JPS61218483A - Driving stabilizer for vehicles - Google Patents

Abstract

PURPOSE:To improve the steering stability of a car, by installing a controller, outputting a control signal in response to lateral acceleration in the car and also a wheel steering compensation mechanism compensating a wheel steering direction on the basis of the control signal out of the controller. CONSTITUTION:During car driving, in the case where wheels clear a projection, rolling in both directions, and a forward direction of a car is altered, a signal of a steering angle theta=0 is inputted into a controller 12 from a steering angle sensor 22. And, each signal showing a car speed, output of a power steering 3 or a steered variable in front wheels 2 is inputted from a car speed sensor 18 and a displacement sensor 19, whereby lateral acceleration of the car is measured. And, a control signal is transmitted out of the controller 12 according to size of this lateral acceleration, operating a pressure control valve 8. If so, hydraulic pressure in response to the size of the lateral acceleration is led into a control valve 4 so as to make these front wheels 2 turn around to the reverse side, whereby occurrence of the lateral acceleration is negated, thus steering stability in the car is improved without altering its forward direction.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a vehicle running stabilization device that can reliably maintain the direction of travel of a vehicle.

[Background of the invention]

Conventionally, when a running vehicle passes over an uneven road surface or a protrusion such as a stone, the wheels may turn to the right or left, which may change the direction of travel of the vehicle.

[Problem that the invention seeks to solve]

As mentioned above, if the direction of the vehicle changes against the driver's will, the driver must operate the steering wheel to return the vehicle to its original direction. This causes extra fatigue and discomfort to the driver, and also reduces the running stability of the vehicle, so there is room for improvement.

SUMMARY OF THE INVENTION An object of the present invention is to solve these problems and provide a vehicle running stabilizing device that can automatically correct the turning direction of a wheel that has turned in a direction opposite to the traveling direction of the vehicle. be.

[Means for solving problems]

To achieve such an object, the present invention (first invention) provides an input device that integrally forms a rack connected to a wheel via a tie rod and a binion that meshes with the rack, and rotates together with a steering shaft to which a steering handle is fixed. In a vehicle running stabilization device of a power steering device provided with a shaft, the lateral acceleration of the vehicle is measured based on various physical quantities such as vehicle speed, the output of the power steering device, and the amount of steering of the wheels, and the lateral acceleration is adjusted according to the lateral acceleration. The vehicle is equipped with a controller that outputs a control signal, and a wheel turning correction mechanism that operates based on the control signal from the controller and corrects the turning direction of the wheels. Further, the present invention (second invention) is provided with a rack connected to a wheel via a tie rod, and an input shaft that integrally forms a binion meshing with the rack and rotates together with a steering shaft to which a steering handle is fixed. In a vehicle running stabilization device of a power steering device, the lateral acceleration of the vehicle is measured based on physical quantities such as vehicle speed, the output of the power steering device, and the amount of steering of the wheels, and a control signal is output in accordance with the lateral acceleration. a wheel turning correction mechanism that operates based on a control signal from the controller to correct the turning direction of the wheels; It is equipped with an absorption mechanism.

[Effect]

According to the above configuration, when the wheels turn in a direction opposite to the traveling direction of the vehicle, the wheel turning correction mechanism is activated by the controller that measures the lateral acceleration of the vehicle, and the turning direction of the wheels is corrected. Further, the force acting on the input shaft is absorbed by an absorption mechanism provided with an elastic body, and is not transmitted to the steering wheel.

〔Example〕

The present invention will be explained below based on embodiments shown in the drawings.

1 to 4 show a first embodiment of the present invention, in which a vehicle running stabilizing device 1 is configured to correct the turning direction of a front wheel 20, and a power cylinder for the front wheel generates a steering assist force for the front wheel 2. 3, a front wheel control valve 4 that controls the direction of pressure oil supply to the power cylinder 3, an oil pump 5 that supplies pressure oil to the power cylinder 3 via the control valve 4, and a reaction force of the control valve 4. A pressure control valve 8, which is an example of a wheel turning correction mechanism that controls the direction of pressure oil supply to the chamber 6, and an oil pump 10 that supplies pressure oil to the reaction force chamber 6 through the pressure control valve 8.
, a controller 12 that sends a control signal for operating the pressure control valve 8 via a solenoid 11 , and an absorption mechanism 13 .

A piston (not shown) is inserted into the power cylinder 3, and both left and right ends of the piston are connected to the front wheel 2, respectively.
The front wheel 2 is connected to the tie rod 14 in the power cylinder 3, and the repiston is slid by supplying pressure oil into the power cylinder 3, thereby steering the front wheels 2 via the tie rod 14 and the steering arm 15.

The controller 12 receives information about the vehicle speed when running from a vehicle speed sensor 16, as well as a load sensor 18 installed on the tie rod 14.
The output of the power steering 3 is determined by the output of the power steering 3, the amount of steering of the front wheels 2 is determined by the displacement sensor 19 installed in connection with the tie rod 14, and the steering angle sensor is determined by the steering angle sensor installed on the steering shaft 21 to which the steering wheel 20 is fixed. 22, the steering angle cover of the steering wheel 20 is always sent as an input signal.

The control valve 4 is provided with a spool valve 25 that is orthogonal to the input shaft 24 and supplies pressurized oil from a pump (not shown) to the power cylinder 3 while selecting the oil feeding direction. 26. Also, pressure chambers 6 are located on both the left and right sides of the spool valve 25, respectively.
is provided. The spool valve 25 has an input shaft 2
A pin hole 25a is formed perpendicular to the pin hole 25a, and a drive pin 29b formed at the tip of the swinging lever 29 with a ring portion 29a inserted into the input shaft 24 is formed in the pin hole 25a.
is inserted. Further, a support pin 29c formed at the base end of the swing lever 29 is fitted and supported in a hole 30a of a collar 30 press-fitted into the valve block body 26.

A pinion 31 (see Fig. 5) is attached to the human power shaft 24.
is formed integrally with the pinion 31, and a rack 32 (see FIG. 5) that is connected to a bistoy of the power cylinder 3 is meshed with the pinion 31. Further, the rack 32 is connected to the steering arm 15 of the front wheel 2 via the tie rod 14.

The absorption mechanism 13 is arranged to connect the steering shaft 21 and the input shaft 24, and includes a connecting shaft 35 consisting of first and second connecting shafts 36 and 37, and an elastic body 38.
It is equipped with

One end of the first connecting shaft 36 is connected to the end of the steering shaft 21 by a universal joint 39, and a perpendicular protrusion 36a is formed near the other end. On one end side of the second connecting shaft 37, a large diameter portion 37a is provided.
A hollow hole 37b is formed in the axial center of the large diameter portion 37a. Further, a groove 37d is formed in the end surface of the large diameter portion 37a, into which the protrusion 36a of the first connecting shaft 36 is loosely fitted with a gap dimension a, and a hollow hole 37d is formed.
7b includes an elastic body 38 formed in the shape of a hollow tube, such as rubber.
is glued. The other end of the first connecting shaft 36 is inserted into the hollow hole of the elastic body 38 and bonded thereto. The other end of the second connecting shaft 37 is connected to the input shaft 24 by a universal joint 39.

Note that in FIG. 1, 40 is an oil tank.

Next, the operation of the first embodiment of the present invention will be explained.

While the vehicle is running, if the wheels turn to the right or left after passing over an uneven road surface or a protrusion such as a 6-force, and the direction of travel of the vehicle changes, the controller 12 receives a signal from the steering angle sensor 22.
A signal of steering angle θ=0 is input, and the vehicle speed sensor 16. Signals indicating the vehicle speed, the output of the power steering 3, or the amount of steering of the front wheels 2 are input from the load sensor 18 or the displacement sensor 19, and the lateral acceleration of the vehicle is measured based on these signals.

Then, depending on the magnitude of the lateral acceleration of the vehicle, a control signal is sent from the controller 12 to the pressure control valve 8 via the solenoid 11, and the pressure control valve 8 is activated.

Then, pressure oil corresponding to the magnitude of the lateral acceleration of the vehicle is introduced into the reaction force chamber 6 of either one of the control valves 4 so as to turn the front wheels 2 in the opposite direction to the direction in which the front wheels 2 are turning. This cancels out the lateral acceleration of the vehicle.

At this time, the spool valve 25 is forced to slide, and the input shaft 24 attempts to rotate via the swing lever 28 of the bottle hole 25a1 of the spool valve 25, but the fixed rack 32
Since the pinion 31 is engaged with the input shaft 24,
It moves in the axial direction of the rank 32 without rotating. Although the second connecting shaft 37 rotates slightly due to this movement of the input shaft 24, this rotation is absorbed by the elastic body 38 and is not transmitted to the first connecting shaft 36. Therefore, the steering handle 22 does not rotate.

FIG. 5 is a longitudinal sectional view of a power steering device 41 equipped with a control valve 4 according to a second embodiment of the present invention, and the same parts as those shown in the first embodiment are denoted by the same reference numerals. , the explanation thereof will be omitted.

The second embodiment is a normal vehicle running stabilizing device 1 in which an input shaft 35 is integrated. It is rotatably supported. A pair of elastic bodies 48, such as rubber, are installed on at least one of the bearing parts 43, 45, for example on both front and rear sides of the bearing part 43.

The other configurations are the same as those shown in the first embodiment,
Since it is redundant, its explanation will be omitted.

Next, the operation of the second embodiment will be explained. As explained in the first embodiment, the spool valve 25 is forcibly slid.
As a result, the input shaft 24 moves in the axial direction of the rack 32, but this movement is absorbed by the elastic body 38A. Therefore, the connecting shaft 35 and the steering shaft 21 do not rotate, and the steering wheel 22 does not rotate.

FIG. 6 shows a third embodiment of the present invention, and the same parts as those shown in FIG. It includes a rear wheel power cylinder 51 that generates a steering assist force for the rear wheels 50, and a pressure control valve 8A that controls the direction of pressure oil supply to the power cylinder 51. The other configurations are almost the same as those shown in the first embodiment, and the explanation thereof will be omitted.

Next, the operation of the third embodiment will be explained. Controller 1
The pressure control valve 8A is actuated via the solenoid 11 by each signal from the vehicle speed sensor 16, load sensor 18, displacement sensor 19, and steering angle sensor 22 input to the vehicle speed sensor 2.
Pressure oil is supplied to the rear wheel power cylinder 51, and the rear wheels 50 are turned in a direction that suppresses the lateral acceleration of the vehicle, that is, in the same direction as the front wheels 20 are turned. Since the rear wheels 50 are turned in a direction that cancels out the lateral acceleration of the vehicle involved, the direction of travel of the vehicle is always maintained reliably.

As shown in FIG. 7, the means for moving the rear wheel 50 includes a rack 53 connected at both ends to a tie rod 52 connected to the rear wheel 50, and a rack 53 that meshes with the rack 53. A pinion 56 that is rotated at a reduced speed by a motor 55 via a reducer 54 may be provided, and the rotation of the pinion 56 may be controlled by the controller 12 via the motor 55. In this case, the front wheel system is the same as that shown in FIG. In addition, in FIG. 7, 58 is a reaction force mechanism arranged on the rack 53.

FIG. 8 relates to a fourth embodiment of the present invention, in which a wheel turning correction mechanism includes a cylinder 61 disposed close to at least one of the front wheels 2 and the rear wheels 50 so as to support the vehicle body 60. The pressure control valve 8B is actuated based on a control signal from the controller 12 to adjust the vehicle height, thereby adjusting toe-in or camber.

〔Effect of the invention〕

As described above, according to the present invention, even when a running vehicle runs over an uneven road surface or a protrusion such as a stone, the wheels are always corrected to turn in a direction that is appropriate for the direction of travel. Therefore, the steering stability of the vehicle is improved without changing the direction of travel of the vehicle, and there is no need to specially operate the steering wheel, so the driver does not experience fatigue or discomfort. The steering wheel does not rotate against the driver's will, allowing the driver to drive comfortably.

[Brief Description of the Drawings] Figures 1 to 4 relate to the first embodiment of the present invention, Figure 1 is an overall view of a power steering system for front wheels equipped with a vehicle running stabilization device, and Figure 2 is an overall view of a power steering system for front wheels equipped with a vehicle stability device. , FIG. 3 is a vertical cross-sectional view showing the connecting part between the first human power shaft and the second input shaft, and FIG. 4 is a vertical cross-sectional view of the control valve for
A vertical cross-sectional view taken along the line V-IV, FIG. 5 is a vertical cross-sectional view of a bower swaying device for front wheels of a vehicle running stabilization device, and FIG. 6 is a vertical cross-sectional view of a front wheel bow swaying device of a vehicle running stabilization device, and FIG. 6 is a third embodiment of the present invention. Regarding this, FIG. 7 is a general view of the front and rear wheel power steering system of the vehicle running stabilization system, FIG. FIG. 3 is a schematic diagram of a wheel turning correction mechanism according to a third embodiment. 1...Vehicle running stabilizer, 2...Front wheel, 8,8A. 8B...Pressure control which is a component of the wheel turning assist mechanism (
15] Valve, 12... Controller, 13... Absorption mechanism, 14... Front wheel tie rod, 20... Steering wheel, 21... Steering shaft, 24...
Input shaft, 31... Front wheel pinion, 32... Front wheel rack, 35... First and second connecting shaft 36.37
A connecting shaft consisting of 38.38A... elastic body, 41...
・Power steering device for front wheels, 43. 45... Bearing part, 50... Rear wheels, 51... Power cylinder for rear wheels, 52... Tie rod for rear wheels, 53... Rack for rear wheels , 55... Motor, 56... Rear wheel pinion,
60...Car body, 61...Cylinder.

Claims (8)

[Claims] (1) Vehicle running stability with a power steering system that includes a rack connected to the wheels via tie rods, and an input shaft that integrally forms a pinion that meshes with the rack and rotates together with the steering shaft to which the steering handle is fixed. The device includes a controller that measures the lateral acceleration of the vehicle based on physical quantities such as vehicle speed, the output of the power steering device, and the amount of steering of the wheels, and outputs a control signal according to the lateral acceleration; What is claimed is: 1. A vehicle running stabilizing device comprising: a wheel turning correction mechanism that operates based on a control signal of the wheel turning direction and correcting the turning direction of the wheel. (2) The vehicle running stabilization device according to claim 1, wherein the wheel turning correction mechanism controls the direction of pressure oil supply to the front wheel power cylinders using a pressure control valve. (3) The wheel running stabilizing device according to claim 1, wherein the wheel turning correction mechanism controls the direction of pressure oil supply to the rear wheel power cylinder by a pressure control valve. (4) The vehicle according to claim 1, wherein the wheel turning correction mechanism is configured such that a motor rotates a pinion that meshes with a rack connected to a rear wheel via a rear wheel tie rod. Driving stabilization device. (5) The vehicle running stabilization device according to claim 1, wherein the wheel turning correction mechanism controls a cylinder arranged near the wheel and supporting the vehicle body using a pressure control valve. . (6) Vehicle running stability of a power steering device that includes a rack connected to the wheels via tie rods, and an input shaft that integrally forms a pinion that meshes with the rack and rotates together with the steering shaft to which the steering handle is fixed. The device includes a controller that measures the lateral acceleration of the vehicle based on physical quantities such as vehicle speed, the output of the power steering device, and the amount of steering of the wheels, and outputs a control signal according to the lateral acceleration; a wheel turning correction mechanism that operates based on a control signal to correct the turning direction of the wheels, and an absorption mechanism is provided on the input shaft so as not to transmit the force acting on the input shaft to the steering handle. A vehicle running stabilization device featuring: (7) The absorption mechanism is characterized in that the steering shaft and the input shaft are connected by a connecting shaft consisting of a first and a second connecting shaft, and these connecting shafts are connected by an elastic body. A vehicle running stabilizing device according to claim 6. (8) The absorption mechanism is characterized in that an elastic body is disposed in at least one of a plurality of bearing parts on which the input shaft is rotatably supported. Vehicle running stabilization device.