JPS61200065A - Controller for car - Google Patents
Controller for carInfo
- Publication number
- JPS61200065A JPS61200065A JP4113385A JP4113385A JPS61200065A JP S61200065 A JPS61200065 A JP S61200065A JP 4113385 A JP4113385 A JP 4113385A JP 4113385 A JP4113385 A JP 4113385A JP S61200065 A JPS61200065 A JP S61200065A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- wheels
- rear wheels
- load
- wheel
- 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
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-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Hydraulic Control Valves For Brake Systems (AREA)
Abstract
Description
【発明の詳細な説明】
〔発明の利用分野〕
本発明は自動車の制御装置に係り、特に四輪駆動、四輪
操舵の自動車の優れた走行安定性を得ることのできる制
御装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to a control device for a motor vehicle, and more particularly to a control device that can provide excellent running stability for a four-wheel drive or four-wheel steering motor vehicle.
近年、自動車の高性能化に対する要求が高まってきてお
り、その要求を満たす種々の新技術が提案されている。In recent years, demands for higher performance of automobiles have been increasing, and various new technologies have been proposed to meet these demands.
優れた操縦性、安定性を得る一つの手段として4輪操舵
装置が自動車技術会シンポジウムテキスト(昭和59年
6月)に記載された「4軸操舵による車輌運動性能の向
上」と題する文献において論じられており、各種実験の
結果により4輪操舵の利点が述べられているが、この文
献には具体的な制御手段は記載されていない。特に四輪
駆動、四輪操舵の自動車の制御装置として、優れた走行
安定性を得ることのできるものは従来実現されていなか
った。A four-wheel steering system was discussed as a means of achieving excellent maneuverability and stability in a document entitled "Improving Vehicle Dynamic Performance by Four-Axis Steering," which was published in the Society of Automotive Engineers of Japan Symposium Text (June 1980). Although the advantages of four-wheel steering are described based on the results of various experiments, this document does not describe any specific control means. In particular, no control device for four-wheel drive or four-wheel steering vehicles that can provide excellent running stability has been realized.
本発明は上記事情に鑑みてなされたもので、その目的と
したところは、運転性能にすぐれ安全性の高い自動車の
制御装置を提供するにある。The present invention has been made in view of the above circumstances, and its purpose is to provide a control device for an automobile that has excellent driving performance and high safety.
本発明は四輪駆動、四輪操舵の自動車の前輪及び後輪に
それぞれ荷重計を設けて制御装置にこれらの検出値を入
力し、速度計から入力された車速の検出値とともに前輪
の操舵量に対する後輪の操舵量をこの制御装置により算
出して操舵するようにして、所期の目的を達成するよう
になしたものである。The present invention provides a load meter for each front wheel and rear wheel of a four-wheel drive or four-wheel steering vehicle, inputs these detected values to a control device, and calculates the steering amount of the front wheels together with the detected vehicle speed input from the speedometer. This control device calculates the amount of steering of the rear wheels relative to the amount of steering required to achieve the intended purpose.
以下、本発明に係る自動車の制御装置の一実施例を図面
を参照して説明する。DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an automobile control device according to the present invention will be described below with reference to the drawings.
第1図及び第2図に本発明の一実施例を示す。An embodiment of the present invention is shown in FIGS. 1 and 2. FIG.
第1図において、エンジン1の出力は変速機2を介して
センターデフ3に伝達される。このセンターデフ3の一
方の車軸はフロントデフ4に、他方の車軸はリヤデフ5
にそれぞれ連結しており、フロントデフ4により左右の
前輪6a、6bを、リヤデフ5により左右の後輪7a、
7bをそれぞれ′ 駆動するようになっている。前記左
右の前輪6a。In FIG. 1, the output of an engine 1 is transmitted to a center differential 3 via a transmission 2. One axle of this center differential 3 is connected to the front differential 4, and the other axle is connected to the rear differential 5.
The front differential 4 connects the left and right front wheels 6a, 6b, and the rear differential 5 connects the left and right rear wheels 7a, 6b.
7b, respectively. The left and right front wheels 6a.
6bはハンドル8の切り角度に応じて前輪操舵機9を介
して操舵され、この操舵量は操舵角検出器10で検出さ
れて制御回路11に入力される。前記左右の前輪6a、
6bにはそれぞれ荷重計12a。6b is steered via a front wheel steering device 9 according to the turning angle of the steering wheel 8, and this steering amount is detected by a steering angle detector 10 and input to a control circuit 11. the left and right front wheels 6a;
6b each has a load cell 12a.
12bが、左右の後輪7a、7bにはそれぞれ荷重計1
3a、13bが取り付けられており、これらの荷重計1
2a、12b、13a、13bによって検出された荷重
は制御袋[11に入力される。12b is a load cell 1 on each of the left and right rear wheels 7a and 7b.
3a and 13b are attached, and these load cells 1
The loads detected by 2a, 12b, 13a, 13b are input to the control bag [11.
この制四回路11は前記操舵量検出器10で検出された
操舵量と、前記各荷重計によって検出された荷重と1図
示せぬ速度計によって検出された車速とにより、後輪7
a、7bを操舵する後輪操舵機14の操舵量を算出して
操舵するようになっている。また運転者がブレーキペダ
ル15を、踏むと、前述の後輪操舵の場合と同様に制御
回路11の指示で油圧分配器16が作動して、前輪6a
、6b及び後輪7a、7bにそれぞれブレーキ力が伝達
される。この油圧分配器16は第2図に示すように、ブ
レーキペダル15を踏むと油圧が油圧分配器16に送ら
れ、前記制御装置11が受ける荷重の検出信号が例えば
後輪の方が大きい場合には、この油圧分配1116に設
けられたコイル17内に矢印で示す方向に電流が流れ、
このコイル17の内径部に設けられたプランジャ18が
ばね19aの付勢力に抗して図中右方向に移動し、前記
油圧分配器16の油圧出口に設けられたオリフィス20
a、20bのうち前輪6a、6bのブレーキに連結する
油圧出口のオリフィス20aを絞って後輪7a、7bに
連結する油圧出口のオリフィス20bの開口度を大きく
し、後輪7a。This four-way brake circuit 11 controls the rear wheel 7 based on the steering amount detected by the steering amount detector 10, the load detected by each of the load meters, and the vehicle speed detected by a speedometer (not shown).
The steering is performed by calculating the amount of steering of the rear wheel steering device 14 that steers the wheels a and 7b. Further, when the driver depresses the brake pedal 15, the hydraulic distributor 16 is activated in response to an instruction from the control circuit 11, as in the case of rear wheel steering described above, and the front wheels 6a
, 6b and rear wheels 7a, 7b, respectively. As shown in FIG. 2, this hydraulic pressure distributor 16 sends hydraulic pressure to the hydraulic pressure distributor 16 when the brake pedal 15 is depressed, and when the detection signal of the load received by the control device 11 is larger for the rear wheel, for example. A current flows in the direction shown by the arrow in the coil 17 provided in this hydraulic distribution 1116,
A plunger 18 provided on the inner diameter of the coil 17 moves rightward in the figure against the biasing force of the spring 19a, and the orifice 20 provided at the hydraulic outlet of the hydraulic distributor 16 moves to the right in the figure.
Among the rear wheels 7a and 20b, the orifice 20a of the hydraulic outlet connected to the brakes of the front wheels 6a and 6b is narrowed, and the opening degree of the orifice 20b of the hydraulic outlet connected to the rear wheels 7a and 7b is increased.
7bへの油圧の上昇を早くして制御力を大きくするよう
しこしている。前輪6a、6bへの荷重が大きい場合は
反対にプランジャ18がばね19bの付勢力に抗して図
中に左方向に移動して同様に前輪6a、6bへの制動力
を大きくする。It is designed to increase the control force by increasing the oil pressure to 7b more quickly. When the load on the front wheels 6a, 6b is large, on the other hand, the plunger 18 moves to the left in the figure against the biasing force of the spring 19b, thereby increasing the braking force on the front wheels 6a, 6b.
上述の通り構成された本実施例につき、以下にその作用
を説明する。前輪6a、6bの操舵量をδ1、後輪7a
、7bの操舵量をδ2、車速をV (km/h)とした
とき、δ2/δ□とVとの関係を第2図に示す。前輪と
後輪にかかる荷重をそれぞれP工、P2としたとき、p
z / p 1= 1の場合は実線で示すようにv=
0のとき、すなわち停車時にはδ2/δ1=約−0,8
である。このことは前後輪を逆相に操舵することで、回
転半径が小さくなり内軸差をなくすことができる。車速
Vが増加するとともに操舵比δ2/δ1は0に近くなり
、■=約40km/hで前輪6a、6bのみ操舵する。The operation of this embodiment configured as described above will be explained below. The steering amount of the front wheels 6a and 6b is δ1, and the rear wheel 7a is
, 7b is the steering amount δ2, and the vehicle speed is V (km/h), the relationship between δ2/δ□ and V is shown in FIG. When the loads on the front and rear wheels are P and P2, respectively, p
When z/p 1=1, v= as shown by the solid line
0, that is, when stopped, δ2/δ1 = approximately -0,8
It is. This means that by steering the front and rear wheels in opposite phases, the turning radius becomes smaller and the inner axle difference can be eliminated. As the vehicle speed V increases, the steering ratio δ2/δ1 becomes close to 0, and only the front wheels 6a and 6b are steered at ■=approximately 40 km/h.
これより高速になると同相に操舵し、V = 1100
k/hではδ2/δ、=約0.5 となる。このよう
に高速では同相に操舵することにより走行安定性が増す
。If the speed is higher than this, the steering will be in phase, and V = 1100
At k/h, δ2/δ=approximately 0.5. At high speeds, steering in the same phase improves driving stability.
一方前輪6a、6bにかかる荷重P1と後輪7a。On the other hand, the load P1 applied to the front wheels 6a and 6b and the rear wheel 7a.
7bにかかる荷重P2 とが変化するとタイヤの駆動力
も変化する。そのため登り板を登る場合や後部の乗員が
多い場合、すなわちp2>plとかると、後輪のコーナ
リングフォースが増加するため同一操舵比では後輪の実
舵角が大きくなる。このためP、/P1>1の場合は一
点鎖線で示すように高速の操舵比をδ′2/δ1<0.
5 とし、逆の場合のP2/P、<1の場合は点線で
示すようにδ、/δ□〉0.5 としたことにより高速
走行安定性が増す。When the load P2 applied to the tire 7b changes, the driving force of the tire also changes. Therefore, when climbing a board or when there are many passengers at the rear, that is, when p2>pl, the cornering force of the rear wheels increases, so the actual steering angle of the rear wheels increases at the same steering ratio. Therefore, when P, /P1>1, the high-speed steering ratio is set to δ'2/δ1<0, as shown by the dashed line.
5, P2/P in the opposite case, δ as shown by the dotted line in the case of <1, and /δ□>0.5, thereby increasing high-speed running stability.
第3図はタイヤの駆動トルクTとすべり率Sとの関係を
荷重p、、p2で示したものである。荷重が大きければ
駆動力も増加する。4輪駆動の場合は路面とタイヤとの
摩擦係数が小さい場合にこそその真価を発揮するが、前
輪と後輪との荷重に差があるときは各々の荷重に応じて
駆動トルクに差が発生する。しかしセンタデフ式の場合
は、第3図に示すように前後輪に加わる荷重P1とP2
とに差があると、荷重の小さい後輪の駆動力の2倍以上
で前輪を駆動することはできない。このように前輪と後
輪の荷重が設定値以上になると、センターデフ3の図示
せぬロック装置を作動させることにより駆動トルクを有
効に利用することができる。FIG. 3 shows the relationship between the tire drive torque T and the slip rate S in terms of loads p, , p2. If the load is large, the driving force will also increase. In the case of four-wheel drive, its true value is demonstrated only when the coefficient of friction between the road surface and the tires is small, but if there is a difference in the load between the front and rear wheels, a difference will occur in the drive torque depending on each load. do. However, in the case of a center differential type, as shown in Figure 3, the loads P1 and P2 applied to the front and rear wheels are
If there is a difference between the two, it will not be possible to drive the front wheels with more than twice the driving force of the rear wheels, which have a smaller load. In this manner, when the loads on the front wheels and the rear wheels exceed a set value, a locking device (not shown) of the center differential 3 is activated, thereby making it possible to effectively utilize the driving torque.
一方タイヤの駆動トルクはブレーキを作動した場合の制
動力とほぼ同様である。このため前輪と後輪の荷重差が
ある場合には当然前輪と後輪の制動力も異なってくる。On the other hand, the driving torque of the tires is almost the same as the braking force when the brakes are applied. Therefore, if there is a load difference between the front wheels and the rear wheels, the braking forces between the front wheels and the rear wheels will naturally also differ.
アンチスキッドなどで車軸のスリップを検出すると荷重
の少ない車軸が早く滑り出すのでブレーキを弱める。従
って荷重が大きく制動力も大きく出せる車軸も充分な制
動力を利用できなくなる。この問題を解決するために第
2図に示すような油圧分配器16によって、前後輪の荷
重比に合せてブレーキ油圧をそれぞれ調整して供給し、
前輪と後輪の制動力を最大に利用できるようにした。When an anti-skid system detects axle slip, the axle with the least load begins to slip earlier, so the brakes are weakened. Therefore, the axle, which has a large load and can produce a large braking force, cannot utilize sufficient braking force. To solve this problem, a hydraulic distributor 16 as shown in FIG. 2 is used to adjust and supply brake hydraulic pressure according to the load ratio of the front and rear wheels.
This allows maximum use of the braking force of the front and rear wheels.
上述のように本実施例によれば、低速運転の場合は前後
輪を逆相に操舵し、約40km/hのときに前輪のみで
操舵し、高速時には同相で操舵して走行安定性を向上す
ることができる。また前後輪の車軸に加わる荷重の変動
に応じて操舵比を変え、さらに前後輪に加わる制動力を
調整するようにしたので、有効に制動力を各車輪に伝え
ることができる。As described above, according to this embodiment, when driving at low speeds, the front and rear wheels are steered in opposite phases, when driving at approximately 40 km/h, only the front wheels are steered, and when driving at high speeds, the wheels are steered in the same phase to improve driving stability. can do. In addition, the steering ratio is changed according to changes in the loads applied to the front and rear axles, and the braking force applied to the front and rear wheels is adjusted, so that the braking force can be effectively transmitted to each wheel.
上述の通り、本発明によれば、四輪駆動、四輪操舵の自
動車の各車輪の負荷を検出して、制御装−置により前後
輪の操舵比及び制動力を変化させるようにしたものであ
るから、制動時間が短絡されるとともに優れた走行安定
性を得ることができる。As described above, according to the present invention, the load on each wheel of a four-wheel drive or four-wheel steering vehicle is detected, and the steering ratio and braking force of the front and rear wheels are changed by the control device. Therefore, braking time is shortened and excellent running stability can be obtained.
第1図は本発明に係る自動車の制御装置の一実施例を示
す構成図、第2図は第1図の油圧分配器を示す詳細構成
図、第3図は車速と操舵比の関係を示すグラフ、第4図
はすべり率と駆動トルクとの関係を示すグラフである。
1・・・エンジン、6a、6b・・・前軸、7a、7b
・・・後輪、8・・・ハンドル、9・・・前輪操舵機、
1o・・・操舵角検出器、11・・・制御回路、12a
、12b。
13a、13b・・・荷重計、14・・・後輪操舵機、
奎1図
ア
率3図
車速V(Kn/h)
も4図
P。
す〜り牟SFig. 1 is a block diagram showing an embodiment of a control device for an automobile according to the present invention, Fig. 2 is a detailed block diagram showing the hydraulic distributor of Fig. 1, and Fig. 3 is a diagram showing the relationship between vehicle speed and steering ratio. The graph shown in FIG. 4 is a graph showing the relationship between slip rate and drive torque. 1... Engine, 6a, 6b... Front axle, 7a, 7b
...Rear wheel, 8...Handlebar, 9...Front wheel steering device,
1o... Steering angle detector, 11... Control circuit, 12a
, 12b. 13a, 13b...Load cell, 14...Rear wheel steering device,
Figure 1 A ratio Figure 3 Vehicle speed V (Kn/h) Figure 4 P. Surimu S
Claims (1)
構と、ハンドルの操舵角を前記輪及び後輪に伝達する操
舵機とを具備した自動車の制御装置において、前記自動
車の車速と、前記前輪及び後輪に加わる荷係比とにより
、これらの前輪及び後輪の操舵比を変化させることを特
徴とした自動車の制御装置。 2、前記前輪及び後輪の荷重比により、それぞれ前記前
輪及び後輪に加わる制動力を変化させることを特徴とし
た特許請求の範囲第1項記載の自動車の制御装置。[Scope of Claims] 1. A control device for an automobile comprising a transmission mechanism that transmits the driving force of an engine to front wheels and rear wheels, and a steering device that transmits a steering angle of a steering wheel to the wheels and the rear wheels. A control device for an automobile, characterized in that the steering ratio of the front wheels and the rear wheels is changed depending on the vehicle speed of the automobile and the loading ratio applied to the front wheels and the rear wheels. 2. The control device for an automobile according to claim 1, wherein the braking force applied to the front wheels and the rear wheels is changed depending on the load ratio of the front wheels and the rear wheels, respectively.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP60041133A JPH07102822B2 (en) | 1985-03-04 | 1985-03-04 | Four-wheel drive vehicle travel control method and apparatus |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP60041133A JPH07102822B2 (en) | 1985-03-04 | 1985-03-04 | Four-wheel drive vehicle travel control method and apparatus |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS61200065A true JPS61200065A (en) | 1986-09-04 |
JPH07102822B2 JPH07102822B2 (en) | 1995-11-08 |
Family
ID=12599937
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP60041133A Expired - Lifetime JPH07102822B2 (en) | 1985-03-04 | 1985-03-04 | Four-wheel drive vehicle travel control method and apparatus |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH07102822B2 (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4967859A (en) * | 1987-11-13 | 1990-11-06 | Astatic Cars Limited | Vehicle with front and rear wheel steering and a steering system which includes skid simulation and control |
US4998593A (en) * | 1989-03-31 | 1991-03-12 | Aisin Seiki Kabushiki Kaisha | Steering and brake controlling system |
WO2021148334A1 (en) * | 2020-01-23 | 2021-07-29 | Thyssenkrupp Presta Ag | Method for controlling a motor vehicle at low speeds by means of differential drive torque at the rear axle |
US12012141B2 (en) | 2020-01-29 | 2024-06-18 | Thyssenkrupp Presta Ag | Steering column for a motor vehicle |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5193020A (en) * | 1975-02-05 | 1976-08-14 | ||
JPS5715066A (en) * | 1980-06-30 | 1982-01-26 | Nissan Motor Co Ltd | Controlling method for steering of car, two pair of wheel thereof can be steered |
-
1985
- 1985-03-04 JP JP60041133A patent/JPH07102822B2/en not_active Expired - Lifetime
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5193020A (en) * | 1975-02-05 | 1976-08-14 | ||
JPS5715066A (en) * | 1980-06-30 | 1982-01-26 | Nissan Motor Co Ltd | Controlling method for steering of car, two pair of wheel thereof can be steered |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4967859A (en) * | 1987-11-13 | 1990-11-06 | Astatic Cars Limited | Vehicle with front and rear wheel steering and a steering system which includes skid simulation and control |
US4998593A (en) * | 1989-03-31 | 1991-03-12 | Aisin Seiki Kabushiki Kaisha | Steering and brake controlling system |
WO2021148334A1 (en) * | 2020-01-23 | 2021-07-29 | Thyssenkrupp Presta Ag | Method for controlling a motor vehicle at low speeds by means of differential drive torque at the rear axle |
CN115003586A (en) * | 2020-01-23 | 2022-09-02 | 蒂森克虏伯普利斯坦股份公司 | Method for controlling a motor vehicle at low speed by means of a differential drive torque at the rear axle |
US11697456B2 (en) | 2020-01-23 | 2023-07-11 | Thyssenkrupp Presta Ag | Method for controlling a motor vehicle at slow speeds by means of a drive differential torque on the rear axle |
CN115003586B (en) * | 2020-01-23 | 2024-04-26 | 蒂森克虏伯普利斯坦股份公司 | Method for controlling a motor vehicle at low speed by means of differential drive torque at the rear axle |
US12012141B2 (en) | 2020-01-29 | 2024-06-18 | Thyssenkrupp Presta Ag | Steering column for a motor vehicle |
Also Published As
Publication number | Publication date |
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JPH07102822B2 (en) | 1995-11-08 |
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