JPH0237080A - Rear wheel control method for four-wheel steering vehicle - Google Patents
Rear wheel control method for four-wheel steering vehicleInfo
- Publication number
- JPH0237080A JPH0237080A JP18908488A JP18908488A JPH0237080A JP H0237080 A JPH0237080 A JP H0237080A JP 18908488 A JP18908488 A JP 18908488A JP 18908488 A JP18908488 A JP 18908488A JP H0237080 A JPH0237080 A JP H0237080A
- Authority
- JP
- Japan
- Prior art keywords
- rear wheel
- steering
- wheel steering
- angle
- force
- 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
- 238000013016 damping Methods 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 4
- 238000010586 diagram Methods 0.000 description 7
- 230000007423 decrease Effects 0.000 description 5
- 230000001133 acceleration Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 241000255789 Bombyx mori Species 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000005516 engineering process Methods 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
- B62D7/1581—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 comprising an electrical 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
Abstract
Description
【発明の詳細な説明】
産業上の利用分野
本発明は、4輪操舵車両の後輪制御方法に関するもので
ある。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a rear wheel control method for a four-wheel steering vehicle.
従来の技術
操安性向上の目的にて前輪及び後輪を操舵する4輪操舵
の技術は、特公昭40−10728号公報以来数多く開
発され公開されている。Conventional Technology Many four-wheel steering techniques for steering the front and rear wheels for the purpose of improving steering stability have been developed and published since Japanese Patent Publication No. 10728/1973.
後輪制御の方式としては舵角感応型と舵力感応型に大別
できる。Rear wheel control methods can be broadly divided into steering angle sensitive type and steering force sensitive type.
発明が解決しようとする課題
前輪舵角δfに比例した後輪舵角δrの制御(δr=ル
δf)を行う舵角感応型では操舵に対する固有振動数は
前輪のみを操舵する従来の2輪操舵と変らない、それに
くらべ舵力感応型のものは後輪同相操舵(後輪を前輪と
同方向に操舵すること)により固有振動数が上記2輪操
舵の場合よりも高くできると言う利点をもってはいるも
のの、減衰が悪化して周波数特性のゲインでより大きな
ピークをもつと言う欠点を伴う。Problems to be Solved by the Invention In the steering angle sensitive type, which controls the rear wheel steering angle δr in proportion to the front wheel steering angle δf (δr = δf), the natural frequency for steering is different from the conventional two-wheel steering in which only the front wheels are steered. Compared to this, the steering force-sensitive type has the advantage that the natural frequency can be made higher than in the case of two-wheel steering by rear wheel in-phase steering (steering the rear wheels in the same direction as the front wheels). However, it has the disadvantage that the attenuation deteriorates and the gain of the frequency characteristic has a larger peak.
上記舵力感応型としては、舵力及び横力(コーナリング
フォース)は横すべり角に比例するものとして、前輪横
すべり角βにに比例して後輪舵角δrの制W(δr =
−4f I3f )を行う前輪舵力感応型と、後輪様
すべり角βにに比例して後輪舵角δrの制御(δr;−
4rβr)を行う後輪舵力感応型とに分けられ、前輪の
挙動とは全く無関係に後輪に発生する様相のみによりそ
れに対応するように後輪舵角制御を行う後輪舵力感応型
の方がより自然であり前輪舵力感応型よりすぐれている
と言えるが、後輪舵力感応型においても上記したような
周波数特性のゲインに大きなピークがあられれると言う
課題をまぬがれることはできない。In the above-mentioned steering force-sensitive type, the steering force and lateral force (cornering force) are assumed to be proportional to the side slip angle, and the control W of the rear wheel steering angle δr is calculated in proportion to the front wheel sideslip angle β (δr =
−4f I3f ), and a front wheel steering force-sensitive type that controls the rear wheel steering angle δr in proportion to the rear wheel slip angle β (δr; −
4rβr), and the rear wheel steering force sensitive type, which controls the rear wheel steering angle in response to the situation occurring in the rear wheels, completely unrelated to the behavior of the front wheels. Although it can be said that this is more natural and superior to the front wheel steering force sensitive type, even the rear wheel steering force sensitive type cannot avoid the problem that the frequency characteristic gain has a large peak as described above.
また一般に後輪同相操舵により周波数特性の定常ゲイン
が2輪操舵に比べて低下してしまう欠点もある。Another disadvantage is that the steady-state gain of the frequency characteristic generally decreases due to rear wheel in-phase steering compared to two-wheel steering.
本発明は後輪舵力感応型の4輪操舵車両における上記の
ような課題に対処する後輪制御方法を提供することを目
的とするものである。An object of the present invention is to provide a rear wheel control method that addresses the above-mentioned problems in a rear wheel steering force sensitive four-wheel steered vehicle.
課題を解決するための手段
本発明は、上記のように後輪様すべり角βにに比例した
後輪舵角δrで後輪制御を行う後輪舵力感応型の4輪操
舵車両において、伝達rA数G (S)をG(S)=−
6工β−(但しTは時定数、/ −r−TS
αは比例ゲイン)として
δr =−G(S)4rβr
(但し4rは転舵係数)
にて後輪制御を行うことを特徴とするものである。Means for Solving the Problems The present invention provides a rear wheel steering force-sensitive four-wheel steering vehicle that performs rear wheel control using a rear wheel steering angle δr proportional to a rear wheel slip angle β as described above. rA number G (S) G (S) = -
It is characterized by performing rear wheel control with δr = -G(S)4rβr (however, 4r is a steering coefficient) where T is a time constant and / -r-TS α is a proportional gain. It is something.
作用
上記の伝達関数G (S)を用いることにより、後輪同
相操舵による定常ゲインの低下を補償し2輪操舵並みの
定常ゲインを得ることができると共に、舵力感応型の減
衰性を改善しよりフラット且つなだらかなゲイン特性を
もつ4輪操舵車両が得られる。Effect By using the above transfer function G (S), it is possible to compensate for the decrease in steady gain due to rear wheel in-phase steering and obtain a steady gain comparable to that of two-wheel steering, and also to improve the damping property of the steering force sensitive type. A four-wheel steered vehicle with flatter and gentler gain characteristics can be obtained.
実施例 以下本発明の実施例を付図を参照して説明する。Example Embodiments of the present invention will be described below with reference to the accompanying drawings.
第1図に示すような4輪操舵車の2輪モデルにおいて、
前輪舵角をδf 、前輪横すべり角をβfとし、後輪舵
角をδr 、後輪様すベリ角をβrとし、前輪及び後輪
のそれぞれの舵力と横力はそれぞれの横すべり角に比例
するものとすると、前輪舵角感応型4輪操舵車両の後輪
制御は、
δ「 =4δf ・・・・・・・・・・・・・・・・
・・・・・・・・ (1)前輪舵力感応型4輪操舵車両
の後輪制御は、δr=−4fβf ・・・・旧旧旧旧・
・ (2)後輪舵力感応型4輪操舵車両の後輪制御は、
δr=−4rf3r ・l1・・・・団・・・・ (
3)である。但し上記(1) 、(2) 、(3)式に
おいて蚕。In a two-wheel model of a four-wheel steering vehicle as shown in Figure 1,
The front wheel steering angle is δf, the front wheel sideslip angle is βf, the rear wheel steering angle is δr, the rear wheel angle is βr, and the steering force and lateral force of the front and rear wheels are proportional to their respective sideslip angles. Assuming that, the rear wheel control of the front wheel steering angle sensitive four-wheel steering vehicle is as follows: δ" = 4δf ・・・・・・・・・・・・・・・
・・・・・・・・・ (1) Rear wheel control of a front wheel steering force sensitive 4 wheel steering vehicle is δr=-4fβf ・・・ Old old old old・
・ (2) Rear wheel control of a four-wheel steering vehicle that is sensitive to rear wheel steering force is as follows:
δr=-4rf3r ・l1・・・・group・・・・(
3). However, in the above formulas (1), (2), and (3), silkworms are used.
iF、4rは転舵係数であり、該転舵係数は車速Vの関
数として設定される。iF and 4r are steering coefficients, and the steering coefficients are set as a function of vehicle speed V.
これら(1) 、(2) 、(CI)式によって後輪制
御される4輪操舵車両の、操舵に対するヨーレイトの周
波数応答特性及び操舵に対する横方向加速度の周波数応
答特性は第2図及び第3図の■。The frequency response characteristics of the yaw rate to steering and the frequency response characteristics of lateral acceleration to steering of a four-wheel steering vehicle whose rear wheels are controlled by these formulas (1), (2), and (CI) are shown in Figures 2 and 3. ■.
■、■に示す通りである。As shown in ■ and ■.
即ち、上記(1) 、(2) 、(3)式にて制御され
る前輪舵角感応型、前輪舵力感応型、後輪舵力感応型の
ものは、第2,3図の符号■、■、■に示すように、い
ずれも後輪同相操舵により定常ゲインが後輪を操舵しな
い2輪操舵車両(2WS)に比し低下する。又前輪舵力
感応型及び後輪舵力感応型のもの■、■は前輪舵角感応
型のもの■に比し固有振動数は高くできるものの減衰が
悪化して周波数特性のゲインがより大きなピークをもつ
と言う欠点を伴なう。That is, the front wheel steering angle sensitive type, front wheel steering force sensitive type, and rear wheel steering force sensitive type controlled by the above formulas (1), (2), and (3) are indicated by the symbol ■ in Figures 2 and 3. As shown in , ■, and ■, the steady-state gain decreases due to rear wheel in-phase steering compared to a two-wheel steered vehicle (2WS) in which the rear wheels are not steered. In addition, the front wheel steering force sensitive type and the rear wheel steering force sensitive type ■ and ■ can have a higher natural frequency than the front wheel steering angle sensitive type ■, but the damping is worse and the gain of the frequency characteristic has a larger peak. It comes with the disadvantage of having .
そこで本発明では、上記第2.3図において■の符号で
示されるような周波数応答特性をもつ後輪舵力感応型の
4輪操舵車両において、第4,5図の符号■1又は@2
で示すように、2輪操舵(2WS)車両並みの定常操舵
ゲインをもたせると同時に、従来の舵力感応型4輪操舵
■又は■の欠点である車両応答の減衰性を改善すること
により、2輪操舵(2WS)より周波数特性のゲインが
フラットな後輪制御方法を提供するものである。Therefore, in the present invention, in a rear wheel steering force-sensitive four-wheel steered vehicle having a frequency response characteristic as shown by the symbol ■ in FIG. 2.3,
As shown in Figure 2, by providing a steady-state steering gain comparable to that of a two-wheel steering (2WS) vehicle, and at the same time improving the damping of the vehicle response, which is a drawback of conventional steering force-sensitive four-wheel steering ■ or ■. This provides a rear wheel control method that has a flatter frequency characteristic gain than wheel steering (2WS).
即ち本発明においては、後輪舵力または後輪横力または
後輪横すべり角のいずれか°を検出し、後輪舵力または
後輪横力は後輪横すべり角βTに比例するとして、後輪
舵角δrを、δr =−4rβrで制御する後輪舵力感
応型4輪操舵車両において、
CT(S)= 〆γS
7オTS −−−一”−−−−−←)(但しαは
比例ゲイン、Tは時定数)
なる微分の伝達関数G (S)で、後輪舵角δrを。That is, in the present invention, any one of the rear wheel steering force, the rear wheel lateral force, or the rear wheel sideslip angle is detected, and the rear wheel steering force or the rear wheel lateral force is proportional to the rear wheel sideslip angle βT. In a rear wheel steering force-sensitive four-wheel steering vehicle in which the steering angle δr is controlled by δr = -4rβr, CT(S) = 〆γS 7〇TS −−−−−−−−←) (However, α is The rear wheel steering angle δr is expressed by the differential transfer function G (S), where T is the proportional gain and T is the time constant.
δr =−G(S)4rβr ・・・・・・・・・・・
・・・・ (5)にて微分制御することを特徴とするも
のである。δr =-G(S)4rβr ・・・・・・・・・・・・
... It is characterized by performing differential control in (5).
以下上記(4)式で表わされる伝達関数について説明す
る。The transfer function expressed by the above equation (4) will be explained below.
上記(4)式で表わされる伝達関数のボード線図は第6
図に示すようになる。The Bode diagram of the transfer function expressed by equation (4) above is the sixth
The result will be as shown in the figure.
従って、f<−j−一の範囲ではゲインぴは2i’r(
XT
ぴ<0 [dB] 、1G(Sl<1であるから後輪
転舵量δrはδr<−4rβrとなって、fが小さくな
るにつれてIG(S]中Oとなるので、後輪転舵量はδ
τ中0になり2輪操舵(2WS)とほぼ同じとなる。Therefore, in the range f<-j-1, the gain pi is 2i'r(
XT Pi<0 [dB], 1G (Since Sl<1, the rear wheel steering amount δr becomes δr<-4rβr, and as f becomes smaller, IG(S) becomes O, so the rear wheel steering amount is δ
It becomes 0 during τ, which is almost the same as two-wheel steering (2WS).
f=1−ではP=o [dB] 、IG(S)27C
区T
=1であるから後輪転舵量はδrは
δr =−4rβrとなる。For f=1-, P=o [dB], IG(S)27C
Since the interval T = 1, the rear wheel turning amount δr becomes δr = -4rβr.
f>2カア の範囲では、ぴ>O[dB]1c (s)
+ > iであるからδrはδr>−4rβrとなるが
、該範囲においてヮCM7<f〈27C7の範囲ではI
G(S)lは1より大なるある値aまで周波数にほぼ比
例して増大し同相方向の後輪転舵量を従来のものに比し
a倍まで次第に増加させ、チンT〒 では後輪舵角はδ
r;−α4rβ「を保ち、ゲインの低下を防止する。In the range of f>2ka, pi>O[dB]1c (s)
+ > i, so δr becomes δr>-4rβr, but in the range ヮCM7<f<27C7, I
G(S)l increases almost in proportion to the frequency up to a certain value a greater than 1, gradually increasing the rear wheel steering amount in the same phase direction to a times as compared to the conventional one, and in Chin T〒, the rear wheel steering amount The angle is δ
r; −α4rβ” to prevent the gain from decreasing.
上記(4)式で表わされる伝達関数を回路図で示すと第
7図の通りである(尚第7図においてT=CRである)
。The transfer function expressed by equation (4) above is shown in a circuit diagram as shown in Figure 7 (T=CR in Figure 7).
.
第4,5図の符号■1 、■2で示される未発明の特性
は、後輪同相操舵による定常ゲインの低下を補償して、
2輪操舵(2WS)とほぼ等しい定常ゲインを得ること
ができると共に、従来の舵力感応型(符号■、■で示さ
れるもの)の減衰性を改善し、■1ではよりフラット。The uninvented characteristics indicated by symbols ■1 and ■2 in Figs. 4 and 5 compensate for the decrease in steady-state gain due to rear wheel in-phase steering,
It is possible to obtain a steady gain that is almost the same as that of two-wheel steering (2WS), and it also improves the damping characteristics of conventional steering force sensitive types (indicated by symbols ■ and ■), and is even flatter in ■1.
■2ではよりなだらかなゲイン特性とすることができ、
■2ではヨーレイトにおいてなだらかで横方向加速度に
おいて落ち込みの少ない位相特性が得られる。■2 allows for a more gradual gain characteristic,
(2) A phase characteristic with a gentle yaw rate and little drop in lateral acceleration is obtained.
発明の効果
以上のように本発明によれば、後輪舵力または後輪横力
または後輪横すべり角のいずれかを検出し、後輪舵力ま
たは後輪横力は後輪横すべり角βにに比例するとして、
後輪舵角δrをδr =−4rβr (但し4rは転舵
係数)で制御をする後輪舵力感応型の4輪操舵車両にお
いて、
θ(S)−二■互−
l′T−TS
(但しては時定数、αは比例ゲインである)なる伝達関
数にてδr =−G(S)4rβrで後輪制御を行うよ
うにしたことにより、後輪同相操舵による定常ゲインの
低下を補償して2輪操舵差みの定常ゲインを得ることが
できると共に、従来の舵力感応型4輪操舵車両の減衰性
を改善してよりフラットでなだらかなゲイン特性が得ら
れ、且つなだらかで落ち込みの少ない位相特性を得るこ
とができるもので、実用上多大の効果をもたらし得るも
のである。Effects of the Invention As described above, according to the present invention, either the rear wheel steering force, the rear wheel lateral force, or the rear wheel sideslip angle is detected, and the rear wheel steering force or the rear wheel lateral force is determined by the rear wheel sideslip angle β. Assuming that it is proportional to
In a rear wheel steering force-sensitive four-wheel steering vehicle that controls the rear wheel steering angle δr using δr = -4rβr (where 4r is the steering coefficient), θ(S) - 2 ■ mutual - l'T - TS ( However, by controlling the rear wheels with δr = -G(S)4rβr using a transfer function (where α is a time constant and α is a proportional gain), the decrease in steady-state gain due to rear wheel in-phase steering can be compensated for. In addition, it is possible to obtain a steady gain of the two-wheel steering difference, and it also improves the damping characteristics of conventional steering force-sensitive four-wheel steering vehicles to obtain a flatter and gentler gain characteristic, with a smoother and less drop-off. It is possible to obtain phase characteristics, and it can bring about great practical effects.
第1図は4輪操舵車両の2輪モデル図、第2図及び第4
図は操舵に対するヨーレイトの周波数応答特性図、第3
図及び第5図は操舵に対する横方向加速度の周波数応答
特性図、第6図は本発明における伝達関数のボード線図
、第7図は本発明における伝達関数を表わす回路図であ
る。
以 上Figure 1 is a two-wheel model diagram of a four-wheel steering vehicle, Figures 2 and 4
The figure is a frequency response characteristic diagram of yaw rate to steering.
5 and 5 are frequency response characteristic diagrams of lateral acceleration with respect to steering, FIG. 6 is a Bode diagram of the transfer function in the present invention, and FIG. 7 is a circuit diagram showing the transfer function in the present invention. that's all
Claims (1)
かを検出し、後輪舵力または後輪横力は後輪横すべり角
に比例するとして、後輪舵角δにを後輪横すべり角βに
に比例して制御する4輪操舵車両において、伝達関数G
(S)を、G(S)=αTS/(1+TS) (但しTは時定数、αは比例ゲイン) とし、この伝達関数G(S)にて後輪舵角δにを、 δr=−G(S)κrβr (但しκrは転舵係数) で制御をすることを特徴とする4輪操舵車両の後輪制御
方法。[Claims] Either the rear wheel steering force, the rear wheel lateral force, or the rear wheel sideslip angle is detected, and the rear wheel steering angle is determined based on the assumption that the rear wheel steering force or the rear wheel lateral force is proportional to the rear wheel sideslip angle. In a four-wheel steering vehicle where δ is controlled in proportion to the rear wheel sideslip angle β, the transfer function G
Let (S) be G(S)=αTS/(1+TS) (where T is a time constant and α is a proportional gain), and with this transfer function G(S), the rear wheel steering angle δ is expressed as δr=-G (S) A rear wheel control method for a four-wheel steering vehicle, characterized in that control is performed using κrβr (where κr is a steering coefficient).
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP18908488A JPH0237080A (en) | 1988-07-28 | 1988-07-28 | Rear wheel control method for four-wheel steering vehicle |
DE3915448A DE3915448A1 (en) | 1988-05-16 | 1989-05-11 | METHOD FOR REGULATING THE REAR WHEEL STEERING ADJUSTMENT IN A MOTOR VEHICLE WITH FOUR WHEEL STEERING |
GB8911082A GB2220898A (en) | 1988-05-16 | 1989-05-15 | Rear-wheel control system for a motor vehicle with four-wheel steering |
US07/352,839 US5010488A (en) | 1988-05-16 | 1989-05-15 | Bear-wheel control method for a motor vehicle with a four-wheel steering system |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP18908488A JPH0237080A (en) | 1988-07-28 | 1988-07-28 | Rear wheel control method for four-wheel steering vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH0237080A true JPH0237080A (en) | 1990-02-07 |
Family
ID=16235050
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP18908488A Pending JPH0237080A (en) | 1988-05-16 | 1988-07-28 | Rear wheel control method for four-wheel steering vehicle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH0237080A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6345218B1 (en) | 1999-04-06 | 2002-02-05 | Honda Giken Kogyo Kabushiki Kaisha | Vehicle steering control system based on vehicle body side slip angle |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS63312271A (en) * | 1987-06-15 | 1988-12-20 | Honda Motor Co Ltd | Method of controlling motion of vehicle |
-
1988
- 1988-07-28 JP JP18908488A patent/JPH0237080A/en active Pending
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS63312271A (en) * | 1987-06-15 | 1988-12-20 | Honda Motor Co Ltd | Method of controlling motion of vehicle |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6345218B1 (en) | 1999-04-06 | 2002-02-05 | Honda Giken Kogyo Kabushiki Kaisha | Vehicle steering control system based on vehicle body side slip angle |
DE10015682B4 (en) * | 1999-04-06 | 2007-02-01 | Honda Giken Kogyo K.K. | A system for steering a vehicle based on the vehicle slip angular velocity |
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