JPH01145273A - Device for controlling rear wheel steering angle - Google Patents
Device for controlling rear wheel steering angleInfo
- Publication number
- JPH01145273A JPH01145273A JP29989287A JP29989287A JPH01145273A JP H01145273 A JPH01145273 A JP H01145273A JP 29989287 A JP29989287 A JP 29989287A JP 29989287 A JP29989287 A JP 29989287A JP H01145273 A JPH01145273 A JP H01145273A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- steering angle
- wheel steering
- rear wheel
- center
- 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
- 230000005484 gravity Effects 0.000 claims abstract description 14
- 230000004044 response Effects 0.000 abstract description 6
- CLOMYZFHNHFSIQ-UHFFFAOYSA-N clonixin Chemical compound CC1=C(Cl)C=CC=C1NC1=NC=CC=C1C(O)=O CLOMYZFHNHFSIQ-UHFFFAOYSA-N 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 3
- 239000000725 suspension Substances 0.000 description 3
- 238000001514 detection method Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 2
- 230000014509 gene expression Effects 0.000 description 1
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 Control In Accordance With Driving Conditions (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Abstract
Description
【発明の詳細な説明】
(産業上の利用分野)
本発明は、車両の後輪舵角制御装置に関するものである
。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a rear wheel steering angle control device for a vehicle.
(従来の技術)
この種の従来技術としては、例えば昭和62年6月5日
に社団法人自動車技術会が開催したr4WS(四輪操舵
)車ニアクチイブ制御技術の最前線」シンポジウムの前
刷集第34〜41頁に記載されている「マツダ車速感応
型四輪操舵Jに開示されているものがある。(Prior art) This type of conventional technology includes, for example, the preprint collection of the "Frontline of near-active control technology for r4WS (four-wheel steering) vehicles" symposium held by the Society of Automotive Engineers of Japan on June 5, 1986. There is something disclosed in "Mazda Vehicle Speed Sensitive Four-Wheel Steering J" described on pages 34-41.
(発明が解決しようとする問題点)
しかしながら、このような従来の後輪舵角制御装置にあ
っては、車速を一定とすると、δf/δ。(Problems to be Solved by the Invention) However, in such a conventional rear wheel steering angle control device, if the vehicle speed is constant, δf/δ.
=一定となっていたため、定常旋回での安定性は向上す
るが、1!、回避的なハンドル操作およびスラローム走
行等の動的なハンドル操作を行なった場合に、車両の応
答性に関しては、向上化が少ないという問題点があった
。= constant, which improves stability in steady turns, but 1! However, there has been a problem in that the responsiveness of the vehicle is only slightly improved when evasive steering operations and dynamic steering operations such as slalom driving are performed.
(問題点を解決するための手段)
上述の問題点を解決するため本発明においては、車速お
よびハンドル操舵角を検出して、前輪舵角δt (S)
に対して後輪舵角δf(S)を次式おいて、車両の重心
と車体の横すべり角を0とする位置間の距離!3を車速
に応じて変化させて後輪制御を行う制御装置を設ける。(Means for Solving the Problem) In order to solve the above-mentioned problem, the present invention detects the vehicle speed and the steering wheel steering angle, and calculates the front wheel steering angle δt (S).
The distance between the center of gravity of the vehicle and the position where the sideslip angle of the vehicle body is set to 0 is obtained by setting the rear wheel steering angle δf (S) to the following formula. A control device is provided that controls the rear wheels by changing the speed of the vehicle according to the vehicle speed.
(作 用)
上述のように、本発明によれば、δf (S)/δt
(S)の伝達関数を1次/1次の形として、車体の横す
べり角が0となる位置を所定の範囲に設定して後輪制御
を行なうようにしたため、ハンドル操舵に対する車両の
応答性、安定性が向上する。(Function) As described above, according to the present invention, δf (S)/δt
Since the transfer function of (S) is in the linear/linear form and the position where the sideslip angle of the vehicle body becomes 0 is set within a predetermined range to perform rear wheel control, the response of the vehicle to steering wheel steering is Improved stability.
特に本発明においては、車両の重心と車体の横すべり角
をOとする位置間の距離!3を車速に応じて変化させる
ようにしたから、低速機敏性と中高速応答安定性を高次
元で両立させることができる。In particular, in the present invention, the distance between the center of gravity of the vehicle and the position where O is the sideslip angle of the vehicle body! 3 is changed according to the vehicle speed, it is possible to achieve both low speed agility and mid-high speed response stability at a high level.
(実施例) 以下、図面について本発明の詳細な説明する。(Example) Hereinafter, the present invention will be described in detail with reference to the drawings.
第1図は本発明の説明用平面図であり、図中1は前輪、
2は後輪、3はステアリングホイール、gは車両の重心
である。また図における各符号は次の通りである。FIG. 1 is an explanatory plan view of the present invention, and in the figure 1 is a front wheel;
2 is the rear wheel, 3 is the steering wheel, and g is the center of gravity of the vehicle. Further, each reference numeral in the figure is as follows.
M:車両重量
■:ヨー慣性モーメント
l:ホイールベース
a:車両の重心と前輪中心間の距離
b:重車両重心と後輪中心間の距離
2、:車両の重心と車体の横すべり角を0とする位置間
の距離
P、:前輪横力(2輪分)
F2:後輪横力(2輪分)
C8:前輪のコーナリングパワー(2輪分)C2:後輪
のコーナリングパワー(2輪分)β1 :前輪タイヤの
横すべり角
β2 :後輪タイヤの横すべり角
■二車速
■=横移動速度
ω:ヨーレイト
Nニステアリングギヤ比
第1図に示す線型2自由度モデルにおいて、運動方程式
をラプラス変換した形で表わすと、ここでδ1=θ/N
(前輪操舵角)、δ2を後輪操舵角とすると、
■
いま重心点後方23の距離での横移動速度をF3とする
と、
v、=v−f、ω 〜■で表わされる。M: Vehicle weight ■: Yaw moment of inertia l: Wheelbase a: Distance between the center of gravity of the vehicle and the center of the front wheels b: Distance between the center of gravity of the heavy vehicle and the center of the rear wheels 2: The sideslip angle between the center of gravity of the vehicle and the vehicle body is assumed to be 0. Distance P between the positions: Front wheel lateral force (2 wheels) F2: Rear wheel lateral force (2 wheels) C8: Front wheel cornering power (2 wheels) C2: Rear wheel cornering power (2 wheels) β1: Front tire side slip angle β2: Rear tire side slip angle ■Second vehicle speed■=lateral movement speed ω: Yaw rate N Steering gear ratio In the linear two-degree-of-freedom model shown in Figure 1, the equation of motion is Laplace-transformed. Expressed as, here δ1=θ/N
(front wheel steering angle), and δ2 is the rear wheel steering angle. (2) Now, if the lateral movement speed at the distance 23 behind the center of gravity is F3, v, = v - f, ω ~ (2).
ここで23の位置で横移動速度v3が0となるように、
後輪を操舵する時の後輪操舵制御関数を求める。Here, so that the lateral movement speed v3 becomes 0 at position 23,
Find the rear wheel steering control function when steering the rear wheels.
■、=0より
v=j!、ω −■となる。これを
前述の■〜■に代入すると、の関係式が得られる。■, from =0, v=j! , ω −■. By substituting this into the above-mentioned equations (1) to (2), the following relational expressions are obtained.
前輪舵角δ1に応動して後輪舵角δ2を62(S)=
G (S) ・δ1(S)となる伝達関数G (S)
によって制御を行なう場合に、上述の式を用いてG (
S)を求めることができる。In response to the front wheel steering angle δ1, the rear wheel steering angle δ2 is set to 62(S)=
Transfer function G (S) that becomes G (S) ・δ1 (S)
When controlling by G (
S) can be obtained.
ω、δ1でまとめ直して、 左側の項()内をそれぞれA、BとしてGを求めると、 (act−bczG)A= (6十C2G)Bここで、 Gの分子=aC,A−C,B Gの分母=bCzA+CJ 従って、 ・−・■ ハンドル操舵角に対するヨーレイト特性は、ω 1 ω θ N δ1 M(13S+V)+□ ■ ここで とすれば、0式は下記のようになる。Regroup with ω and δ1, If we calculate G by setting the terms () on the left as A and B, respectively, we get (act-bczG)A=(60C2G)Bwhere, Molecule of G = aC, A-C, B Denominator of G = bCzA + CJ Therefore, ・-・■ The yaw rate characteristic with respect to the steering wheel angle is ω 1 ω θ N δ1 M(13S+V)+□ ■ here Then, the formula 0 becomes as follows.
したがって本発明においては、車速およびハンドル操舵
角を検出して、前輪舵角δf (S)に対しに基づいて
制御するようにすると共に、特に車両の重心と車体の横
すべり角を0とする位置間の距離!、を車速に応じて変
化させて後輪制御を行うようにする。Therefore, in the present invention, the vehicle speed and the steering wheel steering angle are detected, and the front wheel steering angle δf (S) is controlled based on the front wheel steering angle δf (S). The distance! , is changed according to the vehicle speed to control the rear wheels.
第2図および第3図は本発明を実施する車両およびその
制御装置の一例を示すものである。図中IL、IRは夫
々左右前輪、2L、2Rは夫々左右後輪である。前輪I
L、IRを夫々ステアリングホイール3によりステアリ
ングギヤ4を介して転舵可能とし、前輪舵角δfはステ
アリングホイール操舵角をθ、ステアリングギヤ比をN
とすると、δf=θ/Nで表わされる。トランスバース
リンク5L、5Rおよびアッパアーム6L、6Rを含む
リヤサスペンション装置により車体のリヤサスペンショ
ンメンバ7に懸架された後輪2L。FIG. 2 and FIG. 3 show an example of a vehicle and its control device implementing the present invention. In the figure, IL and IR are left and right front wheels, respectively, and 2L and 2R are left and right rear wheels, respectively. Front wheel I
L and IR can be steered by the steering wheel 3 via the steering gear 4, and the front wheel steering angle δf is determined by the steering wheel steering angle θ and the steering gear ratio N.
Then, it is expressed as δf=θ/N. A rear wheel 2L is suspended on a rear suspension member 7 of a vehicle body by a rear suspension device including transverse links 5L, 5R and upper arms 6L, 6R.
2Rも転舵可能とし、この目的のため、後輪のナックル
アーム8L、8R間をアクチュエータ9及びその両端に
おけるサイドロッドIOL、IORにより相互に連結す
る。2R can also be steered, and for this purpose, the knuckle arms 8L and 8R of the rear wheels are interconnected by an actuator 9 and side rods IOL and IOR at both ends thereof.
アクチュエータ9はスプリングセンタ式復動液圧シリン
ダとし、その2室を夫々管路11L、 IIRにより電
磁比例式圧力制御弁12に接続する。この制御弁12に
は更にポンプ13及びリザーバタンク14を含む液圧源
の液圧管路15及びドレン管路16を夫々接続する。制
御弁12はスプリングセンタ式3位置弁とし、両ソレノ
イド12L、12ROOFF時管路11L、IIRを無
圧状態にし、ソレノイド12LのONN道通電量比例し
た圧力を管路11Lに供給し、ソレノイド12RのON
N道通電量比例した圧力を管路11Rに供給するものと
する。The actuator 9 is a spring center type double-acting hydraulic cylinder, and its two chambers are connected to an electromagnetic proportional pressure control valve 12 through conduits 11L and IIR, respectively. The control valve 12 is further connected to a hydraulic pressure line 15 and a drain line 16 of a hydraulic pressure source including a pump 13 and a reservoir tank 14, respectively. The control valve 12 is a spring center type 3-position valve, and when both solenoids 12L and 12ROOFF, the conduit 11L and IIR are in a non-pressure state, and a pressure proportional to the ON/N path energization amount of the solenoid 12L is supplied to the conduit 11L, and the solenoid 12R is turned off. ON
It is assumed that a pressure proportional to the amount of N-way energization is supplied to the conduit 11R.
ソレノイド12L、12RのON、 OFF及び通電量
はコントローラ17により電子制御し、このコントロー
ラ17は第3図に示す如くデジタル演算回路17aと、
デジタル入力検出回路17bと、記憶回路17cと、D
/A変換器17dと、駆動回路17eとで構成する。コ
ントローラ17には、ステアリングホイール3の操舵角
θを検出する操舵角センサ18からの信号、及び車速V
を検出する車速センサ19からの信号を夫々デジタル入
力検出回路17bを経て入力する。コントローラ17の
デジタル演算回路17aはこれら入力情報及び記憶回路
17cの格納定数を基に前記0式を演算し、演算結果に
対応した後輪舵角δfに関するデジタル信号をD/A変
換器17dによりアナログ信号に変換する。このアナロ
グ信号は駆動回路17eにより後輪舵角δfに対応した
電流iに変換され、制御弁12に供給される。The ON/OFF and energization amounts of the solenoids 12L and 12R are electronically controlled by a controller 17, and as shown in FIG. 3, this controller 17 includes a digital calculation circuit 17a,
Digital input detection circuit 17b, storage circuit 17c, and D
It consists of a /A converter 17d and a drive circuit 17e. The controller 17 receives a signal from a steering angle sensor 18 that detects the steering angle θ of the steering wheel 3, and a vehicle speed V.
The signals from the vehicle speed sensor 19 that detects the vehicle speed are respectively inputted through the digital input detection circuit 17b. The digital calculation circuit 17a of the controller 17 calculates the above equation 0 based on the input information and the storage constant of the storage circuit 17c, and converts the digital signal related to the rear wheel steering angle δf corresponding to the calculation result into an analog signal using the D/A converter 17d. Convert to signal. This analog signal is converted by the drive circuit 17e into a current i corresponding to the rear wheel steering angle δf, and is supplied to the control valve 12.
この際コントローラ17は制御弁12のいずれのソレノ
イド12L又は12Rに電流iを供給すべきかを操舵角
θから決定し、対応する管路11L又はIIRに電流i
(演算後輪舵角δf)に応じた液圧を発生させる。ア
クチュエータ9はこの液圧に応じた方向へ又この液圧に
応じた距離だけストロークし、サイドロッドIOL及び
IORを介し後輪2L及び2Rを対応方向へ演算結果に
応じた角度だけ転舵することができる。At this time, the controller 17 determines which solenoid 12L or 12R of the control valve 12 should be supplied with the current i from the steering angle θ, and supplies the current i to the corresponding conduit 11L or IIR.
(calculated rear wheel steering angle δf). The actuator 9 strokes in a direction according to this hydraulic pressure and by a distance according to this hydraulic pressure, and steers the rear wheels 2L and 2R in the corresponding direction by an angle according to the calculation result via the side rods IOL and IOR. Can be done.
次に作用を説明する。13を車速に応じて変化させるこ
とにより様々な車両特性を得ることができるようになる
が、下記の例はその一例を示すものである。Next, the effect will be explained. By changing 13 according to the vehicle speed, various vehicle characteristics can be obtained, and the following example shows one example thereof.
すなわち、低速機敏性を増すため、低速時は!3を重心
点位置より前方に持って来るようにし、車速が高まるに
つれて安定性を確保するため、徐りに23を後方側へず
らしていくようにする。That is, at low speeds to increase low speed agility! 3 is brought forward from the center of gravity, and as the vehicle speed increases, 23 is gradually shifted to the rear in order to ensure stability.
第4図は本発明の実施例におけるに、TI、T2の車速
依存性を表わしたグラフを示すものである。FIG. 4 is a graph showing the dependence of TI and T2 on vehicle speed in the embodiment of the present invention.
また第5図は23の車速による変化を表わしたグラフを
示すものである。Further, FIG. 5 shows a graph showing changes depending on the vehicle speed of 23.
(発明の効果)
以上説明してきたように、本発明によれば、δf (s
) /δf (s)の伝達関数を1次/1次の形として
、車体の横すべり角が0となる位置を所定の範囲に設定
して後輪制御を行なうようにしたため、ハンドル操舵に
対する車両の応答性、安定性が向上する。(Effects of the Invention) As explained above, according to the present invention, δf (s
) /δf (s) is in the linear/first-order form, and the rear wheel control is performed by setting the position where the sideslip angle of the vehicle body is 0 within a predetermined range, so that the vehicle's response to steering wheel steering is Improves responsiveness and stability.
特に本発明においては、車両の重心と車体の横すべり角
を0とする位置間の距離2.を車速に応じて変化させる
ようにしたから、低速機敏性と中高速応答安定性を高次
元で両立させることができるという効果も得られる。In particular, in the present invention, the distance between the center of gravity of the vehicle and the position where the sideslip angle of the vehicle body is 0 is 2. By changing the speed according to the vehicle speed, it is possible to achieve both low-speed agility and mid-to-high speed response stability at a high level.
第1図は本発明の説明用平面図、
第2図は本発明を適用する車両の制御装置図、第3図は
その制御装置のブロック線図、第4図および第5図は本
発明の説明用の各種特性図である。
1、IL、IR・・・前輪 2,2L、2R・・・後輪
3・・・ステアリングホイール
4・・・ステアリングギヤ
5L、5R・・・トランスバースリンク6L、6R・・
・アッパアーム
7・・・リヤサスペンションメンバ
9・・・アクチュエータ
12・・・電磁比例式圧力制御弁
17・・・コントローラ 18・・・操舵角センサ
19・・・車速センサ
第4図
第5I長;FIG. 1 is a plan view for explaining the present invention, FIG. 2 is a diagram of a control device for a vehicle to which the present invention is applied, FIG. 3 is a block diagram of the control device, and FIGS. It is various characteristic diagrams for explanation. 1, IL, IR...front wheel 2, 2L, 2R...rear wheel 3...steering wheel 4...steering gear 5L, 5R...transverse link 6L, 6R...
- Upper arm 7... Rear suspension member 9... Actuator 12... Electromagnetic proportional pressure control valve 17... Controller 18... Steering angle sensor 19... Vehicle speed sensor Figure 4 Figure 5 I length;
Claims (1)
_f(S)に対して後輪舵角δ_rに(S)を次式δ_
r(S)/δ_f(S)=K+T1・S/1+T2・S
に基づいて制御する装置に おいて、車両の重心と車体の横すべり角を0とする位置
間の距離l_3(後輪方向をプラスとする)を車速に応
じて変化させて後輪制御を行う制御装置を設けることを
特徴とする後輪舵角制御装置。 但し、S:ラプラス演算子 K、T1、T2:制御定数 K=C_1{aMV^2+C_2l(l_3−b)}/
C_2{bMV^2+C_1l(l_3−a)}T1=
C_1V(aMl_3−I)/ C_2{bMV^2+C_1l(l_3+a)}T2=
V(bMl_3+I)/ bMV^2+C_1l(l_3+a) M:車両重量 I:ヨー慣性モーメント l:ホィールベース a:車両の重心と前輪中心間の距離 b:車両の重心と後輪中心間の距離 C_1:前輪のコーナリングパワー(2輪分)C_2:
後輪のコーナリングパワー(2輪分)V:車速。[Claims] 1. Detect the vehicle speed and steering angle, and determine the front wheel steering angle δ.
For _f(S), rear wheel steering angle δ_r is expressed as (S) by the following formula δ_
r(S)/δ_f(S)=K+T1・S/1+T2・S
A control device that performs rear wheel control by changing the distance l_3 (rear wheel direction is positive) between the center of gravity of the vehicle and the position where the sideslip angle of the vehicle body is 0 according to the vehicle speed. A rear wheel steering angle control device. However, S: Laplace operator K, T1, T2: control constant K=C_1{aMV^2+C_2l(l_3-b)}/
C_2{bMV^2+C_1l(l_3-a)}T1=
C_1V(aMl_3-I)/C_2{bMV^2+C_1l(l_3+a)}T2=
V(bMl_3+I)/bMV^2+C_1l(l_3+a) M: Vehicle weight I: Yaw moment of inertia l: Wheelbase a: Distance between the center of gravity of the vehicle and the center of the front wheels b: Distance between the center of gravity of the vehicle and the center of the rear wheels C_1: Front wheels Cornering power (2 wheels) C_2:
Rear wheel cornering power (2 wheels) V: Vehicle speed.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP29989287A JP2520144B2 (en) | 1987-11-30 | 1987-11-30 | Rear wheel steering angle control device |
US07/277,745 US4947326A (en) | 1987-11-30 | 1988-11-30 | Rear wheel steer angle control system for vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP29989287A JP2520144B2 (en) | 1987-11-30 | 1987-11-30 | Rear wheel steering angle control device |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH01145273A true JPH01145273A (en) | 1989-06-07 |
JP2520144B2 JP2520144B2 (en) | 1996-07-31 |
Family
ID=17878196
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP29989287A Expired - Lifetime JP2520144B2 (en) | 1987-11-30 | 1987-11-30 | Rear wheel steering angle control device |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP2520144B2 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2006162353A (en) * | 2004-12-03 | 2006-06-22 | Honda Motor Co Ltd | Vehicle state detection device |
JP2007001365A (en) * | 2005-06-22 | 2007-01-11 | Toyota Motor Corp | Steering controlling device of vehicle |
JP2010179841A (en) * | 2009-02-06 | 2010-08-19 | Nissan Motor Co Ltd | Turning behavior control device and turning behavior control method |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11724739B2 (en) * | 2021-07-22 | 2023-08-15 | GM Global Technology Operations LLC | Vehicle actuation commands to affect transient handling |
-
1987
- 1987-11-30 JP JP29989287A patent/JP2520144B2/en not_active Expired - Lifetime
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2006162353A (en) * | 2004-12-03 | 2006-06-22 | Honda Motor Co Ltd | Vehicle state detection device |
JP4606861B2 (en) * | 2004-12-03 | 2011-01-05 | 本田技研工業株式会社 | Vehicle state detection device |
JP2007001365A (en) * | 2005-06-22 | 2007-01-11 | Toyota Motor Corp | Steering controlling device of vehicle |
JP4639985B2 (en) * | 2005-06-22 | 2011-02-23 | トヨタ自動車株式会社 | Vehicle steering control device |
JP2010179841A (en) * | 2009-02-06 | 2010-08-19 | Nissan Motor Co Ltd | Turning behavior control device and turning behavior control method |
Also Published As
Publication number | Publication date |
---|---|
JP2520144B2 (en) | 1996-07-31 |
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