JP2007331625A - Steering mechanism using noncircular gear pair - Google Patents

Steering mechanism using noncircular gear pair Download PDF

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JP2007331625A
JP2007331625A JP2006166851A JP2006166851A JP2007331625A JP 2007331625 A JP2007331625 A JP 2007331625A JP 2006166851 A JP2006166851 A JP 2006166851A JP 2006166851 A JP2006166851 A JP 2006166851A JP 2007331625 A JP2007331625 A JP 2007331625A
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gear
wheel
steering
turning
angle
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JP5050419B2 (en
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Koji Kumagai
幸司 熊谷
Kunihiko Morikawa
邦彦 森川
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Nissan Motor Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering mechanism using a noncircular gear pair for setting a large steering angle for an outer wheel with respect to a steering of a steering wheel. <P>SOLUTION: In a wheel steering gear 6, a pitch curve of the wheel steering gear 6 is formed so that a second gear 61 is turned at a fixed ratio with respect to the rotation of a first gear 60 on the turning outer wheel side. That is, on the turning outer wheel side, a gear ratio dψ/dθ of the first gear 60 to the second gear 61 is constant, and a steered wheel 7 is turned at a fixed ratio by steering via the steering wheel 1. The pitch curve of the wheel steering gear 6 is formed so that rotation of the second gear 61 is increased according to increase in a rotation angle of the first gear 60 on the turning inner wheel side. That is, on the turning inner wheel side, the gear ratio dψ/dθ of the first gear 60 to the second gear 61 is increased according to increase in rotation of the first gear 60, and a turning angle of the steered wheel 7 is increased with respect to a steering wheel steering angle. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、操向車輪転舵時に、外輪と内輪の転舵角を異ならせるように非円形歯車対を用いたステアリング機構に関する。   The present invention relates to a steering mechanism using a pair of non-circular gears so that the turning angles of an outer wheel and an inner wheel are different at the time of steered wheel turning.

この種の技術としては、特許文献１に記載の技術が開示されている。この公報では、非円形歯車対により入力操作（ステアリングホイールの操舵角等）を操舵車輪の転舵角に変換している。この非円形歯車対は、仮想二輪車を想定し、この仮想二輪車の後輪を原点(0,0)、後輪の車軸に沿った座標軸をξ軸、後輪の前進方向に沿った座標軸をη軸とする直交座標(ξ,η)を用いて仮想二輪車の操舵車輪Soの座標を(0,1)、実在する操舵車輪Sjの座標を(ξj,ηj)、仮想操舵車輪Soの操舵角をθo,実操舵車輪Sjの操舵角をθjで表すとき、contθo-ηj・contθj=ξjを満たし、かつ互いに噛合うように、各ピッチ曲線が定められている。これにより、車両の旋回中心を任意の点に設定できるので、小回り性が向上する。
特許３２３７８７２号公報 As this type of technology, the technology described in Patent Document 1 is disclosed. In this publication, an input operation (steering angle of a steering wheel, etc.) is converted into a turning angle of a steering wheel by a non-circular gear pair. This non-circular gear pair is assumed to be a virtual motorcycle, the rear wheel of this virtual motorcycle is the origin (0,0), the coordinate axis along the rear axle is the ξ axis, and the coordinate axis along the forward direction of the rear wheel is η Using the orthogonal coordinates (ξ, η) as axes, the coordinates of the steering wheel So of the virtual motorcycle are (0, 1), the coordinates of the actual steering wheel Sj are (ξj, ηj), and the steering angle of the virtual steering wheel So is When θo and the steering angle of the actual steering wheel Sj are represented by θj, each pitch curve is defined so as to satisfy contθo−ηj · contθj = ξj and mesh with each other. As a result, the turning center of the vehicle can be set to an arbitrary point, so that the turning ability is improved.
Japanese Patent No. 3237872

上記従来技術においては、仮想二輪車の操舵車輪に基づいて非円形歯車対を設計しているため、非円形歯車は楕円形状となる。車両の左右の操舵車輪に設けられた非円形歯車対を同形状に設計されているとすると、旋回外輪側の非歯車対のギヤ比が小さくなり、旋回外輪側の車輪はステアリングホイールの操舵に対する切れ角が鈍くなるといった問題があった。   In the above prior art, since the non-circular gear pair is designed based on the steering wheel of the virtual motorcycle, the non-circular gear has an elliptical shape. If the non-circular gear pairs provided on the left and right steering wheels of the vehicle are designed to have the same shape, the gear ratio of the non-gear pair on the turning outer wheel side becomes smaller, and the wheels on the turning outer wheel side are less susceptible to steering of the steering wheel. There was a problem that the cutting angle became dull.

本発明に上記問題に着目してなされたもので、その目的とするところは、ステアリングホイールの操舵角に対する外輪の転舵角を大きく設定できる非円形歯車対を用いたステアリング機構を提供することにある。   The present invention has been made paying attention to the above problems, and an object thereof is to provide a steering mechanism using a pair of non-circular gears that can set a large turning angle of an outer wheel with respect to a steering angle of a steering wheel. is there.

上記目的を達成するため、操向車輪に設けられ、ステアリングホイールの操舵角を操向車輪の転舵角に変換する非円形歯車対を用いたステアリング機構において、非円形歯車対は、前記ステアリングホイールに接続される第１ギヤと、操向車輪に接続される第２ギヤと、を有し、第１ギヤの回転角をθ、第２ギヤの回転角をφとし、dφ/dθをギヤ比と定義すると、旋回外輪側の非円形歯車対のギヤ比は1以上であって、旋回内輪側の非円形歯車対のギヤ比は、旋回外輪側の非円形歯車対のギヤ比以上となるようにした。   In order to achieve the above object, a steering mechanism using a non-circular gear pair provided on a steered wheel and converting a steering angle of the steering wheel into a steered angle of the steered wheel, wherein the non-circular gear pair is the steering wheel. A first gear connected to the steering wheel and a second gear connected to the steering wheel, wherein the rotation angle of the first gear is θ, the rotation angle of the second gear is φ, and dφ / dθ is the gear ratio. The gear ratio of the non-circular gear pair on the turning outer ring side is 1 or more, and the gear ratio of the non-circular gear pair on the turning inner ring side is equal to or higher than the gear ratio of the non-circular gear pair on the turning outer ring side. I made it.

よって、旋回外輪側の操向車輪の切れ角に対して旋回内側の操向車輪の切れ角を大きく設定するとともに、ステアリングホイールの操舵に対して旋回外側の操向車輪の十分な切れ角を成すことができる。   Therefore, the turning angle of the steering wheel on the inner side of the turning is set larger than the turning angle of the steering wheel on the outer side of the turning wheel, and a sufficient turning angle of the steering wheel on the outer side of the turning is made with respect to the steering wheel. be able to.

以下、本発明の非円形歯車対を用いたステアリング機構を実現する最良の形態を、実施例１および実施例２に基づいて説明する。   Hereinafter, the best mode for realizing a steering mechanism using a non-circular gear pair of the present invention will be described based on Example 1 and Example 2.

まず構成を説明する。   First, the configuration will be described.

図１は、実施例１のステアリング装置の全体構成図である。   FIG. 1 is an overall configuration diagram of the steering apparatus according to the first embodiment.

実施例1のステアリング装置は、前輪転舵機構を備えている。この前輪転舵機構は、ステアリングホイール１と、ステアリングホイール１と接続するコラムシャフト２と、コラムシャフト２の回転を増速してステアリングシャフト４に伝達する第１交差歯車３と、ステアリングシャフト４の回転を車輪操向歯車６に伝達する第２交差歯車５とから構成される。   The steering device according to the first embodiment includes a front wheel steering mechanism. The front wheel steering mechanism includes a steering wheel 1, a column shaft 2 connected to the steering wheel 1, a first cross gear 3 that accelerates the rotation of the column shaft 2 and transmits the rotation to the steering shaft 4, and the steering shaft 4 The second cross gear 5 transmits the rotation to the wheel steering gear 6.

コラムシャフト２には操舵力アシストモータ２０が設けられ、運転者の操舵力負担を軽減することができる。   The column shaft 2 is provided with a steering force assist motor 20 to reduce the driver's steering force burden.

車輪操向歯車６は、非円形の第１ギヤ６０と第２ギヤ６１とから構成される非円形歯車対である。第１ギヤ６０は第２交差歯車と接続され、ステアリングシャフト４の車幅方向を軸とした回転を、上下方向を軸とした回転に変換されて伝達される。第２ギヤ６１の回転軸は、操向車輪７のナックル回転軸と一致して設けられ、操向車輪７と一体に回転する。   The wheel steering gear 6 is a non-circular gear pair composed of a non-circular first gear 60 and a second gear 61. The first gear 60 is connected to the second cross gear, and the rotation of the steering shaft 4 about the vehicle width direction is converted into the rotation about the vertical direction and transmitted. The rotation axis of the second gear 61 is provided so as to coincide with the knuckle rotation axis of the steering wheel 7 and rotates integrally with the steering wheel 7.

左右の操向車輪７は、共通の一点を中心に旋回するように設定されており、その中心が後輪の延長線と一致するとき、以下のアッカーマン・ジャントの式に一致する。
W/L=cotβ-cotα
ここで、内輪の切れ角をα、外輪の切れ角をβ、前後輪の車軸間距離をL、左右キングピン間距離をWとする。 The left and right steering wheels 7 are set so as to turn around a common point, and when the center coincides with the extension line of the rear wheel, the following Ackerman-Jant equation is satisfied.
W / L = cotβ-cotα
Here, the inner wheel turning angle is α, the outer wheel turning angle is β, the distance between the front and rear axles is L, and the distance between the left and right king pins is W.

図２は、左の操向車輪７に設けた車輪操向歯車６のピッチ曲線の形状を示した図である。車輪操向歯車６の第１ギヤ６０および第２ギヤ６１はピッチ曲線が非円形状に形成されたギヤである。第１ギヤ６０と第２ギヤ６１の回転軸間距離はaに設定されている。   FIG. 2 is a diagram showing the shape of the pitch curve of the wheel steering gear 6 provided on the left steering wheel 7. The first gear 60 and the second gear 61 of the wheel steering gear 6 are gears having a non-circular pitch curve. The distance between the rotation axes of the first gear 60 and the second gear 61 is set to a.

ステアリングホイール１を右に操舵すると操向車輪７は右に転舵し、この操向車輪７と一体に回転する第２ギヤ６１も右に回転する（図中のR方向）。一方、第２ギヤ６１と噛合う第１ギヤ６０は左に回転する（図中のR方向）。このとき左の操向車輪７は旋回外輪側となる。左の操向車輪７が旋回外輪側となるとき、第１ギヤ６０は中立位置から角度θ1の範囲（第１外側噛合い部６０ａ）で、第２ギヤ６１の中立位置から角度φ1の範囲（第２外側噛合い部６１ａ）と噛合う。   When the steering wheel 1 is steered to the right, the steered wheel 7 is steered to the right, and the second gear 61 that rotates integrally with the steered wheel 7 also rotates to the right (R direction in the figure). On the other hand, the first gear 60 that meshes with the second gear 61 rotates to the left (R direction in the figure). At this time, the left steering wheel 7 is on the turning outer wheel side. When the left steering wheel 7 is on the turning outer wheel side, the first gear 60 is in the range of the angle θ1 from the neutral position (first outer meshing portion 60a), and the range of the angle φ1 from the neutral position of the second gear 61 ( It meshes with the second outer meshing part 61a).

逆にステアリングホイール１を左に操舵すると操向車輪７は左に転舵し、この操向車輪７と一体に回転する第２ギヤ６１も左に回転する（図中のL方向）。一方、第２ギヤ６１と噛合う第１ギヤ６０は右に回転する（図中のL方向）。このとき左の操向車輪７は旋回内輪側となる。左の操向車輪７が旋回内輪側となるとき、第１ギヤ６０は中立位置から角度θ2の範囲（第１内側噛合い部６０ｂ）で、第２ギヤ６１の中立位置から角度φ2の範囲（第２内側噛合い部６１ｂ）と噛合う。   Conversely, when the steering wheel 1 is steered to the left, the steered wheel 7 is steered to the left, and the second gear 61 that rotates integrally with the steered wheel 7 also rotates to the left (L direction in the figure). On the other hand, the first gear 60 that meshes with the second gear 61 rotates to the right (L direction in the figure). At this time, the left steering wheel 7 is on the turning inner wheel side. When the left steering wheel 7 is on the turning inner wheel side, the first gear 60 is in the range of the angle θ2 from the neutral position (first inner meshing portion 60b) and the range of the angle φ2 from the neutral position of the second gear 61 ( It meshes with the second inner meshing part 61b).

図３は、図２に示した車輪操向歯車６の第１ギヤ６０と第２ギヤ６１の回転角の関係を示したものである。横軸は第１ギヤ６０の回転角（操向車輪７中立位置のときを基準とした回転変位）θを示し、縦軸は第２ギヤ６１の回転角（操向車輪７中立位置のときを基準とした回転変位）φを示す。   FIG. 3 shows the relationship between the rotation angles of the first gear 60 and the second gear 61 of the wheel steering gear 6 shown in FIG. The horizontal axis indicates the rotation angle of the first gear 60 (rotational displacement based on the steering wheel 7 in the neutral position) θ, and the vertical axis indicates the rotation angle of the second gear 61 (in the steering wheel 7 in the neutral position). Reference rotational displacement) φ.

図３に示すように、旋回外輪側の車輪操向歯車６は、第１ギヤ６０の回転に対して、第２ギヤ６１が一定の割合で回転するようにピッチ曲線が形成される。一方、旋回内輪側の車輪操向歯車６は、第１ギヤ６０の回転角が増加するほど、第２ギヤ６１の回転が増加するようにピッチ曲線が形成される。   As shown in FIG. 3, the wheel steering gear 6 on the turning outer wheel side is formed with a pitch curve so that the second gear 61 rotates at a constant rate with respect to the rotation of the first gear 60. On the other hand, the wheel steering gear 6 on the turning inner wheel side is formed with a pitch curve such that the rotation of the second gear 61 increases as the rotation angle of the first gear 60 increases.

また、第１ギヤ６０の回転角がθa以下の場合には、旋回外輪側と旋回内輪側の第１ギヤ６０と第２ギヤ６１の回転角の関係は一致するように形成される。この第１ギヤ６０の回転角θaは、高速走行時に通常使用する操向車輪７の転舵範囲（転舵角γ）に対応する角度に設定する。   Further, when the rotation angle of the first gear 60 is equal to or smaller than θa, the relationship between the rotation angles of the first gear 60 and the second gear 61 on the turning outer wheel side and the turning inner wheel side is formed to be the same. The rotation angle θa of the first gear 60 is set to an angle corresponding to the turning range (steering angle γ) of the steered wheel 7 that is normally used during high-speed traveling.

また、第２ギヤ６０のピッチ曲線の回転軸からの距離をrφ、第１ギヤ６０の回転角をθ、第２ギヤ６１の回転角をφ、第１ギヤ６０と第２ギヤ６１の回転軸間の距離をaとし、車輪操向歯車６のピッチ曲線およびピッチ曲線の導関数を極座標表示すると、以下の式で表される。

Figure 2007331625
すなわち、第１ギヤ６０と第２ギヤ６１とはdθ/dφおよびd2θ/dφ2が、第１ギヤ６０と第２ギヤ６１の噛合い範囲内で連続であればよい。 Further, the distance from the rotation axis of the pitch curve of the second gear 60 is rφ, the rotation angle of the first gear 60 is θ, the rotation angle of the second gear 61 is φ, and the rotation axes of the first gear 60 and the second gear 61. When the distance between them is a, and the polar curve of the pitch curve of the wheel steering gear 6 and the derivative of the pitch curve is expressed by the following equation:
Figure 2007331625
That is, the first gear 60 and the second gear 61 need only have dθ / dφ and d 2 θ / dφ 2 continuous within the meshing range of the first gear 60 and the second gear 61.

また、車輪操向歯車６はピッチ曲線が滑らかに連結するように、第１ギヤ６０の第１外輪側噛合い部６０ａと第１内輪側噛合い部６０ｂとは、その接続部において接線方向が一致するように形成される。同じく、第２ギヤ６１の第２外輪側噛合い部６１ａと第２内輪側噛合い部６１ｂとは、その接続部において接線方向が一致するように形成される。   Further, the wheel steering gear 6 has a tangential direction at the connecting portion between the first outer ring side meshing portion 60a and the first inner ring side meshing portion 60b of the first gear 60 so that the pitch curve smoothly connects. Formed to match. Similarly, the second outer ring side meshing portion 61a and the second inner ring side meshing portion 61b of the second gear 61 are formed so that the tangential directions thereof coincide with each other at the connection portion.

次に作用について説明する。   Next, the operation will be described.

従来の非円形歯車対を用いたステアリング機構においては、非円形歯車として楕円形の歯車が用いられていた。図４は従来の左の操向車輪７に設けた車輪操向歯車６のピッチ曲線の形状を示した図である。車輪操向歯車６の第１ギヤ６２および第２ギヤ６３はピッチ曲線が楕円形状に形成されたギヤである。第１ギヤ６２と第２ギヤ６３の回転軸間距離はaに設定されている。   In a steering mechanism using a conventional non-circular gear pair, an elliptical gear is used as the non-circular gear. FIG. 4 is a diagram showing the shape of the pitch curve of the wheel steering gear 6 provided on the conventional left steering wheel 7. The first gear 62 and the second gear 63 of the wheel steering gear 6 are gears whose pitch curves are formed in an elliptical shape. The distance between the rotation axes of the first gear 62 and the second gear 63 is set to a.

ステアリングホイール１を右に操舵すると操向車輪７は右に転舵し、この操向車輪７と一体に回転する第２ギヤ６３も右に回転する（図中のR方向）。一方、第２ギヤ６３と噛合う第１ギヤ６２は左に回転する（図中のR方向）。このとき左の操向車輪７は旋回外輪側となる。左の操向車輪７が旋回外輪側となるとき、第１ギヤ６２は中立位置から角度θ3の範囲で、第２ギヤ６３の中立位置から角度φ3の範囲と噛合う。   When the steering wheel 1 is steered to the right, the steered wheel 7 is steered to the right, and the second gear 63 that rotates integrally with the steered wheel 7 also rotates to the right (R direction in the figure). On the other hand, the first gear 62 that meshes with the second gear 63 rotates to the left (R direction in the figure). At this time, the left steering wheel 7 is on the turning outer wheel side. When the left steering wheel 7 is on the turning outer wheel side, the first gear 62 is engaged with the angle θ3 from the neutral position and the angle φ3 from the neutral position of the second gear 63.

逆にステアリングホイール１を左に操舵すると操向車輪７は左に転舵し、この操向車輪７と一体に回転する第２ギヤ６１も左に回転する（図中のL方向）。一方、第２ギヤ６１と噛合う第１ギヤ６０は右に回転する（図中のL方向）。このとき左の操向車輪７は旋回内輪側となる。左の操向車輪７が旋回内輪側となるとき、第１ギヤ６０は中立位置から角度θ4の範囲で、第２ギヤ６１の中立位置から角度φ4の範囲と噛合う。   Conversely, when the steering wheel 1 is steered to the left, the steered wheel 7 is steered to the left, and the second gear 61 that rotates integrally with the steered wheel 7 also rotates to the left (L direction in the figure). On the other hand, the first gear 60 that meshes with the second gear 61 rotates to the right (L direction in the figure). At this time, the left steering wheel 7 is on the turning inner wheel side. When the left steering wheel 7 is on the turning inner wheel side, the first gear 60 meshes with the angle θ4 from the neutral position and the angle φ4 from the neutral position of the second gear 61.

図５は、車輪操向歯車６のピッチ曲線を楕円形状に形成した非歯車対を用いたときの第１ギヤ６２と第２ギヤ６３との回転変位の関係を示すグラフである。横軸は第１ギヤ６２の回転角（操向車輪７中立位置のときを基準として回転変位）θを示し、縦軸は第２ギヤ６３の回転角（操向車輪７中立位置のときを基準として回転変位）φを示す。図５中の点線は第１ギヤ６２の回転に対して、第２ギヤ６３が一定の割合で回転する場合を示している。つまり、第１ギヤ６２と第２ギヤ６３のギヤ比(dφ/dθ)は一定であり、ステアリングホイール１の操舵に対して操向車輪７は一定の割合で切れる場合を示す。   FIG. 5 is a graph showing the relationship of rotational displacement between the first gear 62 and the second gear 63 when using a non-gear pair in which the pitch curve of the wheel steering gear 6 is formed in an elliptical shape. The horizontal axis represents the rotation angle (rotational displacement with respect to the steering wheel 7 in the neutral position) θ of the first gear 62, and the vertical axis represents the rotation angle of the second gear 63 (in the steering wheel 7 in the neutral position). As rotational displacement) φ. A dotted line in FIG. 5 indicates a case where the second gear 63 rotates at a constant rate with respect to the rotation of the first gear 62. That is, the gear ratio (dφ / dθ) between the first gear 62 and the second gear 63 is constant, and the steered wheel 7 is turned off at a constant rate with respect to the steering of the steering wheel 1.

図５に示すように、旋回内輪側の車輪操向歯車６は、第１ギヤ６２の回転角が増加するほど、第２ギヤ６３の回転が増加する。すなわち、第１ギヤ６２と第２ギヤ６３のギヤ比(dφ/dθ)は、第１ギヤ６２の回転の増加に伴って増加し、ステアリングホイール１の操舵角に対して操向車輪７の切れ角が大きくなる。一方、旋回外輪側の車輪操向歯車６は、第１ギヤ６２の回転角が増加するほど、第２ギヤ６３の回転が減少する。すなわち、第１ギヤ６２と第２ギヤ６３のギヤ比(dφ/dθ)は、第１ギヤ６２の回転の増加に伴って減少し、ステアリングホイール操舵角に対して操向車輪７の切れ角が小さくなる。   As shown in FIG. 5, in the wheel steering gear 6 on the turning inner wheel side, the rotation of the second gear 63 increases as the rotation angle of the first gear 62 increases. That is, the gear ratio (dφ / dθ) between the first gear 62 and the second gear 63 increases as the rotation of the first gear 62 increases, and the steering wheel 7 breaks with respect to the steering angle of the steering wheel 1. The corner becomes larger. On the other hand, in the wheel steering gear 6 on the turning outer wheel side, the rotation of the second gear 63 decreases as the rotation angle of the first gear 62 increases. That is, the gear ratio (dφ / dθ) between the first gear 62 and the second gear 63 decreases as the rotation of the first gear 62 increases, and the turning angle of the steering wheel 7 with respect to the steering wheel steering angle is reduced. Get smaller.

これは、車輪操向歯車６にピッチ曲線を楕円形状に形成した非円形歯車対を用いたため、次のように設定する必要があるからである。   This is because the non-circular gear pair in which the pitch curve is formed in an elliptical shape is used for the wheel steering gear 6, and it is necessary to set as follows.

車輪操向歯車６のピッチ曲線を楕円形状に形成した場合、第１ギヤ６２および第２ギヤ６３の回転によって、ピッチ曲線と回転軸との距離は絶えず変化する。すなわち、第１ギヤ６２と第２ギヤ６３とのギヤ比(dφ/dθ)は回転に伴い増減する。車両の旋回半径を小さくするためには、操向車輪７の旋回外輪側の転舵角βに対して、旋回内輪側の転舵角αを大きくすることが望ましい。   When the pitch curve of the wheel steering gear 6 is formed in an elliptical shape, the distance between the pitch curve and the rotation shaft is constantly changed by the rotation of the first gear 62 and the second gear 63. That is, the gear ratio (dφ / dθ) between the first gear 62 and the second gear 63 increases and decreases with rotation. In order to reduce the turning radius of the vehicle, it is desirable to increase the turning angle α on the turning inner wheel side with respect to the turning angle β on the turning outer wheel side of the steering wheel 7.

そのため、車輪操向歯車６のピッチ曲線を楕円形状に形成した場合、ステアリングホイール１の転舵によって、車輪操向歯車６の第１ギヤ６２と第２ギヤ６３とのギヤ比(dφ/dθ)が小さくなる範囲を旋回外輪側で用い、第１ギヤ６２と第２ギヤ６３とのギヤ比(dφ/dθ)が大きくなる範囲を旋回内輪側で用いる。   Therefore, when the pitch curve of the wheel steering gear 6 is formed in an elliptical shape, the gear ratio (dφ / dθ) between the first gear 62 and the second gear 63 of the wheel steering gear 6 is determined by turning the steering wheel 1. Is used on the turning outer wheel side, and the range in which the gear ratio (dφ / dθ) between the first gear 62 and the second gear 63 is increased is used on the turning inner wheel side.

そこで実施例１では、旋回外輪側の車輪操向歯車６は、第１ギヤ６０の回転に対して、第２ギヤ６１が一定の割合で回転するように車輪操向歯車６のピッチ曲線を形成した。すなわち、第１ギヤ６０と第２ギヤ６１のギヤ比(dφ/dθ)は一定であり、ステアリングホイール１の操舵に対して操向車輪７は一定の割合で切れるように設定した。一方、旋回内輪側の車輪操向歯車６は、第１ギヤ６０の回転角が増加するほど、第２ギヤ６１の回転が増加するように車輪操向歯車６のピッチ曲線を形成した。すなわち、第１ギヤ６０と第２ギヤ６１のギヤ比(dφ/dθ)は、第１ギヤ６０の回転の増加に伴って増加し、ステアリングホイール操舵角に対して操向車輪７の切れ角が大きくなるように設定した。   Therefore, in the first embodiment, the wheel steering gear 6 on the turning outer wheel side forms a pitch curve of the wheel steering gear 6 so that the second gear 61 rotates at a constant rate with respect to the rotation of the first gear 60. did. That is, the gear ratio (dφ / dθ) between the first gear 60 and the second gear 61 is constant, and the steering wheel 7 is set to be cut at a constant rate with respect to the steering of the steering wheel 1. On the other hand, the wheel steering gear 6 on the turning inner wheel side forms a pitch curve of the wheel steering gear 6 so that the rotation of the second gear 61 increases as the rotation angle of the first gear 60 increases. That is, the gear ratio (dφ / dθ) between the first gear 60 and the second gear 61 increases as the rotation of the first gear 60 increases, and the turning angle of the steering wheel 7 with respect to the steering wheel steering angle is increased. It set so that it might become large.

そのため、旋回外輪側の操向車輪７の切れ角に対して旋回内側の操向車輪７の切れ角を大きく設定するとともに、ステアリングホイール１の操舵に対して旋回外側の操向車輪７の十分な切れ角を成すことができる。   Therefore, the turning angle of the steering wheel 7 on the inner side of the turning is set larger than the turning angle of the steering wheel 7 on the outer side of the turning wheel, and the steering wheel 7 on the outer side of the turning is sufficient for the steering of the steering wheel 1. A cutting angle can be made.

また、実施例１では第１ギヤ６０の第１外輪側噛合い部６０ａと第１内輪側噛合い部６０ｂの接続部において接線方向が一致するように形成した。同じく第２ギヤ６１の第２外輪側噛合い部６１ａと第２内輪側噛合い部６１ｂの接続部において接線方向が一致するように形成した。そのため、操向車輪７が中立位置付近における第１ギヤ６０と第２ギヤ６１との回転力伝達を滑らかに行うことができる。   Further, in the first embodiment, the tangential direction is formed to coincide with the connection portion between the first outer ring side meshing portion 60a of the first gear 60 and the first inner ring side meshing portion 60b. Similarly, the second tangent portion 61a of the second gear 61 is formed so that the tangential direction coincides with the connecting portion of the second inner ring side meshing portion 61b. Therefore, it is possible to smoothly transmit the rotational force between the first gear 60 and the second gear 61 in the vicinity of the neutral position of the steering wheel 7.

また、実施例１では、第１ギヤ６０と第２ギヤ６１とはdθ/dφおよびd2θ/dφ2が、第１ギヤ６０と第２ギヤ６１の噛合い範囲内で連続であるように形成した。そのため、第１ギヤ６０と第２ギヤ６１との回転力伝達を滑らかに行うことができる。 In the first embodiment, the first gear 60 and the second gear 61 have dθ / dφ and d 2 θ / dφ 2 that are continuous within the meshing range of the first gear 60 and the second gear 61. Formed. Therefore, torque transmission between the first gear 60 and the second gear 61 can be performed smoothly.

また、実施例１では、第１ギヤ６０の回転角がθa以下の場合には、旋回外輪側と旋回内輪側の第１ギヤ６０と第２ギヤ６１の回転角の関係は一致するように形成した。すなわち、ステアリングホイール１の左右の操舵角が設定値以下の範囲（高速走行時に通常使用する操向車輪７の転舵範囲に対応）においては、旋回外輪側の車輪操向歯車６のギヤ比と旋回内輪側の車輪操向歯車６のギヤ比が等しくなるように、車輪操向歯車６のピッチ曲線を形成した。   Further, in the first embodiment, when the rotation angle of the first gear 60 is equal to or smaller than θa, the relationship between the rotation angles of the first gear 60 and the second gear 61 on the turning outer wheel side and the turning inner wheel side is formed to be the same. did. That is, in the range where the left and right steering angles of the steering wheel 1 are equal to or less than the set value (corresponding to the steered range of the steered wheel 7 that is normally used during high speed traveling), the gear ratio of the wheel steered gear 6 on the turning outer wheel side is The pitch curve of the wheel steering gear 6 was formed so that the gear ratio of the wheel steering gear 6 on the turning inner wheel side would be equal.

図６は、操向車輪７の転舵角に対するギヤ比の関係を示す図である。図６に示すように、高速走行時に通常使用する操向車輪７の転舵範囲（転舵角γ）においては、旋回外輪側も旋回内輪側もギヤ比は等しくなる。そのため、操向車輪７の旋回外輪側も旋回内輪側も同一方向に転舵されるため、高速走行時の操舵の安定性を向上させることができる。   FIG. 6 is a diagram showing the relationship of the gear ratio with respect to the steered angle of the steering wheel 7. As shown in FIG. 6, in the steered range (steering angle γ) of the steered wheel 7 that is normally used during high-speed traveling, the gear ratio is the same on both the turning outer wheel side and the turning inner wheel side. Therefore, since the turning outer wheel side and the turning inner wheel side of the steering wheel 7 are steered in the same direction, it is possible to improve the stability of steering during high speed traveling.

また実施例１では、旋回内輪側の車輪操向歯車６を、第１ギヤ６０の回転角が増加するほど、第２ギヤ６１の回転が増加するように形成した。すなわち、第１ギヤ６０と第２ギヤ６１のギヤ比(dφ/dθ)は、操向車輪７の中立位置において最も小さく、転舵角が大きくなるほど大きくなる。そのため、中立位置付近では、ステアリングホイール１の操作に対して操向車輪７の転舵が鈍くなるため車両の直進安定性が向上する。   Further, in the first embodiment, the wheel steering gear 6 on the turning inner ring side is formed such that the rotation of the second gear 61 increases as the rotation angle of the first gear 60 increases. That is, the gear ratio (dφ / dθ) between the first gear 60 and the second gear 61 is the smallest at the neutral position of the steered wheel 7, and increases as the turning angle increases. Therefore, in the vicinity of the neutral position, the steering of the steering wheel 7 becomes dull with respect to the operation of the steering wheel 1, so that the straight running stability of the vehicle is improved.

（１）旋回外輪側の車輪操向歯車６は、第１ギヤ６０の回転に対して、第２ギヤ６１が一定の割合で回転するように車輪操向歯車６のピッチ曲線を形成した。すなわち、第１ギヤ６０と第２ギヤ６１のギヤ比(dφ/dθ)は一定であり、ステアリングホイール１の操舵に対して操向車輪７は一定の割合で切れるように設定した。一方、旋回内輪側の車輪操向歯車６は、第１ギヤ６０の回転角が増加するほど、第２ギヤ６１の回転が増加するように車輪操向歯車６のピッチ曲線を形成した。すなわち、第１ギヤ６０と第２ギヤ６１のギヤ比(dφ/dθ)は、第１ギヤ６０の回転の増加に伴って増加し、ステアリングホイール操舵角に対して操向車輪７の切れ角が大きくなるように設定した。   (1) The wheel steering gear 6 on the turning outer wheel side forms a pitch curve of the wheel steering gear 6 so that the second gear 61 rotates at a constant rate with respect to the rotation of the first gear 60. That is, the gear ratio (dφ / dθ) between the first gear 60 and the second gear 61 is constant, and the steering wheel 7 is set to be cut at a constant rate with respect to the steering of the steering wheel 1. On the other hand, the wheel steering gear 6 on the turning inner wheel side forms a pitch curve of the wheel steering gear 6 so that the rotation of the second gear 61 increases as the rotation angle of the first gear 60 increases. That is, the gear ratio (dφ / dθ) between the first gear 60 and the second gear 61 increases as the rotation of the first gear 60 increases, and the turning angle of the steering wheel 7 with respect to the steering wheel steering angle is increased. It set so that it might become large.

そのため、旋回外輪側の操向車輪７の切れ角に対して旋回内側の操向車輪７の切れ角を大きく設定するとともに、ステアリングホイール１の操舵に対して旋回外側の操向車輪７の十分な切れ角を成すことができる。   Therefore, the turning angle of the steering wheel 7 on the inner side of the turning is set larger than the turning angle of the steering wheel 7 on the outer side of the turning wheel, and the steering wheel 7 on the outer side of the turning is sufficient for the steering of the steering wheel 1. A cutting angle can be made.

（２）第１ギヤ６０の第１外輪側噛合い部６０ａと第１内輪側噛合い部６０ｂの接続部において接線方向が一致するように形成した。同じく第２ギヤ６１の第２外輪側噛合い部６１ａと第２内輪側噛合い部６１ｂの接続部において接線方向が一致するように、車輪操向歯車６を形成した。   (2) The first gear 60 is formed so that the tangential directions coincide at the connection portion between the first outer ring side meshing portion 60a and the first inner ring side meshing portion 60b. Similarly, the wheel steering gear 6 is formed so that the tangential directions coincide at the connection portion between the second outer ring side meshing portion 61a and the second inner ring side meshing portion 61b of the second gear 61.

そのため、操向車輪７が中立位置付近における第１ギヤ６０と第２ギヤ６１との回転力伝達を滑らかに行うことができる。   Therefore, it is possible to smoothly transmit the rotational force between the first gear 60 and the second gear 61 in the vicinity of the neutral position of the steering wheel 7.

（３）第１ギヤ６０と第２ギヤ６１とはdθ/dφおよびd2θ/dφ2が、第１ギヤ６０と第２ギヤ６１の噛合い範囲内で連続であるように、車輪操向歯車６を形成した。 (3) The first gear 60 and the second gear 61 are steered so that dθ / dφ and d 2 θ / dφ 2 are continuous within the meshing range of the first gear 60 and the second gear 61. A gear 6 was formed.

そのため、第１ギヤ６０と第２ギヤ６１との回転力伝達を滑らかに行うことができる。   Therefore, torque transmission between the first gear 60 and the second gear 61 can be performed smoothly.

（４）車輪操向歯車６は、第１ギヤ６０の回転角がθa以下の場合には、旋回外輪側と旋回内輪側の第１ギヤ６０と第２ギヤ６１の回転角の関係は一致するように形成した。すなわち、ステアリングホイール１の左右の操舵角が設定値以下の範囲（高速走行時に通常使用する操向車輪７の転舵範囲に対応）においては、旋回外輪側の車輪操向歯車６のギヤ比と旋回内輪側の車輪操向歯車６のギヤ比が等しくなるように、車輪操向歯車６のピッチ曲線を形成した。   (4) In the wheel steering gear 6, when the rotation angle of the first gear 60 is equal to or smaller than θa, the relationship between the rotation angles of the first gear 60 and the second gear 61 on the turning outer wheel side and the turning inner wheel side is the same. Formed as follows. That is, in the range where the left and right steering angles of the steering wheel 1 are equal to or less than the set value (corresponding to the steered range of the steered wheel 7 normally used during high speed traveling), the gear ratio of the wheel steered gear 6 on the turning outer wheel side is The pitch curve of the wheel steering gear 6 was formed so that the gear ratio of the wheel steering gear 6 on the turning inner wheel side would be equal.

よって、高速走行時に通常使用する操向車輪７の転舵範囲においては、旋回外輪側も旋回内輪側もギヤ比は等しくなる。そのため、操向車輪７の旋回外輪側も旋回内輪側も同一方向に転舵されるため、高速走行時の操舵の安定性を向上させることができる。   Therefore, in the steered range of the steered wheel 7 that is normally used during high-speed traveling, the gear ratio is the same on both the turning outer wheel side and the turning inner wheel side. Therefore, since the turning outer wheel side and the turning inner wheel side of the steering wheel 7 are steered in the same direction, it is possible to improve the stability of steering during high speed traveling.

（５）旋回内輪側の車輪操向歯車６を、第１ギヤ６０の回転角が増加するほど、第２ギヤ６１の回転が増加するように形成した。   (5) The wheel steering gear 6 on the turning inner wheel side is formed such that the rotation of the second gear 61 increases as the rotation angle of the first gear 60 increases.

よって、第１ギヤ６０と第２ギヤ６１のギヤ比(dφ/dθ)は、操向車輪７の中立位置において最も小さく、転舵角が大きくなるほど大きくなる。そのため、中立位置付近では、ステアリングホイール１の操作に対して操向車輪７の転舵が鈍くなるため車両の直進安定性が向上する。そのため、中立位置付近では、ステアリングホイール１の操作に対して操向車輪７の転舵が鈍くなるため車両の直進安定性が向上する。   Therefore, the gear ratio (dφ / dθ) between the first gear 60 and the second gear 61 is the smallest at the neutral position of the steered wheel 7 and increases as the turning angle increases. Therefore, in the vicinity of the neutral position, the steering of the steering wheel 7 becomes dull with respect to the operation of the steering wheel 1, so that the straight running stability of the vehicle is improved. Therefore, in the vicinity of the neutral position, the steering of the steering wheel 7 becomes dull with respect to the operation of the steering wheel 1, so that the straight running stability of the vehicle is improved.

実施例１では、操向車輪７の旋回外輪側は、ステアリングホイール１の操舵に対して一定の割合で切れるように設定していた。一方、実施例２では、操向車輪７の旋回外輪側もステアリングホイール１を大きく操舵するほど、大きな割合で切れるように設定した点において、実施例１と異なる。   In the first embodiment, the turning outer wheel side of the steering wheel 7 is set so as to be cut at a certain rate with respect to the steering wheel 1. On the other hand, the second embodiment is different from the first embodiment in that the steered outer wheel side of the steering wheel 7 is also set to be cut at a larger rate as the steering wheel 1 is steered larger.

まず、構成について説明する。実施例１と同様の構成については同一の符号を付して、説明を省略する。   First, the configuration will be described. The same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

図７は、左の操向車輪７に設けた車輪操向歯車６のピッチ曲線の形状を示した図である。車輪操向歯車６の第１ギヤ６４および第２ギヤ６５はピッチ曲線が非円形状に形成されたギヤである。第１ギヤ６４と第２ギヤ６５の回転軸間距離はaに設定されている。   FIG. 7 is a diagram showing the shape of the pitch curve of the wheel steering gear 6 provided on the left steering wheel 7. The first gear 64 and the second gear 65 of the wheel steering gear 6 are gears having a non-circular pitch curve. The distance between the rotation axes of the first gear 64 and the second gear 65 is set to a.

ステアリングホイール１を右に操舵すると操向車輪７は右に転舵し、この操向車輪７と一体に回転する第２ギヤ６５も右に回転する（図中のR方向）。一方、第２ギヤ６５と噛合う第１ギヤ６４は左に回転する（図中のR方向）。このとき左の操向車輪７は旋回外輪側となる。左の操向車輪７が旋回外輪側となるとき、第１ギヤ６４は中立位置から角度θ5の範囲（第１外側噛合い部６４ａ）で、第２ギヤ６５の中立位置から角度φ5の範囲（第２外側噛合い部６５ａ）と噛合う。   When the steering wheel 1 is steered to the right, the steered wheel 7 is steered to the right, and the second gear 65 that rotates integrally with the steered wheel 7 also rotates to the right (R direction in the figure). On the other hand, the first gear 64 meshing with the second gear 65 rotates to the left (R direction in the figure). At this time, the left steering wheel 7 is on the turning outer wheel side. When the left steering wheel 7 is on the turning outer wheel side, the first gear 64 is in the range of the angle θ5 from the neutral position (first outer meshing portion 64a), and the range of the angle φ5 from the neutral position of the second gear 65 ( It meshes with the second outer meshing portion 65a).

逆にステアリングホイール１を左に操舵すると操向車輪７は左に転舵し、この操向車輪７と一体に回転する第２ギヤ６５も左に回転する（図中のL方向）。一方、第２ギヤ６５と噛合う第１ギヤ６４は右に回転する（図中のL方向）。このとき左の操向車輪７は旋回内輪側となる。左の操向車輪７が旋回内輪側となるとき、第１ギヤ６４は中立位置から角度θ6の範囲（第１内側噛合い部６４ｂ）で、第２ギヤ６５の中立位置から角度φ6の範囲（第２内側噛合い部６５ｂ）と噛合う。   Conversely, when the steering wheel 1 is steered to the left, the steered wheel 7 is steered to the left, and the second gear 65 that rotates integrally with the steered wheel 7 also rotates to the left (L direction in the figure). On the other hand, the first gear 64 that meshes with the second gear 65 rotates to the right (L direction in the figure). At this time, the left steering wheel 7 is on the turning inner wheel side. When the left steering wheel 7 is on the turning inner wheel side, the first gear 64 is in the range of the angle θ6 from the neutral position (first inner meshing portion 64b), and the range of the angle φ6 from the neutral position of the second gear 65 ( It meshes with the second inner meshing portion 65b).

図８は、図７に示した車輪操向歯車６の第１ギヤ６４と第２ギヤ６５の回転角の関係を示したものである。横軸は第１ギヤ６４の回転角（操向車輪７中立位置のときを基準として回転変位）θを示し、縦軸は第２ギヤ６５の回転角（操向車輪７中立位置のときを基準として回転変位）φを示す。   FIG. 8 shows the relationship between the rotation angles of the first gear 64 and the second gear 65 of the wheel steering gear 6 shown in FIG. The horizontal axis indicates the rotation angle of the first gear 64 (rotational displacement with respect to the steering wheel 7 in the neutral position) θ, and the vertical axis indicates the rotation angle of the second gear 65 (in the steering wheel 7 in the neutral position). As rotational displacement) φ.

図８に示すように、旋回外輪側の車輪操向歯車６は、第１ギヤ６４の回転に対して、第２ギヤ６５が一定の割合で回転するようにピッチ曲線が形成される。一方、旋回内輪側の車輪操向歯車６は、第１ギヤ６４の回転角が増加するほど、第２ギヤ６５の回転が増加するようにピッチ曲線が形成される。   As shown in FIG. 8, the wheel steering gear 6 on the turning outer wheel side is formed with a pitch curve so that the second gear 65 rotates at a constant rate with respect to the rotation of the first gear 64. On the other hand, the wheel steering gear 6 on the turning inner wheel side is formed with a pitch curve so that the rotation of the second gear 65 increases as the rotation angle of the first gear 64 increases.

また、第１ギヤ６４の回転角がθb以下の場合には、旋回外輪側と旋回内輪側の第１ギヤ６４と第２ギヤ６５の回転角の関係は一致するように形成される。この第１ギヤ６４の回転角θaは、高速走行時に通常使用する操向車輪７の転舵範囲（転舵角γ）に対応する角度に設定する。   Further, when the rotation angle of the first gear 64 is equal to or less than θb, the relationship between the rotation angles of the first gear 64 and the second gear 65 on the turning outer wheel side and the turning inner wheel side is formed. The rotation angle θa of the first gear 64 is set to an angle corresponding to the turning range (steering angle γ) of the steered wheel 7 that is normally used during high-speed traveling.

また、第２ギヤ６４のピッチ曲線の回転軸からの距離をrφ、第１ギヤ６４の回転角をθ、第２ギヤ６５の回転角をφ、第１ギヤ６４と第２ギヤ６５の回転軸間の距離をaとし、車輪操向歯車６のピッチ曲線およびピッチ曲線の導関数を極座標表示すると、以下の式で表される。

Figure 2007331625
すなわち、第１ギヤ６４と第２ギヤ６５とはdθ/dφおよびd2θ/dφ2が、第１ギヤ６４と第２ギヤ６５の噛合い範囲内で連続であればよい。 Further, the distance from the rotation axis of the pitch curve of the second gear 64 is rφ, the rotation angle of the first gear 64 is θ, the rotation angle of the second gear 65 is φ, and the rotation axes of the first gear 64 and the second gear 65. When the distance between them is a, and the polar curve of the pitch curve of the wheel steering gear 6 and the derivative of the pitch curve is expressed by the following equation:
Figure 2007331625
In other words, the first gear 64 and the second gear 65 need only have dθ / dφ and d 2 θ / dφ 2 continuous within the meshing range of the first gear 64 and the second gear 65.

また、車輪操向歯車６はピッチ曲線が滑らかに連結するように、第１ギヤ６４の第１外輪側噛合い部６４ａと第１内輪側噛合い部６４ｂとは、その接続部において接線方向が一致するように形成される。同じく、第２ギヤ６５の第２外輪側噛合い部６５ａと第２内輪側噛合い部６５ｂとは、その接続部において接線方向が一致するように形成される。   Further, the wheel steering gear 6 has a tangential direction at the connecting portion between the first outer ring side meshing portion 64a and the first inner ring side meshing portion 64b of the first gear 64 so that the pitch curve smoothly connects. Formed to match. Similarly, the second outer ring side meshing portion 65a and the second inner ring side meshing portion 65b of the second gear 65 are formed so that the tangential directions thereof coincide with each other at the connection portion.

次に効果について述べる。   Next, the effect will be described.

（６）旋回外輪側の車輪操向歯車６も、第１ギヤ６４の回転角が増加するほど、第２ギヤ６５の回転が増加するように車輪操向歯車６のピッチ曲線を形成した。すなわち、第１ギヤ６４と第２ギヤ６５のギヤ比(dφ/dθ)は、第１ギヤ６４の回転の増加に伴って増加し、ステアリングホイール操舵角に対して操向車輪７の切れ角が大きくなるように設定した。   (6) The wheel steering gear 6 on the turning outer wheel side also forms a pitch curve of the wheel steering gear 6 so that the rotation of the second gear 65 increases as the rotation angle of the first gear 64 increases. That is, the gear ratio (dφ / dθ) between the first gear 64 and the second gear 65 increases as the rotation of the first gear 64 increases, and the turning angle of the steering wheel 7 with respect to the steering wheel steering angle is increased. It set so that it might become large.

そのため、旋回内側の操向車輪７の切れ角に対して旋回内側の操向車輪７の切れ角を大きく設定するとともに、ステアリングホイール１の操舵に対して旋回外側の操向車輪７の切れ角を大きくすることができる。   Therefore, the turning angle of the steering wheel 7 inside the turning is set larger than the turning angle of the steering wheel 7 inside the turning, and the turning angle of the steering wheel 7 outside the turning with respect to the steering of the steering wheel 1 is set. Can be bigger.

（他の実施例）
以上、本発明を実施するための最良の形態を、実施例１および実施例２に基づいて説明したが、本発明の具体的な構成は、実施例および実施例２に限定されるものではなく、発明の要旨を逸脱しない範囲の設計変更等があっても本発明に含まれる。 (Other examples)
As described above, the best mode for carrying out the present invention has been described based on the first embodiment and the second embodiment. However, the specific configuration of the present invention is not limited to the second embodiment and the second embodiment. Even if there is a design change or the like without departing from the gist of the invention, it is included in the present invention.

たとえば、実施例１ではステアリングホイールから操向車輪まで機械的に接続されていたが、ステアリングホイールと操向車輪との間で電気的信号によって制御するバイワイヤなどでおこなってもよい。   For example, in the first embodiment, the steering wheel to the steered wheel are mechanically connected, but may be performed by a by-wire control or the like controlled by an electrical signal between the steering wheel and the steered wheel.

実施例１のステアリング装置の全体構成図である。1 is an overall configuration diagram of a steering device according to Embodiment 1. FIG. 実施例１の左の操向車輪に設けた車輪操向歯車のピッチ曲線の形状を示した図である。It is the figure which showed the shape of the pitch curve of the wheel steering gear provided in the left steering wheel of Example 1. FIG. 実施例１の車輪操向歯車の第１ギヤと第２ギヤの回転角の関係を示したものである。FIG. 3 shows the relationship between the rotation angles of the first gear and the second gear of the wheel steering gear of Embodiment 1. FIG. 従来の左の操向車輪に設けた車輪操向歯車のピッチ曲線の形状を示した図である。It is the figure which showed the shape of the pitch curve of the wheel steering gear provided in the conventional left steering wheel. 従来の車輪操向歯車の第１ギヤと第２ギヤの回転角の関係を示したものである。The relationship of the rotation angle of the 1st gear of a conventional wheel steering gear and a 2nd gear is shown. 実施例１の操向車輪の転舵角に対するギヤ比の関係を示す図である。It is a figure which shows the relationship of the gear ratio with respect to the steering angle of the steering wheel of Example 1. FIG. 実施例２の左の操向車輪に設けた車輪操向歯車のピッチ曲線の形状を示した図である。It is the figure which showed the shape of the pitch curve of the wheel steering gear provided in the left steering wheel of Example 2. FIG. 実施例１の車輪操向歯車の第１ギヤと第２ギヤの回転角の関係を示したものである。FIG. 3 shows the relationship between the rotation angles of the first gear and the second gear of the wheel steering gear of Embodiment 1. FIG.

符号の説明Explanation of symbols

１ ステアリングホイール
４ ステアリングシャフト
６ 車輪操向歯車
７ 操向車輪
２０ 操舵力アシストモータ
６０，６４ 第１ギヤ
６０ａ，６４ａ 第１外輪側噛合い部
６０ｂ，６４ｂ 第１内輪側噛合い部
６１，６５ 第２ギヤ
６１ａ，６５ａ 第２外輪側噛合い部
６１ｂ，６５ｂ 第２内輪側噛合い部
DESCRIPTION OF SYMBOLS 1 Steering wheel 4 Steering shaft 6 Wheel steering gear 7 Steering wheel 20 Steering force assist motor 60, 64 1st gear 60a, 64a 1st outer ring side meshing part 60b, 64b 1st inner ring side meshing part 61, 65 1st 2 gears 61a, 65a second outer ring side meshing part 61b, 65b second inner ring side meshing part

Claims (5)

操向車輪に設けられ、ステアリングホイールの操舵角を操向車輪の転舵角に変換する非円形歯車対を用いたステアリング機構において、
前記非円形歯車対は、前記ステアリングホイールに接続される第１ギヤと、前記操向車輪に接続される第２ギヤと、を有し、
前記第１ギヤの回転角をθ、前記第２ギヤの回転角をφとし、dφ/dθをギヤ比と定義すると、
前記ステアリングホイールの操舵に対する旋回外輪側の前記非円形歯車対のギヤ比の変化率(d2φ/dθ2)が0（ゼロ）以上であって、旋回内輪側の前記非円形歯車対のギヤ比の変化率(d2φ/dθ2)は、旋回外輪側の前記非円形歯車対のギヤ比の変化率(d2φ/dθ2)以上となることを特徴とする非円形歯車対を用いたステアリング機構。 In a steering mechanism using a non-circular gear pair that is provided on the steered wheel and converts the steering angle of the steering wheel into the steered angle of the steered wheel,
The non-circular gear pair has a first gear connected to the steering wheel and a second gear connected to the steering wheel,
When the rotation angle of the first gear is θ, the rotation angle of the second gear is φ, and dφ / dθ is defined as a gear ratio,
The gear ratio change rate (d 2 φ / dθ 2 ) of the non-circular gear pair on the turning outer ring side with respect to steering of the steering wheel is 0 (zero) or more, and the gear of the non-circular gear pair on the turning inner ring side the rate of change of the ratio (d 2 φ / dθ 2) is a non-circular gear pair, characterized in that the change rate of the non-circular gear pair of the gear ratio of the turning outer wheel side (d 2 φ / dθ 2) or Steering mechanism used. 請求項１に記載の非円形歯車対を用いたステアリング機構において、
旋回外輪側に設けられた前記第１ギヤが前記第２ギヤと噛合う第１外輪側噛合い部と、旋回内輪側に設けられた前記第１ギヤが前記第２ギヤと噛合う第１内輪側噛合い部の接線方向が、前記第１外輪側噛合い部と第１内輪側噛合い部との接続部において一致し、旋回外輪側に設けられた前記第２ギヤが前記第１ギヤと噛合う第２外輪側噛合い部と、旋回内輪側に設けられた前記第２ギヤが前記第１ギヤと噛合う第２内輪側噛合い部の接線方向が、前記第２外輪側噛合い部と第２内輪側噛合い部との接続部において一致することを特徴とする非円形歯車対を用いたステアリング機構。 In the steering mechanism using the non-circular gear pair according to claim 1,
A first outer ring side meshing portion in which the first gear provided on the turning outer ring side meshes with the second gear, and a first inner ring in which the first gear provided on the turning inner ring side meshes with the second gear. The tangential direction of the side meshing portion coincides with the connection portion between the first outer ring side meshing portion and the first inner ring side meshing portion, and the second gear provided on the turning outer ring side is the first gear. The tangential direction of the meshing second outer ring side meshing portion and the second inner ring side meshing portion where the second gear provided on the turning inner ring side meshes with the first gear is the second outer ring side meshing portion. A steering mechanism using a non-circular gear pair, wherein the second and second inner ring side meshing portions coincide with each other. 請求項１または請求項２に記載の非円形歯車対を用いたステアリング機構において、
前記操向車輪の転舵範囲において、dφ/dθおよびd2φ/dθ２が連続となるように前記非円形歯車対のピッチ曲線を設定したことを特徴とする非円形歯車対を用いたステアリング機構。 In the steering mechanism using the non-circular gear pair according to claim 1 or 2,
Steering using a non-circular gear pair, wherein the pitch curve of the non-circular gear pair is set so that dφ / dθ and d 2 φ / dθ 2 are continuous in the steered range of the steered wheel mechanism. 請求項１ないし請求項３のいずれか１項に記載の非円形歯車対を用いたステアリング機構において、
前記ステアリングホイールの左右の操舵角が設定値以下のときには、外輪側の非円形歯車対のギヤ比と、内輪側の非円形歯車対のギヤ比とが等しくなるようにピッチ曲線を設定することを特徴とする非円形歯車対を用いたステアリング機構。 The steering mechanism using the non-circular gear pair according to any one of claims 1 to 3,
When the left and right steering angles of the steering wheel are equal to or less than a set value, the pitch curve is set so that the gear ratio of the non-circular gear pair on the outer ring side is equal to the gear ratio of the non-circular gear pair on the inner ring side. A steering mechanism using a featured non-circular gear pair. 請求項１ないし請求項４のいずれか１項に記載の非円形歯車対を用いたステアリング機構において、
前記非円形歯車対は、前記ステアリングホイールの中立位置において前記ギヤ比が最も小さくなるようにピッチ曲線を設定したことを特徴とする非円形歯車対を用いたステアリング機構。
The steering mechanism using the non-circular gear pair according to any one of claims 1 to 4,
A steering mechanism using a non-circular gear pair, wherein the non-circular gear pair has a pitch curve set so that the gear ratio is minimized at a neutral position of the steering wheel.
JP2006166851A 2006-06-16 2006-06-16 Steering mechanism using non-circular gear pairs Expired - Fee Related JP5050419B2 (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010076528A (en) * 2008-09-25 2010-04-08 Nissan Motor Co Ltd Suspension with steering device
JP2010179665A (en) * 2009-02-03 2010-08-19 Nissan Motor Co Ltd Steering device
JP2010254129A (en) * 2009-04-24 2010-11-11 Nissan Motor Co Ltd Steering device

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0524544A (en) * 1991-07-24 1993-02-02 Res Dev Corp Of Japan Steering mechanism using noncircular gear
JPH06171517A (en) * 1992-12-07 1994-06-21 Toyota Motor Corp Steering device
JPH0826123A (en) * 1994-07-12 1996-01-30 Takashi Kato Ackermann type steering mechanism
JP2005170254A (en) * 2003-12-11 2005-06-30 Kanzaki Kokyukoki Mfg Co Ltd Steering wheel driving unit and four-wheel drive vehicle equipped with it
JP2005199835A (en) * 2004-01-15 2005-07-28 Kanzaki Kokyukoki Mfg Co Ltd Steering wheel drive device, and four-wheel drive vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0524544A (en) * 1991-07-24 1993-02-02 Res Dev Corp Of Japan Steering mechanism using noncircular gear
JPH06171517A (en) * 1992-12-07 1994-06-21 Toyota Motor Corp Steering device
JPH0826123A (en) * 1994-07-12 1996-01-30 Takashi Kato Ackermann type steering mechanism
JP2005170254A (en) * 2003-12-11 2005-06-30 Kanzaki Kokyukoki Mfg Co Ltd Steering wheel driving unit and four-wheel drive vehicle equipped with it
JP2005199835A (en) * 2004-01-15 2005-07-28 Kanzaki Kokyukoki Mfg Co Ltd Steering wheel drive device, and four-wheel drive vehicle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010076528A (en) * 2008-09-25 2010-04-08 Nissan Motor Co Ltd Suspension with steering device
JP2010179665A (en) * 2009-02-03 2010-08-19 Nissan Motor Co Ltd Steering device
JP2010254129A (en) * 2009-04-24 2010-11-11 Nissan Motor Co Ltd Steering device

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