JPH0523986B2 - - Google Patents
Info
- Publication number
- JPH0523986B2 JPH0523986B2 JP60083674A JP8367485A JPH0523986B2 JP H0523986 B2 JPH0523986 B2 JP H0523986B2 JP 60083674 A JP60083674 A JP 60083674A JP 8367485 A JP8367485 A JP 8367485A JP H0523986 B2 JPH0523986 B2 JP H0523986B2
- Authority
- JP
- Japan
- Prior art keywords
- steering angle
- sensor
- electric motor
- controlled
- difference
- 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.)
- Expired - Lifetime
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)
Description
【発明の詳細な説明】
（産業上の利用分野）
この発明は、前輪の転舵角に応じて、後輪の転
舵角を制御する電動モータ駆動式後輪操舵装置に
関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an electric motor-driven rear wheel steering device that controls the steering angle of the rear wheels according to the steering angle of the front wheels.
（従来の技術）
この種の装置として、第４図に示す発明が従来
から知られている。(Prior Art) As this type of device, the invention shown in FIG. 4 has been conventionally known.
この従来の装置は、前輪１の転舵角を操舵セン
サー２で検出し、その信号をコントローラ３に入
力するが、このコントローラ３には車速センサー
４からの車速信号も入力されるようにしている。
そして、上記操舵センサー２と車速センサー４か
らの出力信号をもとにしてコントローラ３が演算
をし、その演算値に応じて油圧ポンプ５の駆動モ
ータ６を動作させるとともに、パルスモータ７を
駆動して切換弁８を切換え、パワーシリンダ９を
所定の方向へ駆動して、その操舵方向を制御す
る。 This conventional device detects the steering angle of the front wheels 1 with a steering sensor 2 and inputs the signal to a controller 3, which also receives a vehicle speed signal from a vehicle speed sensor 4. .
Then, the controller 3 calculates based on the output signals from the steering sensor 2 and the vehicle speed sensor 4, and operates the drive motor 6 of the hydraulic pump 5 and drives the pulse motor 7 according to the calculated values. The switching valve 8 is switched to drive the power cylinder 9 in a predetermined direction to control its steering direction.
このようにして前輪の転舵角に応じて後輪を油
圧的に操舵するが、このときの後輪の転舵角は、
後輪転舵角センサー１０を介してコントローラ３
にフイードバツクされる。ただし、この装置では
オープン制御方式を採用しているために、実転舵
角と制御転舵角との間の誤差が徐々に蓄積される
ので、イグニシヨン回路１１にキーを挿入する始
動時に、上記誤差を修正するようにしている。 In this way, the rear wheels are hydraulically steered according to the steering angle of the front wheels, but the steering angle of the rear wheels at this time is
Controller 3 via rear wheel steering angle sensor 10
Feedback will be provided to However, since this device adopts an open control system, the error between the actual turning angle and the controlled turning angle gradually accumulates. I'm trying to correct the error.
（本発明が解決しようとする問題点）
上記のようにこの従来の装置では、油圧シリン
ダを操向アクチユエータとして用いるとともに、
走行中に実転舵角と制御転舵角との間の誤差が蓄
積されるので、油圧配管の複雑化と信頼性、応答
性に劣り、車両の操安性が悪くなる問題があつ
た。(Problems to be Solved by the Present Invention) As described above, in this conventional device, a hydraulic cylinder is used as a steering actuator, and
Since errors between the actual turning angle and the controlled turning angle accumulate during driving, problems arise in that the hydraulic piping becomes complicated and reliability and responsiveness are poor, resulting in poor vehicle steering performance.
この発明は、後輪の油圧機器を廃止し、後輪の
操向駆動アクチユテータとして電気モータを採用
するとともに、実転舵角を常時フイードバツクし
て制御転舵角との差を検出し、その差をゼロにす
る電動モータの駆動制御を可能にした装置の提供
を目的にする。 This invention eliminates the hydraulic equipment for the rear wheels and uses an electric motor as the rear wheel steering actuator, and constantly feeds back the actual steering angle to detect the difference from the control steering angle. The purpose of the present invention is to provide a device that can control the drive of an electric motor to zero.
（問題点を解決する手段）
この発明は、上記の目的を達成するために、前
輪の転舵角を検出するセンサー、車速やヨー角等
の走行条件を検出するセンサーと、これらのセン
サーで検出した信号に応じて後輪の制御転舵角を
演算する演算部と、後輪の実転舵角を検出するセ
ンサーと、この制御転舵角と実転舵角とを比較演
算してその差を求める差動部と、この差動部から
の信号に基づいて動作し、その差をゼロにする方
向に電動モータを制御して後輪を切換えるととも
に、その差がゼロの時には、電動モータの端子電
圧をゼロにして電動モータの回転を抑止するよう
制御するモータ駆動部を備えた構成にしている。(Means for Solving Problems) In order to achieve the above object, the present invention includes a sensor that detects the steering angle of the front wheels, a sensor that detects driving conditions such as vehicle speed and yaw angle, and a sensor that detects the steering angle using these sensors. a calculation unit that calculates the controlled steering angle of the rear wheels according to the signal, a sensor that detects the actual steering angle of the rear wheels, and a calculation unit that compares and calculates the controlled steering angle and the actual steering angle and calculates the difference between them. A differential section that calculates the The configuration includes a motor drive unit that controls the electric motor to suppress rotation by setting the terminal voltage to zero.
（本発明の作用）
この発明は、車速やヨー角速度等に応じて後輪
の制御転舵角を演算するとともに、その制御転舵
角と実転舵角との差を検出して電動モータの駆動
量を制御し、後輪の操舵方向を制御する。(Operation of the present invention) This invention calculates the controlled steering angle of the rear wheels according to the vehicle speed, yaw angular velocity, etc., and detects the difference between the controlled steering angle and the actual steering angle to control the electric motor. Controls the amount of drive and the steering direction of the rear wheels.
（本発明の効果）
この発明は、油圧式に比べて構造が非常に簡単
になるとともに、制御転舵角と実転舵角との差が
蓄積せず、しかもその差が大きければ大きいほ
ど、後輪を速く制御位置に動かそうとする電動モ
ータの駆動力が働くことになるので、応答性が良
くなる。(Effects of the present invention) This invention has a much simpler structure than a hydraulic type, and the difference between the controlled turning angle and the actual turning angle does not accumulate, and the larger the difference, the more The driving force of the electric motor works to quickly move the rear wheels to the control position, improving responsiveness.
また、上記差がゼロになれば、当該電動モータ
の端子電圧の差もゼロになるので、路面からの外
力よつて電動モータが逆転される際には抵抗力と
なり、これにより後輪を当該位置に保とうとする
力が常に作用することになり、それだけ操安性も
向上する。 Additionally, if the above difference becomes zero, the difference in the terminal voltage of the electric motor will also become zero, so when the electric motor is reversed by an external force from the road surface, it becomes a resistance force, which moves the rear wheel to the corresponding position. This means that the force that tries to maintain the vehicle is constantly acting on the vehicle, which improves steering stability accordingly.
（本発明の実施例）
第１〜３図に示した実施例は、前輪１２のサイ
ドロツド１３にラツク１４を設けるとともに、こ
のラツク１４にピニオン１５をかみ合せている。(Embodiment of the Invention) In the embodiment shown in FIGS. 1 to 3, a rack 14 is provided on the side rod 13 of the front wheel 12, and a pinion 15 is engaged with the rack 14.
そして、ハンドル１６に設けた操舵入力軸１７
の回転に応じて前輪の転舵角を検出する前輪転舵
角センサー１８を設けるとともに、このセンサー
１８の出力信号をコントローラ１９に入力させる
ようにしているが、このコントローラ１９には当
該車両のヨーレートを検出するヨー角速度センサ
ー２０及び車速を検出する車速センサー２１を接
続している。 A steering input shaft 17 provided on the handle 16
A front wheel steering angle sensor 18 is provided to detect the steering angle of the front wheels according to the rotation of the vehicle, and the output signal of this sensor 18 is input to a controller 19. A yaw angular velocity sensor 20 that detects vehicle speed and a vehicle speed sensor 21 that detects vehicle speed are connected.
さらに、当該車両の後輪２２のサイドロツド２
３にラツク２４を設けるとともに、このラツク２
４にピニオン２５をかみ合せ、電動モータ２６を
駆動して当該ピニオン２５を回転させるようにし
ている。 Furthermore, the side rod 2 of the rear wheel 22 of the vehicle
3 is provided with a rack 24, and this rack 2
4 is engaged with a pinion 25, and an electric motor 26 is driven to rotate the pinion 25.
したがつて、コントローラ１９の出力信号に応
じて電動モータ２６が駆動すれば、ピニオン２５
が回転してラツク２４を移動し、後輪２２を切換
えるが、このときの後輪２２の実転舵角は実転舵
角センサー２７で検出されて上記コントローラ１
９にフイードバツクされる。 Therefore, if the electric motor 26 is driven according to the output signal of the controller 19, the pinion 25
rotates and moves the rack 24 to switch the rear wheels 22. At this time, the actual steering angle of the rear wheels 22 is detected by the actual steering angle sensor 27 and the controller 1
9 will be fed back.
なお、上記各センサー１８，２０，２１，２７
のそれぞれは、前輪実転舵角、車速、ヨー角速
度、後輪実転舵角のそれぞれの大きさに比例した
電圧信号V1〜V4を出力する。 In addition, each of the above-mentioned sensors 18, 20, 21, 27
output voltage signals V 1 to V 4 that are proportional to the respective magnitudes of the front wheel actual steering angle, vehicle speed, yaw angular velocity, and rear wheel actual steering angle.
そして、上記コントローラ１９の回路構成は、
第２図に示すとおりである。 The circuit configuration of the controller 19 is as follows:
As shown in Figure 2.
すなわち、このコントローラ１９は、演算部２
８、差動増幅部２９及びモータ駆動部３０とから
なり、この演算部２８は、上記車速センサー２
１、ヨー角速度センサー２０及び前輪転舵角セン
サー１８の出力信号V1〜V3を受信して、後輪２
２の制御転舵角を演算し、電圧信号からなる制御
転舵角信号V5を出力する。そして、この制御転
舵角信号V5は差動増幅部２９に入力するが、こ
の差動増幅部２９には実転舵角センサー２７の出
力信号である実転舵角信号V4も入力するように
している。 That is, this controller 19
8, a differential amplifier section 29 and a motor drive section 30, and this calculation section 28 is connected to the vehicle speed sensor 2.
1. Receive the output signals V 1 to V 3 of the yaw angular velocity sensor 20 and the front wheel steering angle sensor 18, and
2, and outputs a controlled turning angle signal V5 consisting of a voltage signal. This control turning angle signal V 5 is input to the differential amplification section 29, and the actual turning angle signal V 4 , which is the output signal of the actual turning angle sensor 27, is also input to the differential amplification section 29. That's what I do.
そして、制御転舵角信号V5及び実転舵角信号
V4が差動増幅部２９に入力すると、この差動増
幅部２９が両者の電圧の差を計算して信号V6を
出力し、それをモータ駆動部３０に伝達するとと
もに、このモータ駆動部３０からの出力信号V7
に応じて電動モータ２６を駆動させるが、上記出
力信号V7がゼロになると、当該電動モータ２６
が停止する。 Then, the control turning angle signal V 5 and the actual turning angle signal
When V 4 is input to the differential amplification unit 29, the differential amplification unit 29 calculates the difference between the two voltages and outputs a signal V 6 , which is transmitted to the motor drive unit 30. Output signal from 30 V 7
However, when the output signal V 7 becomes zero, the electric motor 26 is driven.
stops.
このように出力信号V7がゼロになるというこ
とは、実転舵角が制御転舵角と等しくなつたこと
を意味する。そして、この出力信号V7がゼロに
なると、その端子電圧の差もゼロになるので、当
該電動モータ２６はブーレーキのかかつた状態を
維持する。したがつて、路面からの外力が作用し
ても、電動モータ２６により後輪には外力に抵抗
して制御位置を保とうとする力が常に働くことに
なる。 When the output signal V 7 becomes zero in this way, it means that the actual turning angle has become equal to the control turning angle. When the output signal V 7 becomes zero, the difference between the terminal voltages also becomes zero, so the electric motor 26 maintains the brake brake applied state. Therefore, even if an external force from the road surface acts on the rear wheels, the electric motor 26 always exerts a force on the rear wheels to resist the external force and maintain the controlled position.
しかして、電動モータ２６に対する負荷トルク
が同じだとすると、このモータ２６の回転数Ｎは
上記端子電圧V7に比例するから、後輪の制御転
舵角V5と実転舵角V4との差が大きければ大きい
ほど、後輪２２を速く制御位置に動かそうとする
力が作用する。 Therefore, if the load torque on the electric motor 26 is the same, the rotation speed N of the motor 26 is proportional to the terminal voltage V 7 , so the difference between the controlled steering angle V 5 and the actual steering angle V 4 of the rear wheels is The greater the force, the faster the force acting on the rear wheels 22 to move them to the control position.
なお、第３図は、電動モータ２６の回転数と出
力トルクとの関係を示したもので、前記出力信号
V7がｐ〜ｒに変化し、最終的にV7＝０となる状
態を示したものである。 In addition, FIG. 3 shows the relationship between the rotation speed and the output torque of the electric motor 26, and the output signal
This figure shows a state in which V 7 changes from p to r and finally becomes V 7 =0.
そして、後輪２２が上記制御位置に達すると、
V7がゼロになるので、後輪２２に上記したよう
に当該制御位置を保とうとする電動モータ２６に
よる抵抗力が作用する。 Then, when the rear wheel 22 reaches the above control position,
Since V 7 becomes zero, a resistance force is applied to the rear wheel 22 by the electric motor 26 which tries to maintain the control position as described above.
なお、この実施例では、前輪の操舵方式をマニ
ユアル方式にしているが、この発明においては、
前輪の操舵方式がどのようなものであつてもよい
こと当然である。 In this embodiment, the front wheel steering system is a manual system, but in this invention,
It goes without saying that any steering method for the front wheels may be used.
図面第１〜３図はこの発明の実施例を示すもの
で、第１図は車両全体の制御システム図、第２図
は制御回路図、第３図は電動モータの回転数と出
力トルクとの関係を示すグラフ、第４図は従来の
制御システム図である。
１８……前輪実転舵角センサー、２０……ヨー
角速度センサー、２１……車速センサー、２２…
…後輪、２８……演算部、２９……差動部、３０
……モータ駆動部。
Figures 1 to 3 show examples of the present invention. Figure 1 is a control system diagram of the entire vehicle, Figure 2 is a control circuit diagram, and Figure 3 is a diagram showing the relationship between the rotational speed and output torque of the electric motor. A graph showing the relationship, FIG. 4, is a diagram of a conventional control system. 18...Front wheel actual steering angle sensor, 20...Yaw angular velocity sensor, 21...Vehicle speed sensor, 22...
... Rear wheel, 28 ... Calculation section, 29 ... Differential section, 30
...Motor drive unit.
Claims (1)
ー角等の走行条件を検出するセンサーと、これら
のセンサーで検出した信号に応じて後輪の制御転
舵角を演算する演算部と、後輪の実転舵角を検出
するセンサーと、この制御転舵角と実転舵角とを
比較演算してその差を求める差動部と、この差動
部からの信号に基づいて動作し、その差をゼロに
する方向に電動モータを制御して後輪を切換える
とともに、その差がゼロの時には、電動モータの
端子電圧をゼロにして電動モータの回転を抑止す
るよう制御するモータ駆動部を備えたことを特徴
とする後輪操舵装置。1 A sensor that detects the steering angle of the front wheels, a sensor that detects driving conditions such as vehicle speed and yaw angle, a calculation unit that calculates the controlled steering angle of the rear wheels according to the signals detected by these sensors, and a rear A sensor that detects the actual steering angle of the wheels, a differential section that compares and calculates the difference between the controlled steering angle and the actual steering angle, and operates based on a signal from the differential section, The electric motor is controlled in a direction to make the difference zero and the rear wheels are switched, and when the difference is zero, the motor drive part is controlled to set the terminal voltage of the electric motor to zero and suppress the rotation of the electric motor. A rear wheel steering device characterized by being equipped with.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60083674A JPS61241274A (en) | 1985-04-19 | 1985-04-19 | Rear wheel steering device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60083674A JPS61241274A (en) | 1985-04-19 | 1985-04-19 | Rear wheel steering device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61241274A JPS61241274A (en) | 1986-10-27 |
| JPH0523986B2 true JPH0523986B2 (en) | 1993-04-06 |
Family
ID=13809028
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60083674A Granted JPS61241274A (en) | 1985-04-19 | 1985-04-19 | Rear wheel steering device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61241274A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE69116951T2 (en) * | 1990-08-10 | 1996-10-02 | Matsushita Electric Ind Co Ltd | Steering angle control unit for the rear wheels of a vehicle steered by four wheels |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS56146670U (en) * | 1980-04-03 | 1981-11-05 | ||
| JPS6067272A (en) * | 1983-09-22 | 1985-04-17 | Mazda Motor Corp | Four-wheel steering device of car |
| JPS61146682A (en) * | 1984-12-20 | 1986-07-04 | Fuji Heavy Ind Ltd | Front and rear wheel steering device for car |
| JPS61220974A (en) * | 1985-03-27 | 1986-10-01 | Honda Motor Co Ltd | Vehicle front and rear wheel steering system |
-
1985
- 1985-04-19 JP JP60083674A patent/JPS61241274A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61241274A (en) | 1986-10-27 |
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