JPS5820564A - Steering gear for vehicle - Google Patents
Steering gear for vehicleInfo
- Publication number
- JPS5820564A JPS5820564A JP11869881A JP11869881A JPS5820564A JP S5820564 A JPS5820564 A JP S5820564A JP 11869881 A JP11869881 A JP 11869881A JP 11869881 A JP11869881 A JP 11869881A JP S5820564 A JPS5820564 A JP S5820564A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- input shaft
- connecting rod
- shaft
- rear wheel
- 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.)
- Granted
Links
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
- B62D7/1536—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 hydraulic 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)
Abstract
Description
【発明の詳細な説明】
本発明は前輪と後輪とを転舵するようにした車両の操舵
装置に関′する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle steering system that steers front wheels and rear wheels.
本出願人は先に操舵−輪の操舵操作により前輪とともに
後輪を転舵するようにした車両の操舵装置を提供した。The present applicant has previously provided a steering system for a vehicle in which both the front wheels and the rear wheels are steered by a steering operation of the wheels.
該操舵装置によれば前輪の他に後輪が転舵されるため、
前輪のみを転舵する車両における車両方向と旋回軌跡の
接線方向との不一致を解消できることや、前輪と後輪と
に生じる横力の発生時間差を解消できる等の利点を発揮
する。According to the steering device, the rear wheels are steered in addition to the front wheels, so
This provides advantages such as being able to eliminate the mismatch between the vehicle direction and the tangential direction of the turning trajectory in a vehicle that steers only the front wheels, and eliminating the difference in generation time of lateral force that occurs between the front wheels and the rear wheels.
ところで１以上の如く操舵輪を操舵操作すると前輪の他
に後輪を転舵させることができる機構は種々のものが考
えられるが、そのうちの一つにクランク機構がある。即
ち、クランク機構を少なくとも操舵輪と運動して回動す
る入力軸と、後輪転舵機構に連結されるクランクピンと
で構成し、クランクピンを入力軸に入力軸軸径方向に偏
心させて結合し、入力軸の軸芯を中心としたクランクピ
ンの円弧軌跡回動を利用して後輪転舵機構に後輪転舵作
動を行わせる。かかるクランク機構式操舵装置において
はクランクピンの偏心量によって後輪転舵角の大きさが
設定される。By the way, there are various mechanisms that can be used to steer the rear wheels in addition to the front wheels when the steered wheels are operated as described above, and one of them is a crank mechanism. That is, the crank mechanism is composed of at least an input shaft that rotates in motion with the steering wheel, and a crank pin that is connected to the rear wheel steering mechanism, and the crank pin is connected to the input shaft eccentrically in the radial direction of the input shaft. , the rear wheel steering mechanism performs a rear wheel steering operation by utilizing the arc locus rotation of the crank pin about the axis of the input shaft. In such a crank mechanism type steering device, the magnitude of the rear wheel turning angle is set by the amount of eccentricity of the crank pin.
本発明は以上の如きクランク機構を採用した操舵装置の
入力軸とクランクピンとの結合作業を容易に行え、且つ
クランクピンの偏心量を所定値に容易に定めることがで
きるように成されたもので、本発明の目的は、入力軸に
保持部材を結合し、クランクピンを入力軸の軸方向への
長さを有する基部と、該基部から入力軸の軸径方向へ延
びる延出部とからなるＬ字形アーム部材の該延出部に結
合し、該アーム部材の基部を上記保持部材に入力軸の軸
径方向を厚さ方向とするスペーサ部材を介在させて結合
保持させ、以ってボルト等による保持部材へのアーム部
材の簡単な結合作業によって入力軸にクランクピンに組
付けることができるとともに、上記スペーサ部材の厚さ
の設定によってクランクピ／の偏心量、及び該偏心量と
対応する後輪転舵角の木きさを定めることができるよう
にした車両の操舵装置を提供する処にある。The present invention has been made in such a way that it is possible to easily connect the input shaft and crank pin of a steering device employing the crank mechanism as described above, and to easily set the amount of eccentricity of the crank pin to a predetermined value. An object of the present invention is to connect a holding member to an input shaft, and to make the crank pin consist of a base portion having a length in the axial direction of the input shaft, and an extending portion extending from the base portion in the radial direction of the input shaft. The base of the arm member is coupled to the extending portion of the L-shaped arm member, and the base portion of the arm member is coupled and held to the holding member through a spacer member whose thickness direction is in the radial direction of the input shaft, so that bolts, etc. By simply connecting the arm member to the holding member, the crank pin can be assembled to the input shaft, and by setting the thickness of the spacer member, the eccentricity of the crank pin and the rear wheel drive corresponding to the eccentricity can be adjusted. An object of the present invention is to provide a vehicle steering device that can determine the degree of steering angle.
以下に本発明の好適一実施例を添付図面に基づいて詳述
する。A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings.
第１図は本発明に係る装置を備えた四輪車両の主要な部
材、構造を実線で１示し、他を鎖線で示した平面図で、
第２図は車両後部の構造を示す第１図の一部拡大図であ
る。FIG. 1 is a plan view showing main parts and structures of a four-wheeled vehicle equipped with a device according to the present invention, with one shown in solid lines and the other shown in chain lines.
FIG. 2 is a partially enlarged view of FIG. 1 showing the structure of the rear part of the vehicle.
左右の前輪１０．１０の夫々は左右に回動自在なナック
ルアーム１１．１１で支持され、ナックルアーム１１は
上端が車体に結合された緩衝器。Each of the left and right front wheels 10.10 is supported by a knuckle arm 11.11 that is rotatable left and right, and the knuckle arm 11 is a shock absorber whose upper end is connected to the vehicle body.
内端部１２１Ｌが車体に上下揺動自在に枢着されたロア
ーアーム１２等によって車体に支持され、これらの緩衝
器、ロアーアーム１２等によって前輪１０を路面起伏に
追従させて上下移動させる前輪懸架機構が構成される。The inner end portion 121L is supported by the vehicle body by a lower arm 12 etc. which is pivotally connected to the vehicle body so as to be able to swing up and down, and a front wheel suspension mechanism is configured in which the front wheel 10 is moved up and down by following the road surface undulations by these shock absorbers and the lower arm 12 etc. configured.
一方、後輪懸架機構も前輪懸架機構と同様に構成され、
後輪１３．１３を支持した回動自在な左右のナックルア
ーム１４゜１４は上端が車体に結合された緩衝器、内端
部１５１Ｌが車体に上下揺動自在に枢着されたロアーア
ーム１５等を介して車体に支持される。前輪用ナックル
アーム１１．１１にはタイロッド１６．１６の外端部が
連結され、該タイロッド１６．１６の内端部はギヤボッ
クス１γに左右方向即ち車体幅方向に移動自在に内装さ
れた連結杆１１の両端部に連結され、該連結杆１７＆が
左右移動を行うと。On the other hand, the rear wheel suspension mechanism is configured similarly to the front wheel suspension mechanism,
The rotatable left and right knuckle arms 14°14 supporting the rear wheels 13.13 have a shock absorber connected to the vehicle body at the upper end, a lower arm 15 whose inner end 151L is pivotally connected to the vehicle body in a vertically swingable manner, etc. It is supported by the vehicle body through. The outer end of a tie rod 16.16 is connected to the front wheel knuckle arm 11.11, and the inner end of the tie rod 16.16 is connected to a connecting rod installed in the gear box 1γ so as to be movable in the left-right direction, that is, in the width direction of the vehicle body. 11, and the connecting rod 17& moves left and right.
左右の前輪転舵用タイロッド１６．１６によってナック
ルアーム１１の左右方向への回動とともに前輪１０が転
舵される。このような前輪転舵作動原理は後輪１３を転
舵させるためにも応用され、後輪用ナックルアーム１４
，１４に外端部が連結された左右の後輪転舵用タイロッ
ド１８．１８の内端部は連結杆１９の両端部に連結され
、該連結杆１９が左右移動を行うと、タイロッド１８．
１８に作用する引張力、圧縮力によってナックルアーム
１４の左右方向への回動とともに後輪１３が転舵される
。The front wheels 10 are steered by left and right front wheel steering tie rods 16.16 as the knuckle arms 11 are rotated in the left and right direction. This front wheel steering operation principle is also applied to steer the rear wheels 13, and the rear wheel knuckle arm 14
, 14, the inner ends of the left and right rear wheel steering tie rods 18.18 are connected to both ends of a connecting rod 19, and when the connecting rod 19 moves left and right, the tie rods 18.
The tensile force and compressive force acting on the knuckle arm 18 rotate the knuckle arm 14 in the left-right direction, and the rear wheel 13 is steered.
運転著が操舵操作する操舵輪２ｏは自在継手２１＆が介
在した操舵軸２１にょシ上記ギヤボックス１７の内部機
構と接続され、該内部機構は操舵輪２゜の回動をギヤボ
ックス１７に内装された連結杆１７ａの車体幅方向への
直線運動に変換させる方向変換機能を有し、該内部機構
は一例としてギヤボックス１７の内部に挿入された操舵
軸２１の先部にピニオンを一体に設け、連結杆１７１Ｌ
を該ピニオンと噛合するラック杆とすることにより構成
される。The steering wheel 2o, which is steered by the driver, is connected to the internal mechanism of the gear box 17 through a steering shaft 21 via a universal joint 21, and the internal mechanism controls the rotation of the steering wheel 2°. The internal mechanism includes, for example, a pinion integrally provided at the tip of the steering shaft 21 inserted into the gear box 17. Connecting rod 171L
It is constructed by using the rack rod as a rack rod that meshes with the pinion.
この構造によって操舵輪２０を操舵操作することにより
前輪１０が転舵される。With this structure, the front wheels 10 are steered by steering the steered wheels 20.
操舵軸２１との接続部から車体幅方向へずれたギヤボッ
クス１７の位置にはケース２２が結合され、該ケース２
２の内部にはギヤボックス１７の内部機構と接続する連
結軸２．１が挿入されている。該連結軸２２＆は連結杆
１７１Ｌが車体幅方向へ直線運動を行うと回動する軸と
なっており、かかる作動を実現するためには、連結杆１
７ａが上述の通りラック杆となっていれば連結軸２２Ｌ
に該ラック杆と噛合するピニオンを一体に設ければよい
。ギヤボックス１７から車体後方へ延びる連結軸２１の
後端には車体前後方向を軸方向とする作動軸２３の前端
が連結され、車体前部と車体後部との間に架設された該
作動軸２３の後端にはケース２４に挿入された軸２５の
前端が連結される。該軸２５は第４図で示すようにケー
ス２４の軸受２６．２６で回動自在に支承された回動軸
となっている。操舵輪２０を回動操舵すると、連結杆１
７＆、連結軸２２Ｌ、作動軸２３を介して軸２５が操舵
輪２０と連動して回動し、上下の傾斜角度を有しながら
も車体前後方向に延びる該軸２５の回動力が後輪１３を
転舵させるための転舵力となる。A case 22 is coupled to a position of the gear box 17 that is shifted in the vehicle width direction from the connection part with the steering shaft 21.
A connecting shaft 2.1 that connects with the internal mechanism of the gearbox 17 is inserted into the interior of the gearbox 2.2. The connecting shaft 22& is a shaft that rotates when the connecting rod 171L makes a linear movement in the width direction of the vehicle body.
If 7a is a rack rod as described above, the connecting shaft 22L
A pinion that meshes with the rack rod may be provided integrally with the rack rod. The front end of an operating shaft 23 whose axial direction is in the longitudinal direction of the vehicle body is connected to the rear end of a connecting shaft 21 extending from the gear box 17 to the rear of the vehicle body, and the operating shaft 23 is installed between the front part of the vehicle body and the rear part of the vehicle body. The front end of a shaft 25 inserted into the case 24 is connected to the rear end of the shaft 25 . The shaft 25 is a rotating shaft rotatably supported by bearings 26, 26 of the case 24, as shown in FIG. When the steering wheel 20 is rotated, the connecting rod 1
7&, the shaft 25 rotates in conjunction with the steering wheel 20 via the connecting shaft 22L and the operating shaft 23, and the rotational force of the shaft 25, which extends in the longitudinal direction of the vehicle body while having a vertical inclination angle, is applied to the rear wheels 13. This provides the steering force for steering the vehicle.
軸２５の後輪にはクランクピン２７が車体後方へ突出し
て設けられ、該クランクピン２７は軸２５と平行ではあ
るが、軸２５の軸芯から軸径方向へε分偏心している。A crank pin 27 is provided on the rear wheel of the shaft 25 so as to protrude toward the rear of the vehicle body, and although the crank pin 27 is parallel to the shaft 25, it is eccentric from the axial center of the shaft 25 by ε in the shaft radial direction.
クランクピン２７の後端には第６図の通りコンロッド２
８の一端が連結され、車体幅方向を長さ方向とする該コ
ンロッド２８の他端には連結ピン２９が結合され、車体
後方へ延びる該連結ピン２９を介してコンロッド２８と
、前記後輪転舵用の左右のタイロッド１８．１８を連結
した前記連結杆１９とが連結される。クランクピン２７
とコンロッド２８との連結はクランクピン２７の後端ボ
ール部２７ａがコンロット２８の一端に組み込まれたボ
ール受は部材３０によって滑動自在に包持されることに
より行われ、又。At the rear end of the crank pin 27 is a connecting rod 2 as shown in Fig. 6.
A connecting pin 29 is connected to the other end of the connecting rod 28 whose length direction is in the vehicle width direction, and the connecting rod 28 and the rear wheel steering are connected to each other via the connecting pin 29 extending toward the rear of the vehicle body. The connecting rod 19 connecting the left and right tie rods 18 and 18 is connected. crank pin 27
The connecting rod 28 is connected to the rear end ball portion 27a of the crank pin 27 by a ball receiver incorporated in one end of the connecting rod 28, which is slidably supported by a member 30.
連結ピン２９と連結杆１９との連結も連結ピン２９の後
端ボール部２９Ｌが連結杆１９に組み込まれたボール受
は部材３１によって滑動自在に包持されることにより行
われる。The connection between the connecting pin 29 and the connecting rod 19 is also achieved by having the ball receiver, in which the rear end ball portion 29L of the connecting pin 29 is incorporated in the connecting rod 19, slidably supported by the member 31.
以上の軸２５、クランクピン２７、コンロッド２８、連
結ピン２９によってクランク機構Ａが構成され、軸２５
が回動するとクランクピン２７が軸２５の軸芯を中心と
した円弧軌跡の回動を行うため、コンロッド２８の引張
力、圧縮力で連結杆１９が車体幅方向へ直線運動を行い
、これにより後輪１３の転舵が成される。The crank mechanism A is constituted by the shaft 25, crank pin 27, connecting rod 28, and connecting pin 29, and the shaft 25
When the crank pin 27 rotates, the crank pin 27 rotates in an arcuate trajectory around the axis of the shaft 25, so the connecting rod 19 moves linearly in the width direction of the vehicle body due to the tensile and compressive forces of the connecting rod 28. The rear wheels 13 are steered.
以上の説明で明らかなように、前輪用ナックルアーム１
１．左右の前輪転舵用タイロッド１６．１６、及び該両
タイロッド１６．１６の間に介在された連結杆１７Ｌに
よって前輪転舵機構Ｂが構成され、又、後輪用ナックル
アーム１４、左右の後輪転舵用タイロッド１８．１８．
及び該両タイロッド１８．１８の間に介在された連結杆
１９によって後輪転舵機構Ｃが構成される。これらの前
輪転舵機構Ｂと後輪転舵機構Ｃとは前記連結軸２２１！
Ｌ、作動軸２３及びクランク機構Ａの構成部材ともなっ
ている軸２５からなる連結経路りによって連結され、操
舵軸２０を回動操作すると、連結杆１７ａの車体幅方向
への直線運動による前輪転舵機構Ｂの前輪転舵作動が該
連結経路Ｄ、クランク機、構Ａを介して後輪転舵機構Ｃ
に連結ザ１９が車体幅方向へ直線運動する後輪転舵作動
として伝達されるため、操舵輪２０の操舵操作により前
輪１０とともに後輪１３が転舵される。後輪転舵機構Ｃ
の後輪転舵作動は連結軸２２２Ｌ、作動軸２３を経た前
記軸２５の回動力によって行われるため、該軸２５は後
輪転舵機構Ｃに後輪転舵力を伝達するだめの連結経路り
における入力軸となっている。As is clear from the above explanation, front wheel knuckle arm 1
1. A front wheel steering mechanism B is constituted by left and right front wheel steering tie rods 16.16 and a connecting rod 17L interposed between both tie rods 16.16, and a rear wheel knuckle arm 14, left and right rear wheel steering Rudder tie rod 18.18.
A rear wheel steering mechanism C is constituted by a connecting rod 19 interposed between both tie rods 18 and 18. These front wheel steering mechanism B and rear wheel steering mechanism C are connected to the connecting shaft 221!
L, operating shaft 23, and a shaft 25 which is also a component of the crank mechanism A. When the steering shaft 20 is rotated, the front wheels are steered by linear movement of the connecting rod 17a in the vehicle width direction. The front wheel steering operation of the mechanism B is connected to the rear wheel steering mechanism C via the connection path D, the crank mechanism, and the mechanism A.
Since the coupling wheel 19 is transmitted as a rear wheel steering operation that moves linearly in the vehicle width direction, the rear wheels 13 are steered together with the front wheels 10 by the steering operation of the steered wheels 20. Rear wheel steering mechanism C
Since the rear wheel steering operation is performed by the rotational force of the shaft 25 via the connecting shaft 222L and the operating shaft 23, the shaft 25 is an input in the connecting path for transmitting the rear wheel steering force to the rear wheel steering mechanism C. It is the axis.
該入力軸２５の回動角に対する連結杆１９の直線運動距
離は正弦値となり、従って入力軸２５の回動角が１８０
°以内の時には前輪１０と後輪１３とが同じ方向へ転舵
され、回動角が１８００を越えると後輪１３は前輪１０
とは逆方向へ転舵される。The linear movement distance of the connecting rod 19 with respect to the rotation angle of the input shaft 25 is a sine value, so that the rotation angle of the input shaft 25 is 180 degrees.
When the rotation angle is within 1800 degrees, the front wheels 10 and the rear wheels 13 are steered in the same direction, and when the rotation angle exceeds 1800 degrees, the rear wheels 13 are steered in the same direction.
is steered in the opposite direction.
操舵輪２０の操作回動角に対する入力軸２５の回動角は
、前輪転舵機構Ｂと連結経路りとの間、更には連結経路
り中にギヤ機構等による任意な変速率を有する変速手段
を介入することにより、適宜に定めることができるため
、操舵輪２０の小操舵角操作では前輪１０と後輪１３と
を同じ方向へ転舵し且つ大操舵角操作では後輪１３を前
輪１０とは逆方向へ転舵することの他、操舵輪２０の小
操舵角操作では前輪１０と後輪１３とを同じ方向へ転舵
し且つ大操舵角操作では後輪１３の転舵角を零若しくは
零近傍に戻すことを実現で牟る。The rotation angle of the input shaft 25 with respect to the operating rotation angle of the steering wheel 20 is determined by a speed change means having an arbitrary speed change rate using a gear mechanism or the like between the front wheel steering mechanism B and the connecting path, and furthermore, during the connecting path. can be set appropriately by intervening, so that when the steering wheel 20 is operated with a small steering angle, the front wheels 10 and the rear wheels 13 are steered in the same direction, and when the steering wheel 20 is operated with a large steering angle, the rear wheels 13 are steered in the same direction as the front wheels 10. In addition to steering in the opposite direction, when operating the steered wheels 20 with a small steering angle, the front wheels 10 and rear wheels 13 are steered in the same direction, and when operating the steering wheel 20 with a large steering angle, the steering angle of the rear wheels 13 is set to zero or The goal is to return it to near zero.
車両には操舵輪２０の運転者による操舵操作を補助する
だめの動力舵取装置が装備されており、該装置は第１図
、第２図、第６図で示されたノ〈ワーシリンダ３２を含
んで構成される。該ノくワーシリンダ３２は動力補助手
段であり、第６図の通り車体幅方向へ摺動自在なピスト
ンロッド３３が挿入されたシリンダ３２の本体ケース３
４は入力軸２５の前記ケース２４と組付一体化され、こ
のため構造のコンパクト化が図られている。ピストンロ
ッド３３はラック杆となっており、該ラック杆の歯３３
ａ・・・には入力軸２５に一体に形成されたピニオン２
５１Ｌが噛合しており、ピストンロッド３３のピストン
部３３ｂで区画される本体ケース３４の内部左右室Ｓ、
、Ｓ２のいずれか一方に作動油が選択供給されることに
より、ピストンロンド３３が伸び挙動若しくは縮み挙動
し、入力軸２５にパワーシリンダ３２から回動補助動力
が付与される。The vehicle is equipped with a power steering device that assists the driver in steering operation of the steering wheel 20, and this device is equipped with a power steering device that supports the steering wheel cylinder 32 shown in FIGS. 1, 2, and 6. It consists of: The bore cylinder 32 is a power auxiliary means, and as shown in FIG.
4 is integrally assembled with the case 24 of the input shaft 25, thereby achieving a compact structure. The piston rod 33 is a rack rod, and the teeth 33 of the rack rod
A... has a pinion 2 integrally formed with the input shaft 25.
51L are engaged with each other, and the internal left and right chambers S of the main body case 34 are partitioned by the piston portion 33b of the piston rod 33,
, S2 is selectively supplied with hydraulic oil, the piston rod 33 behaves in extension or contraction, and rotational assisting power is applied to the input shaft 25 from the power cylinder 32.
入力軸２５は連結経路りを構成する部材であって、後輪
転舵機構Ｃの他に作動軸２３、連結軸２２ａを介して前
輪転舵機構Ｂ側へも連らなっているため、パワーシリン
ダ３２の補助動力は前輪転舵機構Ｂと後輪転舵機構Ｃの
双方へ伝達され、前輪１０と後輪１３とを転舵させるた
めの操舵輪２０の操舵操作を前・後輪兼用とした１個の
動力補助手段によって補助で雀、前輪１０と後輪１３と
を転舵するにもかかわらず操舵輪２０を軽く操作できる
こととなる。The input shaft 25 is a member that constitutes a connecting path, and is connected to the front wheel steering mechanism B side via the operating shaft 23 and the connecting shaft 22a in addition to the rear wheel steering mechanism C. The auxiliary power of 32 is transmitted to both the front wheel steering mechanism B and the rear wheel steering mechanism C, and the steering operation of the steering wheel 20 for steering the front wheels 10 and the rear wheels 13 is used for both the front and rear wheels. Even though the front wheels 10 and rear wheels 13 are steered with assistance by the power assisting means, the steered wheels 20 can be easily operated.
このような操舵輪２０の補助はパワーシリンダ３２を車
体前部に配置してパワーシリンダ３２を連結軸２３Ｌ若
しくは作動軸２３に接続しても達成できるが、図示の通
りパワーシリンダ３２は車体後部に配置されている。か
かるパワーシリンダ配置位置を採用したのは１′、エン
ジン３５等が配置されてスペースが限られている車体前
部に対して車体後部はスペースに余裕が残されているこ
と。Such assistance to the steered wheels 20 can be achieved by arranging the power cylinder 32 at the front of the vehicle body and connecting the power cylinder 32 to the connecting shaft 23L or the operating shaft 23, but as shown in the figure, the power cylinder 32 is located at the rear of the vehicle body. It is located. This power cylinder arrangement position was adopted because 1' there is more space left in the rear of the vehicle than in the front of the vehicle where the engine 35 and the like are located and space is limited.
後輪転舵機構Ｃは前輪転舵機構Ｂよりも操舵輪２０から
遠い位置にあり、パワーシリンダ３２を車体前部に配置
すると、後輪転舵機構Ｃに補助動力を伝達するだめの連
結経路りの機械的剛性を大きくしなければならず、これ
によると車体重量が増大するのに対し、パワーシリンダ
３２を車体後部に配置すると、このような問題は発生せ
ず、車体重量の軽減できることの理由による。第２図の
通り後輪１３を支持したナックルアーム１４の車軸１４
１Ｌ′よりも車体後方にパワーシリンダ３２．左右の後
輪転舵用タイロッド１８．１Ｂ、及び連結杆１９が配置
されており、該配置位置は車体後部のうちで最もスペー
スに余裕が残されている位置であるため、スペース利用
を有効に行える。The rear wheel steering mechanism C is located further from the steering wheels 20 than the front wheel steering mechanism B, and when the power cylinder 32 is placed at the front of the vehicle body, the connection path for transmitting auxiliary power to the rear wheel steering mechanism C is This is because the mechanical rigidity must be increased, which increases the vehicle weight, but if the power cylinder 32 is placed at the rear of the vehicle body, this problem does not occur and the vehicle weight can be reduced. . Axle 14 of knuckle arm 14 supporting rear wheel 13 as shown in FIG.
Power cylinder 32. is located behind the vehicle body than 1L'. The left and right rear wheel steering tie rods 18.1B and the connecting rods 19 are arranged, and the arrangement position is at the rear of the vehicle where there is the most space, so space can be used effectively. .
パワーシリンダ３２の内部左右室Ｓ、、Ｓ２は図示しな
い油タンクに油圧回路を介して接続され、該油圧回路に
は左右室Ｓ、、Ｓ、に作動油を選択供給し１１
てパワーシリンダ３２を制御作動せしめる制御弁が介入
されている。該制御弁はパワーシリンダ３２とともに前
記動力舵取装置を構成するものであり、又、制御弁は操
舵輪２０に付与される操舵トルクを検出する検出手段と
もなっている。本実施例では制御弁は第１図で示された
操舵軸２１の先端に取り付けられ且つ弁ハウジング３６
に摺動自在に内装されている。従ってパワーシリンダ３
２と制御弁とは分離して車体に装着されている。左右室
Ｓ、、Ｓ２に作動油を選択供給するだめの制御弁の切換
作動原理は前輪のみを転舵する車両の動力舵取装置にお
いて公知となっているものと同じである。The left and right internal chambers S, S2 of the power cylinder 32 are connected to an oil tank (not shown) via a hydraulic circuit, and the hydraulic circuit selectively supplies hydraulic oil to the left and right chambers S, S, and the power cylinder 32. A control valve for controlled activation is involved. The control valve constitutes the power steering device together with the power cylinder 32, and also serves as a detection means for detecting the steering torque applied to the steered wheels 20. In this embodiment, the control valve is attached to the tip of the steering shaft 21 shown in FIG.
The interior is slidable. Therefore, power cylinder 3
2 and the control valve are separately mounted on the vehicle body. The switching operation principle of the control valves for selectively supplying hydraulic oil to the left and right chambers S, S2 is the same as that known in the power steering system of a vehicle that steers only the front wheels.
即ち操舵軸２１のピニオン及び該ピニオンが噛合するラ
ック杆となっている連結杆１７Ｌの夫々の歯を軸方向に
対して斜めのヘリカル歯とすることにより、操舵輪２０
を回動すると該ヘリカル歯によって生じる軸方向の推力
で制御弁が弁ハウジング３６内を切換摺動する。制御弁
は操舵輪２０に付与される操舵トルクの大きさに応じて
摺動し、パワーシリンダ３２から前輪転舵機構Ｂ、後輪
転舵機構りに伝達される補助動力の大きさは操舵トルク
に応じたものとなる。That is, the pinion of the steering shaft 21 and the teeth of the connecting rod 17L, which is a rack rod with which the pinion meshes, are helical teeth oblique with respect to the axial direction.
When the control valve is rotated, the axial thrust generated by the helical teeth causes the control valve to switch and slide within the valve housing 36. The control valve slides according to the magnitude of the steering torque applied to the steering wheels 20, and the magnitude of the auxiliary power transmitted from the power cylinder 32 to the front wheel steering mechanism B and the rear wheel steering mechanism depends on the steering torque. It will be as per your requirement.
操舵輪２０と前輪１０とは操舵軸２１．連結杆１１、前
輪転舵用タイロッド１６、ナックルアーム１１からなる
前輪転舵系によって繋げられ、 又、操舵輪２０と
後輪１３とは操舵軸２１．連結杆１７ａ、連結経路り、
クランク機構Ａ、連結杆１９、後輪転舵用タイロッド１
８、ナックルアーム１４からなる後輪転舵系によって繋
げられ、前輪１０及び後輪１３が転舵される場合、前輪
１゜に作用する路面からの外力は前輪転舵系を経て、又
、後輪１３に作用する路面からの外力は後輪転舵系を経
て夫々操舵輪２０に伝達されることとなり、操舵輪２０
に付与するに必要な操舵トルクの大きさはこれらの外力
の合力と対応したものとな。The steering wheel 20 and the front wheel 10 are connected to a steering shaft 21. A front wheel steering system consisting of a connecting rod 11, a front wheel steering tie rod 16, and a knuckle arm 11 connects the steering wheel 20 and the rear wheel 13 to a steering shaft 21. Connecting rod 17a, connecting route,
Crank mechanism A, connecting rod 19, tie rod 1 for rear wheel steering
8. When the front wheels 10 and the rear wheels 13 are connected by the rear wheel steering system consisting of the knuckle arm 14 and are steered, the external force from the road surface acting on the front wheels 1° passes through the front wheel steering system and then the rear wheels. The external force from the road surface acting on the wheels 13 is transmitted to the respective steered wheels 20 via the rear wheel steering system.
The magnitude of the steering torque required to apply this force corresponds to the resultant force of these external forces.
る。しかるに、操舵トルク検出手段としての制御弁は前
輪転舵系と後輪転舵系との合流部である重複経路Ｅを構
成する操舵軸２１に設けられているため、前輪に作即す
る外力と後輪に作用する外力との合力が制御弁によって
検出されることとなり、パワーシリンダ３２に発生する
補助動力の大きさを前輪１０と後輪１３の双方のだめの
ものとすることができる。Ru. However, since the control valve as the steering torque detection means is provided on the steering shaft 21 that constitutes the overlap path E, which is the confluence of the front wheel steering system and the rear wheel steering system, the external force acting on the front wheels and the rear wheel steering system are The resultant force with the external force acting on the wheels is detected by the control valve, and the magnitude of the auxiliary power generated in the power cylinder 32 can be made equal to that of both the front wheels 10 and the rear wheels 13.
第３図の通り前記連結経路りを構成する連結軸２２Ｌは
抜工がりに傾斜し、入力軸２５は抜上がりに傾斜し、２
これらの軸２２ａ、２５と作動軸２３とは自在継手３７
．３８により連結される。このように作動軸２３の両端
部に自在継手３７．３８を設けることにより、作動軸２
３を前輪転舵機構Ｂ、後輪転舵機、構Ｃと同じ高さレベ
ルに配置する必要がなくなる。作動軸２３を含んで構成
される連結経路りは自在継手３７．３８を屈曲部とした
屈曲経路となるため、゛作動軸２３を車両のツーロア構
成部材の下方に延設して車室外に配置でき、これにより
大きな、車室スペースを確保すること、又、連結経路り
の組立、組付等の作業を良好とすることを実現できる。As shown in FIG. 3, the connection shaft 22L constituting the connection path is inclined in the downward direction, and the input shaft 25 is inclined in the downward direction.
These shafts 22a, 25 and the operating shaft 23 are connected to a universal joint 37.
．． 38. By providing the universal joints 37 and 38 at both ends of the operating shaft 23 in this way, the operating shaft 23
3 at the same height level as the front wheel steering mechanism B, the rear wheel steering mechanism, and the mechanism C. Since the connecting path including the operating shaft 23 is a bent path with the universal joints 37 and 38 as bending parts, the operating shaft 23 is extended below the two-lower component of the vehicle and placed outside the passenger compartment. This makes it possible to secure a large vehicle interior space and to facilitate work such as assembling and assembling the connection route.
又、作動軸２３の両端部に自在継手３７．３８を設ける
ことにより、車体に装備される装置、機器等を避けた迂
回経路に連結経路りをすることもでき、又、車両走行中
の車体振動等による車体前部と車体後部逅の相対的なず
れを吸収できる効果も発揮する。In addition, by providing universal joints 37 and 38 at both ends of the operating shaft 23, it is possible to take a detour route that avoids devices and equipment installed on the vehicle body, and it is also possible to take a connecting route that avoids devices and equipment installed on the vehicle body. It also has the effect of absorbing the relative misalignment between the front and rear parts of the car body caused by vibrations, etc.
連結軸２１、入力軸２５と作動軸２３とを自在継手３７
．３８で連結するに際し、連結軸２２ａの軸線Ｆ及び入
力軸２５の軸線Ｇが作動軸２３の軸線Ｈに対して成す角
度θ７．θ、を同じに設定することにより、前輪転舵機
構Ａの前輪転舵作動による連結軸２２亀の回動角速度と
、後輪転舵機構Ｃを後輪転舵作動させる入力軸２５の回
動角速度とを全ての回動角度位置において等しくできる
。The connection shaft 21, the input shaft 25 and the operating shaft 23 are connected by a universal joint 37.
．． 38, the angle θ7. which the axis F of the connecting shaft 22a and the axis G of the input shaft 25 form with the axis H of the operating shaft 23. By setting θ to be the same, the rotational angular velocity of the connecting shaft 22 turtle due to the front wheel steering operation of the front wheel steering mechanism A and the rotational angular velocity of the input shaft 25 that causes the rear wheel steering mechanism C to operate the rear wheel steering operation. can be made equal at all rotation angle positions.
上述の通り作動軸２３を車室外に配置して連結経路りを
車体外部に露出させる場合には、作動軸２３の外周に筒
状のカバ一部材３９を被せ、作動軸２３の全長を小石、
泥等による外部悪環境から保護する。該カバ一部材３９
はフロア構成部材の下面にラバー等の吸振部材を介して
取り付けられる。又、カバ一部材３９の内部には作動軸
２３軸支用の複数の軸受ブツシュ４０・・・が嵌入され
、該ブツシュ４０で作動軸２３の振れ回りが防止され、
作動軸２３とカバ一部材４０との軸芯が一致した状態に
おいて作動軸２３が回動することを保障できる。As described above, when the operating shaft 23 is placed outside the vehicle interior and the connecting path is exposed to the outside of the vehicle body, a cylindrical cover member 39 is placed over the outer periphery of the operating shaft 23, and the entire length of the operating shaft 23 is covered with pebbles, etc.
Protect from bad external environment such as mud. The cover member 39
is attached to the lower surface of the floor component via a vibration absorbing member such as rubber. Moreover, a plurality of bearing bushes 40 for supporting the operating shaft 23 are fitted inside the cover member 39, and the bushings 40 prevent the operating shaft 23 from whirling around.
It is possible to ensure that the operating shaft 23 rotates when the axes of the operating shaft 23 and the cover member 40 are aligned.
前記クランク機構Ａのクランク運動により後輪１３が転
舵せしめられる場合、後輪１３の転舵角の大きさは前記
連結杆−１９の車体幅方向への移動距離、換言す−ると
第４図で示された入力軸２５がらのクランクピン２７の
偏心量εによって定まる。第４図、第５図において該偏
心量Ｃを所望値に簡単な構造で設定でき、且つ入力軸２
５にクランクピン２７を簡単な作業で組付けることがで
きる構造が示されている。入力軸２５の後端にはボルト
４１で保持部材４２が結合される。クランクピン２７は
アーム部材４３に結合され、該アーム部材４３は入力軸
２５の軸方向への長さを有する基部４３ａと、基部４３
ａの後端から入力軸２５の軸径方向へ延びる延出部４３
ｂとからなる側面形状り字形に形成され、延出部４３ｂ
にピン４４でクランクピン２７が結合される。保持部材
４２の下面に入力軸２５の軸径方向を厚さ方向とするス
ペーサ部材４５を当てがい、更にスペーサ部材４５の下
面にＬ字形アーム部材４３０基部４３ａを当てがった後
、ボルト４６でスペーサ部材４５とアーム部材４３とを
保持部材４２に結合保持される。これによりボルト４６
の締付は作業によって入力軸２５にクランクピン２７を
組付けることができるとともに、保持部材４２とアーム
部材４３０基部４３ａとの間に介在されたスペーサ部材
４５の厚さによって偏心量εの値を定めることができる
。該厚さの設定によって前輪１００転舵角に対する後輪
１３の転舵角の比率を本発明に係る装置が適用される車
両にとって望ましいとされる値に定めることができる。When the rear wheels 13 are steered by the crank motion of the crank mechanism A, the magnitude of the steered angle of the rear wheels 13 is determined by the moving distance of the connecting rod 19 in the vehicle width direction, in other words, the fourth It is determined by the eccentricity ε of the crank pin 27 from the input shaft 25 shown in the figure. 4 and 5, the eccentricity C can be set to a desired value with a simple structure, and the input shaft 2
5 shows a structure in which a crank pin 27 can be assembled with a simple operation. A holding member 42 is coupled to the rear end of the input shaft 25 with a bolt 41. The crank pin 27 is coupled to an arm member 43, and the arm member 43 includes a base portion 43a having a length in the axial direction of the input shaft 25, and a base portion 43a having a length in the axial direction of the input shaft 25.
An extending portion 43 extending from the rear end of a in the radial direction of the input shaft 25
The extending portion 43b is formed in a slanted side shape consisting of
The crank pin 27 is connected to the crank pin 27 by a pin 44. After applying the spacer member 45 whose thickness direction is in the radial direction of the input shaft 25 to the lower surface of the holding member 42, and further applying the base 43a of the L-shaped arm member 430 to the lower surface of the spacer member 45, tighten the bolt 46. The spacer member 45 and the arm member 43 are coupled and held by the holding member 42. This allows bolt 46
For tightening, the crank pin 27 can be assembled to the input shaft 25 by work, and the value of the eccentricity ε can be determined by the thickness of the spacer member 45 interposed between the holding member 42 and the base 43a of the arm member 430. can be determined. By setting the thickness, the ratio of the steering angle of the rear wheels 13 to the steering angle of the front wheels 100 can be set to a value that is desirable for the vehicle to which the device according to the present invention is applied.
後輪１３の転舵角が零即ち直進状態の場合にはクランク
ピン２７は第４図、第５図の通り入力軸２５の真下に位
置しているが、こΩような後輪転舵角とクランクピン位
置との関係をクランク機構Ａの組立作業時に達成できる
構造は第６図で示されている。クランクピン２７と前記
連結杆１９とを連結するコンロッド２８は長さ調整自在
に構成され、具体的にはコンロッド２８は両端部に右ネ
ジ、左ネジのネジ部４７ａ、４７ｂが形成されたネジ杆
４７と、該ネジ部４７ａ、４７ｂに螺合する長軸状のナ
ツト部材４８．４９と、ネジ杆４７とナツト部材４８．
４９とを締付結合するロックナツトｓｏ、ｓｉとからな
るターンバックル式となっている。ロックナツト５０．
５１を弛めてネジ杆４７を回転操作するとコンロノド２
８の長さを変更でき、これにより前輪１００転舵角が零
の時に後輪１００転舵′角を零として入力軸２５の真下
に位置せしめたクランクピン２７と連結杆１９とを連結
できる。゛
次に連結杆１９や前記パワーシリンダ３２等を車体に組
付ける構・造を述べる。第７図は該構造を示した第２図
の７−７断面図である。連結杆１９、パワーシリンダ３
２の下方にはビーム状の支持部材５２が車体幅方向に延
設され、第７図の通り該支持部材５２に後上方へ延びる
第１アーム部５３と前上方へ延びる第２アーム部５４と
が結合され、第１アーム部５３は支持部材５２の長さ方
向略中央部に１本、第２アーム部５４は長さ方向両端部
に２本ある。夫々のアーム部５３．５４の頂部には筒部
材５３ａ、５４ａが固着され、筒部材５３ａは車体に連
結される。筒部材５４ａは前記後輪用ロアーアーム１５
の内端部１５ａを車体に設けられている図示しない取付
ボス部とともに挾み、これらの取付ボス部、ロア−アー
ム内端部１５ａ１筒部材５４ａの王者に第２図において
鎖線５５で略図されている軸が挿入され、これにより支
持部材５２は三箇所で車体に連結されるとともに、ロア
ーアーム１５を支持するために支持部材５２が活用され
る。筒部材５３ａ、５４ａの内部には支持部材５２と車
体との間で振動が伝播するのを防止するだめのラバー等
による吸振部材５３ｂ。When the steering angle of the rear wheels 13 is zero, that is, when the vehicle is traveling straight, the crank pin 27 is located directly below the input shaft 25 as shown in FIGS. 4 and 5. A structure in which the relationship with the crank pin position can be achieved during the assembly work of the crank mechanism A is shown in FIG. The connecting rod 28 that connects the crank pin 27 and the connecting rod 19 is configured to be adjustable in length. Specifically, the connecting rod 28 is a threaded rod with right-handed and left-handed threaded portions 47a and 47b formed at both ends. 47, long shaft-shaped nut members 48, 49 that are screwed into the threaded portions 47a and 47b, and the threaded rod 47 and the nut member 48.
It is a turnbuckle type consisting of lock nuts SO and SI which are tightened and connected to the 49. Rocknut 50.
Loosen screw 51 and rotate screw rod 47 to open stove top 2.
8 can be changed, so that when the front wheel 100 steering angle is zero, the rear wheel 100 steering angle is zero, and the crank pin 27 positioned directly below the input shaft 25 can be connected to the connecting rod 19. Next, the structure for assembling the connecting rod 19, the power cylinder 32, etc. to the vehicle body will be described. FIG. 7 is a sectional view taken along line 7-7 in FIG. 2, showing the structure. Connecting rod 19, power cylinder 3
A beam-shaped support member 52 extends in the width direction of the vehicle body below 2, and as shown in FIG. There is one first arm portion 53 at approximately the center in the length direction of the support member 52, and two second arm portions 54 at both ends in the length direction. Cylindrical members 53a and 54a are fixed to the tops of the respective arm portions 53 and 54, and the cylinder members 53a are connected to the vehicle body. The cylindrical member 54a is the lower arm 15 for the rear wheel.
The inner end 15a of the cylindrical member 54a is sandwiched between the inner end 15a of the lower arm and the lower arm inner end 15a, which is shown schematically by a chain line 55 in FIG. The shaft is inserted, thereby connecting the support member 52 to the vehicle body at three locations, and the support member 52 is utilized to support the lower arm 15. A vibration absorbing member 53b made of rubber or the like is provided inside the cylindrical members 53a and 54a to prevent vibrations from propagating between the support member 52 and the vehicle body.
５４ｂが嵌入されている。54b is fitted.
第７図の通り支持部材５２には前方へ延びる第３アーム
部５６が結合され、該アーム部５６に、Ｓツーシリンダ
３２の本体ケース３４と組付一体化され且つパワーシリ
ンダ３２の前記ピストンロッド３３が挿通したケース２
４が載せられ、止着部材５７をボルト５８でアーム部５
６に結合することによりパワーシリンダ３２は支持部材
５２に取り付けられる。このよりなノ；ワーシリンダ３
２の取付部は第２図の通り二箇所設けられるＯ第７図の
通り支持部材５２には後上方へ延び且つ頂部に半割形状
の受は部材５．９を備えた第４アーム部６０が結合され
、該受は部材５９の上面に第６図の通り外周面に吸振部
材６１、内周面に軸受６２を夫々備えた筒部材６３が載
せられ、受は部材５９とは対称的な半割形状の正着部材
６４を第７図の通りボルト６５で受は部材５９に結合す
ることにより、第６図の通り上記軸受６２に摺動自在に
支承された連結杆１９が支持部材５２に支持される。連
結杆１９の該支承部も第２図、第６図の通り二箇所設け
られる。As shown in FIG. 7, a third arm portion 56 extending forward is coupled to the support member 52, and the piston rod of the power cylinder 32 is assembled and integrated with the main body case 34 of the S-two cylinder 32 to the arm portion 56. Case 2 with 33 inserted
4 is placed on the arm portion 5, and the fastening member 57 is secured to the arm portion 5 with the bolt 58.
6, the power cylinder 32 is attached to the support member 52. This way; War cylinder 3
As shown in FIG. 2, the mounting portions 2 are provided at two locations.As shown in FIG. As shown in FIG. By connecting the half-shaped member 64 to the bearing member 59 with bolts 65 as shown in FIG. 7, the connecting rod 19 slidably supported on the bearing 62 as shown in FIG. Supported by The supporting portions of the connecting rod 19 are also provided at two locations as shown in FIGS. 2 and 6.
以上で明らかなように車体に連結された支持部材５２は
後輪用ロアーアーム１５、パワーシリンダ３２、連結杆
１９の三種類の部材を車体に支持させる機能を有し、車
体後部のスペースを有効に利用して配置されたこれらの
部材の車体への組付けを部品点数が少ない構造で行える
。As is clear from the above, the support member 52 connected to the vehicle body has the function of supporting three types of members, the rear wheel lower arm 15, the power cylinder 32, and the connecting rod 19, to the vehicle body, and makes effective use of space at the rear of the vehicle body. These members can be assembled to the vehicle body using a structure with a small number of parts.
第６図の通り連結杆１９は左右の杆半体６６゜６７の対
向端部を嵌着結合することにより構成され、該杆半体６
６．６７の外端部に一体に設けられたボール部６６ａ、
６７ａを左右の後輪転舵用タイロッド１８．１８の内端
部に組み込まれたボール受は部材６８．６９が滑動自在
に包持することにより、連結杆１９とタイロッド１８．
１８との連結が行われ、これにより連結杆１９の車体幅
方向への運動に伴う後輪１３を転舵させるべきタイロッ
ド１８の運動が許容される。連結杆１９を支承する上記
軸受６２は内周側のインナ部材６２ａと外周側のアウタ
部材６２ｂとの組み合せからなり、インナ部材６２ａと
アウタ部材６２ｂとの接触面は外周方向へ湾曲膨出した
球面、となっており、従って軸受６２は自動調心作用を
有する球面軸受である。このため、軸受６２で支承され
つつ連結杆１９が車体幅方向へ運動を行うに際し、該運
動が車体幅方向或は上下方向に対して多少の傾き角をも
って行われても軸受６２と連結杆１９との間に摺動抵抗
が発生するのを防止でき、連結杆１９の円滑な運動を保
障できる。As shown in FIG.
6. A ball part 66a integrally provided at the outer end of 67,
The ball receiver 67a is incorporated into the inner end of the left and right rear wheel steering tie rods 18.18, and the members 68.69 slidably surround the connecting rod 19 and the tie rod 18.18.
18, thereby allowing movement of the tie rod 18 for steering the rear wheels 13 as the connection rod 19 moves in the vehicle width direction. The bearing 62 that supports the connecting rod 19 is composed of an inner member 62a on the inner circumferential side and an outer member 62b on the outer circumferential side, and the contact surface between the inner member 62a and the outer member 62b is a spherical surface curved and bulged in the outer circumferential direction. , therefore, the bearing 62 is a spherical bearing with self-aligning action. Therefore, when the connecting rod 19 moves in the vehicle width direction while being supported by the bearing 62, even if the movement is performed at a slight angle of inclination with respect to the vehicle width direction or the vertical direction, the bearing 62 and the connecting rod 19 This can prevent sliding resistance from occurring between the connecting rod 19 and ensure smooth movement of the connecting rod 19.
前記連結ピン２９と連結杆１９との連結は、連結ピン２
９のボール部２９ａを連結杆１９のボール受は部材３１
が滑動自在に包持しているため、クランクピン２７とフ
ジロッド２８との連結及び連結杆１９と後輪転舵用タイ
ロッド１８との連結と同様にボールジヨイントで行われ
ているが、ボール部２９ａの中心Ｉは連結杆１９の軸中
心線■上に存在している。この構造によると、クランク
機構Ａのクランク運動によるコンロッド２８の車体幅方
向への引張力、圧縮力によって連結杆１９が運動せしめ
られる場合、連結杆１９の軸中心線■と引張力、圧縮力
の作用点とに位置のずれ即ちオフセットがないため、連
結杆１９が揺れるのをなくすことができ、連結杆１９に
所定の直線運動を行わせることができる。The connecting pin 29 and the connecting rod 19 are connected by connecting pin 2
The ball receiver of the rod 19 connecting the ball portion 29a of 9 is the member 31.
Since the crank pin 29a is slidably supported, the connection between the crank pin 27 and the Fuji rod 28 and the connection between the connection rod 19 and the rear wheel steering tie rod 18 are performed using a ball joint. The center I of is located on the axial center line ■ of the connecting rod 19. According to this structure, when the connecting rod 19 is moved by the tensile force and compressive force of the connecting rod 28 in the vehicle width direction due to the crank movement of the crank mechanism A, the axial center line (■) of the connecting rod 19 and the tensile force and compressive force Since there is no positional shift, that is, offset, between the point of action and the point of action, the connecting rod 19 can be prevented from swinging, and the connecting rod 19 can be caused to perform a predetermined linear movement.
以上の説明で明らかな如く本発明によれば、後輪転舵機
構に後輪転舵作動を行わせるクランク機構を少なくとも
操舵輪と連動して回動する入力軸と後輪転舵機構に連結
されるクランクピンとで構成するに際して、入力軸に保
持部材に結合し、クランクピンを入力軸の軸方向への長
さを有する基部と、該基部から入力軸の軸径方向へ延び
る延出部とからなるＬ字形アーム部材の該延出部に結合
し、上記保持部材に入力軸の軸径方向を厚さ方向とする
スペーサ部材を介在させて該アーム部材の基部を結合す
るようにしたため、入力軸へのクランクピンの組付け、
結合作業を容易に行えるとともに、後輪転舵角の大きさ
を定めるクランクピンの入力軸軸芯からの偏心量をスペ
ーサ部材の厚さによって容易に設定することができるよ
うになる。As is clear from the above description, according to the present invention, the input shaft that rotates the crank mechanism that causes the rear wheel steering mechanism to perform the rear wheel steering operation in conjunction with at least the steered wheels, and the crank that is connected to the rear wheel steering mechanism. A crank pin is connected to a holding member to the input shaft, and includes a base portion having a length in the axial direction of the input shaft, and an extending portion extending from the base portion in the radial direction of the input shaft. Since the base portion of the arm member is connected to the extending portion of the letter-shaped arm member, and the base portion of the arm member is connected to the holding member by interposing a spacer member whose thickness direction is in the axial radial direction of the input shaft, Assembling the crank pin,
The joining operation can be easily performed, and the eccentricity of the crank pin from the input shaft axis, which determines the magnitude of the rear wheel turning angle, can be easily set by adjusting the thickness of the spacer member.
図面は本発明の一実施例を示すもので、第１図は主要な
部材、構造を実線で示した車両の全体平面図、第２図は
車体後部を示す第１図の一部拡大図、第３図は前輪転舵
機構と後輪転舵機構とを連結する連結経路を示す側面図
、第４図は第３図の一部拡大側断面図、第５図は第４図
の５Ａ−５Ａ線、５Ｂ−５Ｂ線における半裁断面図を合
成した図、請６図は車体後部に配置されたパワーシリン
ダ、クランク機構、後輪転舵機構周辺の平断面図、第７
図は第２図の７−７線断面図である。
湖図面中、１０は前輪、１３は後輪、２０は操舵輪、２
５は入力軸、２７はクランクピン、４２は保持部材、４
３はＬ字形アーム部材、４３ａは基部、４３ｂは延出部
、４５はスペーサ部材、Ａはクランク機構、Ｂは前輪転
舵機構、Ｃは後輪転舵機構、Ｄは連結経路である。
特許 出 願人 本田技研工業株式会社代理人 弁理士
下 １） 容一部The drawings show one embodiment of the present invention; FIG. 1 is an overall plan view of the vehicle showing the main members and structures in solid lines; FIG. 2 is a partially enlarged view of FIG. 1 showing the rear part of the vehicle body; Fig. 3 is a side view showing a connection path connecting the front wheel steering mechanism and the rear wheel steering mechanism, Fig. 4 is a partially enlarged side sectional view of Fig. 3, and Fig. 5 is 5A-5A of Fig. 4. Figure 6 is a cross-sectional plan view of the area around the power cylinder, crank mechanism, and rear wheel steering mechanism located at the rear of the vehicle body.
The figure is a sectional view taken along the line 7-7 in FIG. 2. In the lake diagram, 10 is the front wheel, 13 is the rear wheel, 20 is the steering wheel, 2
5 is an input shaft, 27 is a crank pin, 42 is a holding member, 4
3 is an L-shaped arm member, 43a is a base, 43b is an extension, 45 is a spacer member, A is a crank mechanism, B is a front wheel steering mechanism, C is a rear wheel steering mechanism, and D is a connection path. Patent Applicant Honda Motor Co., Ltd. Agent Patent Attorney 2 1) Co., Ltd.
Claims (1)
うにした車両の操舵装置において、上記操舵輪と連動し
て回動する入力軸に保持部材を結合し、後輪転舵機構に
連結されるクランクピンを上記入力軸の軸方向への長さ
を有する基部と、該基部から入力軸の軸径方向へ延びる
延出部とからなるＬ字形アーム部材の該延出部に結合す
るとともに、上記保持部材に該アーム部材の基部を上記
入力軸の軸棒方向を厚さ方向とするスペーサ部材を介在
させて結合保持させたこと特徴とする車両の操舵装置。In a vehicle steering device in which front wheels and rear wheels are steered by steering operation of a steered wheel, a holding member is coupled to an input shaft that rotates in conjunction with the steered wheels, and is connected to a rear wheel steering mechanism. A crank pin is coupled to the extending portion of an L-shaped arm member comprising a base portion having a length in the axial direction of the input shaft, and an extending portion extending from the base portion in the radial direction of the input shaft; A vehicle steering device characterized in that a base portion of the arm member is coupled and held to a holding member by interposing a spacer member whose thickness direction is in the axis direction of the input shaft.
Priority Applications (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11869881A JPS5820564A (en) | 1981-07-29 | 1981-07-29 | Steering gear for vehicle |
| GB08221640A GB2107263B (en) | 1981-07-28 | 1982-07-27 | Vehicular steering system |
| FR8213085A FR2510506B1 (en) | 1981-07-28 | 1982-07-27 | STEERING SYSTEM FOR STEERING THE FRONT AND REAR WHEELS OF A VEHICLE |
| DE3249543A DE3249543C2 (en) | 1981-07-28 | 1982-07-28 | |
| DE19823228181 DE3228181A1 (en) | 1981-07-28 | 1982-07-28 | VEHICLE STEERING SYSTEM |
| US06/402,802 US4467885A (en) | 1981-07-28 | 1982-07-28 | Vehicular steering system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11869881A JPS5820564A (en) | 1981-07-29 | 1981-07-29 | Steering gear for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5820564A true JPS5820564A (en) | 1983-02-07 |
| JPS629076B2 JPS629076B2 (en) | 1987-02-26 |
Family
ID=14742933
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11869881A Granted JPS5820564A (en) | 1981-07-28 | 1981-07-29 | Steering gear for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5820564A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3341955A1 (en) * | 1982-11-19 | 1984-05-24 | Honda Giken Kogyo K.K., Tokio/Tokyo | REAR SUSPENSION FOR VEHICLES |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62116882A (en) * | 1985-11-15 | 1987-05-28 | 松下冷機株式会社 | Refrigerator |
-
1981
- 1981-07-29 JP JP11869881A patent/JPS5820564A/en active Granted
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3341955A1 (en) * | 1982-11-19 | 1984-05-24 | Honda Giken Kogyo K.K., Tokio/Tokyo | REAR SUSPENSION FOR VEHICLES |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS629076B2 (en) | 1987-02-26 |
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