod 15R.
115L to the end of rack 16.

ラック１６にはピニオン１７が噛合し、ピニオン１７が
ステアリングシャフト１８を介して操向ハンドル１９に
連結されている。このラック１６およびピニオン１７は
ステアリングギア機構２０を構成する。A pinion 17 meshes with the rack 16, and the pinion 17 is connected to a steering handle 19 via a steering shaft 18. The rack 16 and pinion 17 constitute a steering gear mechanism 20.

後輪１３え、１３Ｌは、それぞれがセミトレーリングア
ーム２１１．２１ｔを介して後輪サスペンションメンバ
２２に揺動可能に支持されている。後輪サスペンション
メンバ２２は、その両端がインシュレータラバー２３．
ｌ、２３Ｌを介しピン２４Ｒ−２４Ｌにより車体１１へ
弾性的に支持され、また、ディファレンシャルギアハウ
ジング２５が図示しないボルトにより固定されている。The rear wheels 13E and 13L are each swingably supported by the rear wheel suspension member 22 via a semi-trailing arm 211.21t. The rear wheel suspension member 22 has insulator rubber 23 at both ends thereof.
It is elastically supported by pins 24R-24L to the vehicle body 11 through pins 24R-24L, and a differential gear housing 25 is fixed by bolts (not shown).

このディファレンシャルギアハウジング２５も、また、
インシュレータラバー２６を介しピン２７により車体１
１へ弾性的に支持されている。なお、２８Ｒ、２８Ｌは
ディファレンシャルギアハウジング２５内のディファレ
ンシャルギアと後輪１３Ｒ、１３Ｌとを接続するドライ
ブシャフトである。This differential gear housing 25 also
The vehicle body 1 is connected to the vehicle body 1 by the pin 27 via the insulator rubber 26.
1 is elastically supported. Note that 28R and 28L are drive shafts that connect the differential gear in the differential gear housing 25 and the rear wheels 13R and 13L.

２９はリザーバ３０内の作動流体を加圧して吐出する第
１ポンプ、３１はステアリングシャフト１８に設けられ
第１ポンプ２９と配管Ｐ＋を介して接続するとともにリ
ザーバ３０と配管Ｐ２介して接続した第１制御弁であり
、第１制御弁３１はまた配管Ｐ３、Ｐ４を介してラック
１６に設けられたパワーシリンダ３２へ接続している。29 is a first pump that pressurizes and discharges the working fluid in the reservoir 30; 31 is a first pump that is provided on the steering shaft 18 and is connected to the first pump 29 via piping P+ and to the reservoir 30 via piping P2; The first control valve 31 is also connected to a power cylinder 32 provided in the rack 16 via pipes P3 and P4.

第１制御弁３１は操向ハンドル１９の操舵（実施例中に
おいては、操向ハンドル１９へ加えられ操舵力に応じて
流路面積が変化する４つの可変オリフィス３１ａ、３１
ｂ、３１ｃ、３１ｄを有し、第１ポンプ２９が吐出する
圧力流体を操向ハンドル１９の操舵に応じ制御してパワ
ーシリンダ３２へ供給する。パワーシリンダ３２は、ラ
ック１６と固着したピストン３３が車体１１へ設けられ
たシリンダボディ３４内に摺動自在に嵌入して２つの流
体室３５．３６を画成している。このパワーシリンダ３
２は、第１制御弁３１から圧力流体を供給される流体室
３５．３６の圧力差に対応した操舵補助力を生し、ラッ
ク１６を操舵方向に対応して押圧する。これら第１ポン
プ２９、リザーバ３０、第１制御弁３１およびパワーシ
リンダ３２が、周知のパワーステアリング装置３７を構
成している。The first control valve 31 is operated by steering the steering handle 19 (in the embodiment, four variable orifices 31a, 31 are applied to the steering handle 19 and the flow path area changes according to the steering force).
b, 31c, and 31d, and controls the pressure fluid discharged by the first pump 29 according to the steering of the steering handle 19 and supplies it to the power cylinder 32. In the power cylinder 32, a piston 33 fixed to the rack 16 is slidably fitted into a cylinder body 34 provided to the vehicle body 11, thereby defining two fluid chambers 35 and 36. This power cylinder 3
2 generates a steering assist force corresponding to the pressure difference between the fluid chambers 35 and 36 supplied with pressure fluid from the first control valve 31, and presses the rack 16 in accordance with the steering direction. These first pump 29, reservoir 30, first control valve 31, and power cylinder 32 constitute a well-known power steering device 37.

３９はリザーバ４０内の作動流体を加圧して吐出する第
２ポンプ（圧力流体発生手段）であり、該ポンプ３９の
吐出ポートには、ポンプ３９の吐出量を変更する流量制
御弁４１が設けられている。この流量制御弁４１は、例
えば、特開昭５５−７９７５４号公報中に開示されたよ
うな流量制御器から構成され、制御回路４２に結線され
ている。この制御回路４２は、例えばワンチップマイコ
ンから構成されたものが用いられ、車速Ｖを検出する車
速センサ４３（車速検知手段）が接続されている。この
制御回路４２は、車速センサ４３の出力信号に基づいて
流量制御弁４１を制御し、第２ポンプ３２の吐出量（以
下、制御流量）を車速に対して例えば第４図に示すよう
な特性に設定する。これら流量制御弁４１および制御回
路４２は流体調節手段に相当する。Reference numeral 39 denotes a second pump (pressure fluid generating means) that pressurizes and discharges the working fluid in the reservoir 40, and a flow control valve 41 that changes the discharge amount of the pump 39 is provided at the discharge port of the pump 39. ing. The flow rate control valve 41 is constituted by, for example, a flow rate controller as disclosed in Japanese Unexamined Patent Publication No. 55-79754, and is connected to a control circuit 42. This control circuit 42 is composed of, for example, a one-chip microcomputer, and is connected to a vehicle speed sensor 43 (vehicle speed detection means) that detects the vehicle speed V. This control circuit 42 controls the flow rate control valve 41 based on the output signal of the vehicle speed sensor 43, and adjusts the discharge amount of the second pump 32 (hereinafter referred to as control flow rate) to the vehicle speed according to the characteristics shown in FIG. 4, for example. Set to . These flow rate control valve 41 and control circuit 42 correspond to fluid regulating means.

流量制御弁４１は配管Ｐ、を介し第２制御弁（流体制御
手段）４５に接続されている。第２制御弁４５は、また
、配管Ｐ、を介しリザーバ４０に接続するとともに、一
対の配管Ｐ？、ｐＨを介し後輪サスペンションメンバ２
２と車体１１との間に介装された４つのアクチュエータ
４６ａ、４６ｂ、４６ｃ、４６ｄへ接続している。この
第２制御弁４５も、前記第１制御弁３１と同様に、流量
制御弁４１から供給される圧力流体を操向ハンドル１９
の操舵に応じ制御してアクチュエータ４５ａ、４６ｂ、
４６Ｃ１４６ｄへ供給する。The flow rate control valve 41 is connected to a second control valve (fluid control means) 45 via a pipe P. The second control valve 45 is also connected to the reservoir 40 via a pipe P, and a pair of pipes P? , rear wheel suspension member 2 through pH
It is connected to four actuators 46a, 46b, 46c, and 46d interposed between 2 and the vehicle body 11. Similarly to the first control valve 31, this second control valve 45 also directs the pressure fluid supplied from the flow rate control valve 41 to the steering handle 19.
The actuators 45a, 46b,
Supply to 46C146d.

アクチュエータ４６ａ　、　４６ｂ、　４６ｃ　、　４
６ｄは、車体１１および後輪サスペンションメンバ２２
にピンジヨイントにより結合し、供給される圧力流体の
作用によりインシュレータラバー２３Ｒ、２３Ｌを変形
して後輪サスペンションメンバ２２をピン２７を中心に
回動させる。すなわち、これらのアクチュエータ４６ａ
、４６ｂ、４６ｃ、４６ｄは、圧力流体の作用によす後
輪サスペンションメンバ２２をピン２７廻りに回動する
ことで後輪１３Ｌ、１３Ｒを転舵させる。上述した第２
ポンプ３９、流量制御弁４１、制御回路４２、第２制御
弁４５およびアクチュエータ４６ａ、４６ｂ、４６ｃ、
４６ｄがコンプライアンスステア制御装置（後輪転舵手
段）４７を構成する。Actuators 46a, 46b, 46c, 4
6d is the vehicle body 11 and the rear wheel suspension member 22
The insulator rubbers 23R and 23L are deformed by the action of the supplied pressure fluid, and the rear wheel suspension member 22 is rotated about the pin 27. That is, these actuators 46a
, 46b, 46c, and 46d steer the rear wheels 13L and 13R by rotating the rear wheel suspension member 22 around the pin 27 under the action of pressure fluid. The second mentioned above
Pump 39, flow control valve 41, control circuit 42, second control valve 45, and actuators 46a, 46b, 46c,
46d constitutes a compliance steer control device (rear wheel steering means) 47.

次に、作用を説明する。Next, the effect will be explained.

この車両の操舵装置は、前輪１２Ｌ、１２Ｒおよび後輪
１３Ｌ１１３．ｌの双方を操向ハンドル１９の操舵に応
じて転舵させるもので、パワーステアリング装置３７が
操舵補助力を生じて操向ハンドル１９による前輪１２Ｋ
　、１２Ｌの操舵を助勢し、所定車速ＶＯを超える車速
域でコンプライアンスステア制御装置４７が操向ハンド
ル１９の操舵に応答して後輪１３Ｌ。The steering system of this vehicle includes front wheels 12L, 12R and rear wheels 13L, 113. The power steering device 37 generates a steering assist force and the front wheels 12K are steered by the steering handle 19 in response to the steering of the steering handle 19.
, 12L, and in a vehicle speed range exceeding a predetermined vehicle speed VO, the compliance steer control device 47 responds to the steering of the steering wheel 19 to steer the rear wheels 13L.

１３Ｒを前輪１２Ｌ、１２Ｒと同一方向に転舵させる。13R is steered in the same direction as the front wheels 12L and 12R.

このコンプライアンスステア制御装置４７は、第３図に
示すように、操向ハンドル１９の操舵角に対する後輪１
３Ｌ、１３Ｒの転舵角（以下、後輪舵角）を車速に対し
略比例的に増大するよう制御する。As shown in FIG.
The steering angles of 3L and 13R (hereinafter referred to as rear wheel steering angles) are controlled to increase substantially proportionally to the vehicle speed.

今、操向ハンドル１９が操舵されていない場合、第１制
御弁３１は各可変オリフィス３１．ａ　、　３１　ｂ　
、　３１ｃ、３１ｄが同一の開度を有し、第１ポンプ２
９が吐出する圧力流体は、第１制御弁３１の各可変オリ
フィス３１ａ、３１ｂ、３１Ｃ１３１ｄを経てリザーバ
３０に還流している。このため、パワーシリンダ３２は
操舵補助力を生じることも無く、車両は直進する。Now, when the steering handle 19 is not being steered, the first control valve 31 is connected to each variable orifice 31. a, 31 b
, 31c and 31d have the same opening degree, and the first pump 2
The pressure fluid discharged by the first control valve 31 is returned to the reservoir 30 through the variable orifices 31a, 31b, and 31C131d of the first control valve 31. Therefore, the power cylinder 32 does not generate any steering assist force, and the vehicle moves straight.

同様に、第２ポンプ３９が吐出する圧力流体は、第２制
御弁４５を経てリザーバ４０へ還流するため、後輪１３
Ｒ，１３Ｌは転舵されることは無く、車両の直進性が保
持される。Similarly, the pressure fluid discharged by the second pump 39 flows back to the reservoir 40 via the second control valve 45, so that the pressure fluid discharged from the rear wheel 13
R and 13L are not steered, and the straightness of the vehicle is maintained.

次に、操向ハンドル１９に操舵力が加えられ、操向ハン
ドル１９が例えば右方向（以下の説明中において同じ）
に操舵されると、第１制御弁３１は可変オリフィス３１
ａ、３１ｄが絞られるとともに可変オリフィス３１ｂ、
３１ｃが開かれ、各配管Ｐｘ、Ｐａ内に流出する圧力流
体に圧力差が生じる。すなわち、第１制御弁３１は、配
管Ｐ４を介しパワーシリンダ３２の一方の流体室３６へ
高圧の圧力流体を供給するため、パワーシリンダ３２は
操舵補助力を生じてラック１６を押圧する。したがって
、前輪１２Ｒ１１２Ｌは、ステアリングギア機構２０を
介して操向ハンドル１９から伝達される操舵力およびパ
ワーシリンダ３２が生じる操舵補助力によって転舵され
る。Next, a steering force is applied to the steering handle 19, and the steering handle 19 moves, for example, to the right (the same applies in the following description).
When the first control valve 31 is steered to the variable orifice 31
a, 31d are narrowed and the variable orifice 31b,
31c is opened, and a pressure difference occurs between the pressure fluids flowing into each of the pipes Px and Pa. That is, the first control valve 31 supplies high pressure fluid to one fluid chamber 36 of the power cylinder 32 through the pipe P4, so the power cylinder 32 generates a steering assist force and presses the rack 16. Therefore, the front wheels 12R112L are steered by the steering force transmitted from the steering wheel 19 via the steering gear mechanism 20 and the steering assist force generated by the power cylinder 32.

ここで、車速か所定車速以下の車速域にあれば、第２ポ
ンプ３９が吐出する圧力流体は全量が流量制御弁４１に
より吸込ボート側へ還流されるため、第４図に示すよう
に、第２制御弁４５に圧力流体が供給されることも無い
。したがって、操向ハンドル１９の操舵の如何にかかわ
らずパワーシリンダ４６ａ１４６ｂ、４６ｃ、４６ｄへ
圧力流体が供給されることも無く、後輪１３Ｌ、１３．
ｌは転舵されない。よって、コンプライアンスステア制
御装置４７を構成するパワーシリンダ４６ａ、４６ｂ、
４６ｃ、４６ｄ等の機器の使用頻度が低くなり、これら
機器は強度を増大させること無く耐久性の向上が図れ、
また、低速走行時の最小旋回半径が増大することも無く
なる。Here, if the vehicle speed is below a predetermined vehicle speed, the entire amount of the pressure fluid discharged by the second pump 39 is recirculated to the suction boat side by the flow rate control valve 41. No pressure fluid is supplied to the second control valve 45 either. Therefore, regardless of whether the steering handle 19 is steered, no pressure fluid is supplied to the power cylinders 46a146b, 46c, 46d, and the rear wheels 13L, 13.
l is not steered. Therefore, the power cylinders 46a, 46b, which constitute the compliance steer control device 47,
46c, 46d, etc. are used less frequently, and these devices can be improved in durability without increasing their strength.
Furthermore, the minimum turning radius during low-speed running does not increase.

一方、車速か所定車速を超える車速域にあれば、第２ポ
ンプ３９が吐出する圧力流体は流量制御弁４１を経て第
２制御弁４５へ供給される。この時、流量制御弁４１は
、制御回路４２により制御されて、第２制御弁４５に供
給される圧力流体すなわち制御流量を車速に対し第４図
に示すような流量特性に維持する。そして、前述した第
１制御弁３１と同様に、第２制御弁４５は、操向ハンド
ル１９の操舵によって可変オリフィス４５ｂ、４５ｃが
開かれ可変オリフィス４５ａ、４５ｄが絞られる。この
結果、第２制御弁４５から各配管Ｐ？、Ｐ８へ流出する
圧力流体に圧力差が生じてアクチュエータ４６ｂ　、４
６Ｃには高圧の圧力流体が供給されるため、アクチュエ
ータ４６１．４６ｅによりインシュレークラバー２３．
　、２３゜が変形されて後輪サスペンションメンバ２２
が図中時計方向に回動し、後輪１３ｔ　、１３Ｎが前輪
１２Ｌ１１２Ｒと同一方向に転舵される。On the other hand, if the vehicle speed is in a vehicle speed range exceeding a predetermined vehicle speed, the pressure fluid discharged by the second pump 39 is supplied to the second control valve 45 via the flow rate control valve 41. At this time, the flow rate control valve 41 is controlled by the control circuit 42 to maintain the pressure fluid supplied to the second control valve 45, that is, the control flow rate, to the flow rate characteristics shown in FIG. 4 with respect to the vehicle speed. Similarly to the first control valve 31 described above, in the second control valve 45, the variable orifices 45b and 45c are opened and the variable orifices 45a and 45d are narrowed by steering the steering handle 19. As a result, from the second control valve 45 to each pipe P? , a pressure difference occurs in the pressure fluid flowing out to actuators 46b, 4.
Since high pressure fluid is supplied to the insulation rubber 23.6C, the actuator 461.46e moves the insulation rubber 23.6C.
, 23 degrees are deformed and the rear wheel suspension member 22
rotates clockwise in the figure, and the rear wheels 13t and 13N are steered in the same direction as the front wheels 12L and 112R.

この時、第２ポンプ３９が吐出する圧力流体すなわち制
御流量は、流量制御弁４Ｉにより制御され車速に対し第
４図に示すような流量特性を有している。すなわち、制
御回路４２は、所定車速以下では流量制御弁へ駆動電流
を出力せず所定車速を超えたら車速と共に駆動電流を増
加するようにして、第２ポンプ３９から第２制御弁４５
へ供給される圧力流体の流量を、高車速域において増大
するよう車速に応じて制御している。このため、操向ハ
ンドル１９へ加えられる操舵力が一定の場合、換言すれ
ば第２制御弁４５の各可変オリフィス４５ａ、４５ｂ、
４５ｃ、４５ｄの流路面積の変化が一定の場合であって
も、第２制御弁４５による配管Ｐ？、ｐＨ内の圧力差は
高車速域において大きくなり、アクチュエータ４６ａ、
４６ｂ、４６ｃ、４６ｄはより大きな力でインシュレー
タラバー２３．．２３Ｌを変形する。すなわち、第２制
御弁４５は周知のオリフィス特性を利用するものである
ため、第２制御弁４５へ供給される圧力流体の流量が増
大するとアクチュエータ４６ｂ、４６ｃへより高圧の圧
力流体を供給し、アクチュエータ４６ａ、４６ｂ、４６
ｃ、４６ｄが大きな力でインシュレータラバー２３．　
、２３Ｌをより大きく変形する。したがうて、後輪１３
１．１３Ｌは、高車速域においてより大きく偏倚して大
きな横すべり角が設定され、車両は旋回走行を安定して
行うことができるようになる。At this time, the pressure fluid discharged by the second pump 39, ie, the control flow rate, is controlled by the flow rate control valve 4I and has a flow rate characteristic with respect to the vehicle speed as shown in FIG. 4. That is, the control circuit 42 outputs no drive current to the flow control valve when the vehicle speed is below a predetermined vehicle speed, and increases the drive current with the vehicle speed when the vehicle speed exceeds a predetermined vehicle speed.
The flow rate of pressurized fluid supplied to the vehicle is controlled in accordance with vehicle speed so as to increase in high vehicle speed ranges. Therefore, when the steering force applied to the steering handle 19 is constant, in other words, each variable orifice 45a, 45b of the second control valve 45,
Even if the change in the flow path area of 45c and 45d is constant, the piping P? , pH becomes large in the high vehicle speed range, and the actuator 46a,
46b, 46c, and 46d are insulator rubber 23. with greater force. ．． Transform 23L. That is, since the second control valve 45 utilizes the well-known orifice characteristics, when the flow rate of the pressure fluid supplied to the second control valve 45 increases, higher pressure fluid is supplied to the actuators 46b and 46c, Actuators 46a, 46b, 46
c, 46d is insulator rubber 23. with a large force.
, 23L is deformed more greatly. Therefore, the rear wheel 13
1.13L has a larger deviation in the high vehicle speed range, and a large sideslip angle is set, allowing the vehicle to stably perform cornering.

このように、この車両の操舵装置にあっては、所定車速
を超える車速域でのみ後輪１３Ｌ、１３１Ｉを転舵する
ため、低車速域における最小旋回半径を増大させること
無く、また、コンプライアンスステア装置４７を構成す
る機器の耐久性を損うこと無（、車両の旋回走行性能を
向上させることができる。In this way, the steering system for this vehicle steers the rear wheels 13L and 131I only in a vehicle speed range exceeding a predetermined vehicle speed, so that compliance steering can be achieved without increasing the minimum turning radius in a low vehicle speed range. It is possible to improve the turning performance of the vehicle without impairing the durability of the equipment constituting the device 47.

なお、第２制御弁４５へ供給する圧力流体の流量特性は
、第４図に示した特性に限定にされるものでは無く、例
えば段階的に高車速時に流量が増加する特性とすること
も可能であることは言うまでも無い。Note that the flow rate characteristics of the pressure fluid supplied to the second control valve 45 are not limited to the characteristics shown in FIG. 4; for example, it is also possible to have a characteristic in which the flow rate increases in stages at high vehicle speeds. Needless to say, it is.

また、上述した第１実施例では、流量制御弁４１に制御
回路４２から加える駆動電流を所定車速以下では零にな
るようにして、流量制御弁４１で第２制御弁４５へ供給
される圧力流体の流量を制御するが、第２ポンプ３９自
体を車速に応じ制御して第２ポンプ３９が吐出する圧力
流体を車速に対し略比例的に増大するような特性に設定
するとともに、流量制外弁でこの第２ポンプ３９が吐出
する圧力流体を一定量リザーバ４０へ還流して所定車速
以下の車速域において第２制御弁４５への圧力流体の供
給を遮断することも可能である。Further, in the first embodiment described above, the drive current applied from the control circuit 42 to the flow control valve 41 is set to zero below a predetermined vehicle speed, so that the pressure fluid supplied by the flow control valve 41 to the second control valve 45 is reduced. However, the second pump 39 itself is controlled according to the vehicle speed, and the pressure fluid discharged by the second pump 39 is set to a characteristic that increases approximately proportionally to the vehicle speed, and the flow rate control valve is It is also possible to return a certain amount of the pressure fluid discharged by the second pump 39 to the reservoir 40 and cut off the supply of pressure fluid to the second control valve 45 in a vehicle speed range below a predetermined vehicle speed.

さらに、第２ポンプ３９を上記同様にすると共に、制御
回路４２が車速Ｏから車速が増加するに従って駆動電流
が増加するようにし、所定車速以下に対応する所定駆動
電流以下では流量制御弁４１が開かないようにしておく
ことで、所定車速以下で第２制御弁４５へ供給する制御
流量を０にすることもできる。Further, the second pump 39 is configured in the same manner as described above, and the control circuit 42 is configured to increase the drive current as the vehicle speed increases from the vehicle speed O, so that the flow control valve 41 is not opened when the drive current is below a predetermined drive current corresponding to below a predetermined vehicle speed. By not allowing this, the control flow rate supplied to the second control valve 45 can be set to zero at a predetermined vehicle speed or lower.

第５図には、この発明にかかる車両の操舵装置の第２実
施例を示す。なお、前述した第１実施例と同一の部分に
は同一の符号を付して、以下の説明は省略する。FIG. 5 shows a second embodiment of the vehicle steering system according to the present invention. Note that the same parts as in the first embodiment described above are given the same reference numerals, and the following explanation will be omitted.

同図に示すように、この操舵装置は、第２制御弁４５と
各アクチュエータ４６ａ、４６ｂ、４６ｃ、４６ｄとを
連絡する配管Ｐ１、Ｐｆｉに、それぞれ電磁式の絞り弁
５１．５２を設けたものである。これら絞り弁５１．５
２は、ソレノイドが制御回路４２に結線され、制御回路
４２により制御されて各配管Ｐ？　、ＰａＯ流路面積を
変更する。これら絞り弁５１．５２および制御回路４２
が流体調節手段に相当する。As shown in the figure, this steering device includes electromagnetic throttle valves 51 and 52 provided in the pipes P1 and Pfi that connect the second control valve 45 and each actuator 46a, 46b, 46c, and 46d, respectively. It is. These throttle valves 51.5
2, the solenoid is connected to the control circuit 42, and controlled by the control circuit 42, each pipe P? , change the PaO flow path area. These throttle valves 51, 52 and the control circuit 42
corresponds to the fluid regulating means.

このような操舵装置にあっては、各絞り弁５１．５２が
制御回路４２により車速に応じ制御されて各配管Ｐ７、
ｐＨの流路面積を逆特性で変更し、後輪舵角を第４図に
示す特性に制御する。しがって、前述した第１実施例と
同様に、最小回転半径が増大すること無くコンプライア
ンスステア制御装置４７の構成機器の耐久性を向上させ
、また、所定車速を超える車速域で旋回走行性能を向上
させることができる。In such a steering system, each throttle valve 51, 52 is controlled by the control circuit 42 according to the vehicle speed, and each pipe P7,
The pH flow path area is changed with an inverse characteristic, and the rear wheel steering angle is controlled to the characteristic shown in FIG. Therefore, similarly to the first embodiment described above, the durability of the components of the compliance steer control device 47 is improved without increasing the minimum turning radius, and the turning performance is improved in a vehicle speed range exceeding a predetermined vehicle speed. can be improved.

第６図には、この発明にかかる車両の操舵装置の第３実
施例を示す。なお、前述した第１実施例と同一の部分に
は同一の符号を付して、その説明は省略する。FIG. 6 shows a third embodiment of a vehicle steering system according to the present invention. Note that the same parts as in the first embodiment described above are given the same reference numerals, and the explanation thereof will be omitted.

同図に示すように、この操舵装置は、第２制御弁４５と
各アクチュエータ４６ａ、４６ｂ、４６ｃ、４６ｄとを
連絡する配管Ｐ？　、Ｐａ０間を、電磁式の絞り弁５３
が介装されたバイパス管Ｐ９により短絡している。絞り
弁５３は、ソレノイドが制御回路４２に結線され、制御
回路４２により車速に応じ制御されてバイパス管Ｐ、の
流路面積を変更する。これら絞り弁５３、バイパス管Ｐ
９および制御回路４２が流体調節手段に相当する。As shown in the figure, this steering system includes piping P that connects the second control valve 45 and each actuator 46a, 46b, 46c, and 46d. , Pa0, an electromagnetic throttle valve 53
is short-circuited by an interposed bypass pipe P9. A solenoid of the throttle valve 53 is connected to the control circuit 42, and is controlled by the control circuit 42 according to the vehicle speed to change the flow area of the bypass pipe P. These throttle valves 53, bypass pipes P
9 and the control circuit 42 correspond to fluid regulating means.

この第３実施例にかかる操舵装置にあっても、絞り５３
がバイパス管Ｐ、の流路面積を高車速域において小さく
なるよう変更するため、後輪舵角が第３図に示すような
特性となる。したがって、高車速域の旋回走行性能が向
上し、また、コンプライアンスステア制御装置４７の構
成機器の耐久性が向上し、さらに、最小回転半径が大き
くなることも無い。Even in the steering device according to the third embodiment, the aperture 53
Since the flow path area of the bypass pipe P is changed to become smaller in the high vehicle speed range, the rear wheel steering angle has a characteristic as shown in FIG. Therefore, the turning performance in the high vehicle speed range is improved, the durability of the components of the compliance steer control device 47 is improved, and the minimum turning radius does not become large.

なお、上述した各実施例では、パワーステアリング装置
３７とコンプライアンスステア制御装置４７とが独立し
た流体回路から構成されているが分流比可変分流弁等を
用いて１つの流体回路から構成することも可能である。In each of the above-described embodiments, the power steering device 37 and the compliance steering control device 47 are configured as independent fluid circuits, but they can also be configured as a single fluid circuit using a variable distribution ratio diversion valve or the like. It is.

（発明の効果） 以上説明してきたように、この発明にかかる車両の操舵
装置によれば、所定車速を超える車速域においてのみ後
輪を前輪と同一方向に転舵させる構成としたため、従来
どおり中高速走行域で操縦性を確保しながら、後輪を転
舵させるための機器の使用頻度が低下して機器の耐久性
が向上し、また、最小回転半径が大きくなることを防止
でき、さらに、所定車速を超える車速域の旋回走行性能
を向上させることができる。(Effects of the Invention) As explained above, according to the vehicle steering system according to the present invention, since the rear wheels are steered in the same direction as the front wheels only in the vehicle speed range exceeding a predetermined vehicle speed, While ensuring maneuverability in high-speed driving ranges, the frequency of use of the equipment for steering the rear wheels is reduced, improving the durability of the equipment, and preventing the minimum turning radius from increasing. Turning performance in a vehicle speed range exceeding a predetermined vehicle speed can be improved.

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

第１図はこの発明にかかる車両の操舵装置の構成図であ
る。第２図から第４図はこの発明にかかる車両の操舵装
置の第１実施例を示し、第２図は全体図、第３図は流量
特性図、第４図は後輪舵角特性図である。第５図はこの
発明にかかる車両の操舵装置の第２実施例を示す全体図
、第６図はこの発明にかかる車両の操舵装置の第３実施
例を示す全体図である。 １２Ｌ　−１２Ｒ・・・・・・前輪、 １３Ｌ　、１３Ｒ・・・・・・後輪、 １９・・・・・・操向ハンドル、 ２０・・・・・・ステアリングギア機構、３５・・・・
・・パワーステアリング装置、３９・・・・・・第２ポ
ンプ（圧力流体発生手段）、４１・・・・・・流量制御
弁、 ４２・・・・・・制御回路、 ４３・・・・・・車速センサ（車速検知手段）、４５・
・・・・・第２制御弁（流体制御手段）、４５ａ、４６
ｂ、４６　ｃ　、４６　ｄ　−・”アクチュエータ、４
７・・・・・・コンプライアンスステア制御装置（後輪
転舵手段）、 ５１．５２．５３・・・・・・絞り弁。FIG. 1 is a configuration diagram of a vehicle steering system according to the present invention. 2 to 4 show a first embodiment of the vehicle steering system according to the present invention, in which FIG. 2 is an overall view, FIG. 3 is a flow rate characteristic diagram, and FIG. 4 is a rear wheel steering angle characteristic diagram. be. FIG. 5 is an overall view showing a second embodiment of the vehicle steering system according to the present invention, and FIG. 6 is an overall view showing a third embodiment of the vehicle steering system according to the present invention. 12L -12R... Front wheel, 13L, 13R... Rear wheel, 19... Steering handle, 20... Steering gear mechanism, 35...
...Power steering device, 39...Second pump (pressure fluid generating means), 41...Flow rate control valve, 42...Control circuit, 43...・Vehicle speed sensor (vehicle speed detection means), 45・
...Second control valve (fluid control means), 45a, 46
b, 46 c, 46 d-・”actuator, 4
7... Compliance steer control device (rear wheel steering means), 51.52.53... Throttle valve.

Claims (2)

【特許請求の範囲】[Claims] （１）操向ハンドルの操舵に応答して前輪および後輪の
転舵が可能な車両の操舵装置において、車速を検出する
車速検知手段と、該車速検知手段の出力信号に基づき車
速が所定車速以下の車速域で後輪の転舵を禁止し、車速
が所定車速を超える車速域で後輪を前輪と同方向に転舵
する後輪転舵手段と、を有することを特徴とする車両の
操舵装置。(1) A steering device for a vehicle capable of steering front wheels and rear wheels in response to steering of a steering wheel, which includes a vehicle speed detection means for detecting vehicle speed, and a vehicle speed that is set to a predetermined vehicle speed based on an output signal of the vehicle speed detection means. Steering of a vehicle characterized by having a rear wheel steering means that prohibits rear wheel steering in the following vehicle speed ranges and steers the rear wheels in the same direction as the front wheels in a vehicle speed range in which the vehicle speed exceeds a predetermined vehicle speed. Device. （２）前記後転転舵手段は、圧力流体を供給されて該圧
力流体の作用により後輪の転舵を行う流体アクチュエー
タと、該アクチュエータへ供給する圧力流体を前記操向
ハンドルの操舵に応じ制御する流体制御手段と、該流体
制御手段に所定方向に流動する圧力流体を供給する圧力
流体発生手段と、前記車速検知手段の出力信号に基づき
車速が所定車速以下の車速域で前記流体アクチュエータ
への圧力流体の供給を遮断し、車速が所定車速を超える
車速域で前記流体アクチュエータへ供給される圧力流体
を車速に応じた所定の特性に調節する流体調節手段と、
を有することを特徴とする特許請求の範囲第１項記載の
車両の操舵装置。(2) The rear steering means includes a fluid actuator that is supplied with pressure fluid and steers the rear wheels by the action of the pressure fluid, and controls the pressure fluid supplied to the actuator in accordance with the steering of the steering handle. a fluid control means for supplying pressure fluid flowing in a predetermined direction to the fluid control means; and a pressure fluid generation means for supplying pressure fluid flowing in a predetermined direction to the fluid control means; fluid regulating means that cuts off the supply of pressure fluid and adjusts the pressure fluid supplied to the fluid actuator to a predetermined characteristic according to the vehicle speed in a vehicle speed range where the vehicle speed exceeds a predetermined vehicle speed;
A vehicle steering device according to claim 1, characterized in that it has the following.
JP60173771A 1985-08-06 1985-08-06 Vehicle steering system Expired - Lifetime JPH062471B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP60173771A JPH062471B2 (en) 1985-08-06 1985-08-06 Vehicle steering system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP60173771A JPH062471B2 (en) 1985-08-06 1985-08-06 Vehicle steering system

Publications (2)

Publication Number Publication Date
JPS6234860A true JPS6234860A (en) 1987-02-14
JPH062471B2 JPH062471B2 (en) 1994-01-12

Family

ID=15966841

Family Applications (1)

Application Number Title Priority Date Filing Date
JP60173771A Expired - Lifetime JPH062471B2 (en) 1985-08-06 1985-08-06 Vehicle steering system

Country Status (1)

Country Link
JP (1) JPH062471B2 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63154385U (en) * 1987-03-31 1988-10-11
JPH0359385U (en) * 1989-10-09 1991-06-11
JP2008079912A (en) * 2006-09-28 2008-04-10 Kowa Co Towel cloth

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6238783A (en) * 1985-08-14 1987-02-19 Nippon Kokan Kk <Nkk> Production of clad tube

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6238783A (en) * 1985-08-14 1987-02-19 Nippon Kokan Kk <Nkk> Production of clad tube

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63154385U (en) * 1987-03-31 1988-10-11
JPH0359385U (en) * 1989-10-09 1991-06-11
JP2008079912A (en) * 2006-09-28 2008-04-10 Kowa Co Towel cloth

Also Published As

Publication number Publication date
JPH062471B2 (en) 1994-01-12

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