JPS60124571A - Steering controller for car - Google Patents
Steering controller for carInfo
- Publication number
- JPS60124571A JPS60124571A JP58232386A JP23238683A JPS60124571A JP S60124571 A JPS60124571 A JP S60124571A JP 58232386 A JP58232386 A JP 58232386A JP 23238683 A JP23238683 A JP 23238683A JP S60124571 A JPS60124571 A JP S60124571A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- yaw rate
- steering angle
- front wheel
- wheel 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.)
- 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)
- Power Steering Mechanism (AREA)
Abstract
Description
【発明の詳細な説明】
しくは車体の目標ターレートに応じた最適の饅輸操舵を
行う車両の操舵制側]装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle steering control device that performs optimal steering according to a target tare rate of a vehicle body.
例えば、4輪型車両が旋回する」易合には、前後輪とも
内輪のほうが外輪よりも長い距Mt金進むことになり、
外輪を内輪よりもそれたけ早く回転させてやらねばなら
ない。また、旋回半径が小さくなるほど内輪,外輪の上
記回転の速鵬差が犬さくなる。一方、駆動力が伝えられ
る内外の後輪を一本の車軸に同定したとずれは、こノ内
外q@は常に同一回転速度となるので、ΦN旋回時に内
輪が旋回半径差たけずへりながら19J転し、内外輪支
持部材前に無理な力か作用し、円滑な旋回ができなくな
る。For example, when a four-wheeled vehicle turns, the inner wheels of both the front and rear wheels will travel a longer distance than the outer wheels.
The outer ring must be rotated that much faster than the inner ring. Furthermore, the smaller the turning radius, the smaller the difference in speed between the rotations of the inner and outer rings. On the other hand, if the inner and outer rear wheels to which the driving force is transmitted are identified as a single axle, the inner and outer wheels will always have the same rotational speed, so during a ΦN turn, the inner wheel will move 19J without changing the turning radius. This causes an unreasonable force to act on the front of the inner and outer ring support members, making it impossible to turn smoothly.
このため、今日では後輪側の内外輪を2分し、これらの
間に差動・隈を介在し、旋回時に路面の内外輪に対する
接触抵抗の差によって、グ17ベランヤフトの回転全内
外輪にそれぞれ異る?,リ介で伝える様にして、ス1(
1ミ理なく円f1′iな旋回り辺f’+が行える様にし
ている。しかし、この場合にはj及地抵抗の小さい重輪
のみが回転し、他方の車%riには全く回転力が作用し
なくなるという欠点がある。For this reason, today, the inner and outer wheels on the rear wheel side are divided into two parts, and a differential is interposed between them.The difference in contact resistance between the inner and outer wheels on the road surface during turns is used to control the entire rotation of the inner and outer wheels. Are each different? , Let me tell you through the link, step 1 (
The turning side f'+ of the circle f1'i is made possible without any error. However, in this case, only the heavy wheel with low ground resistance rotates, and there is a drawback that no rotational force acts on the other vehicle %ri.
また、前輪操舵系と後輪操舵系とをリンク機構を介して
連繋し、前輪操舵に応じて後輪操舵角を一義的に設定し
うる様にした操舵装置が、例えば特開昭58−1128
75号等に於いて提供されている。Further, a steering device in which a front wheel steering system and a rear wheel steering system are linked via a link mechanism, and the rear wheel steering angle can be uniquely set according to the front wheel steering is disclosed, for example, in Japanese Patent Laid-Open No. 58-1128.
It is provided in issues such as No. 75.
しかしながら、この操舵装置では、)ノンクによる連繋
構造のため、常に変化する車速や操舵角等に応じた後輪
の最適操舵角を得ることができない。つ丑シ、後輪が前
輪とは独立して操舵できないため、スリップを生じたり
、車両の旋回半径を小さくする様な後輪操舵ができない
という欠点があった。However, in this steering system, because of the linkage structure using non-closing wheels, it is not possible to obtain the optimum steering angle of the rear wheels in accordance with constantly changing vehicle speed, steering angle, etc. However, since the rear wheels cannot be steered independently of the front wheels, there are drawbacks such as slippage and the inability to steer the rear wheels to reduce the turning radius of the vehicle.
本発明はかかる従来の欠点に着目してなされたものであ
り、車速、操舵角等に基づいて設定したターレート金目
標値として、これに合う様に後輪操舵を行い、前輪操舵
に応じた後輪の適正舵角を得て、後輪が前輪と同一軌跡
を辿る様にした車両の操舵制御装置全提供」−ること金
目的とする。The present invention has been made by focusing on the drawbacks of the conventional technology.The present invention has been made by focusing on the drawbacks of the conventional technology. The object of the present invention is to provide a complete steering control system for a vehicle that allows the rear wheels to follow the same trajectory as the front wheels by obtaining an appropriate steering angle of the wheels.
そしてこの目的達成のために、本発明は中速、前輪の操
舵角、操舵角速度および操舵角加速度に応じて後輪の最
適操舵を可能とする複数の目標ヨーレートデータを記憶
するメモリと、現在の車速、前輪の操舵角、操舵角速度
および操舵角加速度に応じて上記メモリから特定の設定
ヨーレートを検索演算する検索演算部と、その検索した
設定ヨーレートを入力データとしてこの設定ヨーレート
に応じた後@操舵を行うアクチュエータとを備えた構成
としたのである。To achieve this objective, the present invention includes a memory that stores a plurality of target yaw rate data that enables optimal steering of the rear wheels according to medium speed, front wheel steering angle, steering angular velocity, and steering angular acceleration; A search calculation unit that searches and calculates a specific setting yaw rate from the memory according to the vehicle speed, front wheel steering angle, steering angular velocity, and steering angular acceleration, and a search calculation unit that searches and calculates a specific setting yaw rate from the above memory according to the vehicle speed, front wheel steering angle, steering angular velocity, and steering angular acceleration, and a search operation unit that uses the searched setting yaw rate as input data and performs @steering according to this setting yaw rate. The structure includes an actuator that performs the following steps.
以下に、本発明の実施例を図面について具体的に説明す
る。Embodiments of the present invention will be specifically described below with reference to the drawings.
第1図はその一実施例の操舵制御装置のブロック接続図
である。同図に於いて、/はコノピユータの検索演算回
路で、この検案演算回路/には車速センサ2、前輪の操
舵角センザJ1向じぐ操舵角速度センサlおよび操舵角
力L1速庶センサ5が接続され、これらの谷セ/す入力
に基づいて後述のメ七り乙に記憶ざrtた目標ヨー=し
一トデ〜りの中から適当なものを検索演算して出力する
様になっている。FIG. 1 is a block connection diagram of a steering control device according to one embodiment. In the figure, / is a search calculation circuit of the computer, and this search calculation circuit / is connected to a vehicle speed sensor 2, a front wheel steering angle sensor J1, a steering angular velocity sensor L, and a steering angular force L1 speed sensor 5. Based on these trough inputs, a suitable one is searched and output from among the target yaws stored in the menu described later.
上記メモリ6には操舵時に於ける前輪軌跡に後輪軌跡を
一致せしめるための最適の目標ヨーレートのデータが、
車速、前輪操舵角、前輪操舵角速度および前輪操舵角加
速度に応じた基準データとして予め複数種類記憶されて
いる。これらの目標ヨーレートは、実測した上記車速等
のセンサ出力に基ついて適当なものが検索演算回路/に
於いて検索され、設定ヨーレートとじて出力される。The memory 6 stores data on the optimum target yaw rate for matching the rear wheel trajectory with the front wheel trajectory during steering.
A plurality of types of reference data are stored in advance as vehicle speed, front wheel steering angle, front wheel steering angular velocity, and front wheel steering angular acceleration. These target yaw rates are searched for in a search calculation circuit based on sensor outputs such as the above-mentioned actually measured vehicle speed, and outputted as a set yaw rate.
?は目標ヨーレートの中から選ばれた設定ヨー−1/−
トテ−タに基づき、後輪操舵用アクチュエータとを1駆
動すべき電圧やパルス電流に袈換出ツノする出力回路で
ある。なお、上記後輪操舵用アクチュエータととして油
圧によるパワステアリング/リンダ装置等が用いられる
。なお、この操舵用アクチュエータgは後輪操舵用のほ
か、前輪のキャンバ角、トーイン角あるいはキャスター
角の調整用アクチュエータ用として複数を併設すること
もでき、こうすることにより車速や操舵に応じた車両の
走行安定性f:確保すると七ができる。? is the setting yaw selected from the target yaw rate -1/-
This output circuit is based on the totator and outputs voltage and pulse current to drive the rear wheel steering actuator. Note that a hydraulic power steering/linda device or the like is used as the rear wheel steering actuator. This steering actuator g is not only used for rear wheel steering, but also multiple actuators can be installed for adjusting the camber angle, toe-in angle, or caster angle of the front wheels. By doing this, the vehicle can be adjusted according to the vehicle speed and steering. Running stability f: If secured, 7 can be achieved.
9は検索演算回路/と出力回路7との間に接続した比較
器で、これには上記の設定ヨーレートψ工のほか実測し
たヨーレートψ、が入力され、これらの比較出力によっ
て出力IP!Ij烙7を駆動する。なお、実測した路面
の影響によるヨーレートψ工の最大値を比較器りの出力
側で検出し、これを点線で示す如ぐイ灸索演算回路/に
入力して補正演算を行えば、メモIJJK記憶させる目
標ヨーレートψ工の設定変更を行うことができろ。Reference numeral 9 denotes a comparator connected between the search calculation circuit / and the output circuit 7. In addition to the above-mentioned set yaw rate ψ, the actually measured yaw rate ψ are inputted to this comparator, and the output IP! is determined by these comparison outputs. Drives Ij heat 7. In addition, if the maximum value of the actually measured yaw rate ψ due to the influence of the road surface is detected on the output side of the comparator, and this is input to the arithmetic operation circuit shown by the dotted line for correction calculation, the memo IJJK Be able to change the settings of the target yaw rate ψ to be memorized.
第2図は上記した操舵用アクチュエータととしての後輪
側パワステアリング/リンダkaする車両を概略的に示
す。同図に於いて、//ホ一対の前輪で、/ギフト/2
に連繋するタイIJソド/、3端に連繋した一対のナッ
クルアーム//lに支持されている。上記シャフト/、
2の各端部にはシリンダ/6内を摺動するパワービス)
・ノ(図示しない)が固定されており、このパワーピス
トンにより/リンダ7.5内に隔成した2つの油室に、
タンク/Xからの作動油をポンプ/7により選択的に供
給することによって、ノンドル/g操舵時に操舵の助勢
力を発生させ、タイロッド/3を右方または右方に軽快
に移動させ、前輪操舵が行われる様になっている。FIG. 2 schematically shows a vehicle that uses rear wheel power steering/linders as the above-mentioned steering actuator. In the same figure, // ho's pair of front wheels, /gift/2
It is supported by a tie IJ sodo// which is connected to a pair of knuckle arms//l which are connected to the third end. The above shaft/
At each end of 2 there is a power screw that slides inside the cylinder/6)
- (not shown) is fixed, and this power piston provides two oil chambers separated within the cylinder 7.5.
By selectively supplying hydraulic oil from the tank/X with the pump/7, a steering assisting force is generated during non-driving/g steering, and the tie rod/3 is easily moved to the right or to the right, resulting in front wheel steering. is about to be carried out.
また、/9は一対の後輪で、/ヤニyh−2oK連繋す
る一対のタイロッド2/端にはナックルアームλλが枢
支され、このナックルアーム2.2に上記後輪/9が支
持されている。、2.3は後輪操舵機構で、/ギフト2
OK、はコンロッド、Z llを介してクランク25が
連結され、このクランク23端がパワステアリング/リ
ンダ、2乙内を摺動するパワービス)・ン(図示しない
)に連繋している。そしてこのパワーピストンにより7
リンダ2z内に隔成した2つの油室に、作動油全選択的
に供給することによって、前輪と?1独立した操舵が可
能となり、このとき上記と同様の操舵助勢力金得ること
になる。In addition, /9 is a pair of rear wheels, and a knuckle arm λλ is pivotally supported at the ends of a pair of tie rods 2/ that are connected to /Yaniyh-2oK, and the rear wheel /9 is supported by this knuckle arm 2.2. There is. , 2.3 is a rear wheel steering mechanism, /Gift 2
OK is connected to a crank 25 via a connecting rod, Zll, and the end of this crank 23 is connected to a power steering/linda, a power screw (not shown) that slides inside the cylinder. And with this power piston 7
By selectively supplying hydraulic oil to the two oil chambers separated within the cylinder 2z, the front wheels and... 1. Independent steering becomes possible, and at this time, the same steering assistance money as above will be obtained.
、2? 、2gは油圧ポンプ/7と上記シリンダ21の
2つの油室とを結ぶ油路29の途中に入れた方向制御弁
およびパルス作動弁としての流量制御弁であり、これら
が上記出力回路7の出力によって駆動されるアクチュエ
ータどの一部をなす。そして方向制(f41弁27は上
記パワーピストンによって隔成した2油室に作動油を供
給したジ、2油室から作動油全選択的3oにドレンした
りする様に切シ侯わる。また、流量aiυ仰弁2gはパ
ルスデューティに応じた絞、!7駆動をし、上記2油室
への作動油量をコントロールし、この作動油量の大きさ
によって操舵量を自動的に選定できる様になっている。, 2? , 2g are direction control valves and flow rate control valves as pulse-operated valves inserted in the middle of the oil passage 29 connecting the hydraulic pump/7 and the two oil chambers of the cylinder 21, and these control the output of the output circuit 7. It forms part of the actuator which is driven by. Then, the direction control (F41 valve 27 is controlled so that the hydraulic oil is supplied to the two oil chambers separated by the power piston, and the hydraulic oil is selectively drained from the two oil chambers to the 3o. The flow rate aiυ elevation valve 2g is throttled according to the pulse duty and driven by !7 to control the amount of hydraulic oil to the two oil chambers mentioned above, so that the amount of steering can be automatically selected depending on the amount of hydraulic oil. It has become.
次に、作用Vこついて述べる、1
車両走行中にあって車体を旋]!2Iさせるべくハンド
ル/gf回転すると、上記各センザ2乃至jから現在の
実測値である車速データ、前輪の操舵角データ、同じく
操舵角速度データおよび操舵角加速度データがそれぞれ
倹累演算装@f、 /に、入力される。Next, we will discuss the effects of V. 1. Rotating the vehicle body while the vehicle is running]! When the steering wheel/gf is rotated to make 2I, the current actual measured values of vehicle speed data, front wheel steering angle data, steering angular velocity data, and steering angular acceleration data are output from each of the sensors 2 to j, respectively, through the accumulation calculation unit @f, / is input.
こうして人力された各データは、こtr、らのデータに
酸も近すか寸たけ完全に一致する車速等(r) 3’
準データに対応する目標ヨーレートの1つをメモリΔの
中から演算することによって検索し、これを設定ヨーレ
ートψ7として出力する。Each of the data manually generated in this way is a vehicle speed, etc. (r) that perfectly matches this data to the nearest degree.
One of the target yaw rates corresponding to the quasi-data is retrieved by calculation from the memory Δ, and this is output as the set yaw rate ψ7.
斗た、この設定ヨーレートψYは実測によるヨーレート
ψ7と比較器7に於いて比較され、そのミーレート差に
応じた信号を出力回路7に入力する。この出力回路7は
その信号をアクチュエータと駆動用の信号に変換し、こ
のアクチュエ〜り&′を、上記ヨーレート差を零に縮め
るべく、つまり目標ヨーレートにするための、最適後輪
操舵角制御を行うことKなる。かくして、車速、前輪の
操舵角、操舵角速度および操舵角加速度によって予め定
めたヨーレート全目標値として、これに合う様に後輪操
舵が行われるので、前輪の操舵角に応じた後輪の操舵角
制御が可能となり、前輪の軌跡と同一軌跡」二を後輪金
走らせることができる様になる。かくして、車両の旋回
半径を可能な限り小さくでき、後輪のスリノブやキ7ミ
の発生を防止して、安全かつ安定した車両の旋回走行が
可能となるものである。In addition, this set yaw rate ψY is compared with the actually measured yaw rate ψ7 in a comparator 7, and a signal corresponding to the me rate difference is inputted to an output circuit 7. This output circuit 7 converts the signal into a signal for actuator and drive, and performs optimal rear wheel steering angle control to reduce the above-mentioned yaw rate difference to zero, that is, to achieve the target yaw rate. It's K to do. In this way, the rear wheels are steered to match the predetermined yaw rate total target value based on the vehicle speed, front wheel steering angle, steering angular velocity, and steering angular acceleration, so the rear wheel steering angle is adjusted according to the front wheel steering angle. This makes it possible to control the rear wheels and run the same trajectory as the front wheels. In this way, the turning radius of the vehicle can be made as small as possible, preventing the rear wheels from slipping or jamming, and making it possible for the vehicle to turn safely and stably.
−また、基準となる目標ヨーレートを、高度な技術を有
するドライバが実際運転によって得た操舵データとして
メモリ乙に記憶させておけば、上記車速入力等に応じて
この操舵データが選択された場合に、初心者や老人でも
その操舵データをプログラムとする後輪の自動操舵運転
がrjf能となるものである。-Also, if the standard target yaw rate is stored in the memory B as steering data obtained by a highly skilled driver through actual driving, when this steering data is selected according to the vehicle speed input etc. Even a beginner or an elderly person can automatically steer the rear wheels using the steering data as a program.
以上説明した様に、本発明によれば、車速、前輪の操舵
角、前輪の操舵角速度および前輪の操舵角加速度に応じ
て後輪の最適操舵を可能とする複数の目標ヨーレートデ
ータを記憶するメモリと、現在の実測車速、前輪の操舵
角、前輪の操舵角速度および前輪の操舵角加速)Wに応
した上記目標ヨーレートデータを上記メモリの中から検
索演算することによって設定ヨ〜レー トデータとして
出力する検索演算部と、この設>ilヨーレートデータ
に応じた後輪操舵制御を行うアクチュエ、−夕とを備え
てなることにより、後輪を前輪とは独立して操舵可能と
なすことができ、目標ヨーレートに従って前輪操舵に応
じた後輪の適正操舵角を自動的に得ることができるため
、後輪ケ前輪と同−軌跡上に走らせて、車両の旋回半径
を小さくしたり、大きなスリップ発生に伴う車両後方の
尼振シ現象を有効に防止できる等の効果が得られる。As explained above, according to the present invention, a memory stores a plurality of target yaw rate data that enables optimal steering of the rear wheels according to the vehicle speed, the steering angle of the front wheels, the steering angular velocity of the front wheels, and the steering angular acceleration of the front wheels. , current measured vehicle speed, front wheel steering angle, front wheel steering angular velocity, and front wheel steering angle acceleration) W is retrieved and calculated from the memory and output as set yaw rate data. By comprising a search calculation unit and an actuator that performs rear wheel steering control according to this set yaw rate data, the rear wheels can be steered independently of the front wheels, and the target Since it is possible to automatically obtain the appropriate steering angle for the rear wheels according to the front wheel steering according to the yaw rate, the rear wheels can be run on the same trajectory as the front wheels to reduce the turning radius of the vehicle or to reduce the steering angle caused by large slips. Effects such as being able to effectively prevent the vibration phenomenon behind the vehicle can be obtained.
第1図は本発明の車両用操舵制御装置のブロック接続図
、第2図は後輪操舵用アクチュエータの油圧回路を示す
。
/・・・検索演算装置、−・・・車速センサ、θ・・・
操舵角セッサ、l・・操舵角速度セッサ、5・・・操舵
角加速度セ/す、乙・・・メモリ、ざ・・・アクチュエ
ータ、−27・・・タイロッド。
特許出願人 萱場工業株式会社
代 理 人 弁理士 天 野 泉FIG. 1 is a block connection diagram of a vehicle steering control device according to the present invention, and FIG. 2 is a hydraulic circuit for a rear wheel steering actuator. /...Search calculation device, -...Vehicle speed sensor, θ...
Steering angle sensor, l... Steering angular velocity sensor, 5... Steering angular acceleration sensor, Otsu... memory, Z... actuator, -27... tie rod. Patent applicant Kayaba Kogyo Co., Ltd. Agent Patent attorney Izumi Amano
Claims (2)
輪の操舵角加速度に応じて後輪の最適操舵を可能とする
複数の1AJaヨーレートテータを記憶するメモリと、
現在の実1111j車速、前輪の操lfヒ角、前輪の操
舵角速度および前輪の操舵角加速度に応じた上記目標ヨ
ーレートデータを上記メモリの中から検索演算すること
によって設定ヨー−1/ −トデータとして出力する検
索演算部と、この設定ヨーレートデータに応じた後輪操
舵制御を行うアクチュエータとを備えてなることを特徴
とする車両の操舵制御装置。(1) a memory that stores a plurality of 1AJa yaw rate data that enables optimal steering of the rear wheels according to vehicle speed, front wheel steering angle, front wheel steering angular velocity, and front wheel steering angular acceleration;
The target yaw rate data corresponding to the current actual vehicle speed, front wheel steering angle, front wheel steering angular velocity, and front wheel steering angular acceleration is searched and calculated from the memory and output as set yaw rate data. What is claimed is: 1. A steering control device for a vehicle, comprising: a search calculation unit that performs a search operation; and an actuator that performs rear wheel steering control according to the set yaw rate data.
ワステアリング/リンダである特許請求の範囲第1項に
記載の車両の操舵制御装置。(2) The steering control device for a vehicle according to claim 1, wherein the actuator is a power steering/linda that operates a rear wheel tie control.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP58232386A JPS60124571A (en) | 1983-12-09 | 1983-12-09 | Steering controller for car |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP58232386A JPS60124571A (en) | 1983-12-09 | 1983-12-09 | Steering controller for car |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS60124571A true JPS60124571A (en) | 1985-07-03 |
JPH046595B2 JPH046595B2 (en) | 1992-02-06 |
Family
ID=16938417
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP58232386A Granted JPS60124571A (en) | 1983-12-09 | 1983-12-09 | Steering controller for car |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS60124571A (en) |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3623479A1 (en) * | 1985-07-12 | 1987-01-22 | Nissan Motor | STEERING AID DEVICE FOR CYCLING VEHICLES |
EP0282041A2 (en) * | 1987-03-09 | 1988-09-14 | Honda Giken Kogyo Kabushiki Kaisha | A yaw motion control device for a vehicle |
JPH01175573A (en) * | 1987-12-28 | 1989-07-12 | Nissan Motor Co Ltd | Rear wheel steering method for vehicle |
JPH01204867A (en) * | 1988-02-10 | 1989-08-17 | Fuji Heavy Ind Ltd | Rear-wheel steering system for automobile |
EP0460581A2 (en) * | 1990-06-04 | 1991-12-11 | Nippondenso Co., Ltd. | Signal processing circuit for yaw-rate sensor |
JPH04126675A (en) * | 1990-09-18 | 1992-04-27 | Hino Motors Ltd | Rear-wheels steering device for semi-trailer |
CN110196060A (en) * | 2016-01-25 | 2019-09-03 | 上海安吉四维信息技术有限公司 | A kind of working method of navigation system and vehicle based on Beidou |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5981274A (en) * | 1982-10-30 | 1984-05-10 | Mazda Motor Corp | 4-wheel steering device of vehicle |
-
1983
- 1983-12-09 JP JP58232386A patent/JPS60124571A/en active Granted
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5981274A (en) * | 1982-10-30 | 1984-05-10 | Mazda Motor Corp | 4-wheel steering device of vehicle |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3623479A1 (en) * | 1985-07-12 | 1987-01-22 | Nissan Motor | STEERING AID DEVICE FOR CYCLING VEHICLES |
EP0282041A2 (en) * | 1987-03-09 | 1988-09-14 | Honda Giken Kogyo Kabushiki Kaisha | A yaw motion control device for a vehicle |
JPH01175573A (en) * | 1987-12-28 | 1989-07-12 | Nissan Motor Co Ltd | Rear wheel steering method for vehicle |
JPH01204867A (en) * | 1988-02-10 | 1989-08-17 | Fuji Heavy Ind Ltd | Rear-wheel steering system for automobile |
EP0460581A2 (en) * | 1990-06-04 | 1991-12-11 | Nippondenso Co., Ltd. | Signal processing circuit for yaw-rate sensor |
US5285390A (en) * | 1990-06-04 | 1994-02-08 | Nippondenso Co., Ltd. | Signal processing circuit for yaw-rate sensor |
JPH04126675A (en) * | 1990-09-18 | 1992-04-27 | Hino Motors Ltd | Rear-wheels steering device for semi-trailer |
CN110196060A (en) * | 2016-01-25 | 2019-09-03 | 上海安吉四维信息技术有限公司 | A kind of working method of navigation system and vehicle based on Beidou |
Also Published As
Publication number | Publication date |
---|---|
JPH046595B2 (en) | 1992-02-06 |
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