JPS63116982A - Steering force controller for power steering - Google Patents
Steering force controller for power steeringInfo
- Publication number
- JPS63116982A JPS63116982A JP26303886A JP26303886A JPS63116982A JP S63116982 A JPS63116982 A JP S63116982A JP 26303886 A JP26303886 A JP 26303886A JP 26303886 A JP26303886 A JP 26303886A JP S63116982 A JPS63116982 A JP S63116982A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- wheel drive
- solenoid
- drive
- throttle valve
- 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
- 230000000694 effects Effects 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000035945 sensitivity Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 1
Abstract
Description
【発明の詳細な説明】
〈産業上の利用分野〉
本発明は、駆動状態を２輪駆動と４輪駆動とに切換え可
能な４輪駆動車における動力舵取装置の操舵力制御装置
に関するものである。[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to a steering force control device for a power steering device in a four-wheel drive vehicle capable of switching the drive state between two-wheel drive and four-wheel drive. be.
〈従来の技術〉
スイッチ操作あるいはレバー装置等によって駆動状態を
２輪駆動と４輪駆動とに切換えるパートタイム式の４輪
駆動車においては、２輪駆動時よりも４輪駆動時のほう
が直進性が向上するため、同一の走行条件においても４
輪駆動時のほうが２輪駆動時に比べて操舵力（マニアル
トルク）が重めとなる。<Prior art> In a part-time four-wheel drive vehicle in which the drive state is switched between two-wheel drive and four-wheel drive by a switch operation or a lever device, etc., straight-line performance is better in four-wheel drive than in two-wheel drive. 4 even under the same driving conditions.
The steering force (manual torque) is heavier when the vehicle is in wheel drive compared to when it is in two-wheel drive.
〈発明が解決しようとする問題点〉
このために運転者は、駆動状態の切換えに伴う操舵力変
化に異和感を覚える問題がある。<Problems to be Solved by the Invention> For this reason, there is a problem in that the driver feels strange when the steering force changes due to the switching of the driving state.
く問題点を解決するための手段〉
本発明は上記した問題点を解決するために、駆動状態の
変化に拘らず操舵特性が変わらないようにしたもので、
その構成は、走行条件に応じて操舵力を制御するための
電磁弁と、駆動状態を２輪駆動か４輪駆動かに選択する
選択手段と、この選択手段の信号に基づいて前記電磁弁
を同一の走行条件に対して異なる電流値で制御する電磁
制御手段とによって構成したものである。Means for Solving the Problems> In order to solve the above problems, the present invention is designed so that the steering characteristics do not change regardless of changes in the driving state.
The configuration includes a solenoid valve for controlling the steering force according to driving conditions, a selection means for selecting the driving state between two-wheel drive and four-wheel drive, and a selection means for selecting the solenoid valve based on a signal from the selection means. It is constructed by electromagnetic control means that controls with different current values for the same running condition.
く作用〉
２輪駆動時においは、車速等の走行条件に応じて電磁弁
が制御され、走行条件に応じて操舵力が制御される。こ
の状態で選択手段により４輪駆動が選択され、駆動状態
が４輪駆動に切換えられると、車速等の走行条件に応じ
て電磁弁は２輪駆動時とは異なる電流特性で制御される
。Effects> During two-wheel drive, the solenoid valve is controlled according to driving conditions such as vehicle speed, and the steering force is controlled according to the driving conditions. In this state, when the selection means selects four-wheel drive and the drive state is switched to four-wheel drive, the solenoid valve is controlled with current characteristics different from those during two-wheel drive depending on driving conditions such as vehicle speed.
〈実施例〉 以下本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図において、１０はエンジンを示し、このエンジン
１０の出力はトランスミッション１１を介してドライブ
シャフト１２に伝えられる。ドライブシャフト１２には
前輪側差動装置１３のデフケース１４が回転連結され、
この差動装置１３に前輪１５．１６を取り付けた左右一
対の前輪軸１７゜１８が連結されている。これによりド
ライブシャフト１２からの駆動トルクは差動装置１３に
より分割されて左右の前輪軸１７．１８に伝えられ、左
右前輪１５．１６を回転駆動するようになっている。In FIG. 2, 10 indicates an engine, and the output of this engine 10 is transmitted to a drive shaft 12 via a transmission 11. A differential case 14 of a front wheel differential device 13 is rotatably connected to the drive shaft 12.
A pair of left and right front wheel axles 17.degree. 18 having front wheels 15, 16 attached thereto are connected to this differential device 13. As a result, the driving torque from the drive shaft 12 is divided by the differential device 13 and transmitted to the left and right front wheel shafts 17.18, thereby rotationally driving the left and right front wheels 15.16.
前記ドライブシャフト１２には後輸出力軸２１が回転連
結され、この後輸出力軸２１にベベルギヤ２２を介して
プロペラシャフト２３が連結されている。このプロペラ
シャトフ２３には後輪側差動装置２５のデフケース２６
が回転連結され、この差動装置２５に後輪２７．２８を
取り付けた左右一対の後輪軸２９．３０が連結され、こ
れによってドライブシャフト１２よりプロペラシャフト
２３に伝達された駆動トルクは差動装置２５により分割
されて左右の後輪軸２９．３０に伝えられ、左右後輪２
７．２８を回転駆動するようになっている。A rear export force shaft 21 is rotatably connected to the drive shaft 12, and a propeller shaft 23 is connected to the rear export force shaft 21 via a bevel gear 22. This propeller shaft 23 has a differential case 26 of the rear wheel differential device 25.
A pair of left and right rear wheel shafts 29.30 with rear wheels 27.28 attached to the differential device 25 are connected to the differential device 25, so that the driving torque transmitted from the drive shaft 12 to the propeller shaft 23 is transferred to the differential device 25. 25 and transmitted to the left and right rear wheel shafts 29.30,
7.28 is designed to rotate.
前記プロペラシャフト２３は、前輪側に連結された第１
回転軸３１と後輪側に連結された第２回転軸３２とによ
って構成され、これら第１及び第２回転軸３１．３２は
電磁クラッチ３３によって離脱可能に結合されるように
入っている。The propeller shaft 23 has a first shaft connected to the front wheel side.
It is constituted by a rotating shaft 31 and a second rotating shaft 32 connected to the rear wheel side, and the first and second rotating shafts 31 and 32 are removably coupled by an electromagnetic clutch 33.
第３図において、３５は前記前＠１５．１６を操舵する
動力舵取装置で、この動力舵取装置３５は、ハンドル３
６に連結されたメインシャフト３７と、出力軸としての
ピニオン軸３８と、このピニオン軸３８に噛み合うラッ
ク軸３９に連結されたパワーシリンダ４０と、前記メイ
ンシャフト３７とピニオン軸３８との相対回転に基づい
て作動されパワーシリンダ４０への圧油の給排を制御す
る制御弁４１とによって構成され、前記ランク軸３９の
両端は操舵リンク機構を介して前輪１５，１６に連結さ
れている。In FIG. 3, reference numeral 35 denotes a power steering device for steering the front @15.
6, a pinion shaft 38 as an output shaft, a power cylinder 40 connected to a rack shaft 39 that meshes with the pinion shaft 38, and relative rotation between the main shaft 37 and the pinion shaft 38. Both ends of the rank shaft 39 are connected to the front wheels 15 and 16 via a steering link mechanism.
第１図において、４５は前記エンジン１０によって駆動
されるポンプを示し、このポンプ４５の吐出量はポンプ
に内蔵された流量制御弁により一定量に制御され、前記
制御弁４１に供給される。In FIG. 1, reference numeral 45 indicates a pump driven by the engine 10, and the discharge amount of this pump 45 is controlled to a constant amount by a flow control valve built into the pump, and is supplied to the control valve 41.
前記パワーシリンダ４０のピストン４６によって区画さ
れた左右室はバイパス通路４７を介して互いに接続され
、このバイパス通路４７中に走行条件に応じて絞り面積
が制御される電磁絞り弁４８が設けられている。The left and right chambers divided by the piston 46 of the power cylinder 40 are connected to each other via a bypass passage 47, and an electromagnetic throttle valve 48 whose throttle area is controlled according to running conditions is provided in the bypass passage 47. .
次に前記電磁絞り弁４８のソレノイドに供給すべき電流
値を車速および操舵角に応じて制御する制御装置につい
て説明する。Next, a control device that controls the current value to be supplied to the solenoid of the electromagnetic throttle valve 48 in accordance with the vehicle speed and steering angle will be described.
第１図において、５０は電子制御装置で、この電子制御
装置５０はマイクロプロセッサ５１と、書込み可能メモ
リ （以下単にＲＡＭという）５２と、読出し専用メモ
リ （以下単にＲＯＭという）５３を主要構成要素とし
、このマイクロプロセッサ５１にはインクフェイス５４
を介してソレノイド駆動回路５５が接続され、前記電磁
絞り弁４８のソレノイドに印加される電流を制御するよ
うになっている。またマイクロプロセッサ５１にはイン
タフェイス５６及び位相判定回路５７を介して操舵角セ
ンサ５８が接続されている。操舵角センサ５８はメイン
シャフト３７上に固定された回転板と、この回転板の単
位角度毎に信号を出力する２つのフォトインクラブタよ
りなり、かかるフォトインクラブタからの信号によりハ
ンドル操舵角θを検出するようになっている。さらにマ
イクロプロセッサ５１にはインクフェイス５６を介して
車速センサ５９が接続されている。この車速センサ５９
は、トランスミッションの出力軸に連結された回転計か
ら構成され、この車速センサ５９から発生されるパルス
信号の周波数により車速Ｖを検出するようになっている
。In FIG. 1, 50 is an electronic control device, and this electronic control device 50 has a microprocessor 51, a writable memory (hereinafter simply referred to as RAM) 52, and a read-only memory (hereinafter simply referred to as ROM) 53 as main components. , this microprocessor 51 has an ink face 54.
A solenoid drive circuit 55 is connected via the solenoid drive circuit 55 to control the current applied to the solenoid of the electromagnetic throttle valve 48. Further, a steering angle sensor 58 is connected to the microprocessor 51 via an interface 56 and a phase determination circuit 57. The steering angle sensor 58 consists of a rotary plate fixed on the main shaft 37 and two photoinkrators that output a signal for each unit angle of the rotary plate, and the steering angle is determined by the signal from the photoinkractor. It is designed to detect θ. Further, a vehicle speed sensor 59 is connected to the microprocessor 51 via an ink face 56 . This vehicle speed sensor 59
is composed of a tachometer connected to the output shaft of the transmission, and detects the vehicle speed V based on the frequency of the pulse signal generated from the vehicle speed sensor 59.
またマイクロプロセッサ５１にはインタフェイス５６を
介してセレクタスイッチ６０が接続されている。このセ
レクタスイッチ６０は運転席に設けられ、このスイッチ
６０の切換え信号により前記電磁クラッチ３３がオン、
オフ制御され、駆動状態が２輪駆動と４輪駆動とに選択
される。Further, a selector switch 60 is connected to the microprocessor 51 via an interface 56. This selector switch 60 is provided in the driver's seat, and the electromagnetic clutch 33 is turned on by a switching signal from this switch 60.
OFF control is performed, and the drive state is selected between two-wheel drive and four-wheel drive.
一方、前記ＲＯＭ５３には、ＺＷＤ用制御バクーンＩ及
び４ＷＤ用制御パターン■が記憶されている。各制御パ
ターンＩ、■は第４図に示すように操舵角θに対する電
流特性をプログラムしたマツプからなり、これらマツプ
は車速Ｖに応じてそれぞれ複数用意されている。On the other hand, the ROM 53 stores a ZWD control pattern I and a 4WD control pattern (2). Each of the control patterns I and (2) consists of a map in which current characteristics with respect to the steering angle .theta. are programmed, as shown in FIG. 4, and a plurality of these maps are prepared depending on the vehicle speed V.
ここで４ＷＤ用制御パターン■は２ＷＤ用制御パターン
Ｉに対し幾分低めの電流特性に設定され、これにより後
述するように同一の走行条件におけるアシスト力に差を
もたせるようになっている。Here, the 4WD control pattern (2) is set to have a somewhat lower current characteristic than the 2WD control pattern (I), thereby providing a difference in assist force under the same driving conditions, as will be described later.
次に第５図に基づいて制御プログラムを説明する。Next, the control program will be explained based on FIG.
車が一定の走行距離走行する毎に割込み信号が出力され
、この割込み信号によりまずステップ７０において、車
速センサ５９及び操舵角センサ５８にて検出された車速
■および操舵角θが読み込まれ、ＲＡＭ５２に記憶され
る。次いでステップ７１において、セレクタスイッチ６
０のセレクト状態が判別され、２ＷＤ側にセレクトされ
ている場合にはステップ７２に移行し、４ＷＤ側にセレ
クトされている場合にはステップ７３に移行する。An interrupt signal is output every time the car travels a certain distance, and in response to this interrupt signal, in step 70, the vehicle speed ■ and steering angle θ detected by the vehicle speed sensor 59 and steering angle sensor 58 are read and stored in the RAM 52. be remembered. Next, in step 71, the selector switch 6
The selection state of 0 is determined, and if the 2WD side is selected, the process moves to step 72, and if the 4WD side is selected, the process moves to step 73.
前記ステップ７２においては電磁クラッチ３３の切が指
令され、続くステップ７４において、ＲＯＭ５３に記憶
されたＺＷＤ用制御パターンＩが選択され、さらにステ
ップ７５において、その制御パターンＩより車速■およ
び操舵角θに応じた電流値１１がサーチされる。一方、
前記ステップ７３においては電磁クラッチ３３の人が指
令され、続くステップ７６において、４ＷＤ用制御パタ
ーン■が選択され、さらにステップ７７において、その
制御パターン■より車速■および操舵角θに応じた電流
値１２がサーチされる。しかして前記ステップ７５．７
７でサーチされた電流値１１＋１２はステップ７８で出
力され、ソ°レノイド駆動回路５５によって電磁絞り弁
４８のソレノイドに印加される。In step 72, the electromagnetic clutch 33 is commanded to be disengaged, and in the subsequent step 74, the ZWD control pattern I stored in the ROM 53 is selected, and further in step 75, the vehicle speed ■ and steering angle θ are determined based on the control pattern I. A corresponding current value 11 is searched. on the other hand,
In step 73, the electromagnetic clutch 33 is commanded, and in the subsequent step 76, the 4WD control pattern ■ is selected, and further in step 77, the control pattern ■ determines the current value 12 according to the vehicle speed ■ and the steering angle θ. is searched. Then step 75.7
The current value 11+12 searched in step 7 is outputted in step 78 and applied to the solenoid of the electromagnetic throttle valve 48 by the solenoid drive circuit 55.
このようにセレクタスイッチ６０が２輪駆動側に切換え
られている場合には、電磁クラッチ３３がオフとなり、
２輪駆動の状態となる。この場合には第５図のフローチ
ャートより明らかなように、２輪駆動用制御パターンＩ
（第４図Ａ）より車速■および操舵角θに応じた電流
値ｉ１が選択され、これが電磁絞り弁４８のソレノトに
印加されて絞り面積が変化される。これによりパワーシ
リンダ４０の両室が互いにバイパスされ、操舵ゲインが
低下されるため、車速Ｖの上昇に応じてアシスト力が低
減される車速感応性がもたらされるとともに、操舵角θ
の増大に応じてアシスト力が低減される操舵角感応性が
もたらされる。In this way, when the selector switch 60 is switched to the two-wheel drive side, the electromagnetic clutch 33 is turned off,
It becomes a two-wheel drive state. In this case, as is clear from the flowchart in FIG.
(FIG. 4A), a current value i1 corresponding to the vehicle speed 2 and the steering angle θ is selected, and this is applied to the solenoid of the electromagnetic throttle valve 48 to change the throttle area. As a result, both chambers of the power cylinder 40 are bypassed to each other, and the steering gain is reduced, thereby providing vehicle speed sensitivity in which the assist force is reduced as the vehicle speed V increases, and the steering angle θ
This provides steering angle sensitivity in which the assist force is reduced in accordance with an increase in the steering angle.
ところで、セレクタスイッチ６０が４輪駆動側に切換え
られた場合には、電磁クラッチ３３がオンとなり、この
電磁クラッチ３３を介して前輪側と後輪側とが結合され
、４輪駆動状態となる。しかしてこの場合には、４輪駆
動用制御パターン■（第４図Ｂ）より車速■及び操舵角
θに応じた電流値１２が選択され、この電流値１２が電
磁絞り弁４８のソレノイドに印加されて絞り面積が変化
される。しかしてこの場合には、電磁絞り弁４８に供給
される電磁値１２が先に述べた２輪駆動時の電流値１１
より幾分低めに設定されているため、車速■および操舵
角θに対する電磁絞り弁４８の絞り面積が２輪駆動時に
比べて若干小さめに制御され、シリンダバイパス量が抑
制される。By the way, when the selector switch 60 is switched to the four-wheel drive side, the electromagnetic clutch 33 is turned on, and the front wheels and the rear wheels are connected via the electromagnetic clutch 33, resulting in a four-wheel drive state. However, in this case, a current value 12 corresponding to the vehicle speed ■ and steering angle θ is selected from the four-wheel drive control pattern ■ (Fig. 4B), and this current value 12 is applied to the solenoid of the electromagnetic throttle valve 48. and the aperture area is changed. However, in this case, the electromagnetic value 12 supplied to the electromagnetic throttle valve 48 is the current value 11 during two-wheel drive mentioned above.
Since it is set somewhat lower, the throttle area of the electromagnetic throttle valve 48 with respect to the vehicle speed ■ and the steering angle θ is controlled to be slightly smaller than that during two-wheel drive, and the amount of cylinder bypass is suppressed.
これにより、４輪駆動時においては２輪駆動時に比べて
直進性がよくハンドルが若干重めと、なるが、これがシ
リンダバイパス制御によるアシスト力制御によって補正
され、４輪駆動時においてもマニアルトルクに対する操
舵力を２輪駆動時とほぼ間じにすることができるように
なる。従って２輪駆動と４輪駆動との間で切換えた場合
にも、運転者に異和感を与えることがない。As a result, in 4-wheel drive mode, the straight-line performance is better than in 2-wheel drive mode, and the steering wheel is slightly heavier. However, this is corrected by assist force control by cylinder bypass control, and even in 4-wheel drive mode, the manual torque The steering force can be made almost the same as when driving two wheels. Therefore, even when switching between two-wheel drive and four-wheel drive, the driver does not feel strange.
上記した実施例においては、２輪駆動と４輪駆動の切換
えをセレクタスイッチ６０と電磁クラッチ３３にて行う
例について述べたが、その選択切換え手段は特に限定さ
れるものではなく、各種の方式を採り得るものである。In the above embodiment, an example was described in which switching between two-wheel drive and four-wheel drive is performed using the selector switch 60 and the electromagnetic clutch 33, but the selection switching means is not particularly limited, and various methods may be used. It is something that can be taken.
また上記実施例においては、動力舵取装置の操舵力をパ
ワーシリンダ４０のバイパス制御によって制御する例に
ついて述べたが、操舵力の制御は、電磁弁を用いて油圧
反力を制御する油圧反力機構等によって行うこともでき
ることは勿論である。Further, in the above embodiment, an example was described in which the steering force of the power steering device is controlled by bypass control of the power cylinder 40, but the control of the steering force is performed by controlling the hydraulic reaction force using a solenoid valve. Of course, this can also be done by a mechanism or the like.
〈発明の効果〉
以上述べたように本発明は、駆動状態に応じて動力舵取
装置のアシスト力を異ならせるようにしたので、２輪駆
動と４輪駆動との切換えによる操舵力の変化がなくなり
、運転者に異和感を与えることがない効果がある。<Effects of the Invention> As described above, the present invention is configured to vary the assist force of the power steering device depending on the driving state, so that changes in steering force due to switching between two-wheel drive and four-wheel drive are avoided. This has the effect of not causing any discomfort to the driver.
図面は本発明の実施例を示すもので、第１図はす線図、
第５図はフローチャートを示す図である。
３３・・・電磁クラッチ、３５・・・動力舵取装置、４
８・・・電磁絞り弁、５０・・・電子制御装置、５８・
・・操舵角センサ、５９・・・車速センサ、６０・・・
セレクタスイッチ。The drawings show an embodiment of the present invention, and FIG. 1 is a helical diagram;
FIG. 5 is a diagram showing a flowchart. 33... Electromagnetic clutch, 35... Power steering device, 4
8... Electromagnetic throttle valve, 50... Electronic control device, 58.
...Steering angle sensor, 59...Vehicle speed sensor, 60...
selector switch.
Claims (1)
４輪駆動車における動力舵取装置の操舵力制御装置にし
て、走行条件に応じて操舵力を制御するための電磁弁と
、駆動状態を２輪駆動か４輪駆動かに選択する選択手段
と、この選択手段の信号に基づいて前記電磁弁を同一の
走行条件に対して異なる電流値で制御する電磁制御手段
とによって構成してなる動力舵取装置の操舵力制御装置
。(1) A solenoid valve for controlling the steering force according to driving conditions as a steering force control device for a power steering device in a four-wheel drive vehicle that can switch the drive state between two-wheel drive and four-wheel drive. , consisting of a selection means for selecting the drive state between two-wheel drive and four-wheel drive, and an electromagnetic control means for controlling the solenoid valve with different current values for the same driving condition based on a signal from the selection means. A steering force control device for a power steering device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26303886A JPS63116982A (en) | 1986-11-05 | 1986-11-05 | Steering force controller for power steering |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26303886A JPS63116982A (en) | 1986-11-05 | 1986-11-05 | Steering force controller for power steering |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63116982A true JPS63116982A (en) | 1988-05-21 |
Family
ID=17384005
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP26303886A Pending JPS63116982A (en) | 1986-11-05 | 1986-11-05 | Steering force controller for power steering |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63116982A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7374012B2 (en) * | 2004-05-24 | 2008-05-20 | Yamaha Hatsudoki Kabushiki Kaisha | Operation control system for small-sized vehicle |
| WO2009096998A1 (en) * | 2008-01-31 | 2009-08-06 | Bombardier Recreational Products Inc. | Vehicle having a variable assist power steering assembly |
| JP2009274616A (en) * | 2008-05-15 | 2009-11-26 | Toyota Motor Corp | Vehicular steering controller |
| DE102013201207A1 (en) | 2012-01-25 | 2013-07-25 | Honda Motor Co., Ltd. | Vehicle and steering device |
| GB2518146A (en) * | 2013-09-10 | 2015-03-18 | Jaguar Land Rover Ltd | System and method for controlling configuration of vehicle power steering based on driveline operation |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61207274A (en) * | 1985-03-13 | 1986-09-13 | Nissan Motor Co Ltd | Power steering device for 4-wheel-drive-vehicle |
-
1986
- 1986-11-05 JP JP26303886A patent/JPS63116982A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61207274A (en) * | 1985-03-13 | 1986-09-13 | Nissan Motor Co Ltd | Power steering device for 4-wheel-drive-vehicle |
Cited By (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7374012B2 (en) * | 2004-05-24 | 2008-05-20 | Yamaha Hatsudoki Kabushiki Kaisha | Operation control system for small-sized vehicle |
| US8701820B2 (en) | 2008-01-31 | 2014-04-22 | Bombardier Recreational Products Inc. | Vehicle having a variable assist power steering assembly |
| WO2009096998A1 (en) * | 2008-01-31 | 2009-08-06 | Bombardier Recreational Products Inc. | Vehicle having a variable assist power steering assembly |
| US8162096B2 (en) | 2008-01-31 | 2012-04-24 | Bombardier Recreational Products Inc. | Vehicle having a variable assist power steering assembly |
| US8403104B2 (en) | 2008-01-31 | 2013-03-26 | Bombardier Recreational Products Inc. | Vehicle having a variable assist power steering assembly |
| JP2009274616A (en) * | 2008-05-15 | 2009-11-26 | Toyota Motor Corp | Vehicular steering controller |
| US8930078B2 (en) | 2012-01-25 | 2015-01-06 | Honda Motor Co., Ltd. | Vehicle and steering apparatus |
| CN103223973A (en) * | 2012-01-25 | 2013-07-31 | 本田技研工业株式会社 | Vehicle and steering apparatus |
| DE102013201207A1 (en) | 2012-01-25 | 2013-07-25 | Honda Motor Co., Ltd. | Vehicle and steering device |
| US9221493B2 (en) | 2012-01-25 | 2015-12-29 | Honda Motor Co., Ltd. | Vehicle and steering apparatus |
| DE102013201207B4 (en) * | 2012-01-25 | 2018-04-12 | Honda Motor Co., Ltd. | vehicle |
| GB2518146A (en) * | 2013-09-10 | 2015-03-18 | Jaguar Land Rover Ltd | System and method for controlling configuration of vehicle power steering based on driveline operation |
| WO2015036424A1 (en) * | 2013-09-10 | 2015-03-19 | Jaguar Land Rover Limited | System and method for controlling configuration of vehicle power steering based on driveline operation |
| GB2520139A (en) * | 2013-09-10 | 2015-05-13 | Jaguar Land Rover Ltd | System and method for controlling configuration of vehicle power steering based on driveline operation |
| GB2520139B (en) * | 2013-09-10 | 2016-08-10 | Jaguar Land Rover Ltd | System and method for controlling configuration of vehicle power steering based on driveline operation |
| JP2018024426A (en) * | 2013-09-10 | 2018-02-15 | ジャガー ランド ローバー リミテッドＪａｇｕａｒ Ｌａｎｄ Ｒｏｖｅｒ Ｌｉｍｉｔｅｄ | System and method for control of configuration of vehicle power steering based on driveline operation |
| US10144407B2 (en) | 2013-09-10 | 2018-12-04 | Jaguar Land Rover Limited | System and method for controlling configuration of vehicle power steering based on driveline operation |
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