WO2019181663A1 - Système de direction et véhicule équipé de celui-ci - Google Patents

Système de direction et véhicule équipé de celui-ci Download PDF

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Publication number
WO2019181663A1
WO2019181663A1 PCT/JP2019/010105 JP2019010105W WO2019181663A1 WO 2019181663 A1 WO2019181663 A1 WO 2019181663A1 JP 2019010105 W JP2019010105 W JP 2019010105W WO 2019181663 A1 WO2019181663 A1 WO 2019181663A1
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WO
WIPO (PCT)
Prior art keywords
steering
angle
vehicle
auxiliary
wheel
Prior art date
Application number
PCT/JP2019/010105
Other languages
English (en)
Japanese (ja)
Inventor
教雄 石原
貴志 伊東
正人 安部
狩野　芳郎
山門　誠
満憲 石橋
Original Assignee
Ntn株式会社
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
Priority claimed from JP2019040354A external-priority patent/JP7202930B2/ja
Application filed by Ntn株式会社 filed Critical Ntn株式会社
Priority to EP19770509.8A priority Critical patent/EP3770040B1/fr
Priority to CN201980019636.1A priority patent/CN111867921B/zh
Publication of WO2019181663A1 publication Critical patent/WO2019181663A1/fr
Priority to US17/025,176 priority patent/US11459029B2/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • 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
    • B62D7/08—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in a single plane transverse to the longitudinal centre line of the vehicle
    • 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
    • B62D7/08—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in a single plane transverse to the longitudinal centre line of the vehicle
    • B62D7/09—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in a single plane transverse to the longitudinal centre line of the vehicle characterised by means varying the ratio between the steering angles of the steered wheels

Definitions

  • the present invention adds a mechanism for adding auxiliary steering of ⁇ several degrees or less to a normal steering device, and improves the responsiveness of the vehicle to a driver's steering operation, and a vehicle equipped with the steering system About.
  • Patent Documents 1 and 2 have been proposed as techniques for improving such responsiveness.
  • Patent Document 1 describes a vehicle behavior control device that controls the behavior of a vehicle whose front wheels are steered, in addition to reflecting the driver's intention in the behavior of the vehicle, and further improving the stability and riding comfort of the vehicle posture. It is a device for controlling the vehicle behavior.
  • the steering device in this document is a steering device that transmits rotation of a steering wheel to a front wheel, and includes a steering wheel side mechanism and a wheel side mechanism that steers a front wheel that is mechanically separated from the steering wheel side mechanism.
  • the steering wheel side mechanism is provided with a first steering angle sensor for detecting the rotational steering angle of the steering wheel, and the wheel side mechanism is provided with a second steering angle sensor for detecting a steering angle corresponding to steering of the front wheels. .
  • the steering speed is calculated from the output of the first steering angle sensor and the output of the second steering angle sensor, and the steering generated in the vehicle is steering corresponding to the steering operation that the driver has intentionally performed, or disturbance Based on the outputs of the first and second steering angle sensors, the steering speed is determined based on the result of the determination.
  • Patent Document 2 describes that two motors are used in one wheel to adjust both the toe angle and the camber angle of the wheel.
  • the present invention solves the above-mentioned problems, and its object is to control the angle of the left and right front wheels according to the vehicle speed and the steering command angle while having a mechanical structure with a simple structure and ensuring safety. It is possible to provide a steering system and a vehicle capable of improving the responsiveness of the vehicle to a steering operation or a steering command from an automatic driving device.
  • the left and right wheels 9, 9 which is a front wheel of the vehicle 101 is mechanically interlocked, the right and left wheels as the front wheels of the vehicle 101 in accordance with the steering indication angle [delta] h by rotation or electrical signals of the handle 200
  • a first steering device 11 that steers 9 and 9 by changing the angle of the left and right underbody frame parts 6 and 6 of the suspension device 12 on which the left and right wheels 9 and 9 are installed;
  • auxiliary steering actuators 5, 5 provided for the left and right wheels 9, 9, the angles of the wheels 9, 9 with respect to the underbody frame parts 6, 6 are changed to change the left and right wheels 9.
  • a second steering device 150 which detects the vehicle information including the vehicle speed V and the steering instruction angle [delta] h of the vehicle 101
  • a steering system 100 comprising: The second steering device 150, the front wheel steering angle [delta] which is obtained by numerical model M of vehicle motion based on the steering instruction angle [delta] h and information of the vehicle speed V, is steered by the first steering device 11
  • An auxiliary turning control unit 151 that controls the auxiliary turning actuator 5 so as to turn by an additional turning steering angle ⁇ 2 that is a difference from the actual steering angle ⁇ 1 of the front wheels 9, 9. It is characterized by that.
  • This steering is the same as general vehicle steering.
  • the steering by the second steering device 150 is added to the steering angle ⁇ 1 by the first steering device 11 by the control by the auxiliary steering control unit 151.
  • the second steering device 150 based on the information of the steering instruction angle [delta] h and the vehicle speed V, as a numerical model M of the vehicle motion, i.e. dynamic model by the response best steering angle (ideal steering angle)
  • the auxiliary steering actuator 5 is controlled so as to steer only the steering angle ⁇ 2 which is the difference between the obtained steering angle ⁇ and the steering angle ⁇ 1 of the actual wheels 9 and 9 steered by the first steering device 11.
  • the second steering device 150 is corrected by the second steering device 150. Therefore, it is possible to improve the responsiveness to the steering operation or the steering command from the automatic driving device.
  • the second steering device 150 corrects steering by normal steering operation as described above, the maximum turning angle may be limited to, for example, ⁇ several degrees ( ⁇ 2 to ⁇ 5). . Therefore, unlike the conventional steer-by system, even when the auxiliary steering actuator 5 cannot be operated correctly due to a power failure or the like, the influence on the traveling direction of the vehicle 101 is small and safety is ensured.
  • the second steering device 150 adds steering of an angle of ⁇ several degrees or less, and only one auxiliary steering actuator 5 is required. Therefore, both the conventional toe angle and camber angle are adjusted. Compared to the mechanism, a simple structure is sufficient. Further, since the steering angle is corrected within ⁇ several degrees, the response to the steering wheel operation can be improved without causing the driver to feel danger.
  • a two-wheel model is used for the control by which the auxiliary steering control unit 151 of the second steering device 150 determines and steers the steering angle ⁇ 2 of the additional steering. (14) may be used.
  • ⁇ 2 Steering angle of additional steering as a difference ⁇ h : Steering instruction angle
  • V Vehicle speed
  • n Steering instruction angle and front wheel steering Ratio to angle (gear ratio)
  • ⁇ damping rate
  • ⁇ n natural frequency (vehicle natural frequency) ⁇ 1 , ⁇ 2 ,
  • I Yaw moment of inertia of vehicle s: Complex variable in Laplace transform
  • the following equation (27) is used for the control for obtaining the steering angle ⁇ hb of the additional turning by the auxiliary turning control unit 151 of the second steering device 150 and turning it. Also good.
  • the steering stability performance of the tire can be effectively used. .
  • the auxiliary steering control unit 151 includes the steering angles ⁇ of the left and right front wheels determined by the numerical model of the vehicle motion, and the actual front wheels steered by the first steering device 11. Even if the auxiliary steering actuators 5 and 5 are controlled so that they are steered only by the individual steering angles ( ⁇ 2L , ⁇ 2R ) of the additional steering that are the respective differences from the respective left and right steering angles ⁇ 1. Good. In this case, when turning the vehicle, for example, by finely changing the left and right steering angles, the running characteristics of the vehicle are changed, and the load applied to each of the wheels 9, 9 can be finely controlled. Further improvements in vehicle performance can be expected.
  • the second steering device 150 is connected to the hub unit body 2 having the wheel bearing hub bearing 15 and the suspension frame component 6 or a part of the suspension frame component 6.
  • a unit support member 3 configured as The hub unit main body 2 is supported by the unit support member 3 via a rotation-allowing support component 4 so as to be rotatable around an auxiliary turning axis A extending in the vertical direction, and is driven by the auxiliary turning actuator 5.
  • a hub unit with an auxiliary turning function rotated around the auxiliary turning axis A may be used.
  • the second steering device 150 is connected to the hub unit main body 2 having the wheel bearing mounting hub bearing 15 and the underbody frame part 6 or a part of the underbody frame part 6.
  • a mechanism unit 150a having a unit support member 3 configured to support the hub unit body 2 with respect to the undercarriage frame component 6 so that the angle of the hub unit body 2 can be changed, the auxiliary turning control unit 151, and the auxiliary turning control.
  • a control device unit 150b having motor control devices 170 and 175 for driving the auxiliary steering actuator 5 by outputting a drive current corresponding to the motor command signal output by the unit 151 may be used.
  • the second steering device 150 By configuring the second steering device 150 to include the mechanism unit 150a and the control unit 150b as described above, while using a mechanical mechanism that has a simple structure and ensures safety, the vehicle speed V and in accordance with the steering instruction angle [delta] h separately control the angle of the left and right wheels, is possible to improve the responsiveness of the vehicle relative to steering operation of the driver can be realized with a simple configuration.
  • the auxiliary steering actuator 5 of the second steering device 150 may include a reverse input prevention mechanism 25b.
  • the reverse input prevention mechanism 25b When the reverse input prevention mechanism 25b is provided, when an abnormality occurs in the control system, the control of the auxiliary steering actuator 5 is stopped immediately, and the reverse input from the road surface is prevented, thereby preventing the hub unit from moving. Fluctuation can be suppressed, and the vehicle can be moved to a state where it can be surely stopped by the driver's steering operation, and safety can be ensured.
  • the reverse input prevention mechanism 25b can be easily configured by using a trapezoidal screw as a mechanism for transmitting the operation of the auxiliary turning actuator 5.
  • the vehicle of the present invention is a vehicle equipped with the steering system 100 having any one of the above-described configurations of the present invention. According to the vehicle of this configuration, by using a mechanical mechanism which structure is to ensure simple and safe to the steering system 100 to control the steering angle of the left and right front wheels in accordance with the vehicle speed V and the steering instruction angle [delta] h Thus, the responsiveness of the vehicle 101 to the steering operation of the driver and the steering command from the automatic driving device can be improved.
  • FIG. 1 is an explanatory diagram schematically showing a conceptual configuration of a steering system and a vehicle equipped with the system according to an embodiment of the present invention. It is a block diagram which shows the conceptual structure of the steering system. It is a figure which shows the premise of the conceptual structure of the auxiliary steering control part of the steering system. It is a block diagram which shows the conceptual structure of the auxiliary steering control part of the steering system. It is explanatory drawing of the four-wheel model of the vehicle. It is explanatory drawing of the two-wheel model which converted the same four-wheel model.
  • FIG. 1 is a diagram schematically showing a conceptual configuration of a vehicle 101 such as an automobile equipped with a steering system 100 according to this embodiment.
  • the vehicle 101 is a four-wheel vehicle having left and right wheels 9 and 9 as front wheels and left and right wheels 9 and 9 as rear wheels, and the driving method is any of front wheel drive, rear wheel drive, and four wheel drive. It may be.
  • the steering system 100 is a system for steering the vehicle 101, and includes a first steering device 11, a second steering device 150, and a vehicle information detection unit 110.
  • first steering device 11 is mechanically interlocked with the handle 200, and the left and right wheels 9, 9 that are the front wheels according to the steering instruction angle that is the handle angle are connected to the left and right feet on which the left and right wheels 9, 9 are installed.
  • This device is steered by changing the angle of the rotating frame parts 6 and 6.
  • the suspension frame parts 6 and 6 are knuckles in this embodiment.
  • the first steering device 11 has a known mechanical configuration such as a steering shaft 32 to which a handle 200 is attached, a rack and pinion (not shown), a tie rod 14 and the like. When the driver inputs rotation to the handle 200, the steering shaft 32 also rotates in conjunction with it.
  • the tie rod 14 connected to the steering shaft 32 by the rack and pinion moves in the vehicle width direction, so that the suspension frame 12 and the suspension frame component 6 are installed on the suspension frame component 6.
  • the direction of the wheel 9 is changed, and the left and right wheels 9 and 9 can be steered in conjunction with each other.
  • the second steering device 150 is a device that performs auxiliary steering by control according to the state of the vehicle 101, and includes a mechanism portion 150 a that is a mechanical structure portion, and a control device portion 150 b that controls the mechanism portion 150 a.
  • the mechanism portion 150a is a mechanism provided for each of the wheels 9 and 9 to be auxiliary-steered, and is provided in the tire housing 105 of the vehicle 101 to drive the wheels 9 individually by driving the auxiliary-steering actuator 5.
  • the underbody frame component 6 is steered. As shown in FIGS.
  • the mechanism unit 150a is connected to the hub unit body 2 having the hub bearing 15 and the suspension frame part 6 or is configured as a part of the suspension frame part 6 to form a hub unit. It is configured as a hub unit with an auxiliary turning function having a unit support member 3 that supports the main body 2 with respect to the undercarriage frame component 6 so that the angle can be changed.
  • the auxiliary steering actuator 5 includes a reverse input prevention mechanism 25b (see FIG. 8) that prevents reverse input in which an external force from the road surface enters the motor 26 serving as a drive source.
  • the second steering device 150 is configured as a hub unit with an auxiliary turning function as described above, and has one auxiliary turning axis A different from the rotation axis of the wheel 9 in the hub unit. Further, the auxiliary turning actuator 5 in the hub unit is turned around the auxiliary turning axis A. The left and right wheels 9, 9 can be steered independently.
  • control device unit 150 b includes an auxiliary turning control unit 151 that controls the auxiliary turning actuator 5 based on the vehicle information representing the state of the vehicle 101 detected by the vehicle information detection unit 110.
  • the vehicle information detection unit 110 is means for detecting the state of the vehicle 101 and refers to a group of various sensors.
  • the vehicle information detected by the vehicle information detection unit 110 is transferred to the auxiliary turning control unit 151 of the second steering device 150 via the main ECU 130.
  • a vehicle speed detection unit 111 that detects a vehicle speed that is a traveling speed of the vehicle 101 (FIG. 1), and a steering instruction that is a rotation angle of the handle 200.
  • a steering instruction angle detection unit 112 that detects an angle is provided.
  • the vehicle speed detection unit 111 detects the vehicle speed of the vehicle, for example, based on the output of a sensor (not shown) such as a speed sensor attached to the inside of a transmission included in the vehicle, and outputs the vehicle speed to the ECU 130.
  • the steering instruction angle detection unit 112 detects the steering angle based on the output of a sensor (not shown) such as a resolver attached to the motor unit included in the first steering device 11 and outputs the detected steering angle to the ECU 130.
  • ECU 130 is a control device that performs overall cooperative control or overall control of vehicle 101 (FIG. 1), and is also referred to as VCU.
  • the auxiliary steering control unit 151 may be provided as a part of the ECU 130, but in this example, is provided as a dedicated ECU different from the ECU 130.
  • Control device section 150b As shown in FIG. 2, the control unit 150b outputs a drive current corresponding to the auxiliary steering control unit 151 and a motor command signal output by the auxiliary steering control unit 151 to generate a right wheel and a left wheel hub. Motor control devices 170 and 175 for the right and left wheels that drive the auxiliary steering actuators 5 and 5 in the units 1R and 1L are provided.
  • auxiliary steering control unit 151 As shown in FIGS. 3A and 3B, the auxiliary steering control unit 151, steering angle and [delta] of the wheel determined by the numerical model M of vehicle motion based on the information of the steering instruction angle [delta] h and the vehicle speed V, the first steering
  • the auxiliary steering actuators 5 and 5 for the left and right wheels are steered by the steering angle ⁇ 2 of the additional steering which is a difference from the steering angle ⁇ 1 of the actual wheel 9 steered by the device 11 (FIG. 2). It is a means to control.
  • Auxiliary steering control unit 151 an auxiliary turning angle calculation unit 151a having a difference operation unit 151aa for converting the steering angle [delta] 2 of the additional turning from numerical model M of the vehicle motion becomes the difference, the auxiliary steering the steering angle [delta] 2 corner calculating unit 151a is calculated and a control command output section 151b configured to output as the motor command signal.
  • Auxiliary steering control unit 151 the control based on the steering instruction angle [delta] h and information of the vehicle speed V using the numerical model M, using the following equation (14) to control to improve the responsiveness of the steering, the front wheels Formula (27) is used for the control which uses a tire effectively.
  • Equations (14) and (27) are equations derived using the numerical model M.
  • the auxiliary turning control unit 151 does not include the numerical model M itself, and includes Expressions (14) and (27).
  • symbol of Formula (14) is defined as follows.
  • ⁇ 2 Steering angle of additional steering as a difference ⁇ h : Steering instruction angle
  • V Vehicle speed
  • n Steering instruction angle and front wheel steering Ratio with angle ⁇ : Damping rate
  • ⁇ n Vibration frequency (natural frequency of vehicle) ⁇ 1 , ⁇ 2 , ⁇ 3 : Parameter k r : Tire cornering power per rear wheel l r : Distance between vehicle center of gravity and rear wheel axle l: Distance between front wheel axle and rear wheel axle (l f + l r )
  • I Yaw moment of inertia of vehicle s: Complex variable in Laplace transform
  • the auxiliary turning actuator 5 is controlled so as to turn by the steering angle ⁇ 2 which is the difference obtained by the above equation (14).
  • ⁇ 2 which is the difference obtained by the above equation (14).
  • Expressions (1) and (2) are rewritten into Expressions (5) and (6).
  • These formulas (5) and (6) are other examples of the numerical model of vehicle motion referred to in the claims.
  • the steering angle [delta] which is obtained from the numerical model of the left and right wheels 9, 9 the same value, and also the steering angle [delta] 2 additional steered left and right wheels the same.
  • ⁇ (s), r (s), ⁇ (s), and ⁇ h (s) are the slip angle ⁇ of the vehicle center of gravity, yaw angular velocity r, front wheel steering angle ⁇ , steering
  • Expressions (7) and (8) are obtained.
  • K f and K r indicate tire cornering power per front wheel and rear wheel.
  • Equation (9) and (10) are obtained.
  • ⁇ n represents the natural frequency of the vehicle response to steering
  • ⁇ represents the attenuation rate of the vehicle response to steering.
  • G ⁇ ⁇ (0) is a side slip angle gain constant, which indicates the value of the side slip angle ⁇ with respect to the steering angle ⁇ of the front wheels.
  • G ⁇ r (0) is a yaw angular velocity gain constant, and indicates the value of the yaw angular velocity r with respect to the steering angle ⁇ of the front wheels.
  • the lateral acceleration y ⁇ can be expressed by Expression (11) by assuming that ⁇ is small.
  • Expression (12) is obtained by performing Laplace transform on Expression (11) and substituting Expressions (9) and (10).
  • G ⁇ y ⁇ (0) is a lateral acceleration gain constant, which indicates the value of the lateral angular velocity y ⁇ with respect to the steering angle ⁇ of the front wheels.
  • the control law of the steering angle of the front wheels that improves the steering responsiveness is shown in the formula (13).
  • the parameters ⁇ 1 , ⁇ 2 , and ⁇ 3 correspond to the damping rate ⁇ , the natural frequency ⁇ , and the lateral acceleration y ⁇ , respectively, and if the values of ⁇ 1 , ⁇ 2 , and ⁇ 3 are small, Assuming that, the following equation (13) is derived.
  • the parameters ⁇ 1 , ⁇ 2 , and ⁇ 3 it is possible to simultaneously improve the responses of the side slip angle ⁇ , the yaw angular velocity r, and the lateral acceleration y ⁇ .
  • equation (14) the control law for determining the steering angle ⁇ 2 of the additional turning performed using the second steering device 150 is represented by equation (14).
  • FIG. 6 shows the analysis results of the yaw angular velocity r and the lateral acceleration y ⁇ when the lane change is 2.5 [m] by sine steering of 0.5 [Hz].
  • ⁇ 1 ⁇ 0.2
  • ⁇ 2 0.2
  • ⁇ 3 1.
  • the curve data shown in black is controlled, and the curve data shown in gray is the result without control. It can be seen that the yaw angular velocity and lateral acceleration rise faster with control, and the steering response is improved.
  • the steering angles of the left and right wheels 9 and 9 are the same.
  • the left and right wheels 9 and 9 are generally Different values ( ⁇ 2L , ⁇ 2R ). In that case, even if the left and right wheels are additionally steered with different values, the steering angle ⁇ 2 of one additional steering is obtained from the different left and right values, and both left and right are determined by the steering angle ⁇ 2.
  • the wheels 9 and 9 may be additionally steered.
  • 15 and 16 show the analysis results of the turning trajectory and lateral acceleration when steering is performed at a vehicle speed of 40 [km / h] and ramp steps of 0.5 [s] and 120 [deg].
  • Solid line data is the result of control
  • dotted line data is the result of no control. It can be seen that the control increases the outer ring whose load increases during turning and cuts back the inner ring whose load decreases, resulting in a smaller turning radius.
  • the vehicle running characteristics are changed by slightly changing the left and right steering angles, and the load applied to each wheel 9, 9 (inner wheel, outer wheel) is changed finely. Control is possible, and further improvement in vehicle motion performance can be expected. Further, by calculating the steering angle ⁇ hb of the additional turning using the above equation (27) and controlling the left and right second steering devices 150 at minute angles, the performance of the tire can be effectively used. .
  • the hub unit with an auxiliary turning function as the second steering device 150 has an auxiliary turning axis A different from the rotation axis of the wheel 9 in the hub unit.
  • the auxiliary turning actuator 5 disposed in the hub unit 1 can be rotated about the auxiliary turning axis A. With this mechanism, the toe angle of the wheels 9 and 9 attached to the hub unit 1 can be freely adjusted with a simple structure without changing the basic structure of the existing vehicle.
  • the auxiliary steering actuator 5 has a reverse input prevention function 25b, and the maximum turning angle of the hub unit 1 with the auxiliary turning function is limited to ⁇ several degrees necessary for the correction operation. Therefore, when the power supply of one of the motor control devices 170 and 175 shown in FIG. 3B is lost, the control of the other motor control device 170 and 175 is stopped, so that the hub unit The turning angle is fixed, and the driver can safely move the vehicle to a safe place such as the road shoulder using the steering wheel. Therefore, a mechanism for safety measures in the event of system failure can be omitted or simplified.
  • the second steering device 150 can steer the left and right wheels 9 and 9 independently.
  • a right wheel hub unit 1 ⁇ / b> R (FIG. 2) and a left wheel hub unit 1 ⁇ / b> L (FIG. 2) are provided as a mechanism portion 150 a serving as a hub unit with an auxiliary turning function of the second steering device 150.
  • the right wheel hub unit 1 ⁇ / b> R and the left wheel hub unit 1 ⁇ / b> L steer the wheels 9 and 9 by the auxiliary steering actuator 5 (FIG. 7) provided in the tire housing 105.
  • the mechanism 150a serving as a hub unit with an auxiliary turning function of the second steering device 150 includes the right wheel hub unit 1R and the left wheel hub unit 1L as described above, and these right wheel hub unit 1R and left wheel hub unit 1L.
  • the hub unit 1 includes a hub unit main body 2, a unit support member 3, a rotation allowable support component 4, and an auxiliary steering actuator 5.
  • the unit support member 3 is provided integrally with the knuckle which is the underbody frame component 6.
  • the actuator main body 7 of the auxiliary steering actuator 5 is provided on the inboard side of the unit support member 3, and the hub unit main body 2 is provided on the outboard side of the unit support member 3.
  • the hub unit 1 (FIG. 7) is mounted on the vehicle
  • the vehicle width direction outer side of the vehicle is referred to as an outboard side
  • the vehicle width direction center side of the vehicle is referred to as an inboard side.
  • the hub unit main body 2 and the actuator main body 7 are connected by a joint portion 8.
  • the joint portion 8 is provided with a boot (not shown) for waterproofing and dustproofing.
  • the hub unit main body 2 is attached to the unit support member 3 via the rotation-allowing support parts 4 and 4 at two upper and lower positions so as to be rotatable around the auxiliary turning axis A extending in the vertical direction. It is supported.
  • the auxiliary turning axis A is an axis different from the rotation axis O of the wheel 9 and is also different from the kingpin axis that performs steering of the first steering device.
  • the kingpin angle is set to 10 to 20 degrees for the purpose of improving the straight running stability of the vehicle traveling.
  • the hub unit 1 of this embodiment has an angle (axis) different from the kingpin angle. It has a steering shaft.
  • the wheel 9 includes a wheel 9a and a tire 9b.
  • the hub unit 1 (FIG. 7) of this embodiment is added to the steering of the left and right wheels 9, 9 as front wheels by the first steering device 11, and ⁇ 5 degrees or less for each of the left and right wheels individually.
  • the first steering device 11 is of a rack and pinion type, but any type of steering device may be used.
  • the suspension device 12 uses, for example, a strut suspension mechanism that directly fixes the shock absorber to the underbody frame component 6, but a multi-link suspension mechanism or other suspension mechanisms may be applied.
  • the hub unit main body 2 includes a hub bearing 15 for supporting the wheel 9, an outer ring 16, and an arm portion 17 (FIG. 10) that is a steering force receiving portion described later.
  • the hub bearing 15 includes an inner ring 18, an outer ring 19, and rolling elements 20 such as balls interposed between the inner and outer rings 18, 19. 7).
  • the hub bearing 15 is an angular ball bearing in which the outer ring 19 is a fixed ring, the inner ring 18 is a rotating ring, and the rolling elements 20 are in a double row.
  • the inner ring 18 includes a hub ring portion 18a having a hub flange 18aa and constituting a race surface on the outboard side, and an inner ring portion 18b constituting a race surface on the inboard side.
  • the wheel 9a of the wheel 9 is bolted to the hub flange 18aa so as to overlap the brake rotor 21a.
  • the inner ring 18 rotates around the rotation axis O.
  • the outer ring 16 includes an annular portion 16 a fitted to the outer peripheral surface of the outer ring 19, and a trunnion shaft-like mounting shaft portion provided so as to protrude vertically from the outer periphery of the annular portion 16 a. 16b, 16b.
  • Each attachment shaft portion 16b is provided coaxially with the auxiliary turning shaft center A.
  • the brake 21 includes a brake rotor 21a and a brake caliper 21b.
  • the brake caliper 21b is attached to two upper and lower brake caliper attachment portions 22 (FIG. 12) formed integrally with the outer ring 19 so as to project into an arm shape.
  • each rotation-allowing support component 4 is composed of a rolling bearing.
  • a tapered roller bearing is applied as the rolling bearing.
  • the rolling bearing includes an inner ring 4a fitted to the outer periphery of the mounting shaft portion 16b, an outer ring 4b fitted to the unit support member 3, and a plurality of rolling elements 4c interposed between the inner and outer rings 4a and 4b.
  • the unit support member 3 includes a unit support member main body 3A and a unit support member combined body 3B.
  • a substantially ring-shaped unit support member assembly 3B is detachably fixed to the end of the unit support member main body 3A on the outboard side.
  • Partial concave spherical fitting hole forming portions 3a are respectively formed on the upper and lower portions of the side surface of the inboard side of the unit support member assembly 3B.
  • partial concave spherical fitting hole forming portions 3Aa are respectively formed on the upper and lower portions of the outboard side end of the unit support member main body 3A.
  • the unit support member combined body 3B is fixed to the outboard side end of the unit support member main body 3A, and the fitting hole forming portions 3a and 3Aa (FIG. 13) are combined with each other for each upper and lower portion.
  • a fitting hole is formed continuously around the entire circumference.
  • the outer ring 4b is fitted in this fitting hole.
  • the unit support member 3 is indicated by a one-dot chain line.
  • each mounting shaft portion 16b of the outer ring 16 is formed with a female screw portion extending in the radial direction, and is provided with a bolt 23 that is screwed into the female screw portion.
  • a disc-like pressing member 24 is interposed on the end surface of the inner ring 4a, and a preload is applied to each rotation-allowing support component 4 by applying a pressing force to the end surface of the inner ring 4a by a bolt 23 that is screwed into the female screw portion. Giving. Thereby, the rigidity of each rotation permission support component 4 can be improved. Even when the weight of the vehicle acts on the hub unit 1, the initial preload is set so as not to escape.
  • the rolling bearing of the rotation-allowing support component 4 is not limited to the tapered roller bearing, and an angular ball bearing can be used depending on use conditions such as a maximum load. In such a case as well, a preload can be applied in the same manner as described above.
  • the arm portion 17 is a portion serving as an action point for applying a steering force to the outer ring 19 of the hub bearing 15, and is integrated with a part of the outer periphery of the annular portion 16 a or a part of the outer periphery of the outer ring 19. Protrusively.
  • the arm portion 17 is rotatably connected to the linear motion output portion 25 a of the auxiliary steering actuator 5 via the joint portion 8.
  • the linear output part 25a of the auxiliary turning actuator 5 advances and retreats, whereby the hub unit body 2 rotates around the auxiliary turning axis A (FIG. 7), that is, is turned.
  • the auxiliary turning actuator 5 has an actuator body 7 that drives the hub unit body 2 to rotate about the auxiliary turning axis A (FIG. 7).
  • the actuator body 7 converts the motor 26, the speed reducer 27 that decelerates the rotation of the motor 26, and the forward / reverse rotation output of the speed reducer 27 into the reciprocating linear motion of the linear motion output unit 25a.
  • the motor 26 is, for example, a permanent magnet type synchronous motor, but may be a DC motor or an induction motor.
  • the reduction gear 27 can use a wrapping type transmission mechanism such as a belt transmission mechanism or a gear train, and a belt transmission mechanism is used in the example of FIG.
  • the reducer 27 includes a drive pulley 27a, a driven pulley 27b, and a belt 27c.
  • a drive pulley 27 a is coupled to the motor shaft of the motor 26, and a driven pulley 27 b is provided in the linear motion mechanism 25.
  • the driven pulley 27b is disposed in parallel to the motor shaft.
  • the driving force of the motor 26 is transmitted from the drive pulley 27a to the driven pulley 27b via the belt 27c.
  • the drive pulley 27a, the driven pulley 27b, and the belt 27c constitute a winding-type speed reducer 27.
  • a feed screw mechanism such as a slide screw or a ball screw, or a rack and pinion mechanism can be used.
  • a trapezoidal screw slide screw is used as the feed screw mechanism that also serves as the reverse input prevention mechanism 25b.
  • the feed screw mechanism used is used. Since the linear motion mechanism 25 includes a feed screw mechanism using a sliding screw of the trapezoidal screw as the reverse input prevention mechanism 25b, the effect of preventing reverse input from the tire 9b can be enhanced.
  • the actuator body 7 including the motor 26, the speed reducer 27, and the linear motion mechanism 25 is assembled as a semi-assembly and is detachably attached to the case 6b with bolts or the like.
  • a mechanism that directly transmits the driving force of the motor 26 to the linear motion mechanism 25 without using a reduction gear is also possible.
  • the reverse input preventing mechanism 25b may be a worm gear or the like, and the linear motion mechanism 25 may have a structure that does not have a reverse input blocking function such as a ball screw.
  • the case 6b is integrally formed with the unit support member main body 3A as a part of the unit support member 3.
  • the case 6 b is formed in a bottomed cylindrical shape, and is provided with a motor housing portion that supports the motor 26 and a linear motion mechanism housing portion that supports the linear motion mechanism 25.
  • a fitting hole for supporting the motor 26 at a predetermined position in the case is formed in the motor housing portion.
  • the linear motion mechanism accommodating portion is formed with a fitting hole for supporting the linear motion mechanism 25 at a predetermined position in the case, a through hole for allowing the linear motion output portion 25a to advance and retreat.
  • the unit support member main body 3A includes the case 6b, a shock absorber mounting portion 6c serving as a shock absorber mounting portion, and a steering device coupling serving as a coupling portion of the first steering device 11 (FIG. 8). Part 6d.
  • the shock absorber mounting portion 6c and the steering device coupling portion 6d are also integrally formed with the unit support member main body 3A.
  • a shock absorber mounting portion 6c is formed on the upper portion of the outer surface portion of the unit support member main body 3A so as to protrude.
  • a steering device coupling portion 6d is formed on the side surface portion of the outer surface portion of the unit support member main body 3A so as to protrude.
  • the embodiment is means for instructing the steering instruction angle [delta] h of the first steering device 11 has been explained the case is a handle 200, means for instructing steering instruction angle [delta] h, the automatic operation device (Fig. (Not shown).
  • the first steering device 11 may have a structure in which the left and right wheels 9 and 9 serving as front wheels are mechanically interlocked, and the steering that drives a steering actuator (not shown) by operating the handle 200 is used. It may be a by-wire system.
  • SYMBOLS 2 ... Hub unit main body, 3 ... Unit support member, 5 ... Actuator for auxiliary steering, 6 ... Suspension frame component, 9 ... Wheel, 11 ... First steering device, 12 ... Suspension device, 15 ... Hub bearing, 25b

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

Cette invention concerne un système de direction équipé d'un mécanisme mécanique ayant une structure simple dans laquelle la sécurité est assurée, de telle sorte qu'il est possible de commander l'angle des roues avant gauche et droite en fonction de la vitesse du véhicule et de l'angle d'instruction de direction et d'améliorer la réactivité du véhicule à la commande de direction à partir d'un dispositif d'entraînement à direction automatique. Ce système de direction (100) comprend : un premier dispositif de direction (11) qui est relié mécaniquement à des roues avant gauche et droite (9) et dirige celles-ci en modifiant l'angle d'un composant de cadre de suspension (6) ; et un second dispositif de direction (150). Le second dispositif de direction (150) modifie l'angle des roues (9) par rapport au composant de cadre de suspension (6) en entraînant un actionneur de direction auxiliaire (5). L'unité de commande de direction auxiliaire (151) du second dispositif de direction (150) effectue une commande de telle sorte que les roues avant gauche et droite (9) sont tournées sur la base de l'angle d'instruction de direction et de la vitesse du véhicule à un angle de direction qui est la différence entre l'angle de direction déterminé par le modèle numérique de mouvement de véhicule et l'angle de direction réel.
PCT/JP2019/010105 2018-03-20 2019-03-12 Système de direction et véhicule équipé de celui-ci WO2019181663A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP19770509.8A EP3770040B1 (fr) 2018-03-20 2019-03-12 Système de direction et véhicule équipé de celui-ci
CN201980019636.1A CN111867921B (zh) 2018-03-20 2019-03-12 操舵系统和具有它的车辆
US17/025,176 US11459029B2 (en) 2018-03-20 2020-09-18 Steering system and vehicle equipped with same

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP2018053064 2018-03-20
JP2018-053064 2018-03-20
JP2018-178253 2018-09-25
JP2018178253 2018-09-25
JP2019-040354 2019-03-06
JP2019040354A JP7202930B2 (ja) 2018-03-20 2019-03-06 ステアリングシステムおよびそれを備えた車両

Related Child Applications (1)

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US17/025,176 Continuation US11459029B2 (en) 2018-03-20 2020-09-18 Steering system and vehicle equipped with same

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Cited By (1)

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Publication number Priority date Publication date Assignee Title
CN113110477A (zh) * 2021-04-26 2021-07-13 广东利元亨智能装备股份有限公司 移动控制方法、装置、系统、控制器及轮式移动设备

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JP2011016429A (ja) * 2009-07-08 2011-01-27 Nissan Motor Co Ltd 車両用制御装置
JP2012111463A (ja) * 2010-11-29 2012-06-14 Ntn Corp ステアバイワイヤ式操舵装置およびそれを備えた車両
DE102012206337A1 (de) 2012-04-18 2013-10-24 Schaeffler Technologies AG & Co. KG Gelenkige Lagerung eines Radlagers zur Sturz- und/oder Spurverstellung
JP2015117005A (ja) * 2013-11-18 2015-06-25 Ntn株式会社 ステアリング装置
JP2016118241A (ja) * 2014-12-19 2016-06-30 株式会社ショーワ アクチュエータ、及び車両用転舵装置
JP6270251B1 (ja) 2016-09-21 2018-01-31 マツダ株式会社 車両用挙動制御装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011016429A (ja) * 2009-07-08 2011-01-27 Nissan Motor Co Ltd 車両用制御装置
JP2012111463A (ja) * 2010-11-29 2012-06-14 Ntn Corp ステアバイワイヤ式操舵装置およびそれを備えた車両
DE102012206337A1 (de) 2012-04-18 2013-10-24 Schaeffler Technologies AG & Co. KG Gelenkige Lagerung eines Radlagers zur Sturz- und/oder Spurverstellung
JP2015117005A (ja) * 2013-11-18 2015-06-25 Ntn株式会社 ステアリング装置
JP2016118241A (ja) * 2014-12-19 2016-06-30 株式会社ショーワ アクチュエータ、及び車両用転舵装置
JP6270251B1 (ja) 2016-09-21 2018-01-31 マツダ株式会社 車両用挙動制御装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113110477A (zh) * 2021-04-26 2021-07-13 广东利元亨智能装备股份有限公司 移动控制方法、装置、系统、控制器及轮式移动设备
CN113110477B (zh) * 2021-04-26 2022-12-16 广东利元亨智能装备股份有限公司 移动控制方法、装置、系统、控制器及轮式移动设备

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