JPH042470B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a front and rear wheel steering device for a four-wheel vehicle or the like.

<Prior Art> The present applicant has already developed a vehicle front and rear wheel steering system (patent application) that steers the rear wheels in conjunction with front wheel steering and varies the steering ratio of the rear wheels to the front wheels in accordance with the vehicle speed. 57−
No. 134889 (see JP-A-59-26364), etc.). This device steers the rear wheels in the opposite phase to the front wheels or almost zero at low speeds, and on the other hand, at high speeds, the rear wheels are steered in the same phase as the front wheels. , this steering ratio is a continuous function of the vehicle speed, and if the vehicle speed is higher than a certain vehicle speed as a boundary, the steering ratio is positive, that is, in the same phase, and if the vehicle speed is lower than this, the steering ratio is negative. In other words, the steering ratio is continuously controlled so that the phases are opposite to each other (see line Q in FIG. 5), and the functions of the steering system at low and high speeds are compatible.

As a result, both the minimum turning radius and the difference between the inner wheels of the vehicle are significantly reduced at low speeds, dramatically improving the maneuverability of the vehicle when parking in a garage, driving on narrow curved roads, and making U-turns. At high speeds, maneuvering response when changing lanes can be dramatically improved.

Furthermore, the present applicant has also proposed a front and rear wheel steering system in which the characteristics of the steering ratio function can be manually selected (Japanese Patent Application No. 58-243352 (see Japanese Patent Application Laid-open No. 60-135368)). By changing the characteristics of the steering ratio function according to the driver's preferences and road conditions, it is possible to flexibly and arbitrarily change the front and rear wheel steering mode, making driving easier or giving a sportier feel. There is.

Although this proposal would be extremely convenient for the driver, it would be possible for a driver who is not sufficiently proficient in the use of such a device to use it while making a sudden turn, e.g. to make a sharp turn. If the function characteristics are changed, temporary fluctuations in the amount of steering may cause sudden changes in the vehicle's driving conditions, and the driver may be forced to make unnecessary steering operations to correct the changes. Conceivable.

<Problems to be Solved by the Invention> In view of these problems of the prior art, the main object of the present invention is to solve the problem when manually changing the characteristics of the steering ratio function in the front and rear wheel steering system of a vehicle. An object of the present invention is to provide a front and rear wheel steering system for a vehicle, which does not cause sudden changes in the vehicle's motion characteristics and does not force a driver to make quick movements.

<Means for Solving the Problems> According to the present invention, such an object is to steer the rear wheels in relation to the steering of the front wheels, and to adjust the steering ratio of the rear wheels to the front wheels in accordance with the vehicle speed. In a front and rear wheel steering system of a vehicle that is subject to variable control, there is a changing means that can manually change the characteristics of the steering ratio function corresponding to the vehicle speed, and a means that detects the steering angular velocity of the front wheels and detects the steering angular velocity when the steering angular velocity is below a certain value. This is achieved by providing a front and rear wheel steering device for a vehicle, characterized in that it includes a regulating means that enables the operation of the changing means only when the above-mentioned changes occur.

<Function> As described above, since the manual selection means is operable only when the turning angular velocity of the front wheels is below a certain value, manual selection is only possible when the vehicle is moving straight or moving in a motion close to steady turning motion. Sudden changes in the vehicle's dynamic characteristics can be avoided by restricting changes in the characteristics of the steering ratio function during sudden steering, where a sudden change in the vehicle's dynamic characteristics is a problem.

<Embodiments> Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

1 to 3 show an embodiment of the configuration of a front and rear wheel steering device to which the present invention is applied. The handle shaft 2 of the handle 1 is built into a rack and pinion type gearbox 3, and tie rods 5, 5 are connected to the left and right ends of the rack shaft 4.
Knuckle arms 6, 6 supporting front wheels 7, 7 are connected to the outer ends of 5, and as is known, the front wheels 7, 7 are steered in the steering direction of the handle 1.

On the other hand, a pinion shaft 8 is led out rearward from the gearbox 3, and a long linkage shaft 10 is connected to the rear end of this shaft 8 via a universal joint 9. An input shaft 12 is connected to the rear end of the linkage shaft 10 via a universal joint 11, and this input shaft 12 is located on the left-right center line of the rear of the vehicle body and is rotatably supported by a bearing bracket 13. .

Further, a swing shaft 15 shown in detail in FIG. 2 is connected to the rear end of the input shaft 12 via a clevis 14, and a joint member 16 is loosely fitted in the middle of the swing shaft 15. A tie rod 25 is connected to the left and right ends of the joint member 16 via ball joints 26, 26.
25 are connected to each other, and the joint member 16 is fixed to the center of an arm member 17 provided along the width direction of the vehicle body.

One end of this arm member 17 is connected to the vehicle body through a link member 18 and a link bracket 19, and the other end is connected to the vehicle body through link members 20, 21 and a link bracket 22. A pivot shaft 23 on the bracket side of the link member 21 rotates integrally with the link member 21. The outer ends of both tie rods 25, 25 are knuckle arms 28, 28 that support rear wheels 27, 27, as shown in FIG.
is connected to.

A motor 31 is disposed on the vehicle body portion on the other end side of the arm member 17, and a worm gear 32 is attached to the output shaft of the motor, and a sector gear 24 integrally attached to the pivot shaft 23 of the link member 21 and teeth are attached to the output shaft of the motor 31. It matches. The vehicle also has an on-board computer 33.
This computer 33 receives signals from a vehicle speed sensor 34 that detects the vehicle speed and a position sensor 35 that detects the rotational position of the pivot shaft 23 of the link member 21, and sends an appropriate control signal to the motor according to the vehicle speed. 31, and its rotation is controlled. The computer 33 further includes a manual selection switch 4.
2 are connected, so that the steering ratio of the rear wheels can be controlled based on the function characteristic selected by the manual selection switch 42.

Further, a steering angle sensor 44 for detecting the steering angle of the front wheels is disposed at the lower part of the handle shaft 2. This sensor may be a resistive or electromagnetic sensor, as long as it can generate a signal representing the rotational speed of the steering wheel shaft 2, that is, the steering speed of the front wheels, by differentiating its output signal or directly. good. The output of this steering angle sensor 44 is also connected to the computer 33.

As shown in FIG. 3a, the joint member 16
When the pivot point P of the input shaft 12 coincides with the center O of the input shaft 12, the input shaft 12 and the swing shaft 15 rotate concentrically, and at this time, the joint member 16 does not swing left or right. The tie rods 25, 25 are immovable,
Only the front wheels 7, 7 are steered, and the rear wheels 27, 27 are not steered at all as in conventional vehicles.

When the link member 21 is tilted downward via the worm gear 32 and the sector gear 24 meshing with the worm gear 32 by controlling the rotation of the motor 31, the arm member 17 is tilted so that the left end is downward as shown in FIG. 3b. do. Due to this inclination of the arm member 17, the pivot point P is displaced below the axis center O,
At this time, the input shaft 12 is rotated counterclockwise by θ.
If the tie rods 25 and 25 are rotated only
The rear wheels 27, 2 move to the right as shown by the broken line in Figure b.
7 will be steered in the opposite direction to the front wheels 7, 7.

When the motor 31 is reversed and the link member 21 is tilted upward in the opposite direction to the above, the arm member 17 is tilted so that its left end is upward as shown in FIG. 3c. As a result, the pivot point P is displaced above the shaft center O, and if the input shaft 12 is rotated counterclockwise by the angle θ in the same manner as described above, the tie rods 25, 25 will move as shown by the broken line in FIG. 3c. As shown, the rear wheels 27, 27 move to the left in the opposite direction to the above, and the front wheels 7,
It is steered in the same direction as 7.

Next, the operation of the above embodiment will be explained with reference to FIGS. 4 and 5.

FIG. 4 shows the functional configuration of the computer 33. A vehicle speed signal detected by the vehicle speed sensor 34 is input to the computer 33 as a predetermined vehicle speed signal u. This vehicle speed signal u is converted into a preset steering angle ratio signal K _p (=f(u)) by a conversion process a. In this conversion process A, _the vehicle speed signal u is determined to be one of the plurality of conversion characteristics shown in _FIG . is converted into steering ratio data according to

Selection information selected by selection switch 42
b ₂ is given to the above-mentioned conversion process A through a selection process G to be described later, and is applied to the plurality of characteristic curves shown in FIG. 5, that is, the characteristics 1K, 2K, . . . …Select one of nK.
Each of these characteristics is determined by each push button 36 of the selection switch 42.
Corresponding to 41, the conversion process A converts the actual vehicle speed into steering ratio data corresponding to one characteristic selected from the conversion characteristics shown in FIG.

The position sensor 35 detects the rotational position of the link member 21, and this rotational position is proportional to the steering ratio in the actual steering condition, and this detection result is used as the actual steering ratio data _Kn. It is input to the computer 33. From this actual steering ratio data K _n and the steering ratio data K _p , a relative difference ΔK of K _n −K _p is obtained by comparison processing. This difference ΔK is input from the computer 33 to the output control device 43 as data corresponding to the amount of correction of the steering angle ratio necessary to realize the required steering ratio. The output side of this output control device 43 is connected to the motor 31 and supplies a control signal s corresponding to the difference ΔK. Thus motor 3
1 is rotated in a direction that realizes a steering ratio corresponding to the current vehicle speed.

As shown in Fig. 5, the characteristics of the steering ratio function corresponding to vehicle speed are as follows: 1K, 2K, 3K,
The characteristic curve 1K side corresponds to sportier motion characteristics, and the larger the number, 2K, 3K, etc., the easier the steering becomes.

On the other hand, in the computer 33, the steering angle sensor 4
The rudder angle signal from 4 is differentiated to obtain a rudder angle change rate signal, and the judgment process e is executed. In this judgment process E, the rudder angle change rate signal is compared with preset rudder angle change rate data, and it is determined whether the rudder angle change rate signal is larger than the reference rudder angle change rate data. Then, when the steering angle change rate is large, that is, when the front wheel steering angle change exceeds a constant steering angle change rate value, the judgment result is given to the selection process to output correction information b ₂ for manual selection. make it stop.

That is, in a state where the steering angle ratio is controlled based on the already selected function characteristic, if the front wheel steering angle speed exceeds a constant speed, even if you try to manually change it using the manual selection switch 34, the selection switch will not work. 42 is ignored, and the steering angle ratio continues to be controlled in accordance with the vehicle speed in accordance with the already selected function characteristic.

Note that the reference steering angle change rate data for performing such regulation is selected in consideration of changes in the steering angle that do not cause sudden changes in the vehicle motion state. Generally, this rudder angle change rate data is determined so that it is compared with the absolute value of the rudder angle change in the judgment process, but the judgment is made based on the composite value of the rudder angle and the rudder angular velocity. You can also make it so that it appears.

If necessary, changes in the steering angle ratio function that can be made when the steering speed is within a certain range are made gradually with a time delay, and changes in the steering angle ratio function that can be made when the steering speed is within a certain range are made gradually with a time delay. It is best to avoid sudden steering of the rear wheels due to the change.

In the above embodiment, each process in the computer 33 is executed by a predetermined control program (software) stored in the computer, but the computer 33 is also configured with an electric circuit having a combination of the same functions. You can also. Furthermore, although the selection switch is configured as a push button, it may also be a sliding changing means that can continuously change the selection switch.

Furthermore, the present invention is not limited to the above-mentioned embodiments, but the present invention relates to a front and rear wheel steering device that hydraulically controls the front and rear wheels and transmits front wheel steering angle information using hydraulic pressure, or a front and rear wheel steering device that transmits the front wheel steering angle as an electrical signal to the computer 33. It can be similarly applied to wheel steering devices and the like.

<Effects> As described above, according to the present invention, the basic advantages of front and rear wheel steering include good steering response when driving at high speeds and good maneuverability of the vehicle when driving at low speeds. In addition to the convenience of maintaining the effect and being able to freely set the rear wheel steering ratio function based on objective factors such as road conditions or subjective factors such as the driver's preference, it is possible to It is possible to effectively avoid the inconvenience of having to make manual selections when steering the vehicle and forcing the driver to operate the steering wheel quickly in order to correct sudden changes in vehicle dynamic performance.

[Brief explanation of drawings]

FIG. 1 is a perspective view schematically showing the basic structure of a vehicle equipped with a front and rear wheel steering device to which the present invention is applied. FIG. 2 is an enlarged perspective view of the rear wheel steering system. FIGS. 3a, 3b and 3c are conceptual diagrams showing the operating principle of the rear wheel steering system. FIG. 4 is a block diagram showing the functional configuration of the on-vehicle computer. FIG. 5 is a steering angle ratio output characteristic diagram in the above embodiment. 1...Handle, 2...Handle shaft, 3...Gear box, 4...Rack shaft, 5...Tie rod, 6...Knuckle arm, 7...Front wheel, 8...
Pinion shaft, 9...Universal joint, 10...Linkage shaft, 11...Universal joint, 12...Input shaft, 13
...bearing bracket, 14...clevis, 15...
... Swing shaft, 16 ... Joint member, 17 ... Arm member, 18 ... Link member, 19 ... Bracket, 20, 21 ... Link member, 22 ... Bracket, 23 ... Pivot, 24 ... Sector gear ,2
5... Tie rod, 26... Ball joint, 27... Rear wheel, 28... Knuckle arm, 31... Motor,
32... Worm gear, 33... Computer,
34...Vehicle speed sensor, 35...Position sensor, 36
~41... Push button, 42... Manual selection switch, 43... Output device, 44... Rudder angle sensor.

Claims (1)

[Scope of Claims] 1. A front and rear wheel steering system for a vehicle that steers the rear wheels in conjunction with the steering of the front wheels and variably controls the steering ratio of the rear wheels to the front wheels in accordance with the vehicle speed, comprising: A changing means that can manually change the characteristics of the corresponding steering ratio function; and a regulating means that detects the steering angular velocity of the front wheels and enables the changing means to operate only when the steering angular velocity is below a certain value. A front and rear wheel steering device for a vehicle, characterized by comprising: