JPH07132837A - Steering device - Google Patents
Steering deviceInfo
- Publication number
- JPH07132837A JPH07132837A JP27799293A JP27799293A JPH07132837A JP H07132837 A JPH07132837 A JP H07132837A JP 27799293 A JP27799293 A JP 27799293A JP 27799293 A JP27799293 A JP 27799293A JP H07132837 A JPH07132837 A JP H07132837A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- rack
- gear
- shaft
- steering device
- 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
Landscapes
- Transmission Devices (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、ハンドルの回転角に応
じて車両を操舵する操舵装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering system for steering a vehicle according to a turning angle of a steering wheel.
【０００２】[0002]
【従来の技術】従来の操舵装置で、ラック＆ピニオン機
構による操舵装置は、図７に示すように、ハンドル１に
操舵軸２、自在継手３、中間軸４、自在継手５、ピニオ
ンギャ６を連結し、このピニオンギャ６に噛み合うラッ
ク歯７をラック軸８に一体的に設け、ハンドル１の操作
入力θによるピニオンギャ６の回転をラック歯７の軸方
向変位Ｘに変換するラック＆ピニオン機構９を形成し、
この軸方向変位Ｘによりラック軸８の両端に連結するタ
イロッド１０，１０、ナックル１１，１１を介してタイ
ヤ１２，１２を矢印Ｙ方向に揺動させて車両の向きを変
えるように構成されている。2. Description of the Related Art In a conventional steering device using a rack and pinion mechanism, as shown in FIG. 7, a steering shaft 2, a universal joint 3, an intermediate shaft 4, a universal joint 5, and a pinion gear 6 are connected to a steering wheel 1. Then, rack teeth 7 that mesh with the pinion gear 6 are integrally provided on the rack shaft 8, and a rack and pinion mechanism 9 that converts the rotation of the pinion gear 6 due to the operation input θ of the handle 1 into the axial displacement X of the rack tooth 7 is formed. Then
The axial displacement X causes the tires 12 and 12 to swing in the arrow Y direction through the tie rods 10 and 10 and the knuckles 11 and 11 connected to both ends of the rack shaft 8 to change the direction of the vehicle. .
【０００３】[0003]
【発明が解決しようとする課題】従来の技術において
は、図５に示す直線Ａのように、ハンドル１の回転角に
対するラック軸８のストロークの関係である転舵特性
が、１．５回転程度が一般的である。また、一般的に操
作する車両走行速度に対する実用転舵角から図６に示す
曲線Ｄのように、低速走行時には転舵角（ハンドル回転
角）が大きく（操作量が大）、一方高速走行時には車両
挙動（ヨーレート、横向き加速度）が敏感となることか
ら必要な転舵角が小さくなり、ハンドル１を切り過ぎな
いように運転操作に配慮が必要であった。In the prior art, as shown by the straight line A shown in FIG. 5, the steering characteristic, which is the relationship between the stroke of the rack shaft 8 and the rotation angle of the steering wheel 1, is about 1.5 revolutions. Is common. In addition, as shown by a curve D shown in FIG. 6 from the practical steering angle with respect to the vehicle traveling speed that is generally operated, the steering angle (the steering wheel rotation angle) is large at a low speed traveling (the operation amount is large), while it is at a high speed traveling. Since the vehicle behavior (yaw rate, lateral acceleration) becomes sensitive, the required steering angle becomes small, and it is necessary to consider driving operation so as not to turn the steering wheel 1 too much.
【０００４】これは、第１にラック＆ピニオン機構９に
より、ピニオンギャ６の回転をラック歯７の軸方向変位
Ｘに変換していることにより、ギャ比特性（転舵特性）
が直線的になることと、第２に転舵特性を図５に示す直
線Ｂのように、敏感にすると低速走行時は改善されるも
のの高速走行時の車両挙動は、更に敏感になり運転しづ
らくなること等から、図５に示す直線Ａのような転舵特
性で妥協しなければならない。This is because the rack and pinion mechanism 9 converts the rotation of the pinion gear 6 into the axial displacement X of the rack teeth 7 first, so that the gear ratio characteristic (steering characteristic) is obtained.
Secondly, the steering characteristic is linear as shown by the straight line B in FIG. 5, and when the steering characteristic is made sensitive, it is improved at low speed traveling, but the vehicle behavior at high speed traveling becomes more sensitive. Since it becomes difficult, a steering characteristic such as the straight line A shown in FIG. 5 must be compromised.
【０００５】しかしながら、理想的には、低速走行時に
おいても高速走行時においても、ほぼ同様な操舵感覚、
即ち図６に示す曲線Ｅのような特性にすることが望まれ
る。これは、従来の特性において低速走行時の転舵角を
減少させ、更に高速走行時の転舵角を増大させるという
課題を解決することにより達成される。具体的には、低
速走行時には車両のヨーレートゲイン（車両の回転速度
／ハンドル角）を大きく、且つ高速走行時には車両のヨ
ーレートゲインを小さくすることによって、車両の全走
行速度領域にて車両のヨーレートゲインをほぼ一定にす
ることである。However, ideally, the steering feeling is almost the same when traveling at low speed and at high speed.
That is, it is desired to have the characteristics shown by the curve E in FIG. This is achieved by solving the problem of reducing the steered angle during low speed traveling and further increasing the steered angle during high speed traveling in the conventional characteristics. Specifically, the yaw rate gain of the vehicle (rotational speed of the vehicle / steering wheel angle) is increased during low speed traveling, and the yaw rate gain of the vehicle is decreased during high speed traveling, so that the yaw rate gain of the vehicle over the entire traveling speed range of the vehicle. Is almost constant.
【０００６】本発明は、従来の技術が有するこのような
問題点に鑑みてなされたものであり、その目的とすると
ころは、低速走行時には転舵角を減少させ、高速走行時
には転舵角を増大させることにより、低速走行時におい
ても高速走行時においても、ほぼ同様な操舵感覚が得ら
れる操舵装置を単純な構成要素により提供しようとする
ものである。The present invention has been made in view of the above problems of the prior art, and an object of the present invention is to reduce the turning angle during low speed running and to change the turning angle during high speed running. By increasing the number, it is intended to provide a steering device that has a substantially similar steering feeling at a low speed traveling and a high speed traveling by using simple constituent elements.
【０００７】[0007]
【課題を解決するための手段】上記課題を解決すべく本
発明は、ハンドルに連結する回転軸とこの回転軸に係合
し車輪に連結する軸方向に摺動可能な摺動軸を備えた操
舵装置において、前記回転軸に非円形形状の係合部を設
けると共に、前記摺動軸に前記係合部に係合する被係合
部を設けたものである。また、前記係合部を非円形ギャ
とし、前記被係合部を不等速ギャとすることが出来る。
また、前記係合部を非円形ローラとし、前記被係合部を
不等速カムとしてもよい。In order to solve the above problems, the present invention comprises a rotating shaft connected to a handle and a sliding shaft which is engaged with the rotating shaft and is connected to a wheel and which is slidable in the axial direction. In the steering device, a non-circular engagement portion is provided on the rotary shaft, and an engaged portion that engages with the engagement portion is provided on the sliding shaft. Further, the engaging portion can be a non-circular gear, and the engaged portion can be a non-constant speed gear.
Further, the engaging portion may be a non-circular roller and the engaged portion may be a non-constant speed cam.
【０００８】[0008]
【作用】ストローク比（ラックストローク／ハンドル回
転角）が、ハンドル回転角の小さいところで小さく、ハ
ンドル回転角が１８０度のところで最大となる特性が得
られる。It is possible to obtain the characteristic that the stroke ratio (rack stroke / handle rotation angle) is small when the handle rotation angle is small and becomes maximum when the handle rotation angle is 180 degrees.
【０００９】[0009]
【実施例】以下に本発明の実施例を添付図面に基づいて
説明する。ここで、図１は請求項２に係る操舵装置の要
部平断面図、図２は同じく要部縦断面図、図３は請求項
３に係る操舵装置の要部平断面図、図４は同じく要部縦
断面図、図５はハンドル回転角とラックストロークとの
関係を示す図、図６は車両の走行速度と実用ハンドル回
転角との関係を示す図である。Embodiments of the present invention will be described below with reference to the accompanying drawings. Here, FIG. 1 is a plan sectional view of an essential part of a steering device according to claim 2, FIG. 2 is a longitudinal sectional view of the same part, FIG. 3 is a plan sectional view of an essential part of a steering device according to claim 3, and FIG. Similarly, FIG. 5 is a longitudinal sectional view of an essential part, FIG. 5 is a diagram showing a relation between a steering wheel rotation angle and a rack stroke, and FIG. 6 is a diagram showing a relation between a traveling speed of a vehicle and a practical steering wheel rotation angle.
【００１０】請求項２に係る操舵装置は、図７に示すハ
ンドル１に操舵軸２、自在継手３、中間軸４、自在継手
５を介して連結する図１及び図２に示すギャ軸２０と、
ギャ軸２０を回転中心に設けた楕円ギャ２１と、楕円ギ
ャ２１と噛み合うラック軸２２に一体的に設けた不等速
のラック歯２３を備えている。A steering device according to a second aspect of the present invention includes a steering shaft 1, a universal joint 3, an intermediate shaft 4, and a universal joint 5 which are connected to a steering wheel 1 shown in FIG. 7 and a gear shaft 20 shown in FIGS. 1 and 2. ,
The gear shaft 20 is provided with an elliptical gear 21 provided at the center of rotation and a rack shaft 22 which is engaged with the elliptical gear 21 and which is integrally provided with an unequal speed rack tooth 23.
【００１１】ギャ軸２０は、一端を軸受け２４に、他端
を軸受け２５で軸方向の推力を受けつつギャボックス２
６のケース２７に回転自在に支持されている。ギャ軸２
０が突出しているケース２７の開口部には、ギャボック
ス２６の内部と外部を遮断するシール部材２８が嵌合し
ている。The gear shaft 20 receives a thrust force in the axial direction by the bearing 24 at one end and the bearing 25 at the other end, and the gear box 2
A case 27 of 6 is rotatably supported. Gear axis 2
A seal member 28 that shuts off the inside and the outside of the gearbox 26 is fitted into the opening of the case 27 where 0 projects.
【００１２】ラック軸２２は、一端側を軸受け３０を介
して軸方向に摺動自在にケース２７に支持され、他端側
を楕円ギャ２１とラック歯２３の噛み合い部と反対側で
ラックガイド３１に支持されている。ラックガイド３１
は、ラックガイド３１をラック軸２２に押圧する弾性部
材３２と、この弾性部材３２の押圧力を調整する調整ボ
ルト３３と、この調整ボルト３３を固定するロックナッ
ト３４によりギャボックス２６内に嵌装されている。The rack shaft 22 has one end supported by a case 27 slidably in an axial direction via a bearing 30, and the other end has a rack guide 31 on the side opposite to the engaging portion of the elliptical gear 21 and the rack teeth 23. Supported by. Rack guide 31
Is fitted in the gearbox 26 by an elastic member 32 for pressing the rack guide 31 against the rack shaft 22, an adjusting bolt 33 for adjusting the pressing force of the elastic member 32, and a lock nut 34 for fixing the adjusting bolt 33. Has been done.
【００１３】ラック軸２２のラックガイド３１との摺動
面には、断面凸く状滑りガイド２２ａが形成され、一方
ラックガイド３１には断面凹く状滑りガイド３１ａが形
成され、楕円ギャ２１とラック歯２３の噛み合いを確実
にし、バックラッシュを除去すると共に、ラック軸２２
の倒れ防止し、噛み合い不良を防止している。A sliding guide 22a having a convex cross section is formed on a sliding surface of the rack shaft 22 with respect to the rack guide 31, while a sliding guide 31a having a concave cross section is formed on the rack guide 31 to form an elliptical guide 21. Ensures meshing of the rack teeth 23, removes backlash, and removes the rack shaft 22.
To prevent it from collapsing and prevent poor engagement.
【００１４】以上のように構成した請求項２に係る操舵
装置の作用について説明する。操舵装置に不等速ラック
歯２３と楕円ギャ２１により不等速ラック＆非円形ピニ
オン機構を用いたことによって、図５に示す曲線Ｃのよ
うにハンドル回転角の小さいところでストローク比（ラ
ックストローク／ハンドル回転角）が小さく、ハンドル
回転角が１８０度のところでストローク比が最大となる
特性が得られる。The operation of the steering apparatus according to the second aspect of the present invention constructed as above will be described. By using the non-constant speed rack & non-circular pinion mechanism with the non-constant speed rack teeth 23 and the elliptical gear 21 in the steering device, the stroke ratio (rack stroke / rack stroke / rack stroke / rack stroke A characteristic that the stroke ratio becomes maximum when the steering wheel rotation angle is small and the steering wheel rotation angle is 180 degrees is obtained.
【００１５】この特性は、ハンドル回転角が小さい時に
はラックストローク量が従来の操舵装置（直線Ａ）に比
較して少なく、ハンドル回転角が大きい時にはラックス
トローク量が従来の操舵装置（直線Ａ）に比較して大き
い。This characteristic shows that when the steering wheel rotation angle is small, the rack stroke amount is smaller than that of the conventional steering device (straight line A), and when the steering wheel rotation angle is large, the rack stroke amount is smaller than that of the conventional steering device (straight line A). Big in comparison.
【００１６】従って、図６に示す走行速度に対する実用
ハンドル回転角は、曲線Ｅのような特性になり、低速走
行時には転舵角を減少させ（図５の曲線Ｃ＞直線Ａの領
域）、高速走行時には転舵角を増大させる（図５の曲線
Ｃ＜直線Ａの領域）ことが出来る。Therefore, the practical steering wheel rotation angle with respect to the traveling speed shown in FIG. 6 has a characteristic as shown by the curve E, and the steered angle is reduced when traveling at a low speed (curve C in FIG. 5> region of the straight line A), and high speed is achieved. The steered angle can be increased when the vehicle is running (the region of curve C <straight line A in FIG. 5).
【００１７】請求項３に係る操舵装置は、図７に示すハ
ンドル１に操舵軸２、自在継手３、中間軸４、自在継手
５を介して連結する図３及び図４に示すローラ軸４０
と、ローラ軸４０を回転中心に設けた楕円型のローラ４
１と、ローラ４１と係合するカム軸４２に一体的に設け
た不等速のカム溝４３を備えている。A steering apparatus according to a third aspect of the present invention is a roller shaft 40 shown in FIGS. 3 and 4, which is connected to the steering wheel 1 shown in FIG. 7 through the steering shaft 2, the universal joint 3, the intermediate shaft 4, and the universal joint 5.
And an elliptical roller 4 having a roller shaft 40 at the center of rotation.
1 and a cam groove 43 that is integrally provided on a cam shaft 42 that engages with the roller 41 and has a non-constant speed.
【００１８】ローラ軸４０は、一端を軸受け４４に、他
端を軸受け４５で軸方向の推力を受けつつギャボックス
４６のケース４７に回転自在に支持されている。ローラ
軸４０が突出しているケース４７の開口部には、ギャボ
ックス４６の内部と外部を遮断するシール部材４８が嵌
合している。The roller shaft 40 is rotatably supported by a case 47 of the gearbox 46 while receiving a thrust in the axial direction by a bearing 44 at one end and a bearing 45 at the other end. A seal member 48 that shuts off the inside and the outside of the gearbox 46 is fitted into the opening of the case 47 from which the roller shaft 40 projects.
【００１９】カム軸４２は、一端側を軸受け５０を介し
て軸方向に摺動自在にケース４７に支持され、他端側を
ローラ４１とカム溝４３の係合部と反対側でカム軸ガイ
ド５１に支持されている。カム軸ガイド５１は、カム軸
ガイド５１をカム軸４２に押圧する弾性部材５２と、こ
の弾性部材５２の押圧力を調整する調整ボルト５３と、
この調整ボルト５３を固定するロックナット５４により
ギャボックス４６内に嵌装されている。The cam shaft 42 has one end supported by a case 47 slidably in the axial direction via a bearing 50, and the other end on the side opposite to the engaging portion of the roller 41 and the cam groove 43, which is a cam shaft guide. It is supported by 51. The cam shaft guide 51 includes an elastic member 52 that presses the cam shaft guide 51 against the cam shaft 42, and an adjusting bolt 53 that adjusts the pressing force of the elastic member 52.
A lock nut 54 for fixing the adjusting bolt 53 is fitted in the gear box 46.
【００２０】カム軸ガイド５１は、弾性部材５２が当接
するコの字型ブラケット５１ａと、これにニードル軸受
け（不図示）を介して支持された支軸５１ｂと、これを
嵌挿して転動自在に支持されたローラ５１ｃとから構成
されている。The cam shaft guide 51 has a U-shaped bracket 51a against which the elastic member 52 abuts, a support shaft 51b supported by a needle bearing (not shown) on the bracket 51a, and the cam shaft guide 51 is fitted into the bracket 51a to be freely rotatable. And a roller 51c supported by the roller 51c.
【００２１】カム軸４２のカム軸ガイド５１との摺動面
には、断面凸く状滑りガイド４２ａが形成され、一方カ
ム軸ガイド５１には断面凹く状滑りガイド５１ｄが形成
され、ローラ４１とカム溝４３の係合を確実にし、滑り
を除去すると共に、カム軸４２の倒れ防止し、係合不良
を防止している。転動自在なローラ５１ｃにより、ロー
ラ４１に対するカム溝４３の押圧力を弾性部材５２によ
り増大させても滑らかに、且つ効率良くローラ４１の回
転を伝達することが出来る。A sliding guide 42a having a convex cross section is formed on the sliding surface of the cam shaft 42 with the cam shaft guide 51, while a sliding guide 51d having a concave cross section is formed on the cam shaft guide 51, and the roller 41 is formed. The engagement between the cam groove 43 and the cam groove 43 is ensured, slippage is removed, the cam shaft 42 is prevented from falling, and engagement failure is prevented. Even if the pressing force of the cam groove 43 against the roller 41 is increased by the elastic member 52 by the rollable roller 51c, the rotation of the roller 41 can be transmitted smoothly and efficiently.
【００２２】以上のように構成した請求項３に係る操舵
装置の作用について説明する。操舵装置にカム溝４３と
ローラ４１により不等速カム＆非円形ローラ機構を用い
たことによって、請求項２に係る操舵装置と同様、図５
に示す曲線Ｃのようにハンドル回転角の小さいところで
ストローク比（ラックストローク／ハンドル回転角）が
小さく、ハンドル回転角が１８０度のところでストロー
ク比が最大となる特性が得られる。The operation of the steering apparatus according to the third aspect of the invention constructed as above will be described. By using a non-constant velocity cam & non-circular roller mechanism with the cam groove 43 and the roller 41 in the steering device, the steering device shown in FIG.
As indicated by the curve C shown in FIG. 5, the stroke ratio (rack stroke / handle rotation angle) is small when the steering wheel rotation angle is small, and the maximum stroke ratio is obtained when the steering wheel rotation angle is 180 degrees.
【００２３】この特性は、ハンドル回転角が小さい時に
はラックストローク量が従来の操舵装置（直線Ａ）に比
較して少なく、ハンドル回転角が大きい時にはラックス
トローク量が従来の操舵装置（直線Ａ）に比較して大き
い。This characteristic shows that when the steering wheel rotation angle is small, the rack stroke amount is smaller than that of the conventional steering device (straight line A), and when the steering wheel rotation angle is large, the rack stroke amount is smaller than that of the conventional steering device (straight line A). Big in comparison.
【００２４】従って、請求項２に係る操舵装置と同様、
図６に示す走行速度に対する実用ハンドル回転角は、曲
線Ｅのような特性になり、低速走行時には転舵角を減少
させ（図５の曲線Ｃ＞直線Ａの領域）、高速走行時には
転舵角を増大させる（図５の曲線Ｃ＜直線Ａの領域）こ
とが出来る。Therefore, like the steering device according to claim 2,
The practical steering wheel rotation angle with respect to the traveling speed shown in FIG. 6 has a characteristic as shown by the curve E, and the steered angle is reduced at low speed traveling (the area of the curve C> straight line A in FIG. 5). Can be increased (area of curve C <straight line A in FIG. 5).
【００２５】[0025]
【発明の効果】以上説明したように本発明によれば、低
速走行時においても高速走行時においても、同様な操舵
感覚が得られる。また、構成が単純なので、ステアリン
グの剛性を低下させたり、フリクションを増大させる機
械要素を最小限に押えることが可能となり、操舵感覚を
良好にすることが出来る。更に、請求項３に係る操舵装
置よれば、ローラとカムによる転動により、ハンドル回
転入力をカム軸の軸方向変位に変換出来るために、滑ら
かで静粛な操舵が可能となる。As described above, according to the present invention, the same steering feeling can be obtained during both low speed traveling and high speed traveling. Further, since the configuration is simple, it is possible to reduce the rigidity of the steering and to suppress the mechanical elements that increase the friction to the minimum, and it is possible to improve the steering feeling. Further, according to the steering device of the third aspect, since the steering wheel rotation input can be converted into the axial displacement of the cam shaft by rolling by the roller and the cam, smooth and silent steering can be performed.
【図１】請求項２に係る操舵装置の要部平断面図FIG. 1 is a plan sectional view of essential parts of a steering device according to a second aspect of the present invention.
【図２】請求項２に係る操舵装置の要部縦断面図FIG. 2 is a longitudinal sectional view of a main part of a steering device according to a second aspect of the present invention.
【図３】請求項３に係る操舵装置の要部平断面図FIG. 3 is a plan sectional view of a main part of a steering device according to a third aspect of the present invention.
【図４】請求項３に係る操舵装置の要部縦断面図FIG. 4 is a longitudinal sectional view of a main part of a steering device according to a third aspect of the present invention.
【図５】ハンドル回転角とラックストロークとの関係を
示す図FIG. 5 is a diagram showing a relationship between a handle rotation angle and a rack stroke.
【図６】車両の走行速度と実用ハンドル回転角との関係
を示す図FIG. 6 is a diagram showing a relationship between a traveling speed of a vehicle and a practical steering wheel rotation angle.
【図７】従来の操舵装置の概要斜視図FIG. 7 is a schematic perspective view of a conventional steering device.
１…ハンドル、１２…タイヤ、２０…ギャ軸（回転
軸）、２１…楕円ギャ（非円形ギャ）、２２…ラック軸
（摺動軸）、２３…ラック歯（不等速ギャ）、３１…ラ
ックガイド、３２，５２…弾性部材、４０…ローラ軸
（回転軸）、４１…ローラ（非円形ローラ）、４２…カ
ム軸（摺動軸）、４３…カム溝（不等速カム）、５１…
カム軸ガイド。1 ... Handle, 12 ... Tire, 20 ... Gear axis (rotating axis), 21 ... Elliptical gear (non-circular gear), 22 ... Rack axis (sliding axis), 23 ... Rack tooth (unequal speed gear), 31 ... Rack guide, 32, 52 ... Elastic member, 40 ... Roller shaft (rotating shaft), 41 ... Roller (non-circular roller), 42 ... Cam shaft (sliding shaft), 43 ... Cam groove (unequal speed cam), 51 …
Cam shaft guide.
Claims (3)
に係合し車輪に連結する軸方向に摺動可能な摺動軸を備
えた操舵装置において、前記回転軸に非円形形状の係合
部を設けると共に、前記摺動軸に前記係合部に係合する
被係合部を設けたことを特徴とする操舵装置。1. A steering device comprising a rotating shaft connected to a steering wheel and an axially slidable sliding shaft engaged with the rotating shaft and connected to a wheel, wherein the rotating shaft has a non-circular engagement. A steering device comprising: a portion provided with an engaged portion that engages with the engaging portion on the sliding shaft.
合部を不等速ギャとした請求項１記載の操舵装置。2. The steering apparatus according to claim 1, wherein the engaging portion is a non-circular gear, and the engaged portion is a non-constant speed gear.
係合部を不等速カムとした請求項１記載の操舵装置。3. The steering apparatus according to claim 1, wherein the engaging portion is a non-circular roller, and the engaged portion is a non-uniform speed cam.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP27799293A JPH07132837A (en) | 1993-11-08 | 1993-11-08 | Steering device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP27799293A JPH07132837A (en) | 1993-11-08 | 1993-11-08 | Steering device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH07132837A true JPH07132837A (en) | 1995-05-23 |
Family
ID=17591119
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP27799293A Pending JPH07132837A (en) | 1993-11-08 | 1993-11-08 | Steering device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH07132837A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005271605A (en) * | 2004-03-22 | 2005-10-06 | Sumitomo Rubber Ind Ltd | Power steering device |
| EP1878636A2 (en) * | 2006-06-24 | 2008-01-16 | ZF-Lenksysteme GmbH | Steering gear for a vehicle |
| DE102010012743A1 (en) | 2010-03-25 | 2011-09-29 | Volkswagen Ag | Steering gear for passenger motor car, has rack gears comprise wavy rolling curve whose wave crest is engaged with portion of rolling curve in center position of steering that is small distance to center of rotation of steering pinion |
| JP2013040687A (en) * | 2005-01-25 | 2013-02-28 | Werner M Bless | Progressive transmission gearing |
-
1993
- 1993-11-08 JP JP27799293A patent/JPH07132837A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005271605A (en) * | 2004-03-22 | 2005-10-06 | Sumitomo Rubber Ind Ltd | Power steering device |
| JP2013040687A (en) * | 2005-01-25 | 2013-02-28 | Werner M Bless | Progressive transmission gearing |
| KR101488368B1 (en) * | 2005-01-25 | 2015-02-02 | 베르너 엠. 블레스 | Progressive Gearing |
| EP1878636A2 (en) * | 2006-06-24 | 2008-01-16 | ZF-Lenksysteme GmbH | Steering gear for a vehicle |
| DE102010012743A1 (en) | 2010-03-25 | 2011-09-29 | Volkswagen Ag | Steering gear for passenger motor car, has rack gears comprise wavy rolling curve whose wave crest is engaged with portion of rolling curve in center position of steering that is small distance to center of rotation of steering pinion |
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