JPS63240475A - Steering device for automobile - Google Patents
Steering device for automobileInfo
- Publication number
- JPS63240475A JPS63240475A JP62075501A JP7550187A JPS63240475A JP S63240475 A JPS63240475 A JP S63240475A JP 62075501 A JP62075501 A JP 62075501A JP 7550187 A JP7550187 A JP 7550187A JP S63240475 A JPS63240475 A JP S63240475A
- Authority
- JP
- Japan
- Prior art keywords
- transmission ratio
- steering
- steering angle
- speed
- wheels
- 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
- 230000005540 biological transmission Effects 0.000 claims abstract description 52
- 230000001133 acceleration Effects 0.000 claims abstract description 20
- 238000010586 diagram Methods 0.000 description 5
- 241001391944 Commicarpus scandens Species 0.000 description 1
- 239000000969 carrier Substances 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
Landscapes
- Steering Control In Accordance With Driving Conditions (AREA)
- Power Steering Mechanism (AREA)
Abstract
Description
【発明の詳細な説明】
(産業上の利用分野)
本発明は自動車のステアリング装置、特にハンドル舵角
と車輪舵角の伝達比を車速に応じて変化させるようにし
九車速感応型のステアリング装置の改良に関する。Detailed Description of the Invention (Field of Industrial Application) The present invention relates to a steering device for an automobile, particularly a steering device of a nine-vehicle speed sensitive type that changes the transmission ratio between the steering wheel angle and the wheel steering angle according to the vehicle speed. Regarding improvements.
(従来技術)
一般に、自動車のステアリング装置は、ステアリングハ
ンドルの回転操作によりラックアンドビニオン等のステ
アリングギヤ装置を介してタイロッドを横方向に変位さ
せると共に、該タイロッドの変位によりその両端に連結
された左右の操舵用車輪の向きを変化させるように構成
したものであるが、上記ステアリングハンドルの回転角
(ハンドル舵角)と車輪のきれ角(車輪舵角)の伝達比
は一定に設定されているのが通例である。(Prior Art) In general, a steering device for an automobile displaces a tie rod in the lateral direction via a steering gear device such as a rack-and-binion by rotating a steering handle. However, the transmission ratio between the rotation angle of the steering handle (handle steering angle) and the turning angle of the wheels (wheel steering angle) is set constant. is customary.
しかし、例えば当該自動車の高速走行時には伝達比(ハ
ンドル舵角/車輪舵角)を高くして走行安定性を向上さ
せ、また低速走行時には自動車の挙動を俊敏化させて良
好な運転フィーリングを得たり、車庫入れを容易化させ
る等の見地から、伝達比を低くして操縦性を向上させる
のが望ましい。However, for example, when the vehicle is running at high speeds, the transmission ratio (handle steering angle/wheel steering angle) is increased to improve driving stability, and when the vehicle is running at low speeds, the behavior of the vehicle is made agile to provide a good driving feeling. It is desirable to improve maneuverability by lowering the transmission ratio from the viewpoint of making it easier to store the vehicle in a garage or to park it in a garage.
そこで、このような要求に応えるものとして、例えば特
開昭58−224852号公報では、ハンドル舵角と車
輪舵角の伝達比を車速に応じて変化させるようにした車
速感応型のステアリング装置が提案されている。To meet these demands, for example, Japanese Patent Application Laid-Open No. 58-224852 proposes a vehicle speed-sensitive steering device that changes the transmission ratio between the steering wheel angle and the wheel steering angle according to the vehicle speed. has been done.
ところで、上記のような車速感応型のステアリング装装
置において、加・減速時の伝達比変化速度が興じである
場合、加速中にハンドル舵角を変化基−せると、伝達比
が高くなる(車輪が切れにくい)タイミングが遅いため
に、操縦性が低下することが考えられ、減速中にハンド
ル舵角を変化させると、伝達比が低くなる(車輪が切れ
やすい)タイミングが早いために、いわゆる巻き込み(
車輪が予想以上に切れる)が発生することが考えられる
。By the way, in the vehicle speed-sensitive steering device as described above, if the speed at which the transmission ratio changes during acceleration and deceleration is of interest, the transmission ratio will increase if the steering wheel angle is changed during acceleration (the The timing is slow (the wheels are difficult to turn off), which may reduce maneuverability, and if the steering wheel angle is changed during deceleration, the transmission ratio becomes low (the wheels are easy to turn off). (
(The wheels may break more than expected).
(発明の目的)
本発明は上記点に鑑みてなされたもので、過渡状態、特
に加・減速時の走行安定性を向上させることを目的とす
るものである。(Object of the Invention) The present invention has been made in view of the above points, and an object of the present invention is to improve running stability in a transient state, particularly during acceleration and deceleration.
(発明の構成)
このため本発明は、第1図に発明構成図を示すように、
ステアリングハンドルA、の操舵に応じて車輪Bを転舵
させる操舵力伝達経路中に、ハンドル舵角と車輪舵角の
伝達比を車速センサCの出力信号に応じて変化させる伝
達比可変手段りが介設された自動車のステアリング装置
であって、加速時と減速時とで伝達比の変化速度を変更
させる制御手段Eが設けられていることを特徴とするも
のである。(Structure of the Invention) Therefore, the present invention has the following features, as shown in FIG.
A transmission ratio variable means is provided in the steering force transmission path for steering the wheels B in accordance with the steering of the steering wheel A, for changing the transmission ratio between the steering wheel steering angle and the wheel steering angle in accordance with the output signal of the vehicle speed sensor C. This is an interposed steering device for an automobile, and is characterized by being provided with a control means E that changes the rate of change of the transmission ratio during acceleration and deceleration.
(発明の効果)
本発明によれば、車速感応型の伝達比可変式ステアリン
グ装置において、制御手段により、加速時と減速時とで
伝達比の変化速度を変更させろようにしたものであるか
ら、加速中は伝達比の変化速度を早める、つまり早めに
車輪が切れにくい方向に制御できるので走行安定性が向
」二する一方、減速中は伝達比の変化速度を遅くする、
つまり遅めに車輪が切れにくい方向に制御できるので、
いわゆる巻き込みの発生が未然に防止され、走行安定性
が向上するようl、二なる。(Effects of the Invention) According to the present invention, in the vehicle speed-sensitive variable transmission ratio steering device, the control means is configured to change the rate of change of the transmission ratio between acceleration and deceleration. During acceleration, the speed of change in the transmission ratio is accelerated, which means that the wheels can be controlled in a direction that is less likely to break, improving driving stability, while during deceleration, the speed of change in the transmission ratio is slowed down.
In other words, it is possible to control the wheels in a direction that is less likely to turn off later.
This prevents the occurrence of so-called entanglement and improves running stability.
(実施例)
以下、本発明の実施例を添付図面について詳細に説明す
る。(Embodiments) Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
第2図に示すように、ステアリング装置lは、ステアリ
ングハンドル2.と、該ハンドル2の回転がハンドル軸
3及び中間軸4を介して入力されるステアリングギヤ装
置5と、該ギヤ装置5の出力により左右の操舵用車輪6
,6を転舵させるピットマンアーム7やタイロッド8等
でなるリンク機構9とで構成されている。As shown in FIG. 2, the steering device l includes a steering handle 2. , a steering gear device 5 to which the rotation of the steering wheel 2 is inputted via the handle shaft 3 and the intermediate shaft 4, and left and right steering wheels 6 by the output of the gear device 5.
, 6, and a link mechanism 9 consisting of a pitman arm 7, a tie rod 8, etc., for steering the wheels.
上記ハンドル軸3と中間軸4との間には、ステアリング
ハンドル2の回転角(ハンドル舵角:θh)と車輪6,
6の転舵角(車輪舵角:θW)の比(伝達比:R=θh
/θW)を変化させろ伝達化可変装置10が設けられて
いる。Between the steering wheel shaft 3 and the intermediate shaft 4, there is a rotation angle of the steering handle 2 (handle steering angle: θh), a wheel 6,
6 steering angle (wheel steering angle: θW) (transmission ratio: R = θh
/θW) is provided with a variable transmission device 10.
そして、この伝達化可変装置IOを制御するコントロー
ラ11が備えられ、このコントローラ1!には、当該自
動車の車速を検出する車速センサ12からの車速Vを示
す信号S1と、上記ステアリングハンドル2の舵角θh
を検出するハンドル舵角センサ!3からの信号S、とが
入力されるようになっている。A controller 11 is provided to control the variable transmission device IO, and this controller 1! , a signal S1 indicating the vehicle speed V from the vehicle speed sensor 12 that detects the vehicle speed of the vehicle, and a steering angle θh of the steering handle 2.
Steering wheel angle sensor that detects! The signal S from 3 is input.
上記伝達化可変装置IOは、第3図〜第5図に詳細に示
すように、上記中間軸4と同一軸線上に対向配置された
入力軸14を有し、該入力軸14に、上記ハンドル軸3
の回転が一対の入力ギヤi5.16を介して人力される
ようになっている。As shown in detail in FIGS. 3 to 5, the variable transmission device IO has an input shaft 14 disposed on the same axis as the intermediate shaft 4 and facing the handle. Axis 3
The rotation of the motor is manually controlled via a pair of input gears i5.16.
この入力軸I4と上記中間軸4との間には遊星歯車機構
17が介設されていて、この遊星歯車機構17は、人力
軸I4上に固着されたサンギヤ18と、該サンギヤ18
上に配置された複数のピニオンギヤ19・・・19と、
これらのピニオンギヤ19・・・I9の外側に配置され
且つ上記中間軸4に固着されたリングギヤ20と、入力
軸!4上に相対回転自在に嵌合支持されて、ビニオンシ
ャフト21・・・21を介して上記各ピニオンギヤ19
・・・19を支持するキャリヤ22とで構成されている
。A planetary gear mechanism 17 is interposed between the input shaft I4 and the intermediate shaft 4, and the planetary gear mechanism 17 includes a sun gear 18 fixed on the human power shaft I4,
A plurality of pinion gears 19...19 arranged above,
These pinion gears 19... A ring gear 20 arranged outside of I9 and fixed to the intermediate shaft 4, and an input shaft! 4, and is relatively rotatably fitted and supported on the pinion gears 19 through the pinion shafts 21...21.
. . 19 and a carrier 22 supporting the carriers 19.
該キャリヤ22には一体的にセクタギヤ23が設けられ
、該セクタギヤ23にステッピングモータ24の回転軸
24aに固着されたピニオンギヤ25が噛み合されてい
る。A sector gear 23 is integrally provided on the carrier 22, and a pinion gear 25 fixed to a rotating shaft 24a of a stepping motor 24 is meshed with the sector gear 23.
そして、ステアリングハンドル2の操舵時に、上記ステ
ッピングモータ24がコントローラ11からの駆動信号
S3に応じて回転駆動されることにより、遊星歯車機構
17においてはサンギヤ18がハンドル舵角θhに対応
する量だけ回転されると同時に、キャリヤ22がステッ
ピングモータ24の回転に応じて回転され、これにより
車輪舵角θWに対応するリングギヤ20ないし中間軸4
の回転量が増減されて、上記車輪舵角θWに対するハン
ドル舵角θhの伝達比Rが可変制御されるようになって
いる。When the steering wheel 2 is steered, the stepping motor 24 is rotationally driven in accordance with the drive signal S3 from the controller 11, so that the sun gear 18 in the planetary gear mechanism 17 is rotated by an amount corresponding to the steering wheel steering angle θh. At the same time, the carrier 22 is rotated in accordance with the rotation of the stepping motor 24, so that the ring gear 20 or the intermediate shaft 4 corresponding to the wheel steering angle θW is rotated.
The amount of rotation is increased or decreased, and the transmission ratio R of the steering wheel angle θh to the wheel steering angle θW is variably controlled.
一方、上記のようにして伝達比を可変制御するコントロ
ーラitは、第6図に示すように、上記車速センサ12
からの信号S1と、ハンドル舵角センサ13からの信号
S、とが入力される制御量演算部26と、該演算部26
で得られた演算値に応じた駆動信号を発生させる駆動信
号発生部27とを有し、該信号発生部27から出力され
る信号S3が駆動信号として上記ステッピングモータ2
4に印加されると共に、該モータ24の回転量はモータ
回転角センサ28により検出され、フィードバック信号
S4として上記駆動信号発生部27にフィードバックさ
れるようになっている。On the other hand, as shown in FIG.
and a control amount calculation section 26 into which the signal S1 from the steering wheel angle sensor 13 and the signal S from the steering wheel angle sensor 13 are input, and the calculation section 26
The signal S3 outputted from the signal generating section 27 is used as a driving signal to drive the stepping motor 2.
4, the amount of rotation of the motor 24 is detected by a motor rotation angle sensor 28, and is fed back to the drive signal generator 27 as a feedback signal S4.
ここで、上記制御量演算部26は、車速センサ12から
の信号S、が示す車速Vに応じて車輪舵角θWに対する
ハンドル舵角の伝達比Rを予め定められた特性に基づい
て設定すると共に、この伝達比Rと上記ハンドル舵角θ
hとから車輪舵角θWを演算し、この車輪舵角θWとな
るように駆動信号発生部27を介してステッピングモー
タ24に駆動信号S、を出力する。Here, the control amount calculation unit 26 sets the transmission ratio R of the steering wheel steering angle to the wheel steering angle θW based on a predetermined characteristic according to the vehicle speed V indicated by the signal S from the vehicle speed sensor 12. , this transmission ratio R and the above steering wheel steering angle θ
A wheel steering angle θW is calculated from the wheel steering angle θW, and a drive signal S is outputted to the stepping motor 24 via the drive signal generating section 27 so that the wheel steering angle θW is obtained.
この場合、1記車速Vに対する伝達比Rの特性は、車速
Vが大きくなるに従って伝達比Rが高くなるように設定
されている(第8図参照)。In this case, the characteristics of the transmission ratio R with respect to the vehicle speed V are set such that the transmission ratio R increases as the vehicle speed V increases (see FIG. 8).
これにより、高速走行時には伝達比Rが高くなって車輪
6が切れにくいために、良好な走行安定性が得られると
共に、低速走行時には伝達比Rが低くなって車輪6が切
れやすいために、車庫入れが容易になる等、操縦性が向
上することになる。As a result, when driving at high speeds, the transmission ratio R becomes high and the wheels 6 are difficult to break, so good running stability is obtained.At the same time, when driving at low speeds, the transmission ratio R becomes low and the wheels 6 are easy to break, so the garage Maneuverability will be improved, such as easier insertion.
しかして、上記コントローラ11には、以上の構成に加
えて、加減速判断部30と伝達比変化速度演算部33と
が設けられている。In addition to the above configuration, the controller 11 is provided with an acceleration/deceleration determining section 30 and a transmission ratio change speed calculating section 33.
そして、この加減速判断部30が車速データや加速度セ
ンナからの信号に基づいて加速中または減速中を検出し
た時に、上記伝達比変化速度演算部33に記憶されてい
る第9図に示すような加・減速用伝達比マツプから変化
速度を読出して、加速中は変化速度を早め、減速中は変
化速度を遅らせるため信号を上記制御量演算部26に印
加して、該制御量演算部26からの駆動信号S3を上記
ステッピングモ、−夕24に印加するようになる。When the acceleration/deceleration determining section 30 detects whether the vehicle is accelerating or decelerating based on the vehicle speed data or the signal from the acceleration sensor, the information stored in the transmission ratio change speed calculation section 33 as shown in FIG. The speed of change is read from the transmission ratio map for acceleration/deceleration, and a signal is applied to the control amount calculating section 26 to accelerate the speed of change during acceleration and slow the speed of change during deceleration. The driving signal S3 is applied to the stepping motors 24.
第9図のマツプでは、0(ゼロ)を基準にして、実線で
示すように、加速度(G)が大きくなるに従って変化速
度を早め、減速度(G)が大きくなるに従って変化速度
を遅くするように設定されている。In the map in Figure 9, with 0 (zero) as the reference, as shown by the solid line, the rate of change is faster as the acceleration (G) increases, and the rate of change is slower as the deceleration (G) increases. is set to .
なお、鎖線で示すように、加速度(G)が大きくなると
変化速度を固定するようにしてもよい。Note that, as shown by the chain line, the rate of change may be fixed as the acceleration (G) increases.
次に、加・減速中の加減速判断部30及び伝達比変化速
度演算部33と制御量演算部26の動作を、第7図に示
すフローチャートに従って説明する。Next, the operations of the acceleration/deceleration determining section 30, the transmission ratio change rate calculating section 33, and the control amount calculating section 26 during acceleration/deceleration will be explained according to the flowchart shown in FIG.
まず、ステップSlで車速Vを読込み、ステップS2で
、伝達比マツプ(第8図参照)からデータ(伝達比R)
を読出し、ステップS3で加速中か減速中かを判断し、
加速中であれば伝達比変化速度演算部33で伝達比変化
速度マツプ(第9図参照)から変化速度を読出し、ステ
ップS4で変化速度を早める(または変化速度を固定す
る)信号を制御量演算部26に印加し、ステップS5で
、この制御量演算部26からの駆動信号S3でステッピ
ングモータ24を駆動制御する。First, in step Sl, the vehicle speed V is read, and in step S2, data (transmission ratio R) is obtained from the transmission ratio map (see Fig. 8).
is read out, and in step S3 it is determined whether the vehicle is accelerating or decelerating.
If the acceleration is in progress, the transmission ratio change speed calculation unit 33 reads the change speed from the transmission ratio change speed map (see Figure 9), and in step S4 calculates the control amount for a signal that accelerates the change speed (or fixes the change speed). In step S5, the stepping motor 24 is driven and controlled by the drive signal S3 from the control amount calculation unit 26.
これにより、加速中は伝達比の変化速度が早まる、つま
り早めに車輪6が切れにくい方向に制御されるので走行
安定性が向上する。As a result, during acceleration, the speed at which the transmission ratio changes is accelerated, that is, the wheels 6 are controlled in a direction that makes it difficult for them to break, thereby improving running stability.
一方、ステップS3で減速中と判断すれば、伝達比変化
速度演算部33で伝達比変化速度マツプ(第9図)から
変化速度を読出し、ステップS6で変化速度を遅らせる
信号を制御量演算部26に印加し、ステップS5で、こ
の制御量演算部26からの駆動信号S3でステッピング
モータ24を駆動制御する。On the other hand, if it is determined in step S3 that deceleration is in progress, the transmission ratio change speed calculation section 33 reads the change speed from the transmission ratio change speed map (FIG. 9), and in step S6 a signal to slow down the change speed is sent to the control amount calculation section 26. In step S5, the stepping motor 24 is driven and controlled using the drive signal S3 from the control amount calculation unit 26.
これにより、減速中は伝達比の変化速度が遅れる、つま
り遅めに車輪6が切れにくい方向に制御されるので、い
わゆる巻き込みの発生が防止でき、走行安定性が向上す
る。As a result, during deceleration, the change speed of the transmission ratio is delayed, that is, the wheels 6 are controlled in a direction in which they are less likely to break, so that so-called entanglement can be prevented from occurring, and running stability is improved.
第1図は本発明の構成図、第2図はステアリング装置の
斜視図、第3図は伝達比可変装置の拡大縦断側面図、第
4図は第3図のI−I線断面図、第5図は第3図のII
−II線断面図、第6図はコントローラの構成を示すブ
ロック図、第7図はコントローラによる制御の特性図、
第8図は伝達比マツプを示す図、第9図は伝達比変化速
度マツプを示す図である。
l・・・ステアリング装置、2・・・ステアリングハン
ドル(A)、6・・・車輪(B)、10・・・伝達比可
変手段(D)、11・・・コントローラ、12・・・車
速センサ(C)、 13・・・ハンドル舵角センサ、
26・・・制御量演算部(E:制御手段)、30・・・
加減速判断部、33・・・伝達比変化速度演算部、θh
・・・ハンドル舵角、θ宥・・・車輪舵角、R・・・伝
達比、■・・・車速。
特許出願人 マツダ株式会社
代理人 弁理士 前出 葆 ほか2名第5図Fig. 1 is a configuration diagram of the present invention, Fig. 2 is a perspective view of the steering device, Fig. 3 is an enlarged longitudinal sectional side view of the variable transmission ratio device, Fig. 4 is a sectional view taken along line I-I in Fig. 3, Figure 5 is II of Figure 3.
-II line sectional view, Figure 6 is a block diagram showing the configuration of the controller, Figure 7 is a characteristic diagram of control by the controller,
FIG. 8 is a diagram showing a transmission ratio map, and FIG. 9 is a diagram showing a transmission ratio change speed map. l... Steering device, 2... Steering handle (A), 6... Wheels (B), 10... Transmission ratio variable means (D), 11... Controller, 12... Vehicle speed sensor (C), 13... Steering wheel steering angle sensor,
26... Controlled amount calculation unit (E: control means), 30...
Acceleration/deceleration judgment unit, 33...Transmission ratio change speed calculation unit, θh
...Handle steering angle, θ adjustment...Wheel steering angle, R...Transmission ratio, ■...Vehicle speed. Patent applicant: Mazda Motor Corporation agent, patent attorney: Mr. Maeda and 2 others Figure 5
Claims (1)
させる操舵力伝達経路中に、ハンドル舵角と車輪舵角の
伝達比を車速センサの出力信号に応じて変化させる伝達
比可変手段が介設された自動車のステアリング装置であ
って、 加速時と減速時とで伝達比の変化速度を変更させる制御
手段が設けられていることを特徴とする自動車のステア
リング装置。(1) A transmission ratio variable means that changes the transmission ratio between the steering wheel angle and the wheel steering angle in accordance with the output signal of the vehicle speed sensor is interposed in the steering force transmission path that turns the wheels in accordance with the steering of the steering wheel. 1. A steering device for an automobile, characterized in that the steering device is provided with a control means for changing the rate of change of a transmission ratio during acceleration and deceleration.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP62075501A JPS63240475A (en) | 1987-03-27 | 1987-03-27 | Steering device for automobile |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP62075501A JPS63240475A (en) | 1987-03-27 | 1987-03-27 | Steering device for automobile |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS63240475A true JPS63240475A (en) | 1988-10-06 |
Family
ID=13578067
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP62075501A Pending JPS63240475A (en) | 1987-03-27 | 1987-03-27 | Steering device for automobile |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS63240475A (en) |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6246771A (en) * | 1985-08-24 | 1987-02-28 | Mazda Motor Corp | Steering device for car |
-
1987
- 1987-03-27 JP JP62075501A patent/JPS63240475A/en active Pending
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6246771A (en) * | 1985-08-24 | 1987-02-28 | Mazda Motor Corp | Steering device for car |
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