JPH02144260A - Control method for four-wheel steering device - Google Patents
Control method for four-wheel steering deviceInfo
- Publication number
- JPH02144260A JPH02144260A JP29847388A JP29847388A JPH02144260A JP H02144260 A JPH02144260 A JP H02144260A JP 29847388 A JP29847388 A JP 29847388A JP 29847388 A JP29847388 A JP 29847388A JP H02144260 A JPH02144260 A JP H02144260A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- thetah
- wheel steering
- rear wheels
- steering angle
- 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.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims description 7
- 230000003111 delayed effect Effects 0.000 claims abstract description 9
- 230000001052 transient effect Effects 0.000 abstract description 7
- CLOMYZFHNHFSIQ-UHFFFAOYSA-N clonixin Chemical compound CC1=C(Cl)C=CC=C1NC1=NC=CC=C1C(O)=O CLOMYZFHNHFSIQ-UHFFFAOYSA-N 0.000 abstract 3
- 238000010586 diagram Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 3
- 230000005484 gravity Effects 0.000 description 3
- 230000004044 response Effects 0.000 description 2
- 101100067989 Neurospora crassa (strain ATCC 24698 / 74-OR23-1A / CBS 708.71 / DSM 1257 / FGSC 987) cpc-2 gene Proteins 0.000 description 1
- 238000013507 mapping Methods 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
- 230000003313 weakening effect 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
- B62D7/1554—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 comprising a fluid interconnecting system between the steering control means of the different axles
-
- 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)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Theoretical Computer Science (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、前輪及び後輪の舵角を制御する四輪操舵装置
の制御方法に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a method for controlling a four-wheel steering system that controls the steering angles of front wheels and rear wheels.
（従来の技術）
従来、後輪に併せて前輪にも制御を加えて前後輪を積極
的に操舵することにより、理論的には定常、過渡状態と
もに重心スリップ角β、−〇を実現できることが知られ
ている。(Conventional technology) Conventionally, by actively steering the front and rear wheels by controlling the front wheels as well as the rear wheels, it is theoretically possible to achieve a center-of-gravity slip angle β, −〇 in both steady and transient conditions. Are known.
この場合、βＧ−０を達成するための理論的制御則は、
二輪モデルを用いた解析により得ることができ、βＧ−
０を達成するための前輪舵角δｆ及び後輪舵角δ「の理
論解は以下の３ように表すことができる。すなわち、
となる。In this case, the theoretical control law to achieve βG-0 is
It can be obtained by analysis using a two-wheel model, and βG-
The theoretical solution for the front wheel steering angle δf and rear wheel steering angle δ'' to achieve 0 can be expressed as the following three.
ここで、θ□はステアリングホイール操舵角、Ｎはステ
アリングギヤ比、Ｍは車体の質量、■は車速、！２はヨ
ーイング慣性モーメント、ａは重心から前輪車軸までの
長さ、ｂは重心から前輪車軸までの長さ、ｌはホイール
ベース、ｃ ＋ ＝ ２ Ｃｐｃ２＝２ｃｍでＣｐ及び
Ｃ１ｌはフロント及びリヤタイヤのコーナリングパワー
である。Here, θ□ is the steering wheel steering angle, N is the steering gear ratio, M is the mass of the vehicle body, and ■ is the vehicle speed. 2 is the yawing moment of inertia, a is the length from the center of gravity to the front wheel axle, b is the length from the center of gravity to the front wheel axle, l is the wheel base, c + = 2 Cpc2 = 2 cm, and Cp and C1l are the cornering of the front and rear tires. It is power.
（発明が解決しようとする課題）
そして、上記の理論解を用いることにより理論的には定
常、過渡状態ともに重心スリップ角βＧ＝０を実現でき
ることになる。しかしながら、現実の四輪操舵装置にお
いては、サスペンション系のガタや油圧系のフリクショ
ンの影響により、前輪の操舵動作に遅れて後輪が操舵動
作されてしまうものもあり、このような四輪操舵装置に
上記従来の制御則をそのまま適用すると、後輪の操舵応
答遅れに起因して後輪の同相操舵が遅れ、これにより車
両に発生するヨー運動が相対的に早まって特に高速走行
時の車両挙動が不安定なものとなってしまう欠点が考え
られる。(Problems to be Solved by the Invention) By using the above theoretical solution, it is theoretically possible to realize the center-of-gravity slip angle βG=0 in both steady and transient states. However, in actual four-wheel steering systems, the rear wheels may be steered behind the front wheels due to play in the suspension system or friction in the hydraulic system. If the conventional control law described above is applied as is, the in-phase steering of the rear wheels will be delayed due to the delayed steering response of the rear wheels, which will cause the yaw motion of the vehicle to become relatively faster, resulting in poor vehicle behavior, especially when driving at high speeds. A possible drawback is that it becomes unstable.
（課題を解決するための手段）
本発明は、上記の課題を解決するために創案されたもの
で、前輪の操舵に対して後輪の同相操舵がΔｔ時間遅れ
る要素を含んだシステムを使用して、前輪及び後輪の舵
角を制御する四輪操舵装置の制御方法において、前輪舵
角δｆ及び後輪舵角δ「を、
但し、θＨ／ Ｎ ＋ Ｋ ＋θ□及びに２θ、／Ｎ−
に３θ、は、時間遅れを無視して得られる重心スリップ
角β。＝０を達成するための前輪舵角及び後輪舵角の理
論解で、Ｋ、、に、、に、はβ。(Means for Solving the Problems) The present invention was devised to solve the above problems, and uses a system including an element in which the in-phase steering of the rear wheels is delayed by Δt time with respect to the steering of the front wheels. In a method for controlling a four-wheel steering system that controls the steering angles of front wheels and rear wheels, the front wheel steering angle δf and the rear wheel steering angle δ' are, however, θH/N + K +θ□ and 2θ, /N-
3θ, is the center-of-gravity slip angle β obtained by ignoring the time delay. In the theoretical solution of the front wheel steering angle and rear wheel steering angle to achieve = 0, K, , , , , are β.
−〇を達成するための制御係数、ｅ、はステアリングホ
イール操舵角、Ｎはステアリングギヤ比、また、ｆ （
Δｔ、ｖ）及びｇ（Δｔ、 ｖ）は、遅れ時間Δｔ及
び車速Ｖの関数で共に車速Ｖの増加と共に増加する補正
項である。- The control coefficient for achieving 〇, e is the steering wheel steering angle, N is the steering gear ratio, and f (
Δt, v) and g(Δt, v) are correction terms that are functions of the delay time Δt and the vehicle speed V, and both increase as the vehicle speed V increases.
の関係に基づいて制御することを特徴とする四輪操舵装
置の制御方法である。This is a method for controlling a four-wheel steering system, characterized in that control is performed based on the relationship:
（作用）
本発明によれば、上記の如く遅れ時間Δｔ及び車速Ｖに
応じた関数で共に車速Ｖの増加と共に増加する補正項ｆ
（Δｔ、 ｖ）およびｇ（Δｔ、 ｖ）が、β、
＝０を達成するための前輪舵角及び後輪舵角の理論解に
対して、ヨー運動を弱める方向（同相操舵をアシストす
る方向）に作用するので、前輪の操舵に対して後輪の同
操舵がΔｔ時間遅れる要素を含んだシステムを使用して
も、高速での過渡的安定性が向上される。(Function) According to the present invention, as described above, the correction term f is a function according to the delay time Δt and the vehicle speed V, and increases as the vehicle speed V increases.
(Δt, v) and g(Δt, v) are β,
Regarding the theoretical solution of the front wheel steering angle and rear wheel steering angle to achieve = 0, it acts in the direction of weakening the yaw motion (in the direction of assisting in-phase steering), so the rear wheel steering angle is the same as the front wheel steering. The use of a system that includes an element in which the steering is delayed by a time Δt also improves transient stability at high speeds.
（実施例）
以下、本発明の実施例を添付図面に基づいて詳細に説明
する。(Example) Hereinafter, an example of the present invention will be described in detail based on the accompanying drawings.
第１図は、四輪操舵装置のシステムを示す構成図である
。ステアリングホイール１の操舵模作により前輪を操舵
するステアリング装置２には、油圧力による前輪舵角を
補正する前輪アクチュエータ３が設けられている。後輪
側には後輪を操舵するだめの油圧式の後輪アクチュエー
タ４が設けられており、これらアクチュエータ３．４は
油圧ポンプ５から圧送される圧油により作動するものと
なっている。また、アクチュエータ３，４と油圧ポンプ
５とを接続する油路には、それぞれ電磁制御弁６．７が
介装されており、これら電磁制御弁６゜７の作動状態に
よりアクチュエータ３，４の作動（前輪の補正操舵およ
び後輪の操舵）が制御されるものとなっている。電磁制
御弁６．７は、コントローラ８によって制御されるもの
となっており、このコントローラ８は、ステアリングホ
イールの操作状態を検出する操舵角センサ９と、車速を
検出する車速センサ１０と、前輪および後輪の実舵角を
検出する前輪舵角センサ１１および後輪舵角センサ１２
とから人力される検出値に応じて所定の前輪舵角δｆお
よび後輪舵角δｒが得られるように電磁制御弁６，７に
駆動制御信号を出力するものとなっている。FIG. 1 is a configuration diagram showing a system of a four-wheel steering device. A steering device 2 that steers the front wheels by imitating the steering of the steering wheel 1 is provided with a front wheel actuator 3 that corrects the front wheel steering angle using hydraulic pressure. A hydraulic rear wheel actuator 4 for steering the rear wheels is provided on the rear wheel side, and these actuators 3.4 are operated by pressure oil fed from a hydraulic pump 5. In addition, electromagnetic control valves 6 and 7 are installed in the oil passages connecting the actuators 3 and 4 and the hydraulic pump 5, respectively, and the actuators 3 and 4 are operated depending on the operating state of these electromagnetic control valves 6 and 7. (Correction steering of the front wheels and steering of the rear wheels) are controlled. The electromagnetic control valve 6.7 is controlled by a controller 8, which includes a steering angle sensor 9 that detects the operation state of the steering wheel, a vehicle speed sensor 10 that detects the vehicle speed, and a front wheel and A front wheel steering angle sensor 11 and a rear wheel steering angle sensor 12 detect the actual steering angle of the rear wheels.
A drive control signal is output to the electromagnetic control valves 6 and 7 so that a predetermined front wheel steering angle δf and rear wheel steering angle δr are obtained according to the detected values manually inputted from the control valves 6 and 7.
すなわち、コントローラ８は、前後輪の舵角がそれぞれ
となるように電磁制御弁６．７をフィードバック制御す
るものとなっている。ここでに、、に、、に３は上記従
来例でも説明したように重心スリップ角βＧ−０を達成
するための理論解の係数であり、コントローラ８内に予
め制御マツプとしてメモリされており、特にに１゜Ｋ３
は車速の変化に対して第２図に示す特性を示すものとな
っている。That is, the controller 8 performs feedback control on the electromagnetic control valves 6.7 so that the front and rear wheels have different steering angles. Here, , , and 3 are the coefficients of the theoretical solution for achieving the center of gravity slip angle βG-0, as explained in the conventional example above, and are stored in advance in the controller 8 as a control map. Especially 1°K3
shows the characteristics shown in FIG. 2 with respect to changes in vehicle speed.
ところで、第１図に示したシステムは前輪がステアリン
グホイールの操作により直接操舵されるのに対して、後
輪は油圧のみにより操舵されるものとなっているため、
前輪に比べて後輪の操舵が遅れる特性を生じるものとな
っている。By the way, in the system shown in Fig. 1, the front wheels are steered directly by operating the steering wheel, while the rear wheels are steered only by hydraulic pressure.
This results in a characteristic that the steering of the rear wheels is delayed compared to the front wheels.
上記制御式におけるｆ （Δｔ＋ｖ）及びｇ（Δｔ。f (Δt+v) and g(Δt.
Ｖ）は、上記のような遅れ時間Δｔを有するシステムに
対して過渡状態においても重心スリップ角βＧ−０が達
成されるように経験的に得られたデータをマツプ化した
ものであり、第３図に示すような特性を有するものとな
っている。V) is a map of data obtained empirically so that the center-of-gravity slip angle βG-0 can be achieved even in a transient state for a system having a delay time Δt as described above. It has the characteristics shown in the figure.
そしてこれは、上記従来例のに１．Ｋｓを第４図のよう
に変更することと等価であり、実質的には第４図のよう
な特性をマツプ化して制御を行っても良い。And this is the same as 1. of the above conventional example. This is equivalent to changing Ks as shown in FIG. 4, and control may be performed by mapping the characteristics as shown in FIG.
上記実施例によれば、後輪の同相操舵が遅れるような実
システムを使用した場合であっても、前輪が舵角が理論
解よりも減少されると共に後輪の舵角が同相方向に増加
するものとなるので、システムの遅れ時間の影響により
ヨーの発生が早まり過ぎることが有効に防止され、高速
走行時における過渡的安定性を操舵応答性と両立させな
がら効率良く向上できる効果を奏する。According to the above embodiment, even when using an actual system in which the in-phase steering of the rear wheels is delayed, the steering angle of the front wheels is reduced compared to the theoretical solution, and the steering angle of the rear wheels is increased in the in-phase direction. This effectively prevents the occurrence of yaw from occurring too early due to the influence of the system's delay time, and achieves the effect of efficiently improving transient stability during high-speed driving while simultaneously balancing steering response.
なお、本発明は上記実施例に何ら限定されるものではな
く、例えば第３図の特性に換えて第４図に示した特性を
マツプ化したものを使用して制御を行うものとしてもよ
い。It should be noted that the present invention is not limited to the above-mentioned embodiment in any way; for example, control may be performed using a map of the characteristics shown in FIG. 4 instead of the characteristics shown in FIG. 3.
（発明の効果）
以上、実施例と共に具体的に説明したように、本発明に
よれば、後輪の同相操舵が遅れるような特性を持った実
システムを使用した場合であっても高速走行時における
過渡的安定性を操舵応答性と両立させながら効率良く向
上できる四輪操舵装置の制御方法を効率良く提供する効
果を奏する。(Effects of the Invention) As described above in detail with the embodiments, according to the present invention, even when using an actual system having characteristics such that the in-phase steering of the rear wheels is delayed, even when driving at high speed, The present invention has the effect of efficiently providing a control method for a four-wheel steering system that can efficiently improve transient stability and steering responsiveness at the same time.
第１図は本発明の一実施例を示すシステム図、第２図は
制御係数にの特性図、第３図はｒ （Δｔ。
Ｖ）及びｇ（Δｔ、ｖ）の特性図、第４図は制御係数Ｋ
に直接第３図による補正項ｆ、ｇの特性を反映させた場
合を変形例として示す制御係数にの特性図、第５図はそ
の他の実施例を示す第４図対応図である。
３・・・前輪アクチュエータ。
４・・・後輪アクチュエータ、６，７・・・電磁制御弁
。
８・・・コントローラ
Ｚ便℃〉プFig. 1 is a system diagram showing an embodiment of the present invention, Fig. 2 is a characteristic diagram of the control coefficient, Fig. 3 is a characteristic diagram of r (Δt. V) and g (Δt, v), and Fig. 4 is a characteristic diagram of the control coefficient. is the control coefficient K
FIG. 5 is a diagram corresponding to FIG. 4 showing another embodiment, showing the characteristics of the control coefficients as a modified example in which the characteristics of the correction terms f and g shown in FIG. 3...Front wheel actuator. 4... Rear wheel actuator, 6, 7... Solenoid control valve. 8...Controller Z flight ℃〉pu
Claims (1)
素を含んだシステムを使用して、前輪及び後輪の舵角を
制御する四輪操舵装置の制御方法において、前輪舵角δ
ｆ及び後輪舵角δｒを、 δｆ＝Θ＿Ｈ／Ｎ＋〔Ｋ＿１−ｆ（Δｔ，ｖ）〕Θ＿Ｈ δｒ＝Ｋ＿２（Θ＿Ｈ／Ｎ）＋〔ｇ（Δｔ，ｖ）−Ｋ＿
３〕Θ＿Ｈ 但し、Θ＿Ｈ／Ｎ＋Ｋ＿１Θ＿Ｈ及びに、Θ＿Ｈ／Ｎ−
Ｋ＿３Θ＿Ｈは、時間遅れを無視して得られる重心スリ
ップ角β＿Ｇ＝０を達成するための前輪舵角及び後輪舵
角の理論解で、Ｋ＿１、Ｋ＿２、Ｋ＿３はβ＿Ｇ＝０を
達成するための制御係数、Θ＿Ｈはステアリングホィー
ル操舵角、Ｎはステアリングギヤ比、また、ｆ（Δｔ，
ｖ）及びｇ（Δｔ，ｖ）は、遅れ時間Δｔ及び車速ｖの
関数で共に車速りの増加と共に増加する補正項である。 の関係に基づいて制御することを特徴とする四輪操舵装
置の制御方法[Scope of Claims] A method for controlling a four-wheel steering device that controls the steering angles of front wheels and rear wheels using a system including an element in which in-phase steering of rear wheels is delayed by a time Δt with respect to steering of front wheels, Front wheel steering angle δ
f and rear wheel steering angle δr, δf = Θ_H/N + [K_1 - f (Δt, v)] Θ_H δr = K_2 (Θ_H/N) + [g (Δt, v) - K_
3] Θ_H However, Θ_H/N+K_1Θ_H and, Θ_H/N-
K_3Θ_H is the theoretical solution of the front wheel steering angle and rear wheel steering angle to achieve the center-of-gravity slip angle β_G=0 obtained by ignoring time delay, and K_1, K_2, and K_3 are the control to achieve β_G=0. The coefficient, Θ_H is the steering wheel steering angle, N is the steering gear ratio, and f(Δt,
v) and g(Δt,v) are correction terms that are functions of the delay time Δt and the vehicle speed v, and both increase as the vehicle speed increases. A method for controlling a four-wheel steering device characterized by controlling based on the relationship
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29847388A JPH02144260A (en) | 1988-11-24 | 1988-11-24 | Control method for four-wheel steering device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29847388A JPH02144260A (en) | 1988-11-24 | 1988-11-24 | Control method for four-wheel steering device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH02144260A true JPH02144260A (en) | 1990-06-04 |
Family
ID=17860161
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP29847388A Pending JPH02144260A (en) | 1988-11-24 | 1988-11-24 | Control method for four-wheel steering device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02144260A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| RU2705413C1 (en) * | 2019-01-09 | 2019-11-07 | Александр Николаевич Беляев | Method of turning a vehicle with all steerable wheels |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5787759A (en) * | 1980-11-18 | 1982-06-01 | Nissan Motor Co Ltd | Method of steering vehicle |
| JPS63113149A (en) * | 1986-10-31 | 1988-05-18 | Mazda Motor Corp | Idling speed control device for engine |
-
1988
- 1988-11-24 JP JP29847388A patent/JPH02144260A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5787759A (en) * | 1980-11-18 | 1982-06-01 | Nissan Motor Co Ltd | Method of steering vehicle |
| JPS63113149A (en) * | 1986-10-31 | 1988-05-18 | Mazda Motor Corp | Idling speed control device for engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| RU2705413C1 (en) * | 2019-01-09 | 2019-11-07 | Александр Николаевич Беляев | Method of turning a vehicle with all steerable wheels |
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