JPS63184575A - Control method for rear wheel steering device for automobile - Google Patents

Control method for rear wheel steering device for automobile

Info

Publication number
JPS63184575A
JPS63184575A JP1677187A JP1677187A JPS63184575A JP S63184575 A JPS63184575 A JP S63184575A JP 1677187 A JP1677187 A JP 1677187A JP 1677187 A JP1677187 A JP 1677187A JP S63184575 A JPS63184575 A JP S63184575A
Authority
JP
Japan
Prior art keywords
rear wheel
wheel steering
steering angle
rear wheels
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
Application number
JP1677187A
Other languages
Japanese (ja)
Inventor
Shigeru Iga
伊賀　滋
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.)
Subaru Corp
Original Assignee
Fuji Heavy Industries 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 Fuji Heavy Industries Ltd filed Critical Fuji Heavy Industries Ltd
Priority to JP1677187A priority Critical patent/JPS63184575A/en
Publication of JPS63184575A publication Critical patent/JPS63184575A/en
Pending 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
    • B62D7/15—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
    • B62D7/159—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 characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition
    • 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
    • B62D7/1581—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 characterised by comprising an electrical interconnecting system between the steering control means of the different axles

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Theoretical Computer Science (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Abstract

PURPOSE:To suppress change of behavior of a body due to variation of frictional resistance of pavement, by detecting slip condition of rear right and left wheels upon rotary operation of a steering wheel, and controlling the steering angle of rear right and left wheels individually corresponding to said slip condition. CONSTITUTION:Upon rotary operation of a steering wheel 1, a control circuit 4 determines steering direction and angle of rear wheel based on a steering angle of front wheel detected through a steering angle sensor 2 and a vehicle speed detected through a vehicle speed sensor 3, so as to control a rear wheel steering mechanism. In such device, the rear wheel steering mechanism is constructed with independent steering mechanisms L, R for steering right and left rear wheels 14R, 14L individually. Respective steering mechanisms L, R are constructed such that a tie rod 12 is displaced axially through gear rows 6-9 by means of motors. Steering angle of rear wheel is corrected according to slip condition of right and left rear wheels 14R, 14L which is judged based on outputs from respective rear wheel rotation sensors 15, and respective motors 5 are controlled according to corrected steering angle of rear wheel.

Description

【発明の詳細な説明】 産業上の利用分野 本発明は自動車用後輪操舵装置の制御方法に関するもの
である。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a method of controlling a rear wheel steering system for an automobile.

従来の技術 自動車において、ステアリングハンドルの転舵操作によ
る前輪の転舵作動に伴ない、後輪も同時に転舵作動する
ようにしたものは従来より種々開発され、例えば特開昭
５５−９１４５７号公報等にて既に公開されている。Conventional Technology Various automobiles have been developed in which the rear wheels are simultaneously steered when the front wheels are steered by turning the steering wheel. For example, Japanese Patent Laid-Open No. 55-91457 It has already been published in etc.

発明が解決しようとする問題点 上記のような従来の後輪操舵装置は、左右の後輪が連結
され、前輪の舵角とそのときの車速とにより左右の後輪
を一緒に転舵させる方式を採っているのが普通である。Problems to be Solved by the Invention In the conventional rear wheel steering device as described above, the left and right rear wheels are connected, and the left and right rear wheels are steered together based on the steering angle of the front wheels and the vehicle speed at that time. It is common to take .

ところが、車両の運動性能は路面状態によって大きく影
響され、特に路面の終（摩擦係数）が左右輪或は１輪の
み異なるような場合はドライバが予期しない挙動を示す
ことがあるが、このような＄態に対し従来のように左右
の後輪が連結され左右後輪が一緒に転舵される形式のも
のでは左右輪の路面用の違いに的確には対応し得ないと
言う問題を有している。However, the driving performance of a vehicle is greatly affected by the road surface conditions, and especially when the end of the road surface (friction coefficient) differs between the left and right wheels or only one wheel, the driver may exhibit unexpected behavior. In contrast, the conventional type in which the left and right rear wheels are connected and the left and right rear wheels are steered together has the problem that it cannot accurately respond to the difference in road surface use between the left and right wheels. ing.

本発明は上記のような従来の問題に対処し得る後輪操舵
装置の制御方法を提供することを主目的とするものであ
る。The main object of the present invention is to provide a control method for a rear wheel steering system that can overcome the conventional problems as described above.

問題点を解決するための手段 本発明は、前輪の舵角とそのときの車速とから制御回路
が後輪を転舵させるべき方向と舵角とを決定して出力信
号を発し後輪操舵機構を作動させて後輪転舵を行うよう
になっている自動車の後輪操舵装置において、左右の後
輪をそれぞれ各別に転舵させるべき左後輪操舵機構と右
後輪操舵機構とを各々独立させて設け、制御回路が左右
の後輪の各回転数情報から左右後輪のそれぞれのスリッ
プ状態を判断し、そのスリップ状態に応じて上記前輪舵
角と車速とから決定される後輪舵角を補正制御すること
を特徴とするものである。Means for Solving the Problems The present invention provides a rear wheel steering mechanism in which a control circuit determines the direction and steering angle in which the rear wheels should be steered based on the steering angle of the front wheels and the vehicle speed at that time, and issues an output signal. In the rear wheel steering system of an automobile, which operates the rear wheels to steer the rear wheels, the left rear wheel steering mechanism and the right rear wheel steering mechanism, which respectively steer the left and right rear wheels separately, are made independent of each other. The control circuit determines the slip state of each of the left and right rear wheels from the rotation speed information of the left and right rear wheels, and adjusts the rear wheel steering angle determined from the front wheel steering angle and the vehicle speed according to the slip state. This is characterized by correction control.

作　　　用 上記において、転舵操作時前輪舵角と車速とから後輪が
前輪転舵方向と同方向に転舵されるような場合、例えば
左右いずれか一方の路面抵抗が低いときにはその路面抵
抗の低い方の後輪のスリップが反対側の後輪のスリップ
より大となるので、制御回路は路面抵抗の低い方の後輪
を反対側の後輪より大なる舵角を与えるよう制御して積
上りに対する抗力を増大させる等、左右の後輪をそれぞ
れ常に路面抵抗の変化に対し最適状態に保つよう制御し
、これにより路面の摩擦抵抗の変動による車体挙動の予
期せぬ変化を防止し、操縦安定性の向上をはかることが
できるものである。Effect In the above, when the rear wheels are steered in the same direction as the front wheel steering direction based on the front wheel steering angle and vehicle speed during steering operation, for example, when the road resistance on either the left or right side is low, the road resistance Since the slip of the lower rear wheel is greater than the slip of the opposite rear wheel, the control circuit controls the rear wheel with lower road resistance to give a larger steering angle than the opposite rear wheel. The left and right rear wheels are always controlled to maintain optimal conditions against changes in road resistance, such as by increasing the resistance against uphill climbs. This makes it possible to improve stability.

実施例 以下本発明の一実施例を附図を参照して説明する。Example An embodiment of the present invention will be described below with reference to the accompanying drawings.

第１図において、１はステアリングハンドルであり、該
ステアリングハンドル１を右又は左に回転操作すること
により図示しない例えばラック・ピニオン式ステアリン
グ装置等公知の前輪操舵装置が作動し前輪を右又は左に
転舵作動させることができるようになっている。In FIG. 1, reference numeral 1 denotes a steering handle, and by rotating the steering handle 1 to the right or left, a known front wheel steering device (not shown) such as a rack and pinion type steering device is actuated to turn the front wheels to the right or left. It is now possible to operate the steering.

２はステアリングハンドル１の転舵操作角度等から前輪
舵角を検出して前輪舵角信号δｆを発する前輪舵角セン
サ、３は例えばスピードメータケーブル等から走行速度
を検出し車速信号Ｖを発する車速センサであり、これら
前輪舵角センサ２の前輪舵角信号δｆと車速センサ３の
車速信号Ｖは制御回路４にインプットされる。2 is a front wheel steering angle sensor that detects the front wheel steering angle from the steering angle of the steering handle 1 and generates a front wheel steering angle signal δf; and 3 is a vehicle speed sensor that detects the running speed from, for example, a speedometer cable and generates a vehicle speed signal V. The front wheel steering angle signal δf from the front wheel steering angle sensor 2 and the vehicle speed signal V from the vehicle speed sensor 3 are input to the control circuit 4.

左右の後輪１４Ｌと１４Ｒは、それぞれ独立した操舵機
構りとＲとにより各別に操舵されるよう構成されている
。The left and right rear wheels 14L and 14R are configured to be steered separately by independent steering mechanisms and R, respectively.

操舵機構りとＲとは、それぞれ制御回路４の出力信号に
よって制御されるアクチュエータ例えば電動モータ５と
、該電動モータ５の出力軸に固着した円筒ウオーム６と
、該円筒ウオーム６に噛合うウオームホイール７と、該
ウオームホイール７と一体的に回転するピニオンギヤ８
と、該ピニオンギヤ８に噛合うラックシャフト９と、こ
れらを内装するギヤボックス１１とから構成され、各ラ
ックシャフト９はタイロッド１２およびナックルアーム
１３を介してそれぞれ左右の後輪１４Ｌと１４Ｒとに連
結され電動モータ５の回転によりラックシャフト９が軸
方向に作動して後輪１４Ｌと１４Ｒを各別に転舵作動さ
せることができるようになっている。The steering mechanisms R and R each include an actuator such as an electric motor 5 controlled by an output signal from a control circuit 4, a cylindrical worm 6 fixed to the output shaft of the electric motor 5, and a worm wheel meshing with the cylindrical worm 6. 7, and a pinion gear 8 that rotates integrally with the worm wheel 7.
, a rack shaft 9 that meshes with the pinion gear 8, and a gear box 11 that houses these, and each rack shaft 9 is connected to left and right rear wheels 14L and 14R via tie rods 12 and knuckle arms 13, respectively. As the electric motor 5 rotates, the rack shaft 9 is actuated in the axial direction, so that the rear wheels 14L and 14R can be steered separately.

操舵機構りとＲにはそれぞれの後輪実舵角を検出し左後
輪舵角信号δｒＬＴおよびδｒＲＴを上記制御回路４に
発する後輪舵角センサ１０が設けられている。The steering mechanisms R and R are provided with a rear wheel steering angle sensor 10 that detects the actual steering angle of each rear wheel and outputs left rear wheel steering angle signals δrLT and δrRT to the control circuit 4.

１５は左右後輪１４Ｌと１４Ｈのそれぞれの回転数を検
出し左後輪回転数信号ＷＬおよび右後輪回転数信号ＷＲ
を上記制御回路４に発する後輪回転数センサであり、該
後輪回転数センサ１５は例えばアンチスキッドブレーキ
システム即ちＡＢＳを装備している自動車においては該
ＡＢＳ用の後輪回転数検出装置を利用することができる
。15 detects the respective rotation speeds of the left and right rear wheels 14L and 14H, and outputs a left rear wheel rotation speed signal WL and a right rear wheel rotation speed signal WR.
The rear wheel rotation speed sensor 15 is a rear wheel rotation speed sensor that sends a signal to the control circuit 4, and the rear wheel rotation speed sensor 15 uses a rear wheel rotation speed detection device for the ABS, for example, in a car equipped with an anti-skid brake system, that is, ABS. can do.

制御回路４には、予じめ第２図に示すように、車速Ｖが
所定値以下のときは負となり所定値を越えるとゼロから
正となり且つ車速が増すに従って増大する関数ｆ　（Ｖ
）が設定されると共に、例えば第３図に示すように後述
する左右後輪１４Ｌ　、　１４Ｒｃｒ＋、；ｌ−／プ率
ΔｖＬ　、ΔｖＲが増大するに従って１から徐々に増大
する係数αＬ　、αにのデータが設定されており、制御
回路４は上記各センサ２，３，１０．１５等からの各情
報から第４図のフローチャートに示すように左右後輪１
４Ｌ、１４Ｒの舵角制御を各別に行う。As shown in FIG. 2, the control circuit 4 has a function f (V
) are set, as well as data on coefficients αL and α that gradually increase from 1 as the left and right rear wheels 14L, 14Rcr+, ;l-/proportions ΔvL and ΔvR increase, as shown in FIG. 3, for example. are set, and the control circuit 4 uses the information from the sensors 2, 3, 10.
The steering angle control for 4L and 14R is performed separately.

即ち、制御回路４は先ず車速センサ３の車速信号Ｖの入
力により第２図に基すいてｆ　（Ｖ）を算出してｆ　（
Ｖ）が正か負かを判断し、次に前輪舵角センサ２から入
力された前輪舵角信号δｆから前輪転舵方向が右か左か
を判断し、ｆ（Ｖ）＞０であれば後輪は前輪転舵方向と
同方向に、ｆ（Ｖ）＜０であれば後輪は前輪転舵方向と
は逆方向と言うように後輪転舵方向を決定する。That is, the control circuit 4 first calculates f (V) based on FIG. 2 based on the input of the vehicle speed signal V from the vehicle speed sensor 3, and then calculates f (
V) is positive or negative, and then it is determined whether the front wheel steering direction is right or left from the front wheel steering angle signal δf input from the front wheel steering angle sensor 2, and if f(V)>0 The rear wheels are steered in the same direction as the front wheels, and if f(V)<0, the rear wheels are steered in the opposite direction to the front wheels.

次いで、後輪回転数センサ１５からの左後輪回転数信号
Ｗしと右後輪回転数信号ＷＲにて左後輪と右後輪のスリ
ップ率Δ■しとΔＶＲを算出する。Next, the left rear wheel rotation speed signal W and the right rear wheel rotation speed signal WR from the rear wheel rotation speed sensor 15 are used to calculate the slip ratios Δ■ and ΔVR of the left rear wheel and the right rear wheel.

スリップ率の算出は、 ｌ　ｒＷＬ−Ｖｌ　　　　　　　　　　ｌ　ｒＷＲ−Ｖ
ｌ△ＶＬ＝−■−−、ΔｖＲ＝−７−− なる式で容易に行うことができる。上記式にてｒはタイ
ヤ半径である。Calculation of slip rate is l rWL-Vl l rWR-V
This can be easily done using the following equations: lΔVL=−■−−, ΔvR=−7−−. In the above formula, r is the tire radius.

上記スリップ率ΔｖＬ　とΔＶＲから第３図示のデータ
に基づき係数αＬおよびαＲを算出し、次イテδｆＸｆ
（Ｖ）Ｘａｔ　＝δｒ１　　。The coefficients αL and αR are calculated from the above slip rates ΔvL and ΔVR based on the data shown in Figure 3, and the next iteration δfXf
(V) Xat = δr1.

δｆＸｆ（Ｖ）Ｘαａ＝δｒＲなる式にて転舵すべき左
後輪舵角δｒＬ＋右後輪舵角δｒＨをそれぞれ算出し、
左右の後輪舵角センサ１０　、１０からそれぞれ入力さ
れる左右の後輪実舵角信号δｒＬＴおよびδｒＲＴ　と
上記転舵すべき左右の後輪舵角δｒＬ＋δ、Ｒとをそれ
ぞれ比較して左右の後輪操舵機メ情ゴ７．Ｒの各電動モ
ータ５゜５を回転駆動させるべき出力信号を発し、左右
の後輪１４Ｌと１４Ｈの実舵角が上記δｒしおよびδｒ
Ｒにほぼ一致するようそれぞれ転舵させる。Calculate the left rear wheel steering angle δrL + right rear wheel steering angle δrH to be steered using the formula δfXf(V)Xαa=δrR,
The left and right rear wheel actual steering angle signals δrLT and δrRT inputted from the left and right rear wheel steering angle sensors 10 and 10, respectively, are compared with the left and right rear wheel steering angles δrL+δ, R to be steered, respectively, and the left and right rear wheel steering angles are determined. Wheel steering machine Mejogo 7. It outputs an output signal to rotationally drive each electric motor 5.
The wheels are steered so that they almost match R.

上記においてスリップ率は、前輪舵角および車速が大き
い程大きく且つ路面の川が小さい程大きいから、同じ車
速で同じように舵を切っても路面のｐが大きいときと小
さいときとではスリップ率が異なる。従って第３図に示
すようにスリップ率が大きくなるに従って徐々に増加す
る増加関数で係数αＬ　、αＲを算出するよう設定して
おくことにより、左右後輪で路面用が異なるような場合
、ルの低い側の後輪のスリップ率はルの高い側の後輪の
スリップ率より大となり、川の低い側の後輪の係数が大
となってその側の後輪の舵角が反対側の舵角より大きく
転舵され、これにより延の低い側の後輪の積上りに対す
る抗力（即ちコーナリングフォース）が増大し、車体ス
ピンと言うような車体挙動の予期しない変化は防止され
る。In the above, the slip ratio increases as the front wheel steering angle and vehicle speed increase, and as the road surface becomes smaller, so even if you turn the steering in the same way at the same vehicle speed, the slip ratio will be different when the road surface p is large and small. different. Therefore, by setting the coefficients αL and αR to be calculated using increasing functions that gradually increase as the slip ratio increases as shown in Figure 3, if the left and right rear wheels are designed for different road surfaces, the The slip rate of the rear wheels on the lower side of the river is greater than the slip rate of the rear wheels on the higher side of the river, and the coefficient of the rear wheels on the lower side of the river becomes larger, causing the steering angle of the rear wheels on that side to be smaller than that of the rear wheels on the opposite side. This increases the resistance to build-up of the lower rear wheel (i.e. cornering force) and prevents unexpected changes in vehicle behavior such as vehicle spin.

即ち、左右後輪はそれぞれのスリップ率に適合した舵角
に制御され、路面ルの変動による車体挙動の変化を極小
に抑え、操縦安定性の向上をはかることができるもので
ある。That is, the left and right rear wheels are controlled to steering angles that match their respective slip rates, minimizing changes in vehicle behavior due to variations in road surface angle, and improving steering stability.

上記第４図の実施例では左右の後輪回転数と車速とから
各後輪のスリップ率ΔＶＬ＋ΔＶＲを算出して該スリッ
プ率から各係数αＬ　、αＲを算出する例を示している
が、本発明では上記方法以外に、車速信号Ｖと前輪舵角
信号δｆから旋回半径を推定し、該旋回半径で生じる内
外輪回転数差から左右後輪の標準的な各回転数を推察し
、これと後輪回転数センサ１５，１５から得た左右後輪
の実際の回転数ＷｔおよびＷＲとをそれぞれ比較し、実
際の回転数が上記推察した回転数より少い場合路面ルが
低いと判断して通常路面の場合よりも大きな転舵角を与
える制御方法を採用しても良い。The embodiment shown in FIG. 4 above shows an example in which the slip ratio ΔVL+ΔVR of each rear wheel is calculated from the left and right rear wheel rotational speed and the vehicle speed, and each coefficient αL, αR is calculated from the slip ratio. In addition to the above method, the turning radius is estimated from the vehicle speed signal V and the front wheel steering angle signal δf, and the standard rotation speed of the left and right rear wheels is estimated from the difference in rotation speed of the inner and outer wheels that occurs at the turning radius. Compare the actual rotation speeds Wt and WR of the left and right rear wheels obtained from the wheel rotation speed sensors 15, 15, respectively, and if the actual rotation speed is lower than the rotation speed estimated above, it is determined that the road surface level is low and the A control method that provides a larger steering angle than in the case of a road surface may be adopted.

尚図示実施例では、後輪操舵用のアクチュエータとして
電動モータを用い、該電動モータの回転で減速歯車機構
およびピニオンギヤ。In the illustrated embodiment, an electric motor is used as the actuator for steering the rear wheels, and the rotation of the electric motor drives the reduction gear mechanism and the pinion gear.

ラックシャフト等を介して後輪を転舵作動させる構造の
ものを示しているが、後輪操舵用アクチュエータおよび
該アクチュエータから後輪に操舵力を伝達する機構等は
、上記図示実施例のもの以外、例えば油圧アクチュエー
タの作動油圧にて後輪を転舵作動させる機構等、任意の
構成を採用し得る。Although a structure in which the rear wheels are steered through a rack shaft or the like is shown, the rear wheel steering actuator and the mechanism for transmitting the steering force from the actuator to the rear wheels are other than those in the above-illustrated embodiment. For example, any configuration may be adopted, such as a mechanism that steers the rear wheels using the hydraulic pressure of a hydraulic actuator.

発明の効果 上記のように本発明によれば、ステアリングハンドルを
回転操作した操舵時、左右後輪のそれぞれのスリップ状
態を検出し、そのスリップ状態に応じて左右の後輪の転
舵角を各別に制御する方法を採ることにより、例えば左
右で路面の摩擦係数が異なる場合でも左右後輪はその路
面状況に常に最適の転舵角に制御され、路面の摩擦抵抗
の変化による車体挙動の変化を極小に保つことができ、
操縦安定性の著しい向上をはかることができるもので、
実用上多大の効果をもたらし得るものである。Effects of the Invention As described above, according to the present invention, when steering by rotating the steering wheel, the slip state of each of the left and right rear wheels is detected, and the steering angle of the left and right rear wheels is adjusted according to the slip state. By adopting separate control methods, for example, even if the left and right road surfaces have different friction coefficients, the left and right rear wheels are always controlled to the optimal steering angle for the road surface conditions, and changes in vehicle behavior due to changes in road surface friction resistance are avoided. can be kept extremely small,
It can significantly improve steering stability,
This can bring about great practical effects.

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

第１図は本発明の一実施例を示す平面説明図、第２図は
後輪舵角を求める為の車速関数の一例を示す図、第３図
は後輪舵角を求める場合の後輪のスリップ率に対する係
数の関係を表わす図、第４図は本発明による後輪舵角制
′４ＪＩＪ態様の一例を示すフローチャートである。 ■・・・ステアリングハンドル、２・・・前輪舵角セン
サ、３・・・車速センサ、４・・・制御回路、Ｌ。 Ｒ・・・後輪操舵機構、１０・・・後輪舵角センサ、１
４Ｌ、１４Ｒ・・・後輪、１５・・・後輪回転数センサ
。 以　　　上Fig. 1 is an explanatory plan view showing an embodiment of the present invention, Fig. 2 is a diagram showing an example of a vehicle speed function for calculating the rear wheel steering angle, and Fig. 3 is a diagram showing the rear wheels when calculating the rear wheel steering angle. FIG. 4 is a flowchart showing an example of the rear wheel steering angle control '4JIJ mode according to the present invention. ■...Steering handle, 2...Front wheel steering angle sensor, 3...Vehicle speed sensor, 4...Control circuit, L. R... Rear wheel steering mechanism, 10... Rear wheel steering angle sensor, 1
4L, 14R...Rear wheel, 15...Rear wheel rotation speed sensor. that's all

Claims (3)

【特許請求の範囲】[Claims] （１）ステアリングハンドルの回転操作に伴なう前輪の
舵角とそのときの車速とから制御回路が後輪を転舵させ
るべき方向と舵角とを決定して出力信号を発し後輪操舵
機構を作動させて後輪転舵を行うようになっている自動
車の後輪操舵装置において、左右の後輪をそれぞれ各別
に転舵させるべき左後輪操舵機構と右後輪操舵機構とを
各々独立させて設け、制御回路が左右の後輪の各回転数
情報から左右後輪のそれぞれのスリップ状態を判断し、
そのスリップ状態に応じて上記前輪舵角と車速とから決
定される後輪舵角を補正制御することを特徴とする自動
車用後輪操舵装置の制御方法。(1) The control circuit determines the direction and steering angle in which the rear wheels should be steered based on the steering angle of the front wheels accompanying rotation of the steering wheel and the vehicle speed at that time, and issues an output signal to create a rear wheel steering mechanism. In the rear wheel steering system of an automobile, which operates the rear wheels to steer the rear wheels, the left rear wheel steering mechanism and the right rear wheel steering mechanism, which respectively steer the left and right rear wheels separately, are made independent of each other. The control circuit determines the slip status of the left and right rear wheels from the respective rotation speed information of the left and right rear wheels.
A method for controlling a rear wheel steering device for an automobile, characterized in that a rear wheel steering angle determined from the front wheel steering angle and the vehicle speed is corrected and controlled in accordance with the slip state. （２）制御回路は、左右後輪の各回転数情報から左右後
輪の各スリップ率を算出し、スリップ率の大なる程前輪
舵角と車速とから決定される後輪舵角を増加させるよう
補正制御することを特徴とする特許請求の範囲第１項に
記載の自動車用後輪操舵装置の制御方法。(2) The control circuit calculates each slip rate of the left and right rear wheels from the respective rotation speed information of the left and right rear wheels, and increases the rear wheel steering angle determined from the front wheel steering angle and the vehicle speed as the slip rate increases. 2. A method of controlling a rear wheel steering device for an automobile according to claim 1, wherein said correction control is performed as follows. （３）制御回路は、左右後輪の各回転数情報と、前輪舵
角および車速から推定される旋回半径から後輪の内外輪
回転数差を考慮して推察した左右後輪の標準的各回転数
とをそれぞれ比較して、左右後輪のスリップ状態から路
面の摩擦抵抗が高いか低いかを判断し、路面の摩擦抵抗
が低いと判断した側の後輪に大なる舵角を与えるよう補
正制御することを特徴とする特許請求の範囲第１項に記
載の自動車用後輪操舵装置の制御方法。(3) The control circuit uses standard rotational speed information for the left and right rear wheels, estimated from the turning radius estimated from the front wheel steering angle and vehicle speed, and taking into account the difference in rotational speed between the inner and outer rear wheels. The system compares the rotation speed and determines whether the frictional resistance of the road surface is high or low based on the slip state of the left and right rear wheels, and gives a large steering angle to the rear wheel on the side where the frictional resistance of the road surface is determined to be low. A method of controlling a rear wheel steering device for an automobile according to claim 1, characterized in that correction control is performed.
JP1677187A 1987-01-27 1987-01-27 Control method for rear wheel steering device for automobile Pending JPS63184575A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1677187A JPS63184575A (en) 1987-01-27 1987-01-27 Control method for rear wheel steering device for automobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1677187A JPS63184575A (en) 1987-01-27 1987-01-27 Control method for rear wheel steering device for automobile

Publications (1)

Publication Number Publication Date
JPS63184575A true JPS63184575A (en) 1988-07-30

Family

ID=11925477

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1677187A Pending JPS63184575A (en) 1987-01-27 1987-01-27 Control method for rear wheel steering device for automobile

Country Status (1)

Country Link
JP (1) JPS63184575A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4987788A (en) * 1988-10-25 1991-01-29 General Motors Corporation Electric motor-driven positioning element
JP2006327571A (en) * 2005-04-27 2006-12-07 Equos Research Co Ltd Control device
US7991532B2 (en) 2004-12-27 2011-08-02 Equos Research Co., Ltd. Wheel control device and control device

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61155049A (en) * 1984-12-26 1986-07-14 Fuji Heavy Ind Ltd Braking liquid pressure control device for brake unit of automobile
JPS61200064A (en) * 1985-02-28 1986-09-04 Atsugi Motor Parts Co Ltd 4-wheel steering apparatus
JPS61235235A (en) * 1985-04-10 1986-10-20 Mazda Motor Corp Skid detector for vehicles
JPS628872A (en) * 1985-07-08 1987-01-16 Mazda Motor Corp Four-wheel-steering device for vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61155049A (en) * 1984-12-26 1986-07-14 Fuji Heavy Ind Ltd Braking liquid pressure control device for brake unit of automobile
JPS61200064A (en) * 1985-02-28 1986-09-04 Atsugi Motor Parts Co Ltd 4-wheel steering apparatus
JPS61235235A (en) * 1985-04-10 1986-10-20 Mazda Motor Corp Skid detector for vehicles
JPS628872A (en) * 1985-07-08 1987-01-16 Mazda Motor Corp Four-wheel-steering device for vehicle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4987788A (en) * 1988-10-25 1991-01-29 General Motors Corporation Electric motor-driven positioning element
US7991532B2 (en) 2004-12-27 2011-08-02 Equos Research Co., Ltd. Wheel control device and control device
JP2006327571A (en) * 2005-04-27 2006-12-07 Equos Research Co Ltd Control device

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