JPH02231271A - Rear wheel steering device for vehicle - Google Patents
Rear wheel steering device for vehicleInfo
- Publication number
- JPH02231271A JPH02231271A JP5220689A JP5220689A JPH02231271A JP H02231271 A JPH02231271 A JP H02231271A JP 5220689 A JP5220689 A JP 5220689A JP 5220689 A JP5220689 A JP 5220689A JP H02231271 A JPH02231271 A JP H02231271A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- cam member
- shaft
- cam
- output shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000007246 mechanism Effects 0.000 claims abstract description 14
- 230000002093 peripheral effect Effects 0.000 claims abstract description 11
- 230000007935 neutral effect Effects 0.000 abstract description 10
- 230000013011 mating Effects 0.000 description 7
- 238000010586 diagram Methods 0.000 description 5
- 238000006243 chemical reaction Methods 0.000 description 3
- 229910000897 Babbitt (metal) Inorganic materials 0.000 description 2
- 229920001875 Ebonite Polymers 0.000 description 2
- 238000005452 bending Methods 0.000 description 2
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 241001247986 Calotropis procera Species 0.000 description 1
- 241000681032 Neobarbella comes Species 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 239000010903 husk Substances 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 230000036316 preload Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/1518—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels comprising a mechanical interconnecting system between the steering control means of the different axles
- B62D7/1527—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels comprising a mechanical interconnecting system between the steering control means of the different axles comprising only mechanical parts, i.e. without assistance means
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は車両の後輪操舵装置、例えば前輪の転舵角が大
きいときに前輪に対して後輪を逆位相で転舵させる後輪
操舵装置に関する。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a rear wheel steering device for a vehicle, for example, a rear wheel steering device that steers the rear wheels in an opposite phase to the front wheels when the steering angle of the front wheels is large. Regarding equipment.
従来、車両の４輪操舵装置に含まれる後輪操舵装置とし
て、低車速時には前輪に対して後輪を逆位相に操舵しま
た高車速時には前輪に対して後輪を同位相に操舵する車
速感応型のものと、前輪の転舵角が小さいときには前輪
に対して後輪を同位相に操舵しまた前輪の転舵角が大き
いときには前輪に対して後輪を逆位相に操舵する舵角感
応型のもの（例えば，、特開昭６１−１８５７２号公報
参照）とが知られている。Conventionally, as a rear wheel steering device included in a vehicle's four-wheel steering device, a speed-sensitive system is used that steers the rear wheels in the opposite phase to the front wheels at low vehicle speeds, and steers the rear wheels in the same phase as the front wheels at high vehicle speeds. type, and a steering angle sensitive type that steers the rear wheels in the same phase as the front wheels when the steering angle of the front wheels is small, and steers the rear wheels in the opposite phase to the front wheels when the steering angle of the front wheels is large. (See, for example, Japanese Unexamined Patent Publication No. 18572/1983).
上記舵角感応型の後輪操舵装置の構造を簡単化するため
、カム機構を採用したものが特開昭６３−９７４６８号
公報に記載されている。In order to simplify the structure of the above-mentioned steering angle sensitive rear wheel steering device, a device employing a cam mechanism is described in Japanese Patent Laid-Open No. 63-97468.
この後輪操舵装置においては、ステアリングハンドルに
連動する入力軸が左右の後輪間まで延設され、この入力
軸にカム板が固着され、カム板の左右両側にはカム従動
部としての球状プッシュを有する１対の従動節レバーが
配設され、各従動節レバーの前端部が鉛直の担支軸回り
に回動自在に車体に枢着され、１対の従動節レバーの後
端部同士をターンバックルで連結することにより１対の
球状プッシュが力ｌ、板の外周面両側に当接状に保持さ
れ、各従動節レバーの途中部はタイロッドを介して後輪
のナックルアームに連結されている。In this rear wheel steering device, an input shaft linked to the steering handle extends between the left and right rear wheels, a cam plate is fixed to this input shaft, and a spherical pusher as a cam driven part is attached to the left and right sides of the cam plate. A pair of driven joint levers are arranged, and the front end of each driven joint lever is pivoted to the vehicle body so as to be rotatable around a vertical supporting shaft, and the rear ends of the pair of driven joint levers are connected to each other. By connecting with a turnbuckle, a pair of spherical pushers are held in contact with both sides of the outer peripheral surface of the plate, and the middle part of each driven joint lever is connected to the knuckle arm of the rear wheel via a tie rod. There is.
上記カム板は曲面状の外周面を有する略三角形状である
。The cam plate has a substantially triangular shape with a curved outer peripheral surface.
上記後輪操舵装置において、ステアリングハンドルを操
舵すると入力軸を介してカム板が回転し、カム板により
１対の球状プッシュが左方又は右方へ移動し、１対の従
動節レバーと１対のタイロッドを介して後輪が左旋回方
向又は右旋回方向へ転舵される。In the above rear wheel steering device, when the steering wheel is steered, the cam plate rotates via the input shaft, and the cam plate moves a pair of spherical pushers to the left or right, and a pair of driven knob levers and a pair of spherical pushers move to the left or right. The rear wheels are steered to the left or right turning direction via the tie rods.
自動車の走行時、特にコーナリング時など後輪からタイ
ロッドを介して後輪操舵装置に数１００ｋｇもの外力が
作用する。When an automobile is running, especially when cornering, an external force of several hundred kilograms acts on the rear wheel steering device from the rear wheels via the tie rod.
上記説明した後輪操舵装置においては、前後方向に長い
１対の従動節レバーを設けるので、装置が大型化し、後
輪駆動系や後輪サスペンション装置との関係で配置上の
困難が生じる。In the above-described rear wheel steering device, since a pair of driven joint levers that are long in the front and rear direction are provided, the device becomes large in size, and there are difficulties in arrangement in relation to the rear wheel drive system and the rear wheel suspension device.
特に、左右１対の球状プッシュと入力軸とは鉛直方向に
シフトしていることから、自動車のコーナリング時に一
方のタイロッドから従動節レバー及び球状プッシュを介
してカム板の一側部に作用する大きな外力によって、カ
ム板に大きな回転モーメントが作用する。そのため、ス
テアリングハンドルの操作力が非常に重くなるという致
命的な問題がある．
本発明の目的は、簡単な構成でかつ小型であって操舵性
に優れた舵角感応型力Ｊ、弐の後輪操舵装置を提供する
ことである。In particular, since the pair of left and right spherical pushers and the input shaft are shifted in the vertical direction, when the car is cornering, a large amount of force is exerted on one side of the cam plate from one tie rod through the driven joint lever and the spherical pusher. A large rotational moment acts on the cam plate due to external force. As a result, there is a fatal problem in that the operating force on the steering wheel becomes extremely heavy. An object of the present invention is to provide a steering angle-sensitive force J, two rear wheel steering device that has a simple configuration, is compact, and has excellent steering performance.
本発明に係る車両の後輪操舵装置は、前輪の操舵に応じ
て後輪を操舵する４輪操舵装置において、左右の後輪を
タイロッドを介して連結する１本の出力軸と、上記出力
軸と交差する軸心回りに回動するカム部材と、上記出力
軸に設けられ、カム部材の外周面の左右両側部に当接す
る左右１対の当接部材と、前輪の転舵角に応じて回動ず
る入力軸と、上記入力軸への入力をカム部材に伝達する
ウォームギャ機構とを備えたものである。The rear wheel steering device for a vehicle according to the present invention is a four-wheel steering device that steers the rear wheels in response to the steering of the front wheels, and includes one output shaft that connects the left and right rear wheels via a tie rod, and the output shaft. a cam member that rotates around an axis that intersects with the output shaft; a pair of left and right abutting members that are provided on the output shaft and abut on both left and right sides of the outer peripheral surface of the cam member; This device includes an input shaft that rotates and a worm gear mechanism that transmits input to the input shaft to a cam member.
本発明に係る後輪操舵装置においては、前輪の転舵角に
応じてカム部材が回転駆動され、カム部材が回転すると
カム部材の外周面の左右の両側部に当接している１対の
当接部材を介して出力軸が車幅方向へ移動駆動されて前
輪の転舵角とカム部材のカム特性に従って後輪が転舵さ
れる。In the rear wheel steering device according to the present invention, the cam member is rotationally driven according to the steering angle of the front wheels, and when the cam member rotates, the pair of abutments that are in contact with the left and right sides of the outer peripheral surface of the cam member are rotated. The output shaft is driven to move in the vehicle width direction via the contact member, and the rear wheels are steered according to the steering angle of the front wheels and the cam characteristics of the cam member.
前輪の転舵角に応じて回動ずる入力軸への入力をカム部
材に伝達するウォームギャ機構を設けたので、比較的小
さな入力軸の回転トルクでカム部材に大きな回転トルク
を付与することが出来るうえ、後輪からタイロッド、出
力軸及び当接部材を介してカム部材に力が作用し、その
力でカム部材に回転モーメントが作用しても、その回転
モーメントはウォームギャ機構で遮断され、入力軸へは
伝達しない。従って、ステアリングハンドルからの非常
に小さな操作力で後輪操舵装置を作動させることが出来
、カム部材から入力軸へ回転モーメントが伝達されなく
なるので後輪から出力軸へ加えられた力によって、ステ
アリングハンドルの操作が重くなることはない。A worm gear mechanism is provided that transmits the input to the input shaft, which rotates according to the steering angle of the front wheels, to the cam member, so it is possible to apply a large rotational torque to the cam member with a relatively small rotational torque of the input shaft. Moreover, even if a force is applied from the rear wheel to the cam member through the tie rod, output shaft, and contact member, and rotational moment is applied to the cam member due to that force, the rotational moment is blocked by the worm gear mechanism and the input shaft Not communicated to. Therefore, the rear wheel steering device can be operated with a very small operating force from the steering wheel, and since rotational moment is no longer transmitted from the cam member to the input shaft, the steering wheel is operated by the force applied from the rear wheels to the output shaft. The operation will not be difficult.
本発明に係る後輪操舵装置においては、−ヒ記〔作用〕
の項で説明したように、入力軸への入力をカム部材に伝
達するウォー１、ギヤ機構を設けたことにより、ステア
リング八ンドルからの非常に小さな操作力で後輪操舵装
置を作動させることが出来るうえ、カム部材から入力軸
へ回転モーメントが作用しないので後輪から出力軸へ加
えられた力によってステアリングハンドルの操作が重く
なることがない．
〔実施例〕
以下、本発明の実施例について図面を参照して説明する
．
本実施例は、乗用自動車、マイクロハス、ノ＼ス、小型
トラック及びトラックなどに適した４輪操舵装置におけ
る後輪操舵装置に関するものであり、特に本実施例は自
動車の舵角感応型後輪操舵装置に本発明を通用した場合
の一例である。In the rear wheel steering device according to the present invention,
As explained in the section above, by providing a gear mechanism that transmits the input to the input shaft to the cam member, it is possible to operate the rear wheel steering system with a very small operating force from the steering wheel. Not only that, but since no rotational moment is applied from the cam member to the input shaft, the steering wheel does not become difficult to operate due to the force applied from the rear wheels to the output shaft. [Examples] Examples of the present invention will be described below with reference to the drawings. This embodiment relates to a rear wheel steering device in a four-wheel steering device suitable for passenger cars, micro-husks, cars, small trucks, trucks, etc. In particular, this embodiment relates to a rear wheel steering device for a steering angle sensitive rear wheel of an automobile. This is an example of a case where the present invention is applied to a steering device.
第１図・第２図に示すように、自動車の４輪操舵装置は
、左右の前輪１を操舵する前輪操舵装置ｌＯと、この前
輪操舵装置ＩＯに中間シャフト２３を介して連動連結さ
れて左右の後輪２を操舵する後輪操舵装置２０とを備え
ている。As shown in FIGS. 1 and 2, the four-wheel steering system of an automobile includes a front-wheel steering system IO that steers left and right front wheels 1, and a front-wheel steering system IO that is interlocked with this front-wheel steering system IO via an intermediate shaft 23. and a rear wheel steering device 20 that steers the rear wheels 2 of the vehicle.
最初に、前輪操舵装置１０について説明する。First, the front wheel steering device 10 will be explained.
左右１対の前輪ｌは車幅方向に延びる操舵ロッド１３と
、操舵ロッドｌ３の両端に夫々連結された１対のタイロ
ッド１４を介して連結され、ステアリングハンドル１１
から延びたステアリングシャフト１２の下端にはビニオ
ンｌ５が連結され、ピニオンｌ５は操舵ロッドｌ３に形
成された主ラック１３ａに噛合している。従って、ステ
アリングハンドル１ｌを第１図にて矢印Ｆ１で示すよう
に左回り（反時計回り）に回動させると、ピニオンｌ５
を介して操舵ロッド１３が右方へ移動し、左右の前輪ｌ
はキングピン（図示略）を中心として左回りに回動して
左旋回方向へ転舵され、上記と反対にステアリングハン
ドル１１を右回り（時計回り）に回動させと、左右の前
端ｌは右回りに回動して右旋回方向へ転舵される。尚、
図示省略したが、ステアリングハンドルｔｉの操舵力は
周知の油圧式パワーステアリング機構によりパワーアシ
ストされるように構成されている．次に、後輪操舵装置
２０について説明する。A pair of left and right front wheels l are connected via a steering rod 13 extending in the vehicle width direction and a pair of tie rods 14 connected to both ends of the steering rod l3, respectively, and the steering handle 11
A pinion l5 is connected to the lower end of the steering shaft 12 extending from the steering shaft 12, and the pinion l5 meshes with a main rack 13a formed on the steering rod l3. Therefore, when the steering handle 1l is rotated to the left (counterclockwise) as shown by the arrow F1 in FIG.
The steering rod 13 moves to the right via the
is rotated counterclockwise around a kingpin (not shown) and steered to the left turning direction.Contrary to the above, when the steering wheel 11 is rotated clockwise, the left and right front ends l are turned to the right. It rotates around and is steered to the right direction. still,
Although not shown, the steering force of the steering handle ti is power assisted by a well-known hydraulic power steering mechanism. Next, the rear wheel steering device 20 will be explained.
上記操舵ロッドｌ３には車幅方向に延びる副ラック部材
２１が固着され、副ラック部材２ｌの下面には副ラック
が形成され、副ラック部材２１から後輪操舵装置２０に
亙って前後方向に延びる中間シャフト２３が設けられ、
中間シャフト２３の前端のビニオン２２は副ラック部材
２１の下面の副ラックに噛合し、中間シャフト２３の後
端部はカップリング２４により後輪操舵装置２０の入力
軸２５に連結されている。従って、ステアリングハンド
ル１ｌを矢印Ｆ＋方向へ操作すると、中間シャフト２３
は矢印Ｆ２のように後方より視て時計回りに回動し、中
間シャフト２３の回転角はステアリングハンドル１１の
回転角に比例する前輪ｌの転舵角に比例している。A sub-rack member 21 extending in the vehicle width direction is fixed to the steering rod l3, and a sub-rack is formed on the lower surface of the sub-rack member 2l, extending from the sub-rack member 21 to the rear wheel steering device 20 in the longitudinal direction. An extending intermediate shaft 23 is provided;
The binion 22 at the front end of the intermediate shaft 23 meshes with the sub rack on the lower surface of the sub rack member 21, and the rear end portion of the intermediate shaft 23 is connected to the input shaft 25 of the rear wheel steering device 20 by a coupling 24. Therefore, when the steering handle 1l is operated in the direction of arrow F+, the intermediate shaft 23
rotates clockwise as seen from the rear as indicated by an arrow F2, and the rotation angle of the intermediate shaft 23 is proportional to the steering angle of the front wheels l, which is proportional to the rotation angle of the steering handle 11.
上記後輪操舵装置２０は、左右の後輪２間の差動歯車装
置３と左右のアクスルケーシング４よりも少し後方且゜
つ上方に車幅方向に向けて配設され、後輪操舵装置２０
の出力軸２６（第４図・第５図参照）の両端部には夫々
ポールジョイト２７（第４図・第５図参照）を介して左
右１対のタイロッド２８が連結され、各タイロッド２８
の外端部は後輪２のホイール支持部材５の後側部のブラ
ケット６に鉛直のビン７を介して回動自在に連結され、
ホイール支持部材５はアクスルケーシング４の外端部に
略鉛直方向のビン部材を介して回動自在に連結されてい
る．従って、後輪操舵装ｗ２０の出力軸２６が矢印Ｆ，
で示すように左方へ駆動されると後輪２は第１図にて時
計回りに左旋回方向へ転舵され、また出力軸２６が右方
へ駆動されると左右の後輪２は反時計回りに右旋回方向
へ転舵される。The rear wheel steering device 20 is disposed toward the vehicle width direction slightly rearward and above the differential gear device 3 between the left and right rear wheels 2 and the left and right axle casings 4.
A pair of left and right tie rods 28 are connected to both ends of the output shaft 26 (see FIGS. 4 and 5) via pole joints 27 (see FIGS. 4 and 5), respectively.
The outer end of is rotatably connected to the bracket 6 on the rear side of the wheel support member 5 of the rear wheel 2 via a vertical pin 7,
The wheel support member 5 is rotatably connected to the outer end of the axle casing 4 via a substantially vertical pin member. Therefore, the output shaft 26 of the rear wheel steering device w20 is aligned with the arrow F,
When the rear wheels 2 are driven to the left as shown in FIG. 1, the rear wheels 2 are steered clockwise to the left in FIG. The vehicle is steered clockwise to the right.
ここで、後輪操舵装置２０の構造の詳細について、第４
図〜第ｌθ図を参照して説明する。Here, the details of the structure of the rear wheel steering device 20 will be explained in the fourth section.
This will be explained with reference to FIGS.
下部ハウジング３０と上部ハウジング３ｌとからなる中
空のハウジング２９内には、車幅方向に水平に延びる１
本の出力軸２６が左右方向に移動可能に配設され、出力
軸２６は左右１対のロッド部３２Ｌ・３２Ｒと、各ロッ
ド部３２Ｌ・３２Ｒの内端部に一体形成された左右１対
の二又状のローラ枢支部３３Ｌ・３３Ｒと、これらロー
ラ枢支部３３Ｌ・３３Ｒの後側の腕部３５ａ同士を連結
しローラ枢支部３３Ｌ・３３′Ｒに一体形成された連結
軸部３４とからなる。各ローラ枢支部３３Ｌ・３３Ｒは
前後１対の腕部３５ａ・３５ｂを有し、第４図において
右方に開口する左側のローラ枢支部３３Ｌには前後の腕
部３５ａ・３５ｂに両端支持された前後方向向きの水平
の枢支軸３６によりローラ３７Ｌが回転自在に枢着され
、また左方に開口する右側のローラ枢支部３３Ｒには前
後の腕部３５ａ・３５ｂに両端支持された前後方向向き
の水平の枢支軸３６によりローラ３７Ｒが回転自在に枢
着されている．
上記左右のローラ３７Ｌ・３７Ｒの間には、鉛直方向向
き板状のカム部材３８が配設され、カム部材３８の外周
面の左右の両側部が夫々対応するローラ３７Ｌ・３７Ｒ
に当接され、出力軸２６の１対のロッド部３２Ｌ・３２
Ｒと１対のローラ３７Ｌ・３７Ｒとカム部材３８とは平
面視にて直線状の同一軸線上に配置され、出力軸２６の
１対のロッド部３２Ｌ・３２Ｒと１対のローラ３７Ｌ・
３７Ｒとカム部材３８の中心部は正面視にて直線状の同
一軸線上に配置されている。上記カム部材３８の中心部
には前後方向向きの水平の支軸３９が内嵌押通して固着
され、支軸３９の前端部はラジアル軸受４０を介して下
部ハウジング３０の軸孔に支持され、また支軸３９の後
端部はラジアル軸受４１を介して上部ハウジング３ｌの
軸孔に支持され、カム部材３８と支軸３９間にはキー４
２が介装され、カム部材３８は支軸３９と共に支軸３９
を中心として回転可能である。支軸３９の前端部の小径
軸部３９ａは下部ハウジング３０のキャップ状突出部３
０ｃの孔を挿通して前方へ延出し、突出部３０ｃの内側
と外側にスラスト軸受４３・４４が装着され、外側のス
ラスト軸受４４は小径軸部３９ａに螺合されたナット４
５とロックナット４６とで保持され、内側のスラスト軸
受４３は支軸３９の環状端面に当接している。従って、
支軸３９は１対のスラスト軸受４３・４４により軸方向
に移動しないように規制されている。上記支軸３９の後
端側部分は連結軸部３４に形成された左右方向に細長い
ガイド孔４７に挿通され、支軸３９はガイド孔４７の上
下両面に当接している。Inside the hollow housing 29 consisting of the lower housing 30 and the upper housing 3l, there is a housing 1 extending horizontally in the vehicle width direction.
A book output shaft 26 is disposed to be movable in the left and right direction, and the output shaft 26 has a pair of left and right rod portions 32L and 32R, and a pair of left and right rod portions integrally formed at the inner ends of each rod portion 32L and 32R. Consists of forked roller pivot parts 33L and 33R, and a connecting shaft part 34 that connects the rear arm parts 35a of these roller pivot parts 33L and 33R and is integrally formed with the roller pivot parts 33L and 33'R. . Each of the roller pivots 33L and 33R has a pair of front and rear arms 35a and 35b, and the left roller pivot 33L that opens to the right in FIG. 4 has both ends supported by the front and rear arms 35a and 35b. A roller 37L is rotatably attached to a horizontal pivot shaft 36 facing in the front-rear direction, and a roller 37L facing in the front-rear direction is supported at both ends by the front and rear arms 35a and 35b on the right roller pivot 33R that opens to the left. A roller 37R is rotatably mounted on a horizontal pivot shaft 36. A vertical plate-shaped cam member 38 is disposed between the left and right rollers 37L and 37R, and the left and right sides of the outer peripheral surface of the cam member 38 correspond to the corresponding rollers 37L and 37R, respectively.
The pair of rod portions 32L and 32 of the output shaft 26
R, the pair of rollers 37L and 37R, and the cam member 38 are arranged on the same linear axis in plan view, and the pair of rod parts 32L and 32R of the output shaft 26 and the pair of rollers 37L and 37R are arranged on the same linear axis in plan view.
The center portions of the cam member 37R and the cam member 38 are arranged on the same linear axis when viewed from the front. In the center of the cam member 38, a horizontal support shaft 39 facing in the front-rear direction is fitted and fixed, and the front end of the support shaft 39 is supported in the shaft hole of the lower housing 30 via a radial bearing 40. The rear end of the support shaft 39 is supported by a shaft hole of the upper housing 3l via a radial bearing 41, and a key 4 is provided between the cam member 38 and the support shaft 39.
2 is interposed, and the cam member 38 is connected to the support shaft 39 together with the support shaft 39.
It is possible to rotate around the center. The small diameter shaft portion 39a at the front end of the support shaft 39 is connected to the cap-shaped protrusion 3 of the lower housing 30.
Thrust bearings 43 and 44 are inserted into the hole 0c and extended forward, and are mounted on the inside and outside of the protruding portion 30c, and the outer thrust bearing 44 is a nut 4 screwed onto the small diameter shaft portion 39a.
5 and a lock nut 46, and the inner thrust bearing 43 is in contact with the annular end surface of the support shaft 39. Therefore,
The support shaft 39 is restricted from moving in the axial direction by a pair of thrust bearings 43 and 44. The rear end portion of the support shaft 39 is inserted into a guide hole 47 formed in the connecting shaft portion 34 and elongated in the left-right direction, and the support shaft 39 is in contact with both the upper and lower surfaces of the guide hole 47.
従って、連結軸部３４を含む出力軸２６は支軸３９に対
して相対的に左右方向へ移動可能であるが、上下方向に
は相対移動しないようになっている。Therefore, the output shaft 26 including the connecting shaft portion 34 is movable in the horizontal direction relative to the support shaft 39, but is not allowed to move relative to the vertical direction.
上記カム部材３８の外周面と１対のローラ３７Ｌ・３７
Ｒ間に隙間が生じるのを防止する為、１対のローラ３７
Ｌ・３７Ｒの何れか一方（本実施例では左側のローラ３
７Ｌ）は、前後１対の硬いラバープッシュ５０を介して
ローラ枢支部３３Ｌに取付けられている。The outer peripheral surface of the cam member 38 and the pair of rollers 37L and 37
A pair of rollers 37 is used to prevent gaps from forming between R.
Either one of L or 37R (in this example, the left roller 3
7L) is attached to the roller pivot portion 33L via a pair of front and rear hard rubber pushers 50.
第７図に示すように、ローラ３７Ｌは枢支軸３６に圧入
されたスリーブ５ｌとスリーブ５Ｉに外嵌された軸受メ
タル５２を介して枢支軸３６に装着され、枢支軸３６の
両端側部分にはスリーブ５ｌの位置を規制するカラー５
３が外嵌され、各カラー５３と腕部３５ａ・３５ｂの枢
支孔の内周面５４間の環状のスペースには環状のラバー
プッシュ５０が圧縮状態に装着されている。上記ラバー
プッシュ５０は、例えば第８図に示すように金属製の内
筒５０ａと金属製の外筒５０ｃ間に、数１００ｋｇのブ
リロードを加えて圧縮状態にした硬いラバープッシュ本
体５０ｂを組込んで接着したもので、このラバーブッシ
ェ５０は後輪２からタイロッド２８と出力軸２６を介し
てローラ３７Ｌ・３７Ｒに作用する数１００ｋｇの荷重
に耐え得るものとなっている。As shown in FIG. 7, the roller 37L is attached to the pivot shaft 36 via a sleeve 5l press-fitted into the pivot shaft 36 and a bearing metal 52 externally fitted on the sleeve 5I, and is attached to both ends of the pivot shaft 36. There is a collar 5 on the part that regulates the position of the sleeve 5l.
3 is fitted onto the outside, and an annular rubber pusher 50 is mounted in a compressed state in an annular space between each collar 53 and the inner circumferential surface 54 of the pivot hole of the arm portions 35a and 35b. As shown in FIG. 8, for example, the rubber push 50 has a hard rubber push main body 50b which is compressed by adding several hundred kg of bridal force between a metal inner cylinder 50a and a metal outer cylinder 50c. This rubber bushing 50 can withstand a load of several hundred kg applied from the rear wheel 2 to the rollers 37L and 37R via the tie rod 28 and output shaft 26.
上記カム部材３８を前輪ｌの転舵角に応じて回動させる
ため、入力軸２５の回転を支軸３９に伝達するウォーム
ギャ機横７０が設けられている。In order to rotate the cam member 38 in accordance with the steering angle of the front wheels 1, a worm gear machine side 70 is provided which transmits the rotation of the input shaft 25 to the support shaft 39.
即ち、ハウジング３９内で支軸３９の前部にはウォーム
ホイール７Ｉが固着され、ウォームホイール７ｌの下側
にはウォームホイール７ｌの下部に噛合する小径のウォ
ームギャ７２が左右方向に向けて配設され、ウォームギ
ャ７２の左端近傍部と右端部は軸受メタルを介して下部
ハウジング３０の枢支部７３・７４で支持され、ウォー
ムギャ７２の左端部には小径の傘歯車７４が固着され、
入力軸２５の後端部には傘歯車７５に噛合する傘歯車７
６が固着されている。中間シャフト２３が矢印Ｆ２の方
へ回転すると、１対の傘歯車７５・７６とウォームギャ
機構７０を介してカム部材３８は第５図の矢印Ｆイの方
向へ回転する。That is, a worm wheel 7I is fixed to the front part of the support shaft 39 within the housing 39, and a small-diameter worm gear 72 that meshes with the lower part of the worm wheel 7l is disposed below the worm wheel 7l, facing in the left-right direction. The vicinity of the left end and the right end of the worm gear 72 are supported by the pivot parts 73 and 74 of the lower housing 30 via bearing metal, and a small diameter bevel gear 74 is fixed to the left end of the worm gear 72.
A bevel gear 7 that meshes with a bevel gear 75 is provided at the rear end of the input shaft 25.
6 is fixed. When the intermediate shaft 23 rotates in the direction of arrow F2, the cam member 38 rotates in the direction of arrow Fi in FIG. 5 via the pair of bevel gears 75 and 76 and the worm gear mechanism 70.
入力軸２５は下部ハウジング３０のボス部３０ｂを挿通
して前方へ延出し、入力軸２５の前端部はカップリング
２４により中間シャフト２３の後端部に一体的に回動す
るように連結され、入力軸２５はボス部３０ｂで回転自
在に支持され、第６図に示すように、入力軸２５の外周
の環状溝５７に規制ビン５８を係合させることにより入
力軸２５は前後方向に移動しないように規制されている
。The input shaft 25 extends forward through the boss portion 30b of the lower housing 30, and the front end of the input shaft 25 is connected to the rear end of the intermediate shaft 23 by a coupling 24 so as to rotate integrally therewith. The input shaft 25 is rotatably supported by the boss portion 30b, and as shown in FIG. 6, the input shaft 25 is prevented from moving in the front-rear direction by engaging a regulating pin 58 with an annular groove 57 on the outer periphery of the input shaft 25. It is regulated as follows.
上記中間シャフト２３は、副ラックとピニオン２２を介
してステアリングシャフトｌ２の回転に対して所定の減
速比で減速され、１対の傘歯車７５・７６は同径なので
入力軸２５の回転はウォームギャ機横７０の所定の減速
比で減速される。The intermediate shaft 23 is reduced in speed by a predetermined reduction ratio with respect to the rotation of the steering shaft l2 via the auxiliary rack and pinion 22, and since the pair of bevel gears 75 and 76 have the same diameter, the rotation of the input shaft 25 is controlled by a worm gear mechanism. The vehicle is decelerated at a predetermined reduction ratio of 70 lateral.
従って、上記カム部材３８は、ステアリングハンドルｌ
１の操舵角に比例する前輪ｌの転舵角に比例して回動さ
れ、ステアリングハンドル１ｌを第１図の矢印Ｆ，の方
向へ操作したときはカム部材３８は後方より視て反時計
回り（第５図で矢印Ｆ，の方向）に回動され、またステ
アリングハンドル１１を矢印Ｆ．と反対方向へ操作した
ときには上記の反対方向へ回動される。Therefore, the cam member 38 is connected to the steering handle l.
When the steering wheel 1l is operated in the direction of arrow F in FIG. (in the direction of arrow F in FIG. 5), and the steering wheel 11 is rotated in the direction of arrow F in FIG. When operated in the opposite direction, it is rotated in the opposite direction.
ここで、上記カム部材３日の形状について説明する。Here, the shape of the cam member 3 will be explained.
第１０図は、カム部材３８と１対ローラ３７Ｌ・３７Ｒ
との相対位置関係を後方より視て図示したものである．
カム部材３８は後方より視たときに左右対称であり、前
輪１の転舵角が零のときカム部材３８は第ｌＯ図に実線
で図示の中立状態となり、左側のローラ３７Ｌは点Ｐ０
に当接しまた右側のローラ３７Ｒは点Ｑ．に当接してい
る。カム部材３８の外周面の左右両側部には、第１カム
面６ｌとこの第１カム面６１の上端から上方へ連なる第
２カム面６２と第１カム面６ｌの下端から下方へ連なる
第３カム面６３とが夫々形成され、第１カム面６１と第
２カム面６２と第３カム面６３の範囲が操舵範囲である
．
上記第１カム面６１は、反対側の第１カム面６１と協働
して機能し、ステアリングハンドル１１が左回り又は右
回りに例えば２００度（これは、前輪ｌの転舵角θ，＝
１５度に対応する）以下の範囲で操舵されるときに、後
輪２を転舵しない中立状態に保持する為のものである。FIG. 10 shows a cam member 38 and a pair of rollers 37L and 37R.
This is a diagram showing the relative positional relationship between the two and the rear. The cam member 38 is symmetrical when viewed from the rear, and when the steering angle of the front wheel 1 is zero, the cam member 38 is in a neutral state as shown by the solid line in Figure 1O, and the left roller 37L is at the point P0.
The right roller 37R contacts point Q. is in contact with. On both left and right sides of the outer peripheral surface of the cam member 38, a first cam surface 6l, a second cam surface 62 extending upward from the upper end of the first cam surface 61, and a third cam surface extending downward from the lower end of the first cam surface 6l are provided. Cam surfaces 63 are respectively formed, and the range of the first cam surface 61, the second cam surface 62, and the third cam surface 63 is the steering range. The first cam surface 61 functions in cooperation with the first cam surface 61 on the opposite side, so that the steering wheel 11 can be rotated counterclockwise or clockwise by, for example, 200 degrees (this means that the steering angle θ,=
This is to maintain the rear wheels 2 in a neutral state in which they are not steered when the wheels are steered in the range below (corresponding to 15 degrees).
第１カム面６１は支軸３９の中心Ｏを中心とする半径Ｒ
の円筒面（つまり、円弧Ｐ，Ｐ．からなる円筒面）であ
り、これが例えばステアリングハンドルｌ１を左回り又
は右回りに２００度合計４００度操舵する範囲に対応し
、ステアリングハンドル１ｌを左回りに２００度操舵す
ると、カム部材３８は矢印Ｆ５の方向へ回転して左側の
ローラ３７Ｌが点Ｐ，にまた右側のローラ３７Ｒが点Ｑ
２に夫々当接し、ステアリングハンドルｌ１を右回りに
２００度操舵すると、カム部材３８は矢印Ｆ，と反対方
向へ回転して左側のローラ３７Ｌが点Ｐ．にまた右側の
ローラ３７Ｒが点Ｑ１に夫々当接する。The first cam surface 61 has a radius R centered on the center O of the support shaft 39.
is a cylindrical surface (that is, a cylindrical surface consisting of circular arcs P, P.), and this corresponds to the range in which the steering wheel l1 is steered, for example, by 200 degrees counterclockwise or clockwise, for a total of 400 degrees, and when the steering wheel l1 is turned counterclockwise. When the steering is performed 200 degrees, the cam member 38 rotates in the direction of arrow F5, and the left roller 37L moves to point P, and the right roller 37R moves to point Q.
When the steering wheel l1 is rotated clockwise by 200 degrees, the cam member 38 rotates in the direction opposite to the arrow F, and the left roller 37L moves to the point P.2. Also, the right roller 37R comes into contact with the point Q1.
上記第２カム面６２は反対側の第３カム面６３と協働し
て機能し、第３カム面６３は反対側の第２カム面６２と
協働して機能し、第２カム面６２と第３カム面６３はス
テアリングハンドル１１を左回り又は右回りに２００度
より大きく操舵したときつまり前輪ｌの転舵角θ，がｌ
５度より大きくなったときに、（θＦ−１５）の角度に
比例して後輪２を前輪１と逆相に転舵させる為のもので
ある．
第２カム面６２は、曲線Ｐ．Ｐ，ｌで決定される曲面で
あり、点Ｐ１から点Ｐ，に向って中心０からの半径が漸
増していく．
第３カム面６３は、曲線Ｐｔ Ｐ４で決定される曲面で
あり、点Ｐ２から点Ｐ４に向って中心０からの半径が漸
減していく。そして、直径Ｐ ｔ Ｑｚ＝直径ＰｘＱ４
＝２Ｒであり、点Ｐ＋ と点Ｐ３間の点から点Ｑ８と点
Ｑ，間の対応する点までの直径も２Ｒとなっている。こ
のことは、曲線Ｐ．Ｐ．間の第３カム面６３と曲線Ｑ，
Ｑ，間の第２カム面６２との関係においても同様である
．左側のローラ３７Ｌが点Ｐ，に当接したときに右側の
ローラ３７Ｒが点Ｑ４に当接し、左側のローラ３７Ｌが
点Ｐ４に当接したときに右側のローラ３７Ｒが点Ｑ，Ｉ
に当接する．従って、カム部材３８が操舵範囲内で回転
する限り左側のローラ３７Ｌと右側のローラ３７Ｒとは
常にカム部材３８の外周面に当接することになる．但し
、操舵範囲のうち点Ｐ３の近傍部分と点Ｐ４の近傍部分
は実際には殆んど使用しない範囲である．
第１１図は上記カム部材３８などにより決定される後輪
操舵装置２０の特性を、前輪ｌの転舵角θ『を横軸にま
た後輪２の転舵角θ８を縦軸にとって表わしたものであ
り、θ，。は例えばθ，。＝１５度である．
上記カム部材３８を左右１対のローラ３７Ｌ・３７Ｒ間
に組込むときに容易に組込み得るようにする為、カム部
材３８の外周面の操舵範囲外の部分においては、カム部
材３８の直径が２Ｒよりも短かく形成されている．点Ｐ
，から点Ｑ，まで直径Ｐ●Ｑ．と平行に直線的に形成さ
れ、直径Ｐ，Ｐ＆は２Ｒより著しく短か《形成され、点
Ｐ，と点Ｐｓ間の点から点Ｑ４と点Ｐ，間の点までの直
径も２Ｒよりもかなり短か《形成され、第１０図に示す
中立状態のときのカム部材３８の全高も２Ｒより著しく
短かく形成されている．
次に、ハウジング２９の構造について第９図により説明
する。The second cam surface 62 functions in cooperation with a third cam surface 63 on the opposite side, and the third cam surface 63 functions in cooperation with the second cam surface 62 on the opposite side, and the second cam surface 62 functions in cooperation with the second cam surface 62 on the opposite side. and the third cam surface 63, when the steering wheel 11 is steered counterclockwise or clockwise by more than 200 degrees, that is, when the steering angle θ of the front wheel l is
This is to steer the rear wheels 2 in the opposite phase to the front wheels 1 in proportion to the angle (θF-15) when the angle is greater than 5 degrees. The second cam surface 62 has a curve P. It is a curved surface determined by P and l, and the radius from the center 0 gradually increases from point P1 to point P. The third cam surface 63 is a curved surface determined by a curve Pt P4, and the radius from the center 0 gradually decreases from point P2 to point P4. And diameter P t Qz = diameter PxQ4
= 2R, and the diameter from the point between point P+ and point P3 to the corresponding point between point Q8 and point Q is also 2R. This means that the curve P. P. between the third cam surface 63 and the curve Q,
The same applies to the relationship with the second cam surface 62 between Q and Q. When the left roller 37L abuts point P, the right roller 37R abuts point Q4, and when the left roller 37L abuts point P4, the right roller 37R abuts point Q, I.
comes into contact with. Therefore, as long as the cam member 38 rotates within the steering range, the left roller 37L and right roller 37R always come into contact with the outer peripheral surface of the cam member 38. However, in the steering range, a portion near point P3 and a portion near point P4 are ranges that are hardly used in practice. FIG. 11 shows the characteristics of the rear wheel steering device 20 determined by the cam member 38, etc., with the steering angle θ' of the front wheels 1 on the horizontal axis and the steering angle θ8 of the rear wheels 2 on the vertical axis. and θ,. For example, θ,. = 15 degrees. In order to easily assemble the cam member 38 between the pair of left and right rollers 37L and 37R, the diameter of the cam member 38 is smaller than 2R in the portion of the outer peripheral surface of the cam member 38 that is outside the steering range. It is also formed short. Point P
, to point Q, the diameter P●Q. , and the diameters P and P& are significantly shorter than 2R, and the diameter from the point between points P and Ps to the point between Q4 and P The total height of the cam member 38 in the neutral state shown in FIG. 10 is also significantly shorter than 2R. Next, the structure of the housing 29 will be explained with reference to FIG. 9.
ハウジング２９内に出力軸２６、カム部材３８、ウォー
ムギャ機構７０等を組込む為にハウジング２９は合せ面
６０で分割される下部ハウジング３０と上部ハウジング
３１とで中空状に形成される。In order to incorporate the output shaft 26, cam member 38, worm gear mechanism 70, etc. into the housing 29, the housing 29 is formed into a hollow shape with a lower housing 30 and an upper housing 31 divided by a mating surface 60.
本実施例のハウジング２９においては、合せ面６０の方
向について次のような工夫が凝らされている。In the housing 29 of this embodiment, the following measures have been taken regarding the direction of the mating surface 60.
自動車の走行時、特にコーナリングする場合など、後輪
２からタイロッド２８に数１００ｋｇの軸力が作用して
タイロッド２８から出力軸２６の端部に作用し、タイロ
ッド２８は出力軸２６に対して前方且つ下方へ傾いてい
るので、車体に固定されたハウジング２９には出力軸２
６から軸力の分力ＲＦが第９図に示すような方向に作用
する。When a car is running, especially when cornering, an axial force of several hundred kilograms acts from the rear wheels 2 to the tie rod 28 and from the tie rod 28 to the end of the output shaft 26, causing the tie rod 28 to move forward with respect to the output shaft 26. In addition, since it is tilted downward, the output shaft 2 is attached to the housing 29 fixed to the vehicle body.
A component force RF of the axial force from 6 acts in the direction shown in FIG.
一方、タイロッド２８から・出力軸２６に伝達される軸
力によりローラ３７Ｌ・３７Ｒを介してカム部材３８に
回転モーメントが作用し、その１対の反力ＭＦが第９図
に示す鉛直面６４内で出力軸２６からハウジング２９に
作用する。ハウジング２９内に前記の諸部品を組込む為
には、合せ面６０を鉛直方向に向けるのが一般的である
が、上記分力ＲＦと反力ＭＦに鑑みると好ましくない。On the other hand, due to the axial force transmitted from the tie rod 28 to the output shaft 26, a rotational moment acts on the cam member 38 via the rollers 37L and 37R, and the pair of reaction forces MF are generated within the vertical plane 64 shown in FIG. act on the housing 29 from the output shaft 26. In order to assemble the above-mentioned parts into the housing 29, it is common to orient the mating surface 60 in the vertical direction, but this is not preferable in view of the above component force RF and reaction force MF.
そこで、上記ハウジング２９の合せ面６０は出力軸２６
からハウジング２９に作用する上記分力ＲＦ及び反力Ｍ
Ｆの方向と交差するように、出力軸２６の軸心ＡＣを含
む傾斜面であって、鉛直面に対して約４５度傾斜の前方
上りの傾斜面に形成されている．上記合せ面６０に沿っ
て下部ハウジング３０の外周縁と上部ハウジング３１の
外周縁には夫々フランジ部３０ａ・３１ａが形成され、
これらフランジ部３０ａ・３１ａ同士は複数のボルト６
５で固着されている。このような合せ面６０としたので
、前記諸部品を容易に組込み、比較的小形のフランジ部
３０ａ・３１ａ及びボノレト６５により分力ＲＦと力Ｍ
Ｆとに対して十分な強度にすることが出来る。尚、ロッ
ド部３２Ｌ・３２Ｒの外端部分とボールジョイント２７
とタイロッド２日の内端部はラバー製の蛇腹状部材４７
で覆われている。Therefore, the mating surface 60 of the housing 29 is connected to the output shaft 26.
The above component force RF and reaction force M acting on the housing 29 from
It is an inclined surface including the axis AC of the output shaft 26 so as to intersect with the direction F, and is formed as a forward upward inclined surface inclined at an angle of about 45 degrees with respect to the vertical plane. Along the mating surface 60, flange portions 30a and 31a are formed on the outer periphery of the lower housing 30 and the outer periphery of the upper housing 31, respectively;
These flange parts 30a and 31a are connected to each other by a plurality of bolts 6.
It is fixed at 5. With such a mating surface 60, the above-mentioned parts can be easily assembled, and the component force RF and the force M can be easily assembled using the relatively small flange portions 30a and 31a and the bonolet 65.
It can be made strong enough against F. In addition, the outer end portions of the rod portions 32L and 32R and the ball joint 27
The inner end of the tie rod 2 is a bellows-like member 47 made of rubber.
covered with.
以上のように構成された自動車の後輪操舵装置の作用に
ついて説明する．
既述のように、ステアリングハンドル１１を第１図の矢
印Ｆ１の方へ操舵すると、前輪ｌの転舵角に応じてカム
部材３８が第１０図の矢印Ｆ，の方へ回転し、またステ
アリングハンドル１１を上記と反対方向へ操舵するとカ
ム部材３８も上記と反対方向へ回転する．
前輪ｌの転舵角が左旋回方向また右旋回方向へ１５度以
内のときにはローラ３７Ｌ・３７Ｒはカム部材３８の等
半径の第１カム面６１上を転勤するので、ローラ３７Ｌ
と３７Ｒとは中心Ｏに対して対称に位置し、後輪２は転
舵されず中立状態を保持する。The operation of the automobile rear wheel steering system configured as described above will be explained. As mentioned above, when the steering wheel 11 is steered in the direction of the arrow F1 in FIG. 1, the cam member 38 rotates in the direction of the arrow F in FIG. When the handle 11 is steered in the opposite direction, the cam member 38 also rotates in the opposite direction. When the turning angle of the front wheel l is within 15 degrees in the left turning direction or right turning direction, the rollers 37L and 37R move on the first cam surface 61 of the cam member 38 with the same radius, so the roller 37L
and 37R are located symmetrically with respect to the center O, and the rear wheels 2 are not steered and maintain a neutral state.
前輪１が左旋回方向へ１，５度以上転舵されると、ロー
ラ３７Ｌは左側の第２カム面６２上を転動し、ローラ３
７Ｒは右側の第３カム面６３上を転勤する．その結果、
中心０からローラ３７Ｌまでの半径が中心０からローラ
３７Ｒまでの半径よりも大きくなるので、出力軸２６は
左方へ移動し、１対のタイロッド２８を介して１対の後
輪２は左旋回方向（第１図で時計回り方向）へ転舵され
る。When the front wheel 1 is turned more than 1.5 degrees in the left turning direction, the roller 37L rolls on the second cam surface 62 on the left side, and the roller 37L rolls on the second cam surface 62 on the left side.
7R moves on the third cam surface 63 on the right side. the result,
Since the radius from the center 0 to the roller 37L is larger than the radius from the center 0 to the roller 37R, the output shaft 26 moves to the left, and the pair of rear wheels 2 rotate to the left via the pair of tie rods 28. (clockwise in Figure 1).
前輪ｌが右旋回方向へ１５度以上転舵されると、ローラ
３７Ｌが左側の第３カム面６３上を転勤し、ローラ３７
Ｒは右側の第２カム面６２上を転勤する。その結果、中
心Ｏからローラ３７Ｌまでの半径が中心０からローラ３
７Ｒまでの半径よりも小さ《なるので、出力軸２６は右
方へ移動し、ｌ対のタイロンド２８を介して１対の後輪
２は右旋回方向（第１図で反時計回り方向）へ転舵され
る。When the front wheel l is steered by 15 degrees or more in the right turning direction, the roller 37L moves on the third cam surface 63 on the left side, and the roller 37L moves on the left third cam surface 63.
R moves on the second cam surface 62 on the right side. As a result, the radius from center O to roller 37L is from center 0 to roller 3
Since the radius is smaller than the radius up to 7R, the output shaft 26 moves to the right, and the pair of rear wheels 2 rotate to the right (counterclockwise in FIG. 1) via the pair of tie ronds 28. is steered to.
このように、ステアリングハンドル１１を左回り又は右
回りに２００度以上転舵して、前輪ｌが１５度以上転舵
されると、後輪２は前輪１の転舵と逆位相で転舵される
ことになる。In this way, when the steering wheel 11 is turned counterclockwise or clockwise by 200 degrees or more and the front wheels 1 are steered by 15 degrees or more, the rear wheels 2 are steered in a phase opposite to that of the front wheels 1. That will happen.
但し、後輪２の転舵角θ８は（θＦ−１５）に比例する
ものの、後輪２の転舵角θ，は最大でも約１’Ｏ度程度
である。However, although the steered angle θ8 of the rear wheels 2 is proportional to (θF-15), the steered angle θ of the rear wheels 2 is about 1'O degrees at most.
自動車の走行時、既述のようにタイロッド２８から出力
軸２６へ大きな軸力が作用するが、出力軸２６の１対の
ロツド部３２Ｌ・３２Ｒと１対のローラ３７Ｌ・３７Ｒ
とカム部材３８は同一軸線上に配置されているので、上
記軸力は主として部材同士間で圧縮力で伝達され、何れ
の部材にも大きな曲げモーメントが生じることがない。When the car is running, a large axial force is applied from the tie rod 28 to the output shaft 26 as described above, but a large axial force is applied to the output shaft 26 by the pair of rod portions 32L and 32R of the output shaft 26 and the pair of rollers 37L and 37R.
Since the cam member 38 and the cam member 38 are arranged on the same axis, the axial force is mainly transmitted between the members as a compressive force, and no large bending moment is generated in any member.
枢支軸３６は両端支持されているので、枢支軸３６にも
大きな曲げモーメントは生じない。カム部材３８の左右
両側部にローラ３７Ｌ・３７Ｒが当接するので、支軸３
９に対してカム部材３８から力が殆んど作用しない。Since the pivot shaft 36 is supported at both ends, no large bending moment is generated on the pivot shaft 36 either. Since the rollers 37L and 37R come into contact with the left and right sides of the cam member 38, the support shaft 3
9, the cam member 38 exerts almost no force on it.
従って、出力軸２６、カム部材３８及び支軸３９などの
諸部材を極力小型化して小型・軽量であって箇単な構造
の後輪操舵装置２０を実現することが出来る。しかも、
出力軸２６は一本の部材な′ので、左右の後輪２の転舵
は確実に同期する。Therefore, various members such as the output shaft 26, the cam member 38, and the support shaft 39 can be miniaturized as much as possible to realize the rear wheel steering device 20 that is small, lightweight, and has a simple structure. Moreover,
Since the output shaft 26 is a single member, the steering of the left and right rear wheels 2 is reliably synchronized.
このウォームギャ機構７０を設けたので、中間シャフト
２３の小さな回転トルクでカム部材３８に大きな回転ト
ルクを与えることが出来る。特に、自動車の走行時、特
にコーナリング時などタイロッド２８から出力軸２６及
びローラ３７Ｌ・３７Ｒを介して大きな外力が作用し、
カム部材３８に回転モーメントが作用するが、その回転
モーメントはウォームギャ機構７０で遮断され入力軸２
５へ伝達されないから、ステアリングハンドル１ｌの操
舵が重くなるなどの支障は全く生じない。Since this worm gear mechanism 70 is provided, a large rotational torque can be applied to the cam member 38 with a small rotational torque of the intermediate shaft 23. In particular, when the car is running, particularly when cornering, a large external force acts from the tie rod 28 through the output shaft 26 and the rollers 37L and 37R.
A rotational moment acts on the cam member 38, but the rotational moment is blocked by the worm gear mechanism 70 and the input shaft 2
Since the signal is not transmitted to the steering wheel 5, there is no problem such as heavy steering of the steering wheel 1l.
前記ラバープッシュ５０はローラ３７Ｌと０−ラ枢支部
３３Ｌ間にのみ介装され、ローラ３７Ｒとローラ框支部
３３Ｒ間には介装されていない。The rubber push 50 is interposed only between the roller 37L and the 0-ra pivot support 33L, and is not interposed between the roller 37R and the roller stile support 33R.
仮に、両ローラ３７Ｌ・３７Ｒにラバープッシュ５０を
設けた場合には、長期間使用している間にラバーブッシ
ェ５０が劣化したときに、両方のラハーフッシュ５０の
弾性力が異なってカム部材３８に対して出力軸２６が左
方また′は右方へ微小に変位し、中立状態のときの後輪
２のアライメントに狂いが生じてしまう。If rubber pushers 50 are provided on both rollers 37L and 37R, if the rubber bushers 50 deteriorate during long-term use, the elastic force of both rubber bushes 50 will be different and the elastic force will be different and the rubber pushers 50 will be pushed against the cam member 38. The output shaft 26 is slightly displaced leftward or rightward, causing misalignment of the rear wheels 2 in the neutral state.
本実施例においては、一方のローラ３７Ｌにのみラバー
プッシュ５０を設けるので、ラバープッシュ５０の弾性
力が変動しても、カム部材３８と出力軸２６の位置関係
は、ラバープッシュ５０を設けない方のローラ３７Ｒを
介して常に一定に設定されるので、中立状態のときの後
輪２のアライメントに狂いが生じることがない。In this embodiment, since the rubber push 50 is provided only on one roller 37L, even if the elastic force of the rubber push 50 changes, the positional relationship between the cam member 38 and the output shaft 26 will be the same as that without the rubber push 50. Since it is always set to a constant value via the roller 37R, the alignment of the rear wheel 2 in the neutral state will not be out of alignment.
前記ラバープッシュ５０は数１００ｋｇのプリロードを
負荷した状態で組込まれることから、左右のローラ３７
Ｌ・３７Ｒ間にカム部材３８を組込むのが非常に難しい
。このカム部材３８の組込みを容易にする為に、既述の
ようにカム部材３８の操舵範囲外の直径（例えば、第１
０図の直径Ｐ，Ｐ６）が２Ｒよりも著しく短かく形成さ
れている．支軸３９が組付けられたカム部材３８を、ノ
＼ウジング２９外で予め出力軸２６に組付ける場合、前
方より視た第１２図〜第１４図に示すように、カム部材
３日を中立状態から９０度回転させた姿勢にして、支軸
３９の後端部をガイド孔４７に挿入する。このとき、寸
法Ｌは２Ｒよりも十分に小さいので、第１３図のように
簡単に組込むことが出来る。次に、支軸３９とともにカ
ム部材３８を第１３図にて時計回り方向に回動させてい
くと、ローラ３７Ｌが第３カム面６３と第１カム面６１
上を転動し、ローラ３７Ｒが第２カム面６２と第１カム
面６ｌ上を転動ずるので、極めて簡単に第１４図の状態
に組付けることが出来る。Since the rubber pusher 50 is assembled with a preload of several hundred kg, the left and right rollers 37
It is very difficult to incorporate the cam member 38 between L and 37R. In order to facilitate the assembly of the cam member 38, the diameter of the cam member 38 outside the steering range (for example, the first
The diameters P and P6 in Figure 0 are significantly shorter than those of 2R. When the cam member 38 to which the support shaft 39 is assembled is previously assembled to the output shaft 26 outside the housing 29, the cam member 38 is placed in the neutral position as shown in FIGS. The rear end portion of the support shaft 39 is inserted into the guide hole 47 with the position rotated 90 degrees from the original state. At this time, since the dimension L is sufficiently smaller than 2R, it can be easily assembled as shown in FIG. Next, when the cam member 38 is rotated clockwise in FIG. 13 together with the support shaft 39, the roller 37L moves between the third cam surface 63 and the first cam surface 61
Since the roller 37R rolls on the second cam surface 62 and the first cam surface 6l, it can be assembled very easily into the state shown in FIG. 14.
次に、ウォームホイール７１及び軸受４０・４ｌ・４３
・４４を支軸３９に組付けてから、これらのアセンブリ
及び傘歯車７６と入力軸２５のアセンブリ及びウォーム
ギャ７２と傘歯車７５のアセンブリを下部ハウジング３
０に組付けて、次に下部ハウジング３０に上部ハウジン
グ３ｌを組付けることになる。自動車の組立の際、前輪
１のアライメント及び後輪２のアライメントを設定する
までは、カム部材３８を第５図・第１０図の中立状態に
保持することが必要である。そこで、上記のように後輪
操舵装置２０のユニットを組立てたときに、第１５図に
示すように支軸３９の後端の立溝６６を上部ハウジング
３Ｉの上下１対のマーク６７に合わせてカム部材３８を
中立状態に設定し、下部ハウジング３０のボス部３０ｂ
のボルト６８で入力軸２５を一時的に固定する。但し、
自動車の組立完了後、前輪１のアライメントと後輪２の
アライメントの設定後、ボルト６８は取外される。Next, the worm wheel 71 and the bearings 40, 4l, 43
44 to the support shaft 39, and then attach these assemblies, the bevel gear 76 and input shaft 25 assembly, and the worm gear 72 and bevel gear 75 assembly to the lower housing 3.
0, and then the upper housing 3l is assembled to the lower housing 30. When assembling an automobile, it is necessary to maintain the cam member 38 in the neutral state shown in FIGS. 5 and 10 until the alignment of the front wheels 1 and the rear wheels 2 are set. Therefore, when assembling the unit of the rear wheel steering device 20 as described above, align the vertical groove 66 at the rear end of the support shaft 39 with the pair of upper and lower marks 67 on the upper housing 3I as shown in FIG. The cam member 38 is set to a neutral state, and the boss portion 30b of the lower housing 30
The input shaft 25 is temporarily fixed with the bolt 68. however,
After the assembly of the automobile is completed and the alignment of the front wheels 1 and the rear wheels 2 are set, the bolts 68 are removed.
前記カム部材３８を支持する支軸３９の前端部に１対の
スラスト軸受４３・４４が設けられ、支軸３９はこれら
スラスト軸受４３・４４により軸方向に支持されている
ので、出力軸３９の連結軸部３４がローラ枢支部３３Ｌ
・３３Ｒに対して前後に非対称である故に支軸３９に軸
方向の外力が作用しても支軸３９が軸方向に移動するこ
とはないし、支軸３９とハウジング２９間に大きな回転
摺動抵抗が生じることもない。但し、スラスト軸受４４
は支軸３９の後端部に設けてもよい。A pair of thrust bearings 43 and 44 are provided at the front end of the support shaft 39 that supports the cam member 38, and since the support shaft 39 is supported in the axial direction by these thrust bearings 43 and 44, the output shaft 39 is The connecting shaft portion 34 is the roller pivot portion 33L
・Because it is asymmetrical in the front and back relative to 33R, even if an external force in the axial direction is applied to the support shaft 39, the support shaft 39 does not move in the axial direction, and there is a large rotational sliding resistance between the support shaft 39 and the housing 29. will not occur. However, thrust bearing 44
may be provided at the rear end of the support shaft 39.
前記ハウジング２９について、下部ハウジング３０と上
部ハウジング３ｌの合せ面６０が既述のように鉛直面に
対して４５度傾いた前方上りの傾斜面に形成されている
ので、下部ハウジング３０と上部ハウジング３１とを結
合する結合強度面で有利になるし、ハウジング２９内に
諸部品を組込む際にも何ら支障は生じない。Regarding the housing 29, since the mating surface 60 of the lower housing 30 and the upper housing 3l is formed as a front upward slope inclined at 45 degrees with respect to the vertical plane as described above, the lower housing 30 and the upper housing 31 This is advantageous in terms of bonding strength, and there is no problem when assembling various parts into the housing 29.
尚、前記出力軸やカム部材の形状・構造は一例を示すも
のにすぎず、本発明の思想を逸脱しない範囲で適宜の変
更を加え得ることは言うまでもない。It should be noted that the shapes and structures of the output shaft and the cam member are merely examples, and it goes without saying that appropriate changes can be made without departing from the spirit of the present invention.
図面は本発明の実施例を示すもので、第１図は自動車の
４輪操舵装置の概略構成図、第２図は第１図■矢視図、
第３図は後輪捏舵装置の斜視図、第４図は後輪操舵装置
の横断平面図、第５図は第４図■−Ｖ線断面図、第６図
は第４図Ｖｌ−Ｖｌ線断面図、第７図は左側ローラ枢支
部のローラ［支構造の拡大断面図、第８図はラバープッ
シュの拡大断面図、第９図は第４図ＩＸ−ＩＸ線断面図
、第１０図はカム部材とローラとの作動説明図、第１１
図は後輪操舵特性図、第１２図〜第１４図は出力軸にカ
ム部材を組付けるときの各段階の説明図、第１５図は上
部ハウジングの後面に臨む支軸の端面図である。
１・・前輪、 ２・・後輪、 １０・・前輪操舵装置
、 ２０・・後輪操舵装置、 ２３・・中間シャフト、
２５・・入力軸、 ２６・・出力軸、３７Ｌ・３７Ｒ
・・ローラ、 ３８・・カム部材、３９・・支軸、 ６
１・・第１カム面、６２・・第２カム面、 ６３・・第
３カム面。
７０・・ウォームギャ機構。
特許出願人 マツダ株式会社
第
図
第２図
フ０
第７図
第１１図The drawings show an embodiment of the present invention, and FIG. 1 is a schematic configuration diagram of a four-wheel steering system for an automobile, FIG. 2 is a view in the direction of the arrow ■ in FIG.
Fig. 3 is a perspective view of the rear wheel steering device, Fig. 4 is a cross-sectional plan view of the rear wheel steering device, Fig. 5 is a sectional view taken along the line Vl-V in Fig. 4, and Fig. 6 is Fig. 4 Vl-Vl. 7 is an enlarged sectional view of the roller of the left roller pivot support structure, FIG. 8 is an enlarged sectional view of the rubber pusher, FIG. 9 is a sectional view taken along the line IX-IX of FIG. 4, and FIG. is an explanatory diagram of the operation of the cam member and roller, No. 11
The figure is a rear wheel steering characteristic diagram, FIGS. 12 to 14 are explanatory diagrams of each step in assembling the cam member to the output shaft, and FIG. 15 is an end view of the support shaft facing the rear surface of the upper housing. 1...Front wheel, 2...Rear wheel, 10...Front wheel steering device, 20...Rear wheel steering device, 23...Intermediate shaft,
25...Input shaft, 26...Output shaft, 37L/37R
...Roller, 38...Cam member, 39...Spindle, 6
1..First cam surface, 62..Second cam surface, 63..Third cam surface. 70... Worm gear mechanism. Patent applicant Mazda Motor Corporation Figure 2 F0 Figure 7 Figure 11
Claims (1)
において、 左右の後輪をタイロッドを介して連結する１本の出力軸
と、 上記出力軸と交差する軸心回りに回動するカム部材と、 上記出力軸に設けられ、カム部材の外周面の左右両側部
に当接する左右１対の当接部材と、前輪の転舵角に応じ
て回動する入力軸と、 上記入力軸への入力をカム部材に伝達するウォームギヤ
機構とを備えたことを特徴とする車両の後輪操舵装置。(1) In a four-wheel steering device that steers the rear wheels according to the steering of the front wheels, there is one output shaft that connects the left and right rear wheels via a tie rod, and a shaft that rotates around an axis that intersects with the output shaft. a cam member that rotates in accordance with the steering angle of the front wheels; a pair of left and right abutting members that are provided on the output shaft and abut on both left and right sides of the outer peripheral surface of the cam member; an input shaft that rotates in accordance with the steering angle of the front wheels; A rear wheel steering device for a vehicle, comprising a worm gear mechanism that transmits input to a shaft to a cam member.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5220689A JPH02231271A (en) | 1989-03-03 | 1989-03-03 | Rear wheel steering device for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5220689A JPH02231271A (en) | 1989-03-03 | 1989-03-03 | Rear wheel steering device for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH02231271A true JPH02231271A (en) | 1990-09-13 |
Family
ID=12908301
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5220689A Pending JPH02231271A (en) | 1989-03-03 | 1989-03-03 | Rear wheel steering device for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02231271A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105292251A (en) * | 2015-11-11 | 2016-02-03 | 吉林大学 | Four-wheel steering system for automobile |
-
1989
- 1989-03-03 JP JP5220689A patent/JPH02231271A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105292251A (en) * | 2015-11-11 | 2016-02-03 | 吉林大学 | Four-wheel steering system for automobile |
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