Rear wheel steering control system for vehicle

• US 5,212,641 A
• Filed: 09/24/1990
• Issued: 05/18/1993
• Est. Priority Date: 09/25/1989
• Status: Expired due to Fees

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Iwata, Toru, Tamura, Minoru, Imaseki, Takashi, Fukuyama, Yuichi
• Primary Examiner(s): Chin, Gary
• Application Number:
  US07/586,604
• Time in Patent Office: 967 Days
• Field of Search: 364/424.05, 364/426.02, 180/197, 180/79.1, 180/140-143, 280/91, 303/96, 303/103
• US Class Current: 701/41
• CPC Class Codes: B60K 28/10 responsive to conditions relating to the vehicle
• CPC Class Codes: B60K 28/16 responsive to, or preventing, skidding of wheels brake control systems for vehicle drive stability B60T8/1755; arrangements responsive to a speed condition for adjusting wheel braking force B60T8/32; control of vehicle driving stability otherwise than by controlling the propulsion unit only B60W30/02; preventing wheel slippage by reducing power in rail vehicles B61C15/00
• CPC Class Codes: B62D 7/148 provided with safety devices
• CPC Class Codes: B62D 7/159 characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition

Abstract

A rear wheel steering control system is provided. This system includes a traction control system which is responsive to generation of a difference in rotational speeds between front and rear wheels to recover traction of driven wheels and a compensating system which corrects a rear wheel steering angle, determined in a preselected relation to vehicle speed and a steered angle of the front wheels, based on the difference in rotational speeds between the front and rear wheels to provide a proper rear wheel target steering angle. The system restricts operation of the compensating system during operation of a traction control system to prevent a hunting frequency thereof from affecting the operation of the compensating system.

Claims

1. A rear wheel steering control system for a vehicle comprising:

first means for monitoring a steered angle of front wheels to provide a signal indicative thereof;

second means including sensors for monitoring rotational speeds of wheels for determining a difference in rotational speeds between the front and rear wheels and speed of the vehicle for deriving signals indicative thereof;

third means for determining a rear wheel steering angle based on the steered angle of the front wheels and the vehicle speed for deriving a signal indicative thereof;

fourth means for compensating the rear wheel steering angle determined by said third means based on the difference in rotational speeds between the front and rear wheels for deriving a rear wheel target steering angle;

fifth means responsive to the difference in rotational speeds between the front and rear wheels being greater than a preselected reference value for controlling traction of driven wheels so as to compensate the difference in rotational speeds between the front and rear wheels;

sixth means responsive to operation of said fifth means for restricting the compensating operation of said fourth means and deriving the rear wheel steering angle determined by said third means as the rear wheel target steering angle; and

seventh means for controlling an actual steering angle of the rear wheel according to the rear wheel target steering angle.

2. A system as set forth in claim 1, wherein said fourth means derives the rear wheel target steering angle θ

_r according to the following relation,

space="preserve" listing-type="equation">θ

.sub.r Kv×

θ

.sub.f +θ

.sub.4-Δ

v

where Kv is a steering ratio of the rear wheel steering angle to the steered angle of the front wheels θ

_f which is variable in a steering angle phase to that of θ

_f dependent upon the vehicle speed and θ

_r-Δ

v is a correction value for the rear wheel steering angle based on the difference in rotational speeds between the front and rear wheels.

3. A system as set forth in claim 2, wherein the correction value θ

_r-Δ

v provides a correction angle having a phase opposite the steered angle of the front wheels as values of Δ

V and Δ

V become greater, where Δ

V=the difference in rotational speeds of the driven wheels of compliance wheels of the vehicle and Δ

V=change of Δ

V between the present steering control cycle and a previous steering control cycle.

4. A system as set forth in claim 3, wherein said sixth means is responsive to the operation of said fifth means for holding the correction value to zero.

5. A system as set forth in claim 3, wherein said sixth means is responsive to the operation of said fifth means for retaining the correction value to a value that was derived one steering control cycle before the present cycle.

6. A system as set forth in claim 1, wherein said fifth means includes a throttle valve which is operable to be responsive to said difference in rotational speeds between the front and rear wheels being greater than said preselected reference value to reduce engine output, said sixth means being responsive to the operation of the throttle valve for holding a correction value for the rear wheel steering angle to zero and deriving the rear wheel steering angle determined by said third means as the rear wheel target steering angle.

7. A system as set forth in claim 6, wherein said fifth means determines a correction value for an opening of the throttle valve based on the difference in rotational speeds between the front and rear wheels (Δ

V) and a variation in value of a function of Δ

V, (Δ

V), where Δ

V=change of Δ

V between the steering control cycle and a previous steering control cycle when Δ

V is greater than the preselected reference value.

8. A system as set forth in claim 1, wherein said fourth means derives the rear wheel target steering angle θ

_r according to the following relation,

space="preserve" listing-type="equation">θ

.sub.r =K×

θ

-T×

θ

where

K;

K'"'"'-Δ

K

K'"'"';

a coefficient of a reference characteristic of rear wheel steering variable, according to vehicle speed

θ

;

a steered angle of a steering wheel

θ

;

steering angular velocity of a steering wheel

Δ

K;

a correction for a rear wheel steering angle

T;

a coefficient variable dependent upon the vehicle speed.

9. A rear wheel steering control system for a vehicle comprising:

first means for monitoring a steered angle of front wheels for deriving a signal indicative thereof;

second means including sensors for monitoring rotational speeds of wheels and determining a difference in rotational speeds between the front and rear wheels and the vehicle speed and for deriving signals indicative thereof;

third means for determining a rear wheel steering angle having a preselected relation to the steered angle of the front wheels and the vehicle speed for deriving a signal indicative thereof;

fourth means responsive to generation of a difference in rotational speeds between the front and rear wheels for deriving a correction value for the rear wheel steering angle determined by said third means in a preselected relation to a degree of difference in rotational speeds between the front and rear wheels and deriving a rear wheel target steering angle;

fifth means for controlling traction of driven wheels of the vehicle so as to compensate for the difference in rotational speeds between the front and rear wheels when a value representing the difference in rotational speeds between the front and rear wheels is greater than a reference value;

sixth means for holding the correction value to zero during traction control of driven wheels by said fifth means; and

seventh means for controlling an actual steering angle of the rear wheel according to the rear wheel target steering angle.

10. A system as set forth in claim 9, wherein said fifth means includes a throttle valve which is operable to reduce an engine output torque when said value representing the difference in rotational speeds between the front and rear wheels becomes greater than said preselected reference value.

11. A system as set forth in claim 10, wherein said fifth means determines a correction value for the throttle valve opening so as to compensate the difference in rotational speeds between the front and rear wheels.

12. A combination of a rear wheel steering control system and a traction control system for a vehicle comprising:

first means for monitoring a steered angle of front wheels to provide a signal indicative thereof;

second means including sensors for monitoring rotational speeds of wheels for determining a difference in rotational speeds between the front and rear wheels and the vehicle speed and for deriving signals indicative thereof;

third means for determining a rear wheel steering angle based on the steered angle of the front wheels and the vehicle speed for deriving a signal indicative thereof;

fourth means for compensating the rear wheel steering angle determined by said third means based on the difference in rotational speeds between the front and rear wheels for deriving a rear wheel target steering angle;

fifth means responsive to the difference in rotational speeds between the front and rear wheels being greater than a preselected reference value for restricting the compensating operation of said fourth means and driving the rear wheel steering angle as determined by said third means as the rear wheel target steering angle; and

sixth means for controlling an actual steering angle of the rear wheel according to the rear wheel target steering angle.

13. A system as set forth in claim 12, wherein said fourth means derives the rear wheel target steering angle θ

_r according to the following relation,

space="preserve" listing-type="equation">θ

.sub.r =Kv×

θ

.sub.f +θ

.sub.r-Δ

v

where Kv is a steering ratio of the rear wheel steering angle to the steered angle of the front wheels θ

_f which is variable in a steering angle phase to that of θ

_f dependent upon the vehicle speed and θ

_r-Δ

v is a correction value for the rear wheel steering angle based on the difference in rotational speeds between the front and rear wheels.

14. A system as set forth in claim 13, wherein the correction value θ

_r-Δ

v provides a correction angle having a phase opposite the steered angle of the front wheels as values of Δ

V and Δ

V become greater, where Δ

V=the difference in rotational speeds of the driven wheels of compliance wheels of the vehicle and Δ

V=change of Δ

V between the present steering control cycle and a previous steering control cycle.

15. A system as set forth in claim 14, wherein said fifth means restricts the compensating operation of said fourth means for holding the correction value to zero.

16. A system as set forth in claim 14, wherein said fifth means retains the correction value to a value that was derived one steering control cycle before the present cycle.

17. A method of controlling rear wheel steering of a vehicle comprising:

monitoring a steered angle of front wheels of the vehicle;

monitoring rotational speeds of front and rear wheels of the vehicle;

responding to the monitored speeds to determine (a) the difference in rotational speeds of the front and rear wheels and (b) speed of the vehicle;

determining rear wheel steering angle based on the steered angle of the front wheels and the vehicle speed;

compensating the rear wheel steering angle determined during the previous step based on the difference in rotational speeds between the front and rear wheels to derive a rear wheel target steering angle;

responding to the difference in rotational speeds between the front and rear wheels being greater than a preselected reference value to control traction of driven wheels of the vehicle so as to compensate for the difference in rotational speeds between the front and rear wheels;

responding to the traction control to restrict said compensating operation and derive the rear wheel target steering angle as determined by the steered angle of the front wheels and the vehicle speed; and

controlling the actual steering angle of the rear wheel according to the rear wheel target steering angle.

18. The method of claim 17 wherein said rear wheel target steering angle, θ

_r, is derived according to the following relation,

space="preserve" listing-type="equation">θ

.sub.r =Kv×

θ

.sub.f +θ

.sub.r-Δ

v

where Kv is a steering ratio of the rear wheel steering angle to the steered angle of the front wheels θ

_f which is variable in a steering angle phase to that of θ

_f dependent upon the vehicle speed and θ

_4-Δ

v is a correction value for the rear wheel steering angle based on the difference in rotational speeds between the front and rear wheels.

19. The method of claim 18 wherein the correction value θ

_r-Δ

v provides a correction angle having phase opposite the steered angle of the front wheels as values of Δ

V and Δ

V become greater, where Δ

V=the difference in rotational speeds between the front and rear wheels of the vehicle and Δ

V=change of Δ

V between the present steering control cycle and a previous steering control cycle.

20. The method of claim 19 wherein the correction value is held to zero in response to the difference in rotational speeds exceeding a referenced value.

21. The method of claim 19 wherein the compensating operation responds to the difference in rotational speeds exceeding the referenced value to retain the correction value at a value that was derived one steering control cycle before the present cycle.

22. The method of claim 17 wherein said traction is controlled by operating a throttle valve in response to said difference in rotational speeds between the front and rear wheels being greater than said preselected reference value to reduce engine output, the compensating operation being responsive to the operation of the throttle valve to hold a correction value for the rear wheel steering angle to zero and derive the rear wheel steering angle determined in response to the derived rear wheel target steering angle.

23. The method of claim 22 wherein a correction value for opening of the throttle valve is based on the difference in rotational speeds between the front and rear wheels (Δ

V) and a variation in a value of a function of (Δ

V) when Δ

V is greater than the preselected reference value, Δ

V is a time rate of change of Δ

V.

24. The method of claim 17 wherein the rear wheel target steering angle θ

_r is derived according to the following relation,

space="preserve" listing-type="equation">θ

.sub.r =K×

θ

-T×

θ

where

K=K'"'"'-Δ

K

K'"'"'=a coefficient of a reference characteristic of rear wheel steering variable, according to vehicle speed

θ

=a steered angle of a steering wheel

θ

=steering angular velocity of a steering wheel

Δ

K =a correction for a rear wheel steering angle

T=a variable coefficient dependent upon the vehicle speed.

25. A rear wheel steering control system for a vehicle comprising:

first means for monitoring a steered angle of front wheels of the vehicle and deriving a signal indicative thereof;

sensors for monitoring rotational speeds of wheels of the vehicle and deriving signals indicative thereof;

means for controlling an actual steering angle of the rear wheels according to a rear wheel target steering angle; and

means responsive to all said signals for activating said control means;

said activating means;

(a) determining a difference in rotational speeds between the front and rear wheels and speed of the vehicle to derive signals indicative thereof;

(b) determining a rear wheel steering angle based on the steered angle of the front wheels and the vehicle speed for deriving a signal indicative thereof;

(c) compensating the determined rear wheel steering angle based on the difference in rotational speeds between the front and rear wheels for deriving said rear wheel target steering angle;

(d) responding to the difference in rotational speeds between the front and rear wheels being greater than a preselected reference value for controlling traction of driven wheels of the vehicle so as to compensate for the difference in rotational speeds between the front and rear wheels; and

(e) responding to the traction control operation to restrict said compensating operation and derive the rear wheel steering angle as determined by the steered angle of the front wheels and the vehicle speed.

26. The system of claim 25 wherein said rear wheel target steering angle, θ

_r, is derived according to the following relation,

space="preserve" listing-type="equation">θ

.sub.r =Kv×

θ

.sub.f+θ

.sub.r-Δ

v

where Kv is a steering ratio of the rear wheel steering angle to the steered angle of the front wheels θ

_f which is variable in a steering angle phase to that of θ

_f dependent upon the vehicle speed and θ

_r-Δ

v is a correction value for the rear wheel steering angle based on the difference in rotational speeds between the front and rear wheels.

27. The system of claim 26 wherein the correction value θ

_r-Δ

v provides a correction angle having phase opposite the steered angle of the front wheels as values of Δ

V and Δ

V become greater, where Δ

V=the difference in rotational speeds between the front and rear wheels of the vehicle and Δ

V=change of Δ

V between the present steering control cycle and a previous steering control cycle.

28. The system of claim 27 wherein the correction value is held to zero in response to the difference in rotational speeds exceeding a referenced value.

29. The system of claim 27 wherein the compensating operation responds to the difference in rotational speeds exceeding the referenced value to retain the correction value at a value that was derived one steering control cycle before the present cycle.

30. The system of claim 25 wherein said activating means includes a throttle valve which is operable to be responsive to said difference in rotational speeds between the front and rear wheels being greater than said preselected reference value to reduce engine output, said activating means being responsive to the operation of the throttle valve for holding a correction value for the rear wheel steering angle to zero and deriving the rear wheel steering angle determined as the rear wheel target steering angle.

31. The system of claim 30 wherein said activating means determines a correction value for opening of the throttle valve is based on the difference in rotational speeds between the front and rear wheels (Δ

V) and a variation in a value of a function of (Δ

V) when Δ

V is greater that the preselected reference value, Δ

V is a time rate of change of Δ

V.

32. The system of claim 25 wherein the rear wheel target steering angle θ

_r is derived according to the following relation,

space="preserve" listing-type="equation">θ

.sub.r =K×

θ

-T×

θ

where

K=K'"'"'-Δ

K

K'"'"'=a coefficient of a reference characteristic of rear wheel steering variable, according to vehicle speed

θ

=a steered angle of a steering wheel

θ

=steering angular velocity of a steering wheel

Δ

K=a correction for a rear wheel steering angle

T=a coefficient variable dependent upon the vehicle speed.

33. A method of controlling rear wheel steering of a vehicle comprising:

monitoring a steered angle of front wheels of the vehicle;

monitoring rotational speeds of front and rear wheels of the vehicle;

responding to the monitored speeds to determine (a) the difference in rotational speeds of the front and rear wheels and (b) speed of the vehicle;

determining a rear wheel steering angle as a preselected relation to the steered angle of the front wheels and the vehicle speed;

responding to the difference in rotational speeds between the front and rear wheels to derive a correction value for the rear wheel steering angle determined in response to the steered angle of the front wheels and the vehicle speed in a preselected relation to a degree of difference in rotational speed between the front and rear wheels to derive a rear wheel target steering angle;

controlling traction of driven wheels of the vehicle so as to compensate for the difference in rotational speeds between the front and rear wheels when a value representing the difference in rotational speeds between the front and rear wheels is greater than a reference value;

holding the correction value to zero during the traction control step of the driven wheels; and

controlling the actual steering angle of the rear wheels according to the rear wheel target steering angle.

34. The method of claim 33 wherein the traction is controlled by operating a throttle valve to reduce an engine output when the difference in rotational speeds between the front and rear wheels becomes greater than said preselected reference value.

35. The method of claim 34 wherein the correction value for the throttle value opening is determined to compensate for the difference in rotational speeds between the front and rear wheels.

36. A method of controlling rear wheel steering of a vehicle comprising:

monitoring a steered angle of front wheels of the vehicle;

monitoring rotational speeds of front and rear wheels of the vehicle;

responding to the monitored speeds to determine (a) the difference in rotational speeds of the front and rear wheels and (b) speed of the vehicle;

determining rear wheel steering angle based on the steered angle of the front wheels and the vehicle speed;

compensating the rear wheel steering angle determined during the previous step based on the difference in rotational speeds between the front and rear wheels to derive a rear wheel target steering angle;

responding to the difference in rotational speeds between the front and rear wheels being greater than a preselected reference value to restrict the compensating operation and derive the rear wheel target steering angle as determined by the steered angle of the front wheels and the vehicle speed; and

controlling the actual steering angle of the rear wheels according to the derived rear wheel target steering angle.

37. The method of claim 36 wherein the rear wheel target steering angle θ

_r is determined according to the following relation,

space="preserve" listing-type="equation">θ

.sub.r =Kv×

θ

.sub.f +θ

.sub.-Δ

v

where Kv is a steering ratio of the rear wheel steering angle to the steered angle of the front wheels θ

_f which is variable in a steering angle phase to that of θ

_f dependent upon the vehicle speed and θ

_r-Δ

v is a correction value for the rear wheel steering angle based on the difference in rotational speeds between the front and rear wheels.

38. The method of claim 37 wherein the correction value θ

_r-Δ

v provides a correction angle having a phase opposite the steered angle of the front wheels as values of Δ

v and Δ

V become greater, where Δ

V=the difference in rotational speeds between the front and rear wheels of the vehicle and Δ

V=change of Δ

v between the present steering control cycle and a previous steering control cycle.

39. The method of claim 38 wherein the compensating operation holds the correction value to zero.

40. The method of claim 38 wherein the correction value is maintained at a value that was derived one steering control cycle before the present cycle.

41. A rear wheel steering control system for a vehicle comprising:

first means for monitoring a steered angle of front wheels of the vehicle and deriving a signal indicative thereof;

sensors for monitoring rotational speeds of wheels of the vehicle and deriving signals indicative thereof;

means for controlling an actual steering angle of the rear wheels according to a rear wheel target steering angle;

control means for traction of driven wheels of the vehicle; and

means responsive to all said signals for activating said control means;

said activating means;

(a) determining the difference in rotational speeds between the front and rear wheels and the speed of the vehicle to derive signals indicative thereof;

(b) determining a rear wheel steering angle based on a preselected relation of the steered angle of the front wheels and the vehicle speed to provide a signal indicative thereof;

(c) responding to the difference in rotational speeds between the front and rear wheels for deriving a correction value for the rear wheel steering angle determined by said preselected relation to the steered angle of the front wheels and the vehicle speed in a preselected relation to a degree of difference in rotational speeds between the front and rear wheels and deriving said rear wheel target steering angle;

(d) controlling traction of the driven wheels so as to compensate for the difference in rotational speeds between the front and rear wheels when a value representing the difference in rotational speeds between the front and rear wheels is greater than a reference value; and

(3) holding the correction value to zero during the traction control operation for the driven wheels.

42. The system of claim 41 wherein said activating means derives the rear wheel target steering angle θ

_r according to the following relation,

space="preserve" listing-type="equation">θ

.sub.r =Kv×

θ

.sub.f +θ

.sub.r-Δ

v

where Kv is a steering ratio of the rear wheel steering angle to the steered angle of the front wheels θ

_f which is variable in a steering angle phase to that of θ

_f dependent upon the vehicle speed and θ

_r-Δ

v is a correction value for the rear wheel steering angle based on the difference in rotational speeds between the front and rear wheels.

43. The system of claim 42 wherein the correction value θ

_r-Δ

v provides a correction angle having a phase opposite the steered angle of the front wheels as values of Δ

V and Δ

V become greater, where Δ

V=the difference in rotational speeds between the front and rear wheels of the vehicle and Δ

V=change of Δ

V between the present steering control cycle and a previous steering control cycle.

44. The system of claim 43 wherein said activating means restricts the compensating operation for holding the correction value to zero.

45. The system of claim 43 wherein said activating means retains the correction value to a value that was derived one steering control cycle before the present cycle.

46. A combination rear wheel steering control systems and traction control system for a vehicle comprising:

first means for monitoring a steered angle of front wheels of the vehicle and deriving a signal indicative thereof;

sensors for monitoring rotational speeds of wheels of the vehicle and deriving signals indicative thereof;

means for controlling an actual steering angle of the rear wheels according to a rear wheel target steering angle;

means for controlling traction of the vehicle;

means responsive to all said signals for activating said control means;

said activating means;

(a) determining the difference in rotational speeds between the front and rear wheels and the speed of the vehicle to derive signals indicative thereof;

(b) determining a rear wheel steering angle based on the steered angle of the front wheels and the vehicle speed for deriving a signal indicative thereof;

(c) compensating the determined rear wheel steering angle based on the difference in rotational speeds between the front and rear wheels to provide said rear wheel target steering angle;

(d) responding to the difference in rotational speeds between the front and rear wheels being greater than a preselected reference value for restricting the compensating operation and deriving the rear wheel steering angle as determined by the steered angle of the front wheels and the vehicle speed.

47. The system of claim 46 wherein said activating means derives the rear wheel target steering angle θ

_r according to the following relation,

space="preserve" listing-type="equation">θ

.sub.r =Kv×

θ

.sub.f+θ

.sub.r-Δ

v

where Kv is a steering ratio of the rear wheel steering angle to the steered angle of the front wheels θ

_f which is variable in a steering angle phase to that of θ

_f dependent upon the vehicle speed and θ

_r-Δ

v is a correction value for the rear wheel steering angle based on the difference in rotational speeds between the front and rear wheels.

48. The system of claim 47 wherein the correction value θ

_r-Δ

v provides a correction angle having a phase opposite the steered angle of the front wheels as values of Δ

V and Δ

V become greater, where Δ

V=the difference in rotational speeds between the front and rear wheels of the vehicle and Δ

V=change of Δ

V between the present steering control cycle and a previous steering control cycle.

49. The system of claim 48 wherein said activating means restricts the compensating operation of said fourth means for holding the correction value to zero.

50. The system as set forth in claim 48 wherein said activating means retains the correction value to a value that was derived one steering control cycle before the present cycle.