JPH0581470B2 - - Google Patents
Info
- Publication number
- JPH0581470B2 JPH0581470B2 JP267885A JP267885A JPH0581470B2 JP H0581470 B2 JPH0581470 B2 JP H0581470B2 JP 267885 A JP267885 A JP 267885A JP 267885 A JP267885 A JP 267885A JP H0581470 B2 JPH0581470 B2 JP H0581470B2
- Authority
- JP
- Japan
- Prior art keywords
- lever
- rear wheel
- rod
- wheel steering
- steering
- 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.)
- Expired - Lifetime
Links
- 230000007935 neutral effect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000003213 activating effect Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 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
- B62D7/1545—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 provided with electrical assistance
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)
Description
【発明の詳細な説明】
産業上の利用分野
本発明は自動車の前後輪操舵装置に関するもの
である。DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a front and rear wheel steering system for an automobile.
従来の技術
自動車において、転舵操作時操舵に対する車体
の運動性能を向上させる為に、後輪を前輪と同様
キングピンまわりに回動し得るように構成し、前
輪の転舵に連動して後輪を転舵させるようにした
装置が従来より開発され実開昭56−154269号公報
に公開されている。Prior Art In automobiles, in order to improve the dynamic performance of the vehicle body in response to steering during steering operations, the rear wheels are configured to rotate around a kingpin like the front wheels. A device for steering the wheel has been developed and disclosed in Japanese Utility Model Application Publication No. 154269/1983.
発明が解決しようとする問題点
上記従来の装置は、前輪操舵機構の転舵作動を
後輪操舵機構に伝達するロツドを、前輪側ロツド
と後輪側ロツドとに分割し、前端を前輪操舵機構
に枢着した前輪側ロツドの後端と、後端を後輪操
舵機構に枢着した後輪側ロツドの前端とを、車体
幅方向に所定距離オフセツトした位置においてレ
バーにそれぞれ枢着し、前輪の転舵作動により前
輪側ロツドが車体前後方向に移動するとレバーが
車体への枢支点のまわりに回動し、該レバーの回
動により後輪側ロツドが車体前後方向に移動して
後輪操舵機構を作動させるように構成すると共
に、レバー車体への枢支点を車体幅方向にスライ
ド移動させる油圧シリンダ等のアクチユエータを
車体部材に取付け、該アクチユエータの作動によ
るレバー枢支点のスライド移動により前輪に対す
る後輪の転舵方向及び前輪転舵角に対する後輪転
舵角の割合を可変的に制御するようになつてい
る。Problems to be Solved by the Invention In the above conventional device, the rod that transmits the steering operation of the front wheel steering mechanism to the rear wheel steering mechanism is divided into a front wheel side rod and a rear wheel side rod, and the front end is connected to the front wheel steering mechanism. The rear end of the front wheel rod, which is pivoted to When the front wheel rod moves in the longitudinal direction of the vehicle body due to the steering operation, the lever rotates around the pivot point to the vehicle body, and the rotation of the lever causes the rear wheel rod to move in the longitudinal direction of the vehicle body, resulting in rear wheel steering. In addition to activating the mechanism, an actuator such as a hydraulic cylinder that slides the lever pivot point to the vehicle body in the width direction of the vehicle body is attached to the vehicle body member. The steering direction of the wheels and the ratio of the rear wheel steering angle to the front wheel steering angle are variably controlled.
ところが上記従来装置のようにレバーの車体へ
の枢支点をスライド移動させる構造のものは、該
枢支点の車体側のガイドレールとレバーの枢支点
案内溝とが完全に一致していないと該枢支点のス
ライド移動が不可能であり、更に該枢支点のガイ
ドレール内及びレバーの枢支点案内溝内の摺動部
のフリクシヨンを極小とする為にある程度のクリ
アランスが必要であるばかりか外部からのごみや
水等の侵入を完全に防止する必要があり、作動時
のガタつき、シール及び摺動部の摩耗、支持強度
と言つた面で問題が多く、実用化はなかなか困難
である。 However, in the above-mentioned conventional device, which has a structure in which the pivot point of the lever is slid to the vehicle body, the pivot point cannot be moved if the guide rail on the vehicle body side of the pivot point and the lever pivot point guide groove are not completely aligned. It is impossible for the fulcrum to slide, and furthermore, a certain amount of clearance is required to minimize the friction of the sliding parts in the guide rail of the pivot point and in the pivot point guide groove of the lever. It is necessary to completely prevent the intrusion of dirt, water, etc., and there are many problems such as rattling during operation, wear of seals and sliding parts, and insufficient support strength, making it difficult to put it into practical use.
本発明は上記のような従来装置の問題を解消し
極めて実用的な前後輪操舵装置を提供することを
目的とするものである。 It is an object of the present invention to solve the problems of the conventional devices as described above and to provide an extremely practical front and rear wheel steering device.
問題点を解決するための手段
本発明は、ステアリングハンドルの回転操作に
より転舵作動する前輪の該転舵作動に応じて車体
前後方向に作動するフロントロツドの後端部を、
車体側部材にほぼ垂直方向の軸線を中心として回
動可能なるよう軸着された本体と該本体から一側
方向に延びるアーム部とから回動部材の該アーム
部先端部に回動可能なるよう取付け、該回動部材
に電動モータをその出力軸が上記回動部材の回動
中心線に直交してほぼ車体前後方向を向くように
取付け、該出力軸の回動部材回動中心線と交わる
位置にレバーを固定し、該レバーの先端部に前端
部をボールジヨイントにて結合したリヤロツドの
後端部を後輪操舵機構にボールジヨイントにて結
合したことを特徴とするものである。Means for Solving the Problems The present invention provides a rear end portion of a front rod that operates in the longitudinal direction of the vehicle body in response to the steering operation of the front wheels that is steered by the rotational operation of the steering handle.
A main body is pivotally attached to a vehicle body side member so as to be rotatable about an axis in a direction substantially perpendicular to the vehicle body, and an arm portion extending from the main body in one side direction is rotatably connected to a tip end of the arm portion of a rotating member. Attach the electric motor to the rotating member so that its output shaft is perpendicular to the rotating center line of the rotating member and faces approximately in the longitudinal direction of the vehicle body, and the output shaft intersects with the rotating center line of the rotating member. The lever is fixed in position, and the front end of the rear rod is connected to the tip of the lever by a ball joint, and the rear end of the rear rod is connected to the rear wheel steering mechanism by a ball joint.
作 用
上記において前輪転舵作動に応じてフロントロ
ツドが車体前後方向に作動すると、それにより回
動部材が回動し、該回動部材に取付けられている
電動モータの出力軸に固定されているレバーのリ
ヤロツドとの結合点が回動部材の回動中心線より
左右方向に変位した位置にあれば、リヤロツドが
車体前後方向に作動して後輪操舵機構を作動させ
後輪転舵を行うと共に、電動モータの回転による
レバーの回転により、該レバーのリヤロツドとの
結合点の回動部材回動中心線に対する左右方向の
位置が変わり、前輪転舵に対する後輪の転舵方向
及び前後輪転舵比を可変的に制御することができ
るものである。Function In the above, when the front rod operates in the longitudinal direction of the vehicle body in response to the front wheel steering operation, the rotating member rotates, and the lever fixed to the output shaft of the electric motor attached to the rotating member rotates. If the connection point with the rear rod is displaced laterally from the center line of rotation of the rotating member, the rear rod will operate in the longitudinal direction of the vehicle body to operate the rear wheel steering mechanism and turn the rear wheels. As the lever rotates due to the rotation of the motor, the position of the connection point of the lever with the rear rod in the left-right direction with respect to the center line of rotation of the rotating member changes, thereby changing the steering direction of the rear wheels relative to the front wheel steering and the front and rear wheel steering ratio. It is something that can be controlled.
更に又、電動モータの回転を、車速センサの車
速信号に基づき該車速における前輪に対する後輪
の理想的転舵比を演算しその演算結果に応じた出
力を発する制御回路の該出力にて制御するよう構
成することにより、常に車速に応じた最適の後輪
転舵作動が行われるものである。 Furthermore, the rotation of the electric motor is controlled by the output of a control circuit that calculates the ideal steering ratio of the rear wheels to the front wheels at the vehicle speed based on the vehicle speed signal from the vehicle speed sensor and generates an output according to the calculation result. With this configuration, the optimal rear wheel steering operation is always performed in accordance with the vehicle speed.
実施例
以下本発明の一実施例を附図を参照して説明す
る。Embodiment An embodiment of the present invention will be described below with reference to the accompanying drawings.
第１，２図において、１はステアリングハンド
ル、２は該ステアリングハンドル１の回動操作に
よつて回転するピニオンと該ピニオンに噛合いピ
ニオンの回転により軸方向に摺動変位するラツク
シヤフトとを内装したギヤボツクス、３はラツク
シヤフトの軸方向摺動変位により回動する前輪用
センタレバーで、該前輪用センタレバー３の右及
び左への回動により前輪用のタイロツド４、ナツ
クルアーム５を介して前輪６が右及び左に操舵さ
れるようになつている。 In Figures 1 and 2, 1 is a steering handle, 2 is a pinion that rotates when the steering handle 1 is rotated, and a rack shaft that meshes with the pinion and slides in the axial direction when the pinion rotates. The gearbox 3 is a center lever for the front wheel that rotates due to the axial sliding displacement of the rack shaft.When the center lever 3 for the front wheel is rotated to the right and left, the front wheel 6 is rotated via the tie rod 4 and the knuckle arm 5 for the front wheel. It is designed to be steered to the right and left.
７は前端部を上記前輪用センタレバー３にピン
着され後端部を後述する回動部材８のアーム部８
２にピン着されたフロントロツドであり、該フロ
ントロツド７は前輪用センタレバー３の回動に伴
ない軸方向即ち車体前後方向に移動して回動部材
８を回動させるようになつている。 7 is an arm portion 8 of a rotating member 8 whose front end is pinned to the front wheel center lever 3 and whose rear end will be described later.
2, and the front rod 7 moves in the axial direction, that is, in the longitudinal direction of the vehicle body, as the front wheel center lever 3 rotates, thereby rotating the rotating member 8.
回動部材８は、車体側部材にほぼ垂直方向の軸
線Ｚ−Ｚを中心として回動可能なるよう軸着され
るほぼコ字状の本体８１と、該本体８１の上下の
軸着点８１ａ，８１ｂのほぼ中央部から一側方
（Ｙ方向）に延びるアーム部８２と、該アーム８
２の基端部即ち本体８１とアーム８２との交差部
に形成されたヨーク部８３とを持つた形状に一体
又は一体的に構成され、アーム部８２の先端部に
前記したようにフロントロツド６の後端部がピン
着されると共に、本体８１に電動モータ９が取付
固定され、該電動モータ９の出力軸９ａが前記ヨ
ーク部８３に回転可能なるよう貫通支持された構
造となつている。 The rotating member 8 includes a substantially U-shaped main body 81 that is rotatably attached to the vehicle body side member so as to be rotatable about an axis Z-Z in a substantially perpendicular direction, and upper and lower pivot points 81a of the main body 81, An arm portion 82 extending in one side (Y direction) from approximately the center of the arm 81b;
2, that is, a yoke part 83 formed at the intersection of the main body 81 and the arm 82. The rear end portion is pinned, and the electric motor 9 is attached and fixed to the main body 81, and the output shaft 9a of the electric motor 9 is rotatably supported through the yoke portion 83.
該電動モータ９の出力軸９ａは、ステアリング
ハンドル１の中立時即ち直進時はその軸線Ｘ−Ｘ
が車両のほぼ前後方向を向き且つヨーク部８３に
よる前後の支持点間において前記本体８１の車体
側部材に対する回動中心線Ｚ−Ｚとほぼ直交する
ように構成されており、該出力軸９ａの上記Ｘ−
ＸとＺ−Ｚとの交点位置にレバー１０の基部が固
着され、電動モータ９の回転に伴ないレバー１０
が回動するようになつている。該電動モータ９と
しては例えばステツピングモータが使用される。 The output shaft 9a of the electric motor 9 is aligned with its axis X-X when the steering wheel 1 is neutral, that is, when driving straight.
is configured to face approximately in the longitudinal direction of the vehicle and to be approximately orthogonal to the rotation center line Z-Z of the main body 81 relative to the vehicle body side member between the front and rear support points of the yoke portion 83, and the output shaft 9a Above X-
The base of the lever 10 is fixed at the intersection of X and Z-Z, and as the electric motor 9 rotates, the lever 10
is starting to rotate. For example, a stepping motor is used as the electric motor 9.
上記レバー１０の点暗部にはリヤロツド１１の
前端部がボールジヨイント１２ａによ首振り可能
なるよう連結され、該リヤロツド１１の後端部は
車体側部材に回動可能に軸着された後輪用センタ
レバー１３にボールジヨイント１２ｂにて首振り
可能なるよう連結され、リヤロツド１１の車両前
後方向の移動によつて用輪用センタレバー１３が
右又は左へ回動し、後輪用タイロツド１４、ナツ
クルアーム１５を介して後輪１６がキングピンま
わり操舵されるようになつている。 The front end of a rear rod 11 is swingably connected to a ball joint 12a to the light/dark portion of the lever 10, and the rear end of the rear rod 11 is connected to a rear wheel rotatably pivoted to a member on the vehicle body side. The rear wheel center lever 13 is connected to the rear wheel tie rod 13 by a ball joint 12b so as to be swingable, and as the rear rod 11 moves in the longitudinal direction of the vehicle, the rear wheel center lever 13 rotates to the right or left. , the rear wheels 16 are steered around a king pin via a knuckle arm 15.
上記後輪用センタレバー１３とリヤロツド１１
との結合点はステアリングハンドル１の中立時即
ち直進時は前記電動モータ９の出力軸９ａの軸線
Ｘ−Ｘの延長上に位置している。 The above rear wheel center lever 13 and rear rod 11
When the steering wheel 1 is in the neutral position, that is, when the steering wheel 1 is traveling straight, the connecting point is located on the extension of the axis XX of the output shaft 9a of the electric motor 9.
尚第１図において１７は制御回路、１８は車速
センサを示す。 In FIG. 1, reference numeral 17 indicates a control circuit, and reference numeral 18 indicates a vehicle speed sensor.
上記において、電動モータ９によつてレバー１
０が第２図の１点鎖線示ロのように垂直状態とな
りリヤロツド１１との結合点即ちボールジヨイン
ト１２ａの中心が回動部材８の回動中心線Ｚ−Ｚ
上に位置した状態にあると、第３図に示すように
ステアリングハンドル１を回転操作して前輪６が
転舵作動しそれに伴ないフロントロツド７が軸方
向に作動し回動部材８がＺ−Ｚ線を中心として回
動しても、リヤロツド１１は単にボールジヨイン
ト１２ａ部においてレバー１０に対し相対的に首
振りするだけで軸方向即ち車両前後方向には全く
作動せず、従つて後輪１６は全く操舵されない。 In the above, lever 1 is operated by electric motor 9.
0 is in a vertical state as shown by the one-dot chain line B in FIG.
When it is in the upper position, as shown in FIG. 3, the front wheels 6 are steered by rotating the steering wheel 1, and the front rod 7 is operated in the axial direction, and the rotating member 8 is rotated from Z-Z. Even when the rear rod 11 rotates around the line, the rear rod 11 merely swings relative to the lever 10 at the ball joint 12a, but does not operate at all in the axial direction, that is, in the longitudinal direction of the vehicle. is not steered at all.
電動モータ９が回動してレバー１０が第２図の
実線示イのように回動部材８の回動中心線Ｚ−Ｚ
に対しアーム部８２の延長方向即ちＹ方向とは逆
方向に回動した状態となると、ステアリングハン
ドル１の回転操作により前輪６が転舵作動すると
共にフロントロツド７が車両前後方向に作動し回
動部材８がＺ−Ｚ線を中心として回動すると、レ
バー１０のリヤロツド１１との結合点がＺ−Ｚを
中心として回動しリヤロツド１１を車両前後方向
で且つフロントロツド７の作動方向とは逆方向に
作動し、後輪用センタレバー１３を回動させ、第
４図に示すように後輪１６を前輪転舵方向とは逆
方向に転舵作動させる。 The electric motor 9 rotates and the lever 10 moves along the rotation center line Z-Z of the rotation member 8 as shown by the solid line in FIG.
On the other hand, when the arm part 82 is rotated in the direction opposite to the extension direction, that is, the Y direction, the front wheels 6 are steered by the rotating operation of the steering handle 1, and the front rod 7 is operated in the longitudinal direction of the vehicle. 8 rotates around the Z-Z line, the connection point of the lever 10 with the rear rod 11 rotates around Z-Z, causing the rear rod 11 to move in the longitudinal direction of the vehicle and in the opposite direction to the operating direction of the front rod 7. The rear wheel center lever 13 is actuated to rotate the rear wheel center lever 13, and as shown in FIG. 4, the rear wheel 16 is steered in a direction opposite to the front wheel steering direction.
又電動モータ９によりレバー１０を第２図点線
示ハのように回動部材８の回動中心線Ｚ−Ｚに対
しアーム部８２の方向即ちＹ方向に回動させた状
態とすると、前輪転舵に伴なうフロントロツド７
の車両前後方向作動によつて回動部材８がＺ−Ｚ
線を中心として回動し、リヤロツド１１はフロン
トロツド７の作動方向と同方向に車両前後方向作
動し、後輪用センタレバー１３を回動させて第５
図に示すように後輪１６は前輪６と同方向に転舵
作動される。 Furthermore, when the lever 10 is rotated by the electric motor 9 in the direction of the arm portion 82, that is, in the Y direction, with respect to the rotation center line Z-Z of the rotation member 8 as shown by the dotted line in FIG. Front rod 7 accompanying the rudder
The rotating member 8 moves from Z-Z due to the movement in the longitudinal direction of the vehicle.
The rear rod 11 operates in the longitudinal direction of the vehicle in the same direction as the operating direction of the front rod 7, and rotates the rear wheel center lever 13 to
As shown in the figure, the rear wheels 16 are steered in the same direction as the front wheels 6.
前記第４図及び第５図に示す後輪の前輪と逆相
及び同相の転舵作動における前輪転舵角に対する
後輪転舵角は、回動部材８の回動中心線Ｚ−Ｚか
らアーム部８２先端のフロントロツド７との結合
点までの長さＬと、Ｚ−Ｚ線からレバー１０のリ
ヤロツド１１との結合点までの距離ｌ及びl′との
比によつて定まり、上記ｌ及びl′はレバー１０の
回動角によつて定まるので、第１図に示すように
電動モータ９の回転方向及び回転角を、車速セン
サ１８の車速信号に基づき該車速での理想的前後
輪舵角比を演算する制御回路１７の出力によつて
制御するよう構成することにより、例えば第６図
に示すように低車速範囲では前後輪逆相操舵とし
て車体の小廻り性の向上をはかり、高車速域では
前後輪同操操舵とすると共に前輪転舵角に対する
後輪の転舵角比を車速が増すに従つて徐々に１に
近づけ高速走行時における操舵応答性の向上をは
かる等、理想的後輪操舵を得ることができるもの
である。 The rear wheel steering angle relative to the front wheel steering angle in the opposite-phase and in-phase steering operations of the rear wheels and the front wheels shown in FIGS. 4 and 5 is determined from the rotation center line Z-Z of the rotation member 8 to the arm It is determined by the ratio of the length L of the tip of 82 to the connection point with the front rod 7 and the distances l and l' from the Z-Z line to the connection point of the lever 10 with the rear rod 11, and the above-mentioned l and l' is determined by the rotation angle of the lever 10, so the rotation direction and rotation angle of the electric motor 9 are determined based on the vehicle speed signal from the vehicle speed sensor 18, as shown in FIG. As shown in FIG. 6, for example, as shown in FIG. 6, in the low vehicle speed range, the front and rear wheels are steered in opposite phases to improve the maneuverability of the vehicle body, and in the high vehicle speed range, In this case, the front and rear wheels are steered in the same way, and the steering angle ratio of the rear wheels to the front wheels gradually approaches 1 as the vehicle speed increases, improving the steering response during high-speed driving. It is possible to obtain steering.
又前記したようにステアリングハンドル１の中
立時即ち車両直進状態では電動モータ９の出力軸
９ａの中心線即ちレバー１０の回転中心線Ｘ−Ｘ
の後方延長線上に後輪用センタレバー１３とリヤ
ロツド１１との結合点即ちボールジヨイント１２
ｂの中心点が位置しているので、直進状態で車速
が変化し電動モータ９が回転してレバー１０が回
動しても後輪用センタレバー１３が回動するよう
なことはなく後輪１６は直進状態を保持する。 Further, as described above, when the steering wheel 1 is in the neutral state, that is, when the vehicle is traveling straight, the center line of the output shaft 9a of the electric motor 9, that is, the rotation center line of the lever 10 is
On the rear extension line of
Since the center point b is located, even if the vehicle speed changes while driving straight, the electric motor 9 rotates and the lever 10 rotates, the rear wheel center lever 13 will not rotate and the rear wheel 16 maintains the straight-ahead state.
尚例えば第１図に示すように電動モータ９の回
転軸と出力軸９ａとの間にウオームギヤによる減
速機構を介在させておくことにより、レバー１０
に外力が作用しても該外力はウオームギヤ部にて
ロツクされ、レバー１０の角度位置が外力に移動
するようなことはない。 For example, as shown in FIG. 1, by interposing a speed reduction mechanism using a worm gear between the rotating shaft of the electric motor 9 and the output shaft 9a, the lever 10
Even if an external force acts on the lever 10, the external force is locked by the worm gear, and the angular position of the lever 10 will not be moved by the external force.
発明の効果
以上のように本発明によれば、後輪の操舵方向
及び前後輪操舵角比を制御する部材がすべて回動
式であるので、従来の摺動式のものに比して摩
耗、シール、がたつきと言つた問題は全くなく、
長期にわたり円滑なる作動を維持することができ
ると共に、後輪側からの荷重はアクチユエータで
ある電動モータには直接にはかからず制御が極め
て容易であるばかりか強度的にも極めて有利であ
る。Effects of the Invention As described above, according to the present invention, the members that control the steering direction of the rear wheels and the steering angle ratio of the front and rear wheels are all rotary type, so compared to the conventional sliding type, there is less wear and tear. There are no problems with the seal or rattling.
In addition to being able to maintain smooth operation over a long period of time, the load from the rear wheel side is not directly applied to the electric motor that is the actuator, making control extremely easy and also extremely advantageous in terms of strength.
更に本発明においては、回動部材に電動モータ
及びレバーを組付けることにより後輪操舵制御機
構を単一のユニツトとして扱うことができるの
で、後輪操舵装置の車体の組付けが極めて簡単容
易であり、各部品も精度的にあまり厳密なものが
要求されず、コスト低廉なることと相俟つて、実
用上多大の効果をもたらし得るものである。 Furthermore, in the present invention, the rear wheel steering control mechanism can be handled as a single unit by assembling the electric motor and the lever to the rotating member, making it extremely easy to assemble the rear wheel steering device to the vehicle body. Therefore, each part does not require very precise precision, and together with the low cost, it can bring about great practical effects.
第１図は本発明の一実施例を示す平面説明図、
第２図は第１図の後輪操舵制御機構部の詳細を示
す斜視図である。第３，４，５図は第１図装置の
前輪転舵に対する後輪の転舵態様をそれぞれ示す
平面説明図、第６図は車速に対する前後輪転舵比
特性の一例を示す図である。
１……ステアリングハンドル、３……前輪用セ
ンタレバー、６……前輪、７……フロントロツ
ド、８……回動部材、９……電動モータ、１０…
…レバー、１１……リヤロツド、１２ａ，１２ｂ
……ボールジヨイント、１３……後輪用センタレ
バー、１６……後輪、１７……制御回路、１８…
…車速センサ。
FIG. 1 is an explanatory plan view showing an embodiment of the present invention;
2 is a perspective view showing details of the rear wheel steering control mechanism section of FIG. 1. FIG. 3, 4, and 5 are plan explanatory diagrams each showing how the rear wheels are steered relative to the front wheels of the apparatus shown in FIG. 1, and FIG. 6 is a diagram showing an example of front and rear wheel steering ratio characteristics with respect to vehicle speed. DESCRIPTION OF SYMBOLS 1... Steering handle, 3... Front wheel center lever, 6... Front wheel, 7... Front rod, 8... Rotating member, 9... Electric motor, 10...
...Lever, 11...Rear rod, 12a, 12b
... Ball joint, 13 ... Rear wheel center lever, 16 ... Rear wheel, 17 ... Control circuit, 18 ...
...Vehicle speed sensor.
Claims (1)
作動する前輪の該転舵作動に応じて車体前後方向
に作動するフロントロツドの後端部を、車体側部
材にほぼ垂直方向の軸線を中心として回動可能な
るよう軸着された本体と該本体から一側方向に延
びるアーム部とから回動部材の該アーム部先端部
に回動可能なるよう取付け、該回動部材電動モー
タをその出力軸が上記回動部材の回動中心線に直
交してほぼ車体前後方向を向くように取付け、該
出力軸の回動部材回動中心線と交わる位置にレバ
ーを固定し、該レバーの先端部に前端部をボール
ジヨイントにて結合したリヤロツドの後端部を後
輪操舵機構にボールジヨイントにて結合し、リヤ
ロツドの車体前後方向への作動にて後輪操舵機構
を転舵作動させるように構成すると共に、電動モ
ータの回転によるレバーの回動にて回動部材の回
動中心線に対するリヤロツドのレバーへの結合点
の左右方向位置を変え前後輪舵角比を制御するよ
うになつていることを特徴とする自動車の前後輪
操舵装置。 ２ 電動モータは、車速センサの車速信号に基づ
き該車速における前輪に対する後輪の理想的転舵
比を演算しその演算結果に応じた出力を発する制
御回路の該力にて回転を制御されるようになつて
いることを特徴とする特許請求の範囲第１項に記
載の自動車の前後輪操舵装置。 ３ リヤロツド後端部の後輪操舵機構への結合点
は、ステアリングハンドルが直進位置にある状態
において、レバーの回転中心線の後方延長上に位
置するよう構成されていることを特徴とする特許
請求の範囲第１項又は第２項に記載の自動車の前
後輪操舵装置。[Scope of Claims] 1. The rear end of the front rod, which operates in the longitudinal direction of the vehicle body in response to the steering operation of the front wheels that are steered by the rotational operation of the steering wheel, is centered on an axis substantially perpendicular to the vehicle body side member. A main body is rotatably attached to a shaft, and an arm extending from the main body in one direction is rotatably attached to the tip of the arm of a rotating member, and the rotating member electric motor is connected to its output. The shaft is mounted so that it is perpendicular to the rotational center line of the rotary member and faces approximately in the longitudinal direction of the vehicle body, and a lever is fixed at a position intersecting the rotational center line of the rotary member of the output shaft, and the tip of the lever is fixed. The rear end of the rear rod, whose front end is connected by a ball joint, is connected to the rear wheel steering mechanism by a ball joint, and the rear wheel steering mechanism is operated by turning the rear rod in the longitudinal direction of the vehicle body. In addition, the rotation of the lever by the rotation of the electric motor changes the lateral position of the connecting point of the rear rod to the lever with respect to the center line of rotation of the rotating member, thereby controlling the front and rear wheel steering angle ratio. A front and rear wheel steering device for an automobile, characterized in that: 2. The rotation of the electric motor is controlled by the force of a control circuit that calculates the ideal steering ratio of the rear wheels to the front wheels at the vehicle speed based on the vehicle speed signal from the vehicle speed sensor and outputs an output according to the calculation result. The front and rear wheel steering device for an automobile according to claim 1, wherein 3. A patent claim characterized in that the connection point of the rear end of the rear rod to the rear wheel steering mechanism is configured to be located on the rearward extension of the rotational center line of the lever when the steering handle is in the straight-ahead position. The front and rear wheel steering device for an automobile according to item 1 or 2.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60002678A JPS61163063A (en) | 1985-01-11 | 1985-01-11 | Front and rear wheel steering device for automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60002678A JPS61163063A (en) | 1985-01-11 | 1985-01-11 | Front and rear wheel steering device for automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61163063A JPS61163063A (en) | 1986-07-23 |
| JPH0581470B2 true JPH0581470B2 (en) | 1993-11-12 |
Family
ID=11535961
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60002678A Granted JPS61163063A (en) | 1985-01-11 | 1985-01-11 | Front and rear wheel steering device for automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61163063A (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63189982U (en) * | 1987-05-29 | 1988-12-07 | ||
| JPS63305080A (en) * | 1987-06-04 | 1988-12-13 | Jidosha Kiki Co Ltd | Rear steering gear for four-wheel steering vehicle |
| JPS63305079A (en) * | 1987-06-04 | 1988-12-13 | Jidosha Kiki Co Ltd | Rear steering gear for four-wheel steering vehicle |
| JPS641059U (en) * | 1987-06-17 | 1989-01-06 | ||
| JPS63202568U (en) * | 1987-06-22 | 1988-12-27 | ||
| JPS63202570U (en) * | 1987-06-22 | 1988-12-27 | ||
| JPS63202569U (en) * | 1987-06-22 | 1988-12-27 | ||
| JPH01164679A (en) * | 1987-12-22 | 1989-06-28 | Isuzu Motors Ltd | Steering angle ratio control mechanism |
| JP7203617B2 (en) * | 2019-01-28 | 2023-01-13 | 日立Astemo株式会社 | Steering control device and steering control method |
-
1985
- 1985-01-11 JP JP60002678A patent/JPS61163063A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61163063A (en) | 1986-07-23 |
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