JPS59186774A - Steering gear for four wheels of vehicle - Google Patents
Steering gear for four wheels of vehicleInfo
- Publication number
- JPS59186774A JPS59186774A JP3792683A JP3792683A JPS59186774A JP S59186774 A JPS59186774 A JP S59186774A JP 3792683 A JP3792683 A JP 3792683A JP 3792683 A JP3792683 A JP 3792683A JP S59186774 A JPS59186774 A JP S59186774A
- Authority
- JP
- Japan
- Prior art keywords
- wheel steering
- steering
- steering angle
- wheels
- 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
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
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Theoretical Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、前輪の転舵に応じて後輪をも転舵するように
した車両の4輪操舵装置の改良に関づるものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a four-wheel steering system for a vehicle that steers the rear wheels in response to the steering of the front wheels.
一般に、前輪のみを転舵制御する2輪操舵11では、例
えば高車速I@ぐのレーンチェンジ時にヨー1ノートお
よび横7ノ同1ノ11速度の発生時期がステアリング操
舵時よりし若干遅れる欠一点があるため、高中速域での
前輪転舵時には後輪を前輪と同位相として上記ヨーレー
ト等の発生時(11Jを可及的に早め1ノーンチエンジ
性能の向上を図るとともに、低車速域Cの前輪転舵時に
は後輪を前輪とは逆位相に転舵して旋回性0との向上を
図ることが好ましい。In general, the two-wheel steering system 11, which controls steering of only the front wheels, has the disadvantage that, for example, when changing lanes at high vehicle speeds, the timing at which yaw 1 note and lateral 7, 1, 11 speeds occur is slightly delayed from when steering. Therefore, when the front wheels are steered in the high and medium speed range, the rear wheels are set in the same phase as the front wheels, and when the above-mentioned yaw rate etc. occurs (11J), in order to improve the 1st no change performance as early as possible, During wheel steering, it is preferable to steer the rear wheels in a phase opposite to that of the front wheels to improve turning performance.
そこで、従来、車両の4輪操舵装置として、例えば特開
昭55−91457号公報に開示されるように、所定速
度以上の高車速域では後輪を同(r7111とし、所定
速度より低い低車速域では逆位、相とし、それぞれ後輪
転舵角を車速、15よび前輪転舵角の増大に応じ′C漸
次増大するよう制御したものが提案されてJ5す、また
特開昭56−167562号公報に開示されるように、
所定速度以上の高車速域では上記と同様、後輪を前輪と
同位相とし一η後輪転舵角を中速d3よび前輪転舵角に
応して増減ff、II御リするとともに、所定速度より
低い低17速域では後輪の前輪に対づる転舵比を看に制
御したものが捉案在れている。Therefore, conventionally, as disclosed in Japanese Patent Application Laid-Open No. 55-91457, as a four-wheel steering system for a vehicle, the rear wheels are set to the same speed (r7111) in a high vehicle speed range above a predetermined speed, and In the region, a control system was proposed in which the rear wheel steering angle was controlled to gradually increase according to the increase in the vehicle speed, 15 and the front wheel steering angle, respectively, with opposite phase and phase. As disclosed in the official gazette,
In the high vehicle speed range above a predetermined speed, as described above, the rear wheels are set in the same phase as the front wheels, and the rear wheel steering angle is increased or decreased according to the medium speed d3 and the front wheel steering angle. In the lower 17 speed range, there are plans to control the steering ratio of the rear wheels relative to the front wheels.
しかしながら、上記従来のものC膝1、高車速域ぐの前
輪転舵時には6り、後輪は常に車速と前輪転舵角とに応
じた同位相の角度に転舵されている関係」−、ヨーレー
1−d3よび横方向加速度の収束が悪く、レーンチ丁ン
ジ等をスムーズ月っ安定して行い行イ【いという欠点が
あった。However, in the above conventional C knee 1, when the front wheels are steered in a high vehicle speed range, the rear wheels are always steered at the same phase angle according to the vehicle speed and the front wheel steered angle. The convergence of yaw 1-d3 and lateral acceleration was poor, making it difficult to carry out launches, etc. smoothly and stably.
本発明は斯かる点に鑑みてなされたもので、レーンチェ
ンジ時や旋回時等の前輪転舵時には、後輪転舵制御の時
期を制限し、前輪転前の開始当初の所定時間のあいだは
転舵し、所定時IF!I vl通過後転舵せず後輪転舵
角を零に保持するようにすることにより、例えば高車速
域でのレーンチェンジ時にはヨーレートおよび横方向加
速度の収束を良好にして、スムーズな旧つ安定したレー
ンチェンジ等を行い得るようにすることを目的とするも
のである。The present invention has been made in view of the above, and it limits the timing of rear wheel steering control when front wheels are steered when changing lanes or turning, and during a predetermined period of time at the beginning of front wheels turning. Steering, IF at the specified time! By keeping the rear wheel steering angle at zero without turning after passing I vl, for example, when changing lanes at high vehicle speeds, the yaw rate and lateral acceleration converge well, resulting in a smooth and stable vehicle. The purpose of this is to enable lane changes and the like.
この目的達成のため、本発明の構成は、前輪を転舵する
ステアリング装置と、後輪を転舵づる後輪転舵装置と、
前輪転舵角を検出づる前輪転舵角セン1すと、該前輪転
舵角センサの前輪転舵角信号を受()、前輪転舵量始時
、設定時間のあいだは後輪を転舵し、設定時間経過後は
後輪転舵角を零に保持づるよう」二記後輪転舵装置を作
動制御する]ンl〜1」−ラどを(稍えることにより、
上記コントローラにJ:る後輪転舵装置の作動制御Cも
つ′Cnf+記転舵間始時の設定部間のあいだは後輪を
転舵し、設定時間を経過すると後輪転舵角を零に保持制
御づるようにしたものである。To achieve this objective, the present invention includes a steering device that steers the front wheels, a rear wheel steering device that steers the rear wheels,
When the front wheel steering angle sensor 1 detects the front wheel steering angle, the front wheel steering angle signal from the front wheel steering angle sensor is received (), and at the start of the front wheel steering amount, the rear wheels are steered during the set time. Then, after the set time has elapsed, the operation of the rear wheel steering device described in 2 is controlled so as to maintain the rear wheel steering angle at zero.
J: Operation control of the rear wheel steering device in the above controller C has 'Cnf+' The rear wheels are steered during the setting section at the beginning of the steering period, and after the set time elapses, the rear wheel steering angle is maintained at zero. It is designed to be controlled.
以下、本発明の実施例を図面)こ基いて詳細に説明づる
。Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
第1図は本発明の第1実施例を示1゛車画の4輪操舵装
置の全体構成を示し、1(A、2il:右の前輪2a。FIG. 1 shows a first embodiment of the present invention, and shows the overall configuration of a four-wheel steering system in a car drawing. 1(A, 2il: right front wheel 2a).
21)を転舵づるステアリング装置であって、該ステア
リング装冒1はステアリング3と、ラック&ビニAン椴
椙4と、ノf右のタイロッド5.5と、左右のナックル
アーム6.6とから成る。21), the steering equipment 1 includes a steering wheel 3, a rack and vinyl rack 4, a right tie rod 5.5, and left and right knuckle arms 6.6. Consists of.
また、7は左右の後輪8a、8bを転舵する後輪転舵装
置であって、該後輪転舵装置7は、両端が左右の後輪8
a、8bにナックルアーム9,9おJ:びタイロッド1
0.10を介して連結された巾体横り向に延びるロッド
11を備えCいる。該【−1ツド11は、ロッド11に
形成したラック12に噛合づるビニオン13の回転動に
より車体横方向に移動づるもので、上記ビニオン13は
ピニオン軸14および一対の傘歯車15a、15bより
イTる伝動機構15を介しでビニオン駆動用パルスし−
916に回転動可能に連結されている。また、上記1コ
ツト11には、該]」ラド11を操作[1ツドとづるパ
ワーシリンダ17が接続されでいる。該パワーシリンダ
17は、ロッド11に固着したピストン17a Lより
車体横方向にイ1切られた左転用油圧室17bおよび6
転用油圧空17Cを備えているとともに、該8油圧室1
7b、17cはそれぞれ油圧通路17d、17eを介し
て、パワーシリンダ17への油供給方向および油圧を制
御づ−る]ン1ヘロールバルブ18に連通し、該=1ン
1−口−ルバルブ18には油供給通路19および油戻し
路20を介して油圧ポンプ21が接続されている。Further, 7 is a rear wheel steering device for steering left and right rear wheels 8a, 8b, and the rear wheel steering device 7 has both ends 8a and 8b for steering the left and right rear wheels.
a, 8b, knuckle arms 9, 9 and J: and tie rod 1
The width body is provided with a rod 11 extending laterally and connected through a 0.10 mm. The [-1 rod 11 is moved in the lateral direction of the vehicle body by the rotation of a pinion 13 that meshes with a rack 12 formed on the rod 11. The pinion drive pulse is transmitted through the T transmission mechanism 15.
916 for rotational movement. Further, a power cylinder 17 is connected to the above-mentioned 11 to operate the 11. The power cylinder 17 has left-turn hydraulic chambers 17b and 6 which are cut in the lateral direction of the vehicle from a piston 17a L fixed to the rod 11.
It is equipped with a diversion hydraulic chamber 17C, and the 8 hydraulic chambers 1
7b and 17c communicate with the 1st valve 18, which controls the oil supply direction and hydraulic pressure to the power cylinder 17, through hydraulic passages 17d and 17e, respectively. A hydraulic pump 21 is connected via an oil supply passage 19 and an oil return passage 20.
上記コンl−ロールバルブ18は、ピニオン軸14の回
転方向を検出して後輪8a、81)の左方向転舵く図Φ
反時割方向への転舵)時に(よ油供給通路19を左転用
油圧室1711に連通ずると共に6転用油圧室17Gを
油戻し路20に連通りる一方、後輪8a、Qbの右方向
転舵(図中1.冒1方向への転舵)時には上記とは逆の
連通状態とし、同時に油圧ポンプ21からの油圧をビニ
Aン軸140回転力に応じ!、:圧力に減aりるものC
あり、ビニオン13によるロット11の車体横方向移動
時にはパワーシリンダ17への圧抽惧蛤により上記ロッ
ド11の車体横方向移動を助勢づ−るJ:うにしていイ
7、。The control roll valve 18 detects the rotation direction of the pinion shaft 14 and steers the rear wheels 8a, 81) to the left.
When steering in the opposite time-scheduled direction, the oil supply passage 19 is communicated with the left turning hydraulic chamber 1711, and the sixth turning hydraulic chamber 17G is communicated with the oil return passage 20, while the rear wheels 8a and Qb are steered to the right. At the time of steering (steering in direction 1. 1 in the figure), the communication state is reversed to that described above, and at the same time, the hydraulic pressure from the hydraulic pump 21 is reduced to pressure a according to the rotational force of the vinyl A shaft 140. C
When the rod 11 is moved in the lateral direction of the vehicle body by the pinion 13, the rod 11 is assisted in the lateral movement of the vehicle body by a pressure bolt applied to the power cylinder 17.
さらに、22はIii i虫を検出Jる車速センサ、2
3はステアリング3の操舵■を検出して前輪転舵fIJ
を検出づる前輪転舵角レンツ、24柑後輪転舵装置7の
ロッド11の変位量を検出して後輪転舵角を検出りる後
輪転舵角検出センサ−(゛あって、上記各センサ22〜
24からの巾迷信号、前輪転舵tri信号[I3よび後
輪転舵角信号はそれぞれ一1ン1〜ローラ25に入力さ
れている。Furthermore, 22 is a vehicle speed sensor that detects insects;
3 detects the steering of the steering wheel 3 and turns the front wheels fIJ
A front wheel steering angle detection sensor detects the displacement of the rod 11 of the rear wheel steering device 7 to detect the rear wheel steering angle. ~
The range signal from 24, the front wheel steering tri signal [I3, and the rear wheel steering angle signal are input to 11-1 to roller 25, respectively.
上記コン1〜〇−ラ25は上記油圧ポンプ21駆動用の
モータ2Gおよびパルスモータ16を作動制御づ−るも
ので、その内部には第2図に示すような時間に対づる後
輪転舵装置+q、すなわち細線で示す前輪転舵角の瀬次
増大特性に対し、太線で示づ如く設定01+i間△tの
あいだ【よ前輪転舵角に対し同位相′C月つ最大転舵角
aが前輪転舵角より大と<iる正弦波曲線となるとと乙
に、設定時間△しの経過後は後輪転舵角が零となる特性
が予め記憶され(いる。そして、該コン1〜〇−ラ25
は、上記中速ヒンリ゛22からの中速信号と前輪転舵角
ゼンサ23からの前輪転舵角信号とに基い°C設定速度
以上の高車速域での前輪転舵開始時を判別検出し、この
検出時に上記第2図の後輪転舵装置1イ1となるように
両モータ16,26を、上記後輪転舵角セン924から
の接輪転舵角信号に基いてフィードバック制御しつつ作
動11i制御づることにより、59定時間Δtのあいだ
は後輪8a 、8bを同位相に転舵し、設定時間△むの
経過後は後輪転舵角を零に保持りるよう後輪転舵′3A
′?17を作動制御づるように構成されている。The controllers 1 to 25 are used to control the operation of the motor 2G and pulse motor 16 for driving the hydraulic pump 21, and therein is a time-dependent rear wheel steering device as shown in FIG. +q, that is, the gradual increasing characteristic of the front wheel turning angle shown by the thin line, as shown by the thick line, during the setting 01+i and △t If the sinusoidal curve is larger than the front wheel steering angle, the characteristic that the rear wheel steering angle becomes zero after the set time △ has elapsed is stored in advance. -La 25
Based on the medium speed signal from the medium speed hinge 22 and the front wheel turning angle signal from the front wheel turning angle sensor 23, the system determines and detects the start of front wheel turning in a high vehicle speed range equal to or higher than the °C set speed. At the time of this detection, both motors 16 and 26 are operated under feedback control based on the engaged wheel steering angle signal from the rear wheel steering angle sensor 924 so that the rear wheel steering device 1a1 in FIG. 11i control, the rear wheels 8a and 8b are steered in the same phase during the fixed time Δt of 59, and after the set time Δt has elapsed, the rear wheels are steered so as to maintain the rear wheel steering angle at zero.
′? 17.
したがっC1」−記実施例においては、高′QJ速域℃
の前輪転舵開始時、当初の設定時間Δtのあいだは、コ
ントローラ25ににるパルスモータ16I13よび油圧
ポンプ駆動田七−タ26の第2図の後輪転舵角1)性に
基いI〔作動制御+C、J:す、後輪転舵角は当初は同
位相で増大覆るが、最大転舵角i1に達すると減少して
設定時間Δtの経過時には零となり、その1党は後輪転
舵角の零状態が保持されるので、前輪転舵に伴い発生し
た]−レートJ5 J:び横方向加速度の収束は極めて
良くなり、その結末、レーンチェンジ等はスムーズに月
つ安定して行われることになる。しかも、設定時間Δt
の経過後は前輪2a、2bの転舵状態に拘わらず後輪8
a。Therefore, in the embodiment described above, the high QJ speed range ℃
At the start of front wheel steering, during the initial set time Δt, the rear wheel steering angle I [ Operation control +C, J: Initially, the rear wheel steering angle increases in the same phase, but when it reaches the maximum steering angle i1, it decreases and becomes zero when the set time Δt has elapsed, and one of the factors is the rear wheel steering angle. Since the zero state is maintained, the convergence of the rate J5 and lateral acceleration that occurred with front wheel steering becomes extremely good, and as a result, lane changes etc. are performed smoothly and stably. become. Moreover, the set time Δt
After the elapse of , the rear wheels 8
a.
8bの転舵角は常に零に保持制御されるので、従来の如
(前輪転舵状態で(よ一定の前輪転舵角に対しても後輪
転舵角が常に車速変化に応じて変化でるものに対し、後
輪転舵角の変化に伴う操縦性の変化がなく、常に一定の
操縦性を得ることができる。また、設定時間へt内で後
輪転舵角が最大転舵角aに達す′るまでのあいだは、接
輪転舵角は前輪転舵角に対して早く且つ大きく設定され
るので、〜般的に遅れて発生するヨーレートおよび横方
向加速度を可及的に甲く目っ人きく発生させることがで
き、レーンチェンジ等の応答性を顕著に高めることかで
きる。Since the steering angle of 8b is always controlled to be zero, the rear wheel steering angle always changes according to the change in vehicle speed, as in the conventional case (even when the front wheel steering angle is constant). On the other hand, there is no change in maneuverability due to changes in the rear wheel steering angle, and constant maneuverability can always be obtained.Furthermore, the rear wheel steering angle reaches the maximum steering angle a within the set time t. Since the turning angle of the front wheels is set earlier and larger than the turning angle of the front wheels, the yaw rate and lateral acceleration, which generally occur later, are set as carefully as possible. This can significantly improve responsiveness when changing lanes, etc.
また、第3図は本発明の第2実施例を示し、上記実施例
ぐは後輪転舵装置7の駆動源どして、パルスモータ16
によるビニオン13の回転動と、別途に設けた油圧ポン
プ21によるパワーシリンダ17の作動との組合せを用
いたのに代え、予め設りられたパワーステアリング装置
の油圧源を利用して後輪転舵8A置を駆thづるように
したちのぐある。Further, FIG. 3 shows a second embodiment of the present invention, in which the drive source of the rear wheel steering device 7 is a pulse motor 16.
Instead of using a combination of the rotational movement of the pinion 13 and the operation of the power cylinder 17 by a separately provided hydraulic pump 21, the rear wheel steering 8A is performed using the hydraulic power source of a pre-installed power steering device. It is as if it were running down the ground.
づなわら、第3図において30はパワーステアリング装
置31の油圧ポンプ、32は該油圧ポンプ30の圧油を
ステアリング装置31と後輪転舵装置7′どに分配づる
圧油分配装ピ、33は後輪転舵装置7′のパワーシリン
ダ、34は該パワーシリンダ33への圧油供給方向およ
び油圧を制御するコン1ヘロールバルブである。そして
、コント[]−ラ35は、その内部に第2図に示す後輪
転舵角特性が予め記憶されているとともに、高車速域(
−の前輪転舵開始時には上記第2図の特性となるJ゛う
に上記コントロールバルフ3/Iを作動制御づく)よう
に1?4成されている。尚、上記パワーシリンダ33に
は油圧非作用時にロッド11を中立位首に付勢するリタ
ーンスプリング36a 、36bが備えられている。そ
の伯の構成は」二記実施例と同様C′あり、同一の部分
には同一の符月を付してその説明を省略Jる。したがっ
て、本実施例においてはコントローラ35によるコン1
〜ロールバルフ:3/Iの第2図に示す特性に基いた作
動制御により1記実施例と同様の作動を行うことができ
るので、高中速域での前輪転舵開始時にはヨーレー1−
おJ:0横方向加速度を早く口つ人きく発生させると共
(・−その収束性を良クシ【応答性よくスムーズに月′
°)安定してレーンチェンジ等を行うことができる。In FIG. 3, 30 is a hydraulic pump of the power steering device 31, 32 is a pressure oil distribution system that distributes the pressure oil of the hydraulic pump 30 to the steering device 31 and the rear wheel steering device 7', and 33 is a rear hydraulic pump. The power cylinder 34 of the wheel steering device 7' is a control valve that controls the pressure oil supply direction and oil pressure to the power cylinder 33. The controller 35 has the rear wheel steering angle characteristics shown in FIG.
- When the front wheels begin to be steered, the control valve 3/I is operated and controlled in such a manner that the characteristics shown in FIG. 2 are obtained. The power cylinder 33 is provided with return springs 36a and 36b that bias the rod 11 toward a neutral position when hydraulic pressure is not applied. The structure of the square is "C'" as in the second embodiment, and the same parts are given the same symbols and their explanations are omitted. Therefore, in this embodiment, the controller 35 controls the
~Roll Valf: The same operation as in the first embodiment can be performed by controlling the operation based on the characteristics shown in Figure 2 of 3/I, so when the front wheels start turning in the high-medium speed range, the yaw 1-
OJ: 0 lateral acceleration is generated quickly and clearly, and its convergence is good [responsive and smooth]
°) Able to perform lane changes etc. stably.
尚、後輪8a 、 8bを同位相に転舵する設定時間△
tおJ:び最大転舵角aは、中速に応じたヨーレー1へ
おにび横方向加速度を得る必要上、またヨーレートJ3
J:び横方向加速度の発生時期を可及的に11!める必
要上、車速とステアリング角速度とに応じて可変[こ設
定される。In addition, the set time for steering the rear wheels 8a and 8b to the same phase △
The maximum steering angle a is determined by the need to obtain lateral acceleration at yaw rate 1 corresponding to medium speed, and also by yaw rate J3.
J: Set the timing of occurrence of lateral acceleration to 11 as much as possible! Due to the need to adjust the speed, the speed is set variable according to the vehicle speed and steering angular velocity.
また、上記第1JjJ−び第2実施例C゛は、設定時間
△1内Cの後輪転舵制御を前輪と同位相として、高車速
域でのレーンヂIンジ等をスムーズに11つ安定1.で
行い得るようにしlζが、本発明(Jその他、前輪とは
逆位相として中車速域での旋回性能等を向上させるよう
にしてもよいのは勿論である。In addition, in the above-mentioned first JjJ- and second embodiment C, the rear wheel steering control within the set time △1 is set in the same phase as the front wheels, and the lane change etc. in a high vehicle speed range is smoothly and stably carried out. It goes without saying that lζ may be set in the opposite phase to the front wheels of the present invention (J and others) to improve turning performance in a medium vehicle speed range.
1ス」ニ説明したように、本発明によれば、車両の4輪
操舵装置にd3いで、前輪転舵量始時に(よコント[1
−ラによる後輪転舵装置の作動制御により当初の設定時
間のあいだは1u輪を転舵し、設定時間経過後i、1.
後輪転舵角を零に保持り−るようにしたのr、ヨーレー
1〜および横方向加速度の11!東竹を良好にしCレー
ンブLンジ性能や旋回性能の向上を図ることができるも
のである。]ノがも、設定時間経過後は上記後輪転舵角
の零角度4’l Fjにより操縦イ/1の変化を防止づ
ることができ、操縦性の向上を図ることが可能である。As explained in 1st section, according to the present invention, at d3, the four-wheel steering system of the vehicle is configured to control the amount of front wheels turned (Yo control [1]).
- 1u wheel is steered during the initial set time by controlling the operation of the rear wheel steering device by the rear wheel steering device, and after the set time elapses, i, 1.
The rear wheel steering angle was kept at zero, the yawlay was 1~, and the lateral acceleration was 11! This makes it possible to improve the east angle and improve the C-lane L bending performance and turning performance. ] After the set time has elapsed, the zero angle 4'lFj of the rear wheel turning angle can prevent the steering ratio from changing to I/1, thereby improving maneuverability.
図面(J本発明の実施例を示し、第1図は第1実jdJ
例を承り全体概略構成図、第2図は後輪転舵角1jI竹
を示づ図、第3図は第2実施例を示す仝体概’81r’
r成図である1゜
1・・・ステアリング装置、7.7′・・・1糸輪転舵
装置j゛1”、13・・・ピニオン、17・・・パワー
シリング、23・・前輪転舵角セン4)、25・・・コ
ン1−ローラ、3Sし・・パワーシリンダ、34・・]
]ン1−〇−ルバルブ:)5・・・]ン1−ローラ。
第2図
1娼
第1図
6 4 G
(0
1/◎′。
2
25
・ コントローラ
■−
]5 ]
す7d iDrawings (J) Showing an embodiment of the present invention, FIG.
2 is a diagram showing the rear wheel steering angle 1jI bamboo, and FIG. 3 is an overall schematic diagram of the second embodiment '81r'.
1゜1...steering device, 7.7'...1 thread wheel steering device j゛1'', 13...pinion, 17...power steering, 23...front wheel steering Square sensor 4), 25... Controller 1-Roller, 3S... Power cylinder, 34...]
]n1-〇-le valve:)5...]n1-roller. Figure 2 1 Figure 1 6 4 G (0 1/◎'. 2 25 ・Controller■- ]5 ] Su7d i
Claims (1)
転舵する後輪転舵装置と、前輪転舵角を検出ザる前輪転
舵角センサど、該前輪転舵角センサの前輪転舵角信号を
受け、前輪転舵開始時、設定時間のあいだは後輪を転舵
し、設定時間経過後は後輪転舵角を零に保持するよう上
記後輪転舵装置を作動制御りるコントローラとを備えた
ことを特徴どする車両の4輪操舵装置。(1) A steering device that steers the front wheels, a rear wheel steering device that steers the rear wheels, a front wheel steering angle sensor that detects the front wheel steering angle, etc., and the front wheel steering of the front wheel steering angle sensor. A controller that receives the angle signal and controls the operation of the rear wheel steering device so that when front wheel steering starts, the rear wheels are steered for a set time, and after the set time elapses, the rear wheel steering angle is maintained at zero. A four-wheel steering device for a vehicle, characterized by comprising:
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP3792683A JPS59186774A (en) | 1983-03-07 | 1983-03-07 | Steering gear for four wheels of vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP3792683A JPS59186774A (en) | 1983-03-07 | 1983-03-07 | Steering gear for four wheels of vehicle |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP33775189A Division JPH02193777A (en) | 1989-12-25 | 1989-12-25 | Four-wheel steering device for vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS59186774A true JPS59186774A (en) | 1984-10-23 |
JPH043352B2 JPH043352B2 (en) | 1992-01-22 |
Family
ID=12511151
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP3792683A Granted JPS59186774A (en) | 1983-03-07 | 1983-03-07 | Steering gear for four wheels of vehicle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS59186774A (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4694926A (en) * | 1985-09-06 | 1987-09-22 | Nissan Motor Co., Ltd. | Vehicle steering system |
EP0322681A2 (en) * | 1987-12-28 | 1989-07-05 | Nissan Motor Co., Ltd. | Vehicle rear wheel steer angle control system |
JPH06305441A (en) * | 1993-04-23 | 1994-11-01 | Maruyama Mfg Co Ltd | Self-traveling working vehicle |
-
1983
- 1983-03-07 JP JP3792683A patent/JPS59186774A/en active Granted
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4694926A (en) * | 1985-09-06 | 1987-09-22 | Nissan Motor Co., Ltd. | Vehicle steering system |
EP0322681A2 (en) * | 1987-12-28 | 1989-07-05 | Nissan Motor Co., Ltd. | Vehicle rear wheel steer angle control system |
US5150764A (en) * | 1987-12-28 | 1992-09-29 | Nissan Motor Co., Ltd. | Vehicle rear wheel steer angle control system |
JPH06305441A (en) * | 1993-04-23 | 1994-11-01 | Maruyama Mfg Co Ltd | Self-traveling working vehicle |
Also Published As
Publication number | Publication date |
---|---|
JPH043352B2 (en) | 1992-01-22 |
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