JPH0930438A - Rear wheel steering device - Google Patents

Rear wheel steering device

Info

Publication number
JPH0930438A
JPH0930438A JP20287595A JP20287595A JPH0930438A JP H0930438 A JPH0930438 A JP H0930438A JP 20287595 A JP20287595 A JP 20287595A JP 20287595 A JP20287595 A JP 20287595A JP H0930438 A JPH0930438 A JP H0930438A
Authority
JP
Japan
Prior art keywords
steering angle
rear wheel
sensor
wheel
steering
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
Application number
JP20287595A
Other languages
Japanese (ja)
Other versions
JP3476972B2 (en
Inventor
Shinkichi Asanuma
信吉 浅沼
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP20287595A priority Critical patent/JP3476972B2/en
Publication of JPH0930438A publication Critical patent/JPH0930438A/en
Application granted granted Critical
Publication of JP3476972B2 publication Critical patent/JP3476972B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Power Steering Mechanism (AREA)

Abstract

PROBLEM TO BE SOLVED: To reduce costs for manufacturing a rear wheel steering device by connecting left and right power driven actuators in parallel and providing a torque control signal based on the optimal steering angle of a rear wheel in the outside of a turning circle. SOLUTION: An FET driving circuit 14 gives a PWM signal to an FET bridge circuit 15 upon receiving a driving signal from a CPU 16 and thereby the duty ratios of driving currents supplied to both motors RM and LM are controlled. Each signal from a car speed sensor 17, the steering angle sensor 18 of a steering wheel, a rear wheel steering angle sensor 19 and a horizontal acceleration sensor 20 is inputted to the CPU 16. The turn steering angle and the turn steering angle speed of a front wheel are detected by the signal from the steering angle sensor 18, the traveling speed of a car body is detected by the car speed sensor 17 and the optimal steering angle of the rear wheel is calculated from these. The rear steering angle of a wheel in the outside of a turning circle is simultaneously detected by the rear wheel steering angle sensor 19, the result of this detecting is compared with the calculated optical steering angle value and the rotational directions and the driving torque of both motors RM and LM are decided so as to make these values coincide with each other.

Description

【発明の詳細な説明】Detailed Description of the Invention

【0001】[0001]

【発明の属する技術分野】本発明は、旋回の状態に応じ
た舵角を後輪に与えるための後輪転舵装置に関するもの
である。
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rear wheel steering system for giving a rear wheel a steering angle according to a turning state.

【0002】[0002]

【従来の技術】前輪のみが転舵される車両にあっては、 前輪を転舵すると前輪に横滑り角がついてコーナリン
グフォースが発生する。 重心点を中心に車体を回転させるヨーイングモーメン
トが発生して車体に横滑り角がつく。 車体と共に後輪にも横滑り角がつく。 後輪にもコーナリングフォースが発生する。 というプロセスを経て旋回運動へと移行する。即ち、前
輪操舵車両に於いては、ヨーイングモーメントによる横
滑り角が車体についてはじめて旋回円に沿う転動を後輪
が行い得ることとなるので、ステアリングホイールの操
舵に対する車体挙動の応答性の限界が低い上、車体の向
きを旋回方向に一致させた状態で俊敏な旋回を行うこと
は実質的に不可能であった。そのため、運転者個々人の
勘や経験といった不確定な要素に旋回性能が支配される
こととなっていた。
2. Description of the Related Art In a vehicle in which only the front wheels are steered, when the front wheels are steered, the front wheels have a sideslip angle and a cornering force is generated. A yawing moment that rotates the vehicle body around the center of gravity is generated, and the vehicle has a sideslip angle. Along with the vehicle body, the rear wheels also have sideslip angles. Cornering force also occurs on the rear wheels. The process moves to the turning motion through the process. That is, in a front-wheel steering vehicle, since the sideslip angle due to the yawing moment makes it possible for the rear wheel to roll along the turning circle for the first time with respect to the vehicle body, the responsiveness of the vehicle body behavior to steering of the steering wheel is low. In addition, it is practically impossible to make a swift turn with the direction of the vehicle body aligned with the turning direction. Therefore, the turning performance is governed by uncertain factors such as the intuition and experience of each driver.

【0003】このような不都合を改善するために、前輪
と共に後輪をも転舵する4輪操舵車両が種々提案されて
おり、例えば実公平2−21341号公報には、それぞ
れ独立して駆動制御される電動機にて前後左右の各車輪
に舵角を与えるように構成した自動車用舵取装置が開示
されている。
In order to improve such inconvenience, various four-wheel steering vehicles have been proposed in which both the front wheels and the rear wheels are steered. For example, Japanese Utility Model Publication 2-21341 discloses independent drive control. There is disclosed a steering apparatus for a vehicle configured to give a steering angle to each of front, rear, left and right wheels by the electric motor.

【0004】[0004]

【発明が解決しようとする課題】さて、上記公報に開示
されたものは、各電動機を個々に制御して各輪に舵角を
与えているため、制御回路が複雑なものとなっている。
また、一般的に従来の前後輪操舵車両は、前輪同様に後
輪を転舵可能にするために、前輪と概ね同一機構の懸架
装置を後輪にも採用している。そのため、舵取装置の製
造コストが嵩みがちとなっていた。
In the device disclosed in the above publication, the control circuit is complicated because each electric motor is individually controlled to give a steering angle to each wheel.
Further, in the conventional front-rear wheel steering vehicle, in order to steer the rear wheels as well as the front wheels, a suspension device having substantially the same mechanism as the front wheels is also adopted for the rear wheels. Therefore, the manufacturing cost of the steering device tends to increase.

【0005】[0005]

【課題を解決するための手段】このような従来技術の課
題を解決して後輪転舵装置の製造コストの低廉化を達成
するために、本発明に於いては、旋回の状態に応じた舵
角を後輪に与えるための後輪転舵装置の構成を、左右両
後輪のトー角をそれぞれ規定するリンクのそれぞれに設
けられる可変長機構と、該可変長機構のそれぞれに設け
られる電動アクチュエータと、左右の電動アクチュエー
タが並列接続されると共に旋回円外側の後輪の最適舵角
値に基づくトルク制御信号が与えられる駆動回路とを有
するものとした。
In order to solve the above problems of the prior art and to reduce the manufacturing cost of the rear wheel steering apparatus, the present invention provides a rudder according to the turning state. The configuration of a rear wheel steering device for giving an angle to the rear wheels includes a variable length mechanism provided in each of the links that define the toe angles of both left and right rear wheels, and an electric actuator provided in each of the variable length mechanisms. , A left and right electric actuators are connected in parallel, and a drive circuit to which a torque control signal based on the optimum steering angle value of the rear wheels outside the turning circle is given.

【0006】[0006]

【発明の実施の形態】以下に添付の図面に示された具体
的な実施例に基づいて本発明の実施の形態を詳細に説明
する。
BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below in detail based on specific examples shown in the accompanying drawings.

【0007】図1は、本発明が適用された後輪懸架装置
の進行方向右側のものを示している。この後輪懸架装置
1は、ダブルウィッシュボーン式独立懸架方式が採られ
ており、後輪2を支持するスピンドルが一対的に設けら
れたナックル3の上・下両端が、車幅方向に延在するア
ッパ・ロワ両アーム4・5を介して車体に連結されてい
る。ナックル3には、前方へ向けてトレーリングアーム
6が延出されている。このトレーリングアーム6の前端
は、車幅方向に延在する可変長機構付きリンク7を介し
て車体に連結されている。
FIG. 1 shows a rear wheel suspension to which the present invention is applied, which is on the right side in the traveling direction. This rear wheel suspension device 1 adopts a double wishbone type independent suspension system, and upper and lower ends of a knuckle 3 provided with a pair of spindles supporting the rear wheel 2 extend in the vehicle width direction. The upper and lower arms 4 and 5 are connected to the vehicle body. A trailing arm 6 extends forward from the knuckle 3. The front end of the trailing arm 6 is connected to the vehicle body via a link 7 with a variable length mechanism that extends in the vehicle width direction.

【0008】トレーリングアーム6は、その中間部が水
平軸8をもって回動自在に車体に支持されており、その
支持点を中心にして垂直面内で揺動し得るようになって
いる。これにより、後輪2が上下動自在になっている。
また、トレーリングアーム6の水平軸8にて支持された
中間部は、車幅方向に横ずれ可能になっており、可変長
機構付きリンク7を伸縮させることにより、トレーリン
グアーム6の水平投影面上での傾きが変えられるように
なっている。
The trailing arm 6 has an intermediate portion rotatably supported by the vehicle body with a horizontal shaft 8 and can swing in a vertical plane about the supporting point. As a result, the rear wheel 2 is vertically movable.
Further, the intermediate portion of the trailing arm 6 supported by the horizontal shaft 8 can be laterally displaced in the vehicle width direction, and the horizontal projection plane of the trailing arm 6 can be extended by expanding and contracting the link 7 with a variable length mechanism. The inclination at the top can be changed.

【0009】可変長機構付きリンク7は、図2に示すよ
うに、互いの対向端同士を接続したそれぞれがS字形或
いはZ字形をなす一対のリンク9・10と、一対のリン
ク9・10の屈曲した中間部同士間を接続するように設
けられた電動式のリニアアクチュエータ11とからな
り、リニアアクチュエータ11の両端間を伸縮させるこ
とにより、上記の如く車体とトレーリングアーム6の前
端間の寸法Lを変化させて後輪2のトー角を変化させる
ようになっている(図3参照)。
As shown in FIG. 2, the variable-length mechanism-equipped link 7 includes a pair of links 9 and 10 each having opposite ends connected to each other and having an S-shape or a Z-shape, and a pair of links 9 and 10. And a front end of the trailing arm 6 as described above by expanding and contracting between both ends of the linear actuator 11, which is composed of an electric linear actuator 11 provided so as to connect between the bent intermediate portions. The toe angle of the rear wheel 2 is changed by changing L (see FIG. 3).

【0010】このようにして、タイヤ入力のうち、前後
入力はトレーリングアーム6にて支持され、左右入力は
アッパアーム4及びロワアーム5にて支持され、そして
上下入力はロワアーム5に連結されたコイルスプリング
12及びダンパ13にて支持されるようになっている。
In this way, among the tire inputs, the front and rear inputs are supported by the trailing arm 6, the left and right inputs are supported by the upper arm 4 and the lower arm 5, and the upper and lower inputs are connected to the lower arm 5. 12 and a damper 13 are supported.

【0011】図4に示したように、リニアアクチュエー
タ11を駆動する駆動回路には、左右両リニアアクチュ
エータの電動機RM・LMへの電流を制御するために、
FET駆動回路14およびFETブリッヂ回路15が設
けられている。FETブリッヂ回路15は、対角にある
2組のFETによって各々が構成されており、これに左
右両リニアアクチュエータの電動機RM・LMが並列に
接続されている。そしてFET駆動回路14は、CPU
16からの駆動信号を受けてFETブリッヂ回路15に
PWM信号を与え、これによって両電動機RM・LMへ
の駆動電流をデューティ比制御するようになっている。
As shown in FIG. 4, in the drive circuit for driving the linear actuator 11, in order to control the currents to the electric motors RM and LM of the left and right linear actuators,
An FET drive circuit 14 and an FET bridge circuit 15 are provided. Each of the FET bridge circuits 15 is composed of two sets of FETs diagonally arranged, and the motors RM and LM of the left and right linear actuators are connected in parallel to the FETs. And the FET drive circuit 14 is a CPU
Upon receipt of the drive signal from 16, a PWM signal is given to the FET bridge circuit 15, whereby the duty ratio of the drive current to both electric motors RM and LM is controlled.

【0012】CPU16には、車速センサ17、ステア
リングホイールの操舵角センサ18、後輪舵角センサ1
9、並びに横加速度センサ20の各信号が入力される。
そして操舵角センサ18の信号にて前輪の転舵角度と転
舵角速度とを検出すると共に、車速センサ17で車体の
走行速度を検出し、これらから後輪2の最適舵角値を演
算する。それと同時に、後輪舵角センサ19にて旋回円
外側輪の実舵角を検出し、これと最適舵角演算値とを比
較し、両者を一致させるように両電動機RM・LMの回
転方向及び駆動トルクを決定する。
The CPU 16 includes a vehicle speed sensor 17, a steering wheel steering angle sensor 18, and a rear wheel steering angle sensor 1.
9 and each signal of the lateral acceleration sensor 20 are input.
Then, the steering angle sensor 18 detects the steering angle and the steering angular velocity of the front wheels, and the vehicle speed sensor 17 detects the traveling speed of the vehicle body to calculate the optimum steering angle value of the rear wheels 2. At the same time, the rear wheel steering angle sensor 19 detects the actual steering angle of the outside wheel of the turning circle, compares this with the optimum steering angle calculation value, and adjusts the rotation directions of the two electric motors RM and LM so as to match them. Determine the drive torque.

【0013】さて、特に横加速度が高い旋回時は、旋回
円内側のタイヤのコーナリングフォースの分担率は低
く、旋回円外側のタイヤの負担がより高くなる。従っ
て、旋回円外側の後輪懸架装置に設けられたリニアアク
チュエータの電動機は、旋回円内側の電動機と比較して
より高負荷となる。ここで左右両リニアアクチュエータ
の電動機RM・LMは、共通のFETブリッヂ回路15
に並列接続されているため、より高負荷な電動機により
多くの電流が流れる。その結果、外側のタイヤは正確に
転舵されることとなる。そして旋回円外側の後輪に最適
舵角値を与えさえすれば、旋回円内側の後輪舵角の連動
精度がある程度低くても、所望の旋回特性を獲得でき
る。
When the vehicle is turning with a high lateral acceleration, the tires on the inside of the turning circle have a low share of the cornering force, and the tires on the outside of the turning circle have a higher burden. Therefore, the electric motor of the linear actuator provided on the rear wheel suspension device outside the turning circle has a higher load than the electric motor inside the turning circle. Here, the left and right linear actuator motors RM and LM are common FET bridge circuits 15
Since it is connected in parallel with, the more electric current flows through the higher load motor. As a result, the outer tire is steered accurately. Then, as long as the optimum steering angle value is given to the rear wheels on the outside of the turning circle, desired turning characteristics can be obtained even if the interlocking accuracy of the rear wheels on the inside of the turning circle is somewhat low.

【0014】ところで、後輪トー角の可変機構として
は、図5に示したように、タイロッド21の長さを可変
させたり、図6に示したように、一対のロワアーム22
のいずれか一方の長さを可変させたりするものであって
も良い。
By the way, as a rear wheel toe angle changing mechanism, as shown in FIG. 5, the length of the tie rod 21 can be changed, or as shown in FIG. 6, a pair of lower arms 22.
One of the two may be variable in length.

【0015】なお、上記制御は、旋回円外側の後輪の実
舵角を検出したフィードバック制御としたが、これは目
標舵角値に対応する電動機RM・LMの駆動トルク値を
演算し、これに基づいて電動機RM・LMに供給する電
流をオープン制御するものとしても良く、このようにす
れば、後輪の実舵角センサ19を省略し得る。
The above-mentioned control is the feedback control in which the actual steering angle of the rear wheel on the outside of the turning circle is detected. This is to calculate the drive torque value of the electric motors RM and LM corresponding to the target steering angle value. The electric current supplied to the electric motors RM and LM may be open-controlled on the basis of the above, and in this case, the actual steering angle sensor 19 of the rear wheels can be omitted.

【0016】[0016]

【発明の効果】このように本発明によれば、後輪に対し
て実質的にトー方向の変位を与えるだけで済むので、後
輪懸架装置の構成を簡略化できるうえ、左右の電動アク
チュエータを共通の駆動回路で制御できるので、駆動回
路を簡略化できる。従って、本発明により、後輪転舵装
置の製造コストを低廉に抑える上に大きな効果を奏する
ことができる。これに加えて、可変長機構と通常の不変
長リンクとの取り付け寸法を共通にし得るために一般車
と4輪操舵車との互換性が得られることから、両者を混
在させて生産する上での生産性を低下させずに済む。
As described above, according to the present invention, the rear wheel suspension device can be simplified in structure since the displacement of the rear wheels is substantially only in the toe direction. Since it can be controlled by a common drive circuit, the drive circuit can be simplified. Therefore, according to the present invention, it is possible to exert a great effect in suppressing the manufacturing cost of the rear wheel steering device at a low cost. In addition to this, since the mounting dimensions of the variable length mechanism and the normal invariable length link can be made common, compatibility between ordinary vehicles and four-wheel steering vehicles can be obtained. Does not reduce productivity.

【図面の簡単な説明】[Brief description of drawings]

【図1】本発明が適用された後輪懸架装置の右側の一方
の斜視図。
FIG. 1 is a right side perspective view of a rear wheel suspension device to which the present invention is applied.

【図2】本発明装置の要部を示す部分的な平面図。FIG. 2 is a partial plan view showing a main part of the device of the present invention.

【図3】本発明装置の作動説明図。FIG. 3 is an operation explanatory view of the device of the present invention.

【図4】本発明装置の制御ブロック図。FIG. 4 is a control block diagram of the device of the present invention.

【図5】本発明装置の別の態様を示す概略構成図。FIG. 5 is a schematic configuration diagram showing another aspect of the device of the present invention.

【図6】本発明装置の更に別の態様を示す概略構成図。FIG. 6 is a schematic configuration diagram showing still another aspect of the device of the present invention.

【符号の説明】[Explanation of symbols]

1 後輪懸架装置 2 後輪 3 ナックル 4 アッパアーム 5 ロワアーム 6 トレーリングアーム 7 可変長機構付きリンク 8 水平軸 9・10 リンク 11 電動式リニアアクチュエータ 12 コイルスプリング 13 ダンパ 14 FET駆動回路 15 FETブリッジ回路 16 CPU 17 車速センサ 18 操舵角センサ 19 後輪舵角センサ 20 横加速度センサ 21 タイロッド 22 ロワアーム 1 Rear Wheel Suspension Device 2 Rear Wheel 3 Knuckle 4 Upper Arm 5 Lower Arm 6 Trailing Arm 7 Link with Variable Length Mechanism 8 Horizontal Axis 9/10 Link 11 Electric Linear Actuator 12 Coil Spring 13 Damper 14 FET Drive Circuit 15 FET Bridge Circuit 16 CPU 17 Vehicle speed sensor 18 Steering angle sensor 19 Rear wheel steering angle sensor 20 Lateral acceleration sensor 21 Tie rod 22 Lower arm

Claims (1)

【特許請求の範囲】[Claims] 【請求項1】 旋回の状態に応じた舵角を後輪に与える
ための後輪転舵装置であって、 左右両後輪のトー角をそれぞれ規定するリンクのそれぞ
れに設けられる可変長機構と、 該可変長機構のそれぞれに設けられる電動アクチュエー
タと、 左右の電動アクチュエータが並列接続されると共に旋回
円外側の後輪の最適舵角値に基づくトルク制御信号が与
えられる駆動回路とを有することを特徴とする後輪転舵
装置。
1. A rear-wheel steering device for providing a rear wheel with a steering angle according to a turning state, wherein a variable-length mechanism is provided for each of the links defining the toe angles of the left and right rear wheels, respectively. An electric actuator provided in each of the variable length mechanisms, and a drive circuit in which left and right electric actuators are connected in parallel and a torque control signal based on an optimum steering angle value of a rear wheel outside the turning circle is given. Rear wheel steering device.
JP20287595A 1995-07-17 1995-07-17 Rear wheel steering device Expired - Fee Related JP3476972B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP20287595A JP3476972B2 (en) 1995-07-17 1995-07-17 Rear wheel steering device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP20287595A JP3476972B2 (en) 1995-07-17 1995-07-17 Rear wheel steering device

Publications (2)

Publication Number Publication Date
JPH0930438A true JPH0930438A (en) 1997-02-04
JP3476972B2 JP3476972B2 (en) 2003-12-10

Family

ID=16464652

Family Applications (1)

Application Number Title Priority Date Filing Date
JP20287595A Expired - Fee Related JP3476972B2 (en) 1995-07-17 1995-07-17 Rear wheel steering device

Country Status (1)

Country Link
JP (1) JP3476972B2 (en)

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008047481A1 (en) 2006-10-20 2008-04-24 Honda Motor Co., Ltd. Vehicle rear wheel steered angle controller
JP2008540209A (en) * 2005-05-02 2008-11-20 コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト Rear wheel steering device and motor vehicle equipped with the same
US7516965B2 (en) 2006-08-29 2009-04-14 Honda Motor Co., Ltd. Variable rear wheel toe angle control system for a vehicle
WO2009069242A1 (en) 2007-11-26 2009-06-04 Honda Motor Co., Ltd. Rear-wheel steering vehicle
JP2009132241A (en) * 2007-11-29 2009-06-18 Honda Motor Co Ltd Electric drive device
EP2078663A1 (en) 2008-01-08 2009-07-15 Honda Motor Co., Ltd. Vehicle with a variable rear toe angle
WO2009113233A1 (en) 2008-03-10 2009-09-17 本田技研工業株式会社 Rear wheel steering vehicle
EP2105371A1 (en) 2008-03-27 2009-09-30 Honda Motor Co., Ltd. Rear wheel toe angle control device
JP2009227122A (en) * 2008-03-24 2009-10-08 Honda Motor Co Ltd Abnormality monitoring device of rear wheel steering control device
JP2009234302A (en) * 2008-03-26 2009-10-15 Honda Motor Co Ltd Rear wheel turning device
EP2216190A1 (en) 2009-02-10 2010-08-11 Honda Motor Co., Ltd. Rear wheel steering control system
JP2010179675A (en) * 2009-02-03 2010-08-19 Honda Motor Co Ltd Vehicle motion control system
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