JPS5820567A - Steering gear for vehicle - Google Patents
Steering gear for vehicleInfo
- Publication number
- JPS5820567A JPS5820567A JP56120420A JP12042081A JPS5820567A JP S5820567 A JPS5820567 A JP S5820567A JP 56120420 A JP56120420 A JP 56120420A JP 12042081 A JP12042081 A JP 12042081A JP S5820567 A JPS5820567 A JP S5820567A
- Authority
- JP
- Japan
- Prior art keywords
- connecting rod
- steering
- shaft
- input shaft
- vehicle
- 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シ前輪とともに後
輪を転舵するようにした車両の操舵装置を提供した。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。The present applicant has previously provided a vehicle steering system in which front wheels and rear wheels are steered by steering operation of a steering wheel. According to this steering device, the rear wheels are steered in addition to the front wheels, so it is possible 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 it is possible to eliminate mismatches between the front wheels and the rear wheels. This has advantages such as being able to eliminate the difference in the generation time of lateral force.
ところで、以上の如く操舵輪を操舵操作すると前輪の他
に後輪を転舵することができる機構としては種々のもの
が考えられるが、そのうちの−例として、左右の後輪転
舵用タイロッドを車体幅方向に移動自在な連結杆で連結
することにより後輪転舵機構を構成し、操舵輪と連動し
て回動する入力軸に該入力軸の軸径方向に偏心させてク
ランクピンを結合するとともに、該クランクピンと上記
連結杆とをコンロッドにより連結し、入力軸、クランク
ピン、該コンロッドから構成されるクランク機構のクラ
ンク運動により、上記後輪転舵機構に連結杆の車体幅方
向への移動による後輪転舵作動を行わせるようにした機
構が考えられる。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. A rear wheel steering mechanism is constructed by connecting with a connecting rod that is movable in the width direction, and a crank pin is connected eccentrically in the radial direction of the input shaft to an input shaft that rotates in conjunction with the steered wheels. The crank pin and the connecting rod are connected by a connecting rod, and by the crank movement of the crank mechanism composed of the input shaft, the crank pin, and the connecting rod, the rear wheel steering mechanism is connected to the rear wheel steering mechanism by moving the connecting rod in the width direction of the vehicle body. A mechanism that performs a wheel steering operation is conceivable.
本発明は車両の操舵装置に以上の如き構造、作動の機構
を採用するに際し、該機構を技術的に発展させるべくも
ので、本発明の目的は、上記コンロッドと連結杆との連
結部をボールジヨイントとするとともに、該ボールジヨ
イントのボール部の中心を連結杆の軸中心線上に存在せ
しめ、以って上記クランク機構のクランク運動によるコ
ンロッドの車体幅方向への運動が連結杆にボールジョイ
ン）？介して伝達される場合に、コンロッドから連結杆
に伝達される作動力が連結杆を車体幅方向へ直線移動さ
せるためのものとすることができ、該作動力の作用点と
連結杆の軸中心線とのずれによる連結杆の揺動の発生を
なくす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 is aimed at technologically developing the above-mentioned structure and operation mechanism when employing the structure and operation mechanism as described above in a vehicle steering system.An object of the present invention is to connect the connecting portion between the connecting rod and the connecting rod to a ball. joint, and the center of the ball portion of the ball joint is located on the axis center line of the connecting rod, so that the movement of the connecting rod in the width direction of the vehicle body due to the crank movement of the crank mechanism causes a ball joint to the connecting rod. )? When transmitted through the connecting rod, the operating force transmitted from the connecting rod to the connecting rod can be used to move the connecting rod linearly in the width direction of the vehicle body, and the point of application of the operating force and the axial center of the connecting rod can be An object of the present invention is to provide a steering device for a vehicle that can eliminate the occurrence of swinging of a connecting rod due to deviation from a line.
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 the main members and structure of a four-wheeled vehicle equipped with the device according to the present invention in solid lines and other parts in chain lines, and Fig. 2 is a plan view of the structure of the rear part of the vehicle shown in Fig. 1. This is a partially enlarged view.
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１１，４１で支會され、ナックルアーム１１は
上端が車一体に結合された緩衝器、内端部１２ａが車体
に上下揺動自在に枢着されたれらの緩衝器、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。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１３，１，
１−支持した回動自在な左右のナックルアーム１４゜１
４は上端が車体に結合された緩衝器、内端部１５ａ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ｌｌ、１
１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１７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１７
ａの両端部に連結され、該連結杆１７ａが左右移動を行
うと、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ｌ
Ｏが転舵される。このような前輪転舵作動原理は後輪１
３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 left and right front wheels 10.10 are each supported by knuckle arms 11 and 41 that are rotatable left and right, and the upper end of the knuckle arm 11 is a shock absorber integrally connected to the vehicle, and the inner end 12a is supported by a shock absorber that swings up and down to the vehicle body. The freely pivoted shock absorber, lower arm 12, etc. constitute a front wheel suspension mechanism that moves the front wheel 10 up and down to follow the undulations of the road surface. On the other hand, the rear wheel suspension mechanism is configured similarly to the front wheel suspension mechanism, and the rear wheels 13, 1,
1-Supported rotatable left and right knuckle arms 14°1
A shock absorber 4 has an upper end connected to the vehicle body, and an inner end 15a is supported by the vehicle body via a lower arm 15 pivotally connected to the vehicle body so as to be able to swing vertically. Front wheel knuckle arm ll, 1
The outer end of a tie rod 16.16 is connected to the outer end of the tie rod 16.16, and the inner end of the tie rod 16.16 is connected to a connecting rod 17 that is movable in the gear box 17 in the left-right direction, that is, in the width direction of the vehicle body.
When the connecting rod 17a moves left and right, the left and right front wheel steering tie rods 16.16 rotate the knuckle arm 11 in the left and right direction and steer the front wheel l.
O is steered. This front wheel steering operation principle is based on the rear wheel 1.
3, the left and right rear wheel steering tie rods 18° are connected at their outer ends to the rear wheel knuckle arms 14, 14.The inner ends of the left and right rear wheel steering tie rods 18 are connected to both ends of the connecting rod 19. When the connecting rod 19 moves left and right, the tension and compression forces acting on the tie rods 18 and 18 cause the knuckle arm 14 to rotate in the left and right direction and the rear wheel 13 to be steered.
運転者が操舵操作する操舵輪２０Ｆｉ自在継手２１ａが
介在した操舵軸２１により上記ギヤボックス１７の内部
機構と接続され、該内部機構は操舵輪２０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１７ａ
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。この構造によって操舵輪２０を操舵蜂作するこ
とにより前輪ｌＯが転舵される。The steering wheel 20Fi, which is steered by the driver, is connected to the internal mechanism of the gear box 17 by a steering shaft 21 with a universal joint 21a interposed therebetween, and the internal mechanism controls the rotation of the steering wheel 20 by a connecting rod built into the gear box 17. The internal mechanism has a direction conversion function of converting the movement of the steering shaft 17a into a linear movement in the width direction of the vehicle body, and the internal mechanism includes, for example, a pinion integrally provided at the tip of the steering shaft 21 inserted into the gear box 17, and the connecting rod 17a.
It is constructed by using the rack rod as a rack rod that meshes with the pinion. With this structure, the front wheels 1O are steered by steering the steering wheels 20.
操舵軸２１との接続部から車体岬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２２ａが挿入されている。該連結軸２２ａは連結杆
１７ａ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１７
ａが上述の通りラック杆となっていれば連結軸２２ａ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。A case 22 is coupled to a position of the gear box 17 that is shifted toward the car body promontory from the connection part with the steering shaft 21.
A connecting shaft 22a connected to the internal mechanism of the gear box 17 is inserted into the inside of the gear box 2. The connecting shaft 22a is an axis that rotates when the connecting rod 17a performs a linear movement in the width direction of the vehicle body.
If a is a rack rod as described above, a pinion that meshes with the rack rod may be integrally provided on the connecting shaft 22a.
ギヤボックス１７から車体後方へ延びる連結軸２２ａ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２５Ｆｉ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
１７ａ１連結軸２２ａ１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。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 22a 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 . As shown in FIG. 4, the shaft 25Fi is a rotating shaft rotatably supported by bearings 26, 26 of the case 24. When the steering wheel 20 is rotationally steered, the shaft 25 rotates in conjunction with the steering wheel 20 via the connecting rod 17a1, the connecting shaft 22a1, and the operating shaft 23. The rotational force of the shaft 25 is applied to the rear wheel 13
This provides the steering force for steering the vehicle.
軸２５の後端にはクランクピン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 at the rear end 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図の通シコンロッド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の他端には連結ビン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′ｆｒ
：連結した前記連結杆１９とが連結される。At the rear end of the crank pin 27 is a connecting rod 2 as shown in FIG.
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 pin 29 is connected to the connecting rod 28 through the connecting pin 29 extending toward the rear of the vehicle body. left and right tie rods 18°18'fr
: The connected connecting rods 19 are connected.
クランクビン２７也コンロツド２８との連結はクランク
ビン２７の後端ボール部２７ａがコンロッド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、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２９ａ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シ行われる。The connection between the crank bin 27 and the connecting rod 28 is achieved by slidingly surrounding the ball holder in which the rear end ball portion 27a of the crank bin 27 is incorporated into one end of the connecting rod 28, and by the connecting pin 27. 29 and the connecting rod 19 is also achieved by having the ball receiver, in which the rear end ball portion 29a of the connecting pin 29 is incorporated in the connecting rod 19, slidably supported by the member 31.
以上の軸２５、クランクビｙ ２．７ 、コンロッド２
８、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。Above shaft 25, crankshaft y 2.7, connecting rod 2
8. A crank mechanism A is configured by the connecting pin 29,
When the shaft 25 rotates, the crank pin 27 rotates along an arc locus around the axis of the shaft 25, so the connecting rod 28
The tensile and compressive forces cause the connecting rod 19 to move linearly in the width direction of the vehicle body, thereby steering the rear wheels 13.
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１７ａ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２２ａ１
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全回動操作すると、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Ｂｐ前輪転舵作動が該連
結経路り、り１
ランク機構Ａを介して後輪転舵機構Ｃに連結杆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２２ａ１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
転舵力全伝達するた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 17a interposed between the two tie rods 16.16. Tie rod for rear wheel steering 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 22a1.
The operating shaft 23 and the shaft 25, which is also a component of the crank mechanism A, are connected by a connecting path, and when the steering shaft 20 is fully rotated, the front wheel steering mechanism is created by linear movement of the connecting rod 17a in the vehicle width direction. Bp The front wheel steering operation is transmitted to the rear wheel steering mechanism C via the connecting path 1 rank mechanism A as a rear wheel steering operation in which the connecting rod 19 moves linearly in the vehicle width direction. The rear wheels 13 are steered together with the front wheels 10 by the steering operation. Since the rear wheel steering operation of the rear wheel steering mechanism C is performed by the rotational force of the shaft 25 via the connecting shaft 22a1 and the operating shaft 23, the shaft 25 is connected to transmit the entire rear wheel steering force to the rear wheel steering mechanism C. It serves as the input axis for the route.
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１８０”ｉ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 180°, the front wheels 10 and the rear wheels 13.
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
奪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きる。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 with 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 It is possible 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
た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図で示されたパワーシリンダ３２を含ん
で構成される。該パワーシリンダ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３４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３３ａ・
・・には入力軸２５に一体に形成されたヒニオン２５ａ
が噛合しており、ピストンロッド３３のピストン部３３
ｂで区画される本体ケース３４の内部左右室Ｓ１． Ｓ
２のいずれか一方に作動油が選択供給されることにより
、ピストンロッド３３が伸び挙動若しくは縮び挙動し、
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 for assisting the driver in steering the steering wheel 20, and the device includes a power cylinder 32 shown in FIGS. 1, 2, and 6. Consists of. The power cylinder 32 is a power auxiliary means, and as shown in FIG. 6, a main body case 34 of the cylinder 32 into which a piston rod 33 slidable in the width direction of the vehicle body is inserted is assembled and integrated with the case 24 of the input shaft 25. Therefore, the structure is made more compact. The piston rod 33 is a rack rod, and the rack rod has teeth 33a.
... has a hinion 25a formed integrally with the input shaft 25.
are in mesh with each other, and the piston portion 33 of the piston rod 33
The internal left and right chambers S1. S
By selectively supplying hydraulic oil to either one of 2, the piston rod 33 behaves in an elongated or contracted manner,
Rotation 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てあって、後輪
転舵機構Ｃの他に作動軸２３、連結軸２２ａｆ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き、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 constituting a connection path, and is connected to the front wheel steering mechanism B side via the operating shaft 23 and the connecting shaft 22af in addition to the rear wheel steering mechanism C. The auxiliary power 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 performed by a single steering wheel for both the front and rear wheels. The steering wheel 20 can be easily operated even though the front wheels 10 and the rear wheels 13 are being steered.
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２２
ａ若しくは作動軸２３に接続しても達成できるが、図示
の通シパヮーシリンダ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、エン
ジン３５等が配置されてスペースが限られている車一体
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、後輪転舵機構Ｃは前輪転舵機構Ｂよりも操舵輪２
０から遠い位置にあり、パワーシリンダ３２を力を伝達
するた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３２ｔ−、ｌＬ体ｆｆ１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ｉ４ａ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１８．１８．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。In order to assist the steering wheels 20 in this way, a power cylinder 32 is placed at the front of the vehicle body, and the power cylinder 32 is connected to the connecting shaft 22.
Although this can also be achieved by connecting to the operating shaft 23, the illustrated passing power cylinder 32 is disposed at the rear of the vehicle body. This power cylinder arrangement position was chosen because there is more space left in the rear of the vehicle compared to the front where the engine 35 and other parts are located and space is limited, and the rear wheel steering mechanism C is Steered wheel 2 rather than front wheel steering mechanism B
0, it is necessary to increase the mechanical rigidity of the connection path for transmitting force to the power cylinder 32, which increases the vehicle weight. When placed on body ff1,
This problem does not occur because the weight of the vehicle can be reduced. As shown in FIG. 2, the power cylinder 32 is located behind the axle i4a of the knuckle arm 14 supporting the rear wheel 13, and the left and right rear wheel steering tie rods 18, 18. and a connecting rod 19 are arranged, and since this arrangement position is the position where the most space is left in the rear of the vehicle body, the space can be used effectively.
パワーシリンダ３２の内部左右室ｓ１．５２Ｆｉ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□、Ｓ２に作動油を選択供給してパワーシ
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とともに前り己動力舵
取装置を構成するものであシ、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２
１の先端に取シ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３２と制御
弁とは分離して車体に装着されている。The internal left and right chambers s1.52Fi 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□, S2 to control and operate the power cylinder 32. A valve has been intervened. The control valve constitutes a front self-power steering device together with the power cylinder 32, and the control valve also constitutes the steering wheel 20.
It also serves as a detection means for detecting the steering torque applied to the steering torque. In this embodiment, the control valve is the steering shaft 2 shown in FIG.
1 and is slidably housed inside the valve housing 36. Therefore, the power cylinder 32 and the control valve are mounted separately on the vehicle body.
左右室Ｓ、、 Ｓ２に作動油を選択供給するための制御
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。即ち
操舵軸２１のビ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１７ａ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シ、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。The principle of switching operation of the control valve 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. That is, by making each tooth of the connecting rod 17a, which is a rack rod with which the pinion of the steering shaft 21 and the pinion engage, be helical teeth oblique to the axial direction, when the steering wheel 20 is rotated, The axial thrust generated by the helical teeth causes the control valve to slide within the valve housing 36. The control valve slides depending on the magnitude of the steering torque applied to the steered wheels 20, and is connected to the front wheel steering mechanism B from the power cylinder 32.
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。The magnitude of the auxiliary power transmitted to the rear wheel steering mechanism depends on the steering torque.
操舵輪２０と前輪１０とは操舵軸２１．連結杆１７ａ１
前輪転舵用りｊ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１７ａ１連結経路Ｄ１クラ
ンク機構Ａ、連結杆１９、後輪転舵用タイロッド１８、
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１０
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機構て夫々
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る。The steering wheel 20 and the front wheel 10 are connected to a steering shaft 21. Connecting rod 17a1
They are connected by a front wheel steering system consisting of a front wheel steering j-rod 16 and a knuckle arm 11, and the steered wheels 20 and rear wheels 13 are connected by a steering shaft 21, a connecting rod 17a1, a connecting path D1, a crank mechanism A, and a connecting rod 19. , rear wheel steering tie rod 18,
When connected by a rear wheel steering system consisting of a knuckle arm 14 and the front wheels 10 and rear wheels 13 are steered, the front wheels 10
The external force from the road surface acting on the rear wheels 13 is transmitted to the steered wheels 20 via the front wheel steering system, and the external force from the road surface acting on the rear wheels 13 is transmitted to the steered wheels 20 through the rear wheel steering mechanism. The magnitude of the steering torque required for this corresponds to the resultant force of these external forces.
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、前輪に作用する外
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の双方のためのもの
とすることができる。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 The control valve detects the resultant force of the auxiliary power generated in the power cylinder 32 for both the front wheels 10 and the rear wheels 13.
第３図の通り前記連結経路Ｄｉ構成する連結軸２２ａは
抜工がシに傾斜し、入力軸２５は抜上がりに傾斜し、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２３
を前輪転舵機構Ｂ１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＝２屈曲部とした屈
曲経路となるため、作動軸２３を車両のフロア構成部材
の下方に延設して車室外に配置でき、これにより大きな
単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。作動軸２
３の両端部に自在継手３７．３８’ｉ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との相対的なずれを吸収で
きる効果も発揮する。As shown in FIG. 3, the connection shaft 22a constituting the connection path Di is inclined in the upward direction when extracted, and the input shaft 25 is inclined in the upward direction.
38. By providing the universal joints 37 and 38 at both ends of the operating shaft 23 in this way, the operating shaft 23
There is no need to arrange the front wheel steering mechanism B1 and the rear wheel steering mechanism C at the same height level. Since the connecting path including the actuating shaft 23 is a bending path with two bends at the universal joint 37, 38, the actuating shaft 23 is extended below the floor component of the vehicle and placed outside the vehicle interior. This allows us to secure a large single room space, as well as assemble connecting routes,
It is possible to improve work such as assembly. Actuation axis 2
By providing universal joints 37 and 38'i at both ends of 3, it is possible to create a connecting route that avoids devices and equipment installed on the vehicle body, and also to prevent vibrations of the vehicle body while the vehicle is running. It also has the effect of absorbing the relative misalignment between the front and rear of the vehicle.
連結軸２２ａ、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θ１．θ２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２２ａ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。When connecting the connecting shaft 22a, the input shaft 25', and the operating shaft 23 with the universal joint 37, 38, the angle θ1 that 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 θ2 to be the same, the rotational angular velocity of the connecting shaft 22a caused by the front wheel steering operation of the front wheel steering mechanism A and the input shaft 25 that causes the rear wheel steering mechanism C to operate the rear wheel steering operation.
The rotational angular velocity can be made equal at all rotational angular positions.
上述の通り作動軸２３を車室外に配置して連結経路、Ｄ
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３
９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 mentioned above, the operating shaft 23 is arranged outside the vehicle interior, and the connection path D
When the actuating shaft 23 is exposed outside the vehicle body, a cylindrical cover member 39 is placed over the outer periphery of the actuating shaft 23 to protect the entire length of the actuating shaft 23 from an adverse external environment such as pebbles and mud. The cover member 3
9 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 into the inside of the cover member 39, and the bushings 40 prevent the operating shaft 23 from whirling around, and the operating shaft 23 and the cover member It is possible to ensure that the actuating shaft 23 rotates in a state in which the axes of the actuating shaft 23 and 40 coincide with each other.
前記クランク機構Ａのクランク運動により後輪１３が転
舵せしめられる場容、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からのクランクビン２７の偏心
量εによって定まる。When the rear wheels 13 are steered by the crank motion of the crank mechanism A, the magnitude of the steering angle of the rear wheels 13 is determined by the distance traveled by the connecting rod 19 in the vehicle width direction, in other words, the fourth
It is determined by the eccentricity ε of the crank bin 27 from the input shaft 25 shown in the figure.
第４図、第５図において該偏心量εを所望値に簡単な構
造で設定でき、且つ入力軸２５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。4 and 5 show a structure in which the eccentricity ε can be set to a desired value with a simple structure, and the crank pin 27 can be assembled to the input shaft 25 with a simple operation.
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４３ａの後端から入力軸２５の
軸径方向へ延びる延出部４３ｂとからなる側面形状り字
形に形成され、延出部４３ｂにビン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（Ｌ字形アーム部材４３
の基部４３ａを当てかった環径、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
させる。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 an extending portion extending in the radial direction of the input shaft 25 from the rear end of the base portion 43a. 43b, and the crank pin 27 is connected to the extending portion 43b with a pin 44. A spacer member 45 whose thickness direction is in the radial direction of the input shaft 25 is applied to the lower surface of the holding member 42, and the lower surface of the spacer member 45 (L-shaped arm member 43
The spacer member 45 and the arm member 43 are connected and held by the holding member 42 using the bolt 46.
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、
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１０の転舵角
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。As a result, the bolt 46 can be tightened by the input shaft 25 by the work.
The crank pin 27 can be assembled to the
The value of the eccentricity ε can be determined depending on the thickness of the spacer member 45. By setting the thickness, the ratio of the steering angle of the rear wheels 13 to the steering angle of the front wheels 10 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、このような後輪転舵角とクランクビン位
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、４７ｂＫ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５０．５１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．
５１ｖ弛めてネジ杆４７を回転操作するとコンロッド２
８の長さを変更でき、これにより前輪１０の転舵角、が
零の時に後輪１０の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３２
の下方にはビーム状の支持部材５２が車体幅刃高に延設
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５３ｉｄ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１５ａｉ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の三者に第２区間おい
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、 ５４ｂが嵌入されている。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 bin 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, a long shaft-shaped nut member 48, 49 which is threadedly engaged with the threaded portions 47a and 47bK, and the threaded rod 47 and the nut member 48.
It is a turnbuckle type consisting of lock nuts 50 and 51 which are tightened and connected with 49. Rocknut 50.
When loosening 51v and rotating screw rod 47, connecting rod 2
8 can be changed in length, thereby connecting the crank pin 27 positioned directly below the input shaft 25 and the connecting rod 19 so that the steering angle of the rear wheels 10 is zero when the steering angle of the front wheels 10 is zero. 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 32
A beam-shaped support member 52 is provided below to extend across the width of the vehicle body, and as shown in FIG. The first arm part 53id has one arm approximately at the center in the length direction of the support member 52, and the second arm part 54 has two arm parts 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 portion 15ai of the vehicle body is sandwiched between the mounting boss portion (not shown) provided on the vehicle body, and the second section of the lower arm inner end portion 15a and the cylindrical member 54a is schematically illustrated by a chain line 55. The shaft provided in the lower arm 15 is inserted, and the support member 52 is thereby connected to the vehicle body at three locations, and the support member 52 is utilized to support the lower arm 15. Vibration absorbing members 53b and 54b made of rubber or the like are fitted inside the cylindrical members 53a and 54a to prevent vibrations from propagating between the support member 52 and the vehicle body.
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にパワーシリンダ
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。このようなパワーシリンダ３２
の取付部は第２図の通り二箇所設けられる。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５９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６
１、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止着部材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 is assembled and integrated with the main body case 34 of the power cylinder 32 to the arm portion 56, and the piston rod 33 of the power cylinder 32. Case 2 with 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. Such a power cylinder 32
There are two mounting parts as shown in Figure 2. As shown in FIG. 7, a fourth arm portion 60 is coupled to the support member 52, which extends rearward and upward and has a half-shaped receiver 59 at the top, and the receiver is attached to the upper surface of the member 59 as shown in FIG. Vibration absorbing member 6 on the outer peripheral surface
1. A cylindrical member 63 having bearings 62 on its inner peripheral surface is mounted, and the receiver is a half-shaped fastening member 64 symmetrical to the member 59.
By connecting the receiver to the member 59 with bolts 65 as shown in FIG. 7, the connecting rod 19, which is slidably supported on the bearing 62 as shown in FIG. 6, is supported by the support member 52. 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ょ多構成され、該杆半体６
６．６７の外端部（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は内周側のインチ部材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とに間゛
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, the connecting rod 19 is constructed by fitting and connecting the opposing ends of left and right rod halves 66 and 67, and the connecting rod 19
6.67 outer end (integrally provided ball part 66a,
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 inch 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 width direction of the vehicle body while being supported by the bearing 62, the movement has a slight angle of inclination with respect to the width direction or the vertical direction of the vehicle body.
Even if the movement is performed at a certain angle, it is possible to prevent sliding resistance from occurring between the bearing 62 and the connecting rod 19, and to ensure smooth movement of the connecting rod 19.
前記連結ピン２９を介したコンロッド２８と連結杆１９
との連結は、連結ピン２９のボール部２９ａｉ連結杆１
９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とコンロッド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■は連結杆１９の軸中心線Ｊ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Ｊと引張ブハ圧縮カ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が揺動するのを力くす
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。Connecting rod 28 and connecting rod 19 via the connecting pin 29
The connection with the ball part 29ai of the connecting pin 29 is the connecting rod 1.
Since the ball receiver 9 is slidably supported by the member 31, the connection between the crank pin 27 and the connecting rod 28 and the connection between the connecting rod 19 and the rear wheel steering tie rod 18 are performed using a ball joint. However, the center 2 of the ball portion 29a is located on the axial center line J of the connecting rod 19. According to this structure, when the connecting rod 19 is moved by the tensile force and compressive force in the vehicle width direction of the connecting rod 28 due to the crank movement of the crank mechanism A, the action of the axial center line J of the connecting rod 19 and the tension force Since there is no positional deviation or offset between the points, the swinging of the connecting rod 19 can be prevented, and the connecting rod 19 can be made to perform a predetermined linear movement.
以上の説明で明らかなように本発明によれば、操舵輪と
連動して回動する入力軸、該入力軸に偏心して結合され
たクランクピン、該クランクピンと、左右の後輪転舵用
タイロッドを連結する連結杆とを連結するコンロッドか
らなるクランク機構全構成し、コンロッドと連結杆とを
ボールジヨイントによって連結し、該ボールジヨイント
のボール部の中心を連結杆の軸中心線上に存在せしめた
ため、クランク機構のクランク運動によるコンロッドの
作動力としての引張力、圧縮力の作用点と連結杆の軸中
心線とに位置のずれがなく、従って連結杆の揺動の発生
音々くして後輪を転舵させるために必要な連結杆の車体
幅方向への直、線運動を達成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, an input shaft that rotates in conjunction with a steered wheel, a crank pin eccentrically connected to the input shaft, and a tie rod for steering the left and right rear wheels are connected to the crank pin. The entire crank mechanism consists of a connecting rod that connects the connecting rod, the connecting rod and the connecting rod are connected by a ball joint, and the center of the ball part of the ball joint is located on the axis center line of the connecting rod. , there is no positional deviation between the application point of the tensile and compressive force as the operating force of the connecting rod due to the crank movement of the crank mechanism and the axial center line of the connecting rod, so that the rocking of the connecting rod occurs and the rear wheel is moved noisily. It becomes possible to achieve the linear movement of the connecting rod in the width direction of the vehicle body, which is necessary for steering.
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、第６図は車体後部に配置されたパワー４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。
尚図面中、１０は前輪、１３は後輪、１８は後輪転舵用
タイロッド、１９は連結杆、２０は操舵輪、２５は入力
軸、２７はクランクピン、２８Ｆｉコンロツド、２９ａ
はボール部、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、■はボール部の中心、
Ｊは連結杆の軸中心線である。
特許出願人 本田技研工業株式会社
代理人弁理士下田容一部
同 弁理士 大 橋 邦 彦第３
〃
図
χ
４Ｕ 忠
手続補正書（自発）
１．事件の表示 特願昭５６−１２０４２０号２、発明
の名称
車両の操舵装置
３、補正をする者
事件との関係 特許出願人
（５３２）本田技研工業株式会社
４、代理人
（１）明細書第３頁第２行目「軸中心線上」とあるな「
略々軸中心線上」と訂正する０
（２、特許請求の範囲を別紙の通り訂正する。
［２、特許請求の範囲
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において、操舵輪と連動して回
動する入力軸に該入力軸の軸径方向に偏心させてクラン
クピンを結合し、該クランクピンと、左右の後輪転舵用
タイロッドを連結する連結杆とをコンロッドにより連結
するとともに、該連結杆とコンロッドとの連結部をボー
ル部の中心を連結杆の略々軸中心線上に存在させたボー
ルジヨイントとしたことを特徴とする車両の操舵装置。
」The drawings show one embodiment of the present invention, and Fig. 1 is an overall plan view of the vehicle showing the main members and structure in solid lines, and 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.
A composite view of half-cut cross-sectional views taken along lines 5A-5A and 5B-5B in the figure. Figure 6 is a plan cross-sectional view of the vicinity of the power 4 cylinders, crank mechanism, and rear wheel steering mechanism located at the rear of the vehicle body.
FIG. 7 is a sectional view taken along line 7-7 in FIG. In the drawing, 10 is a front wheel, 13 is a rear wheel, 18 is a tie rod for rear wheel steering, 19 is a connecting rod, 20 is a steering wheel, 25 is an input shaft, 27 is a crank pin, 28 is a connecting rod, 29a
is the ball part, A is the crank mechanism, B is the front wheel steering mechanism, C
is the rear wheel steering mechanism, D is the connection path, ■ is the center of the ball part,
J is the axial center line of the connecting rod. Patent Applicant Honda Motor Co., Ltd. Representative Patent Attorney Yoshi Shimoda Patent Attorney Kunihiko Ohashi No. 3 〃 Figure χ 4U Written amendment of faithful procedure (voluntary) 1. Indication of the case Japanese Patent Application No. 120420/1982 2, Name of the invention Vehicle steering device 3, Person making the amendment Relationship to the case Patent applicant (532) Honda Motor Co., Ltd. 4, Agent (1) Specification No. The second line of page 3 says "on the axis center line".
0 (2. The scope of the claims is amended as shown in the attached sheet. [2. Claims of a vehicle] In the steering device, a connecting rod connects a crank pin eccentrically in the radial direction of the input shaft to an input shaft that rotates in conjunction with a steered wheel, and connects the crank pin to a tie rod for steering left and right rear wheels. A steering system for a vehicle, characterized in that the connecting rod and the connecting rod are connected by a connecting rod, and the connecting portion between the connecting rod and the connecting rod is a ball joint in which the center of the ball portion is located approximately on the axial center line of the connecting rod.
Claims (1)
うにした車両の操舵装置において、操舵輪と連動して回
動する入力軸に該入力軸の軸径方向に偏心させてクラン
クピンを結合し、該クランクピンと、左右の後輪転舵用
タイロッドを連結する連結杆とをコンロッドにより連結
するとともに、該連結杆とコンロッドとの連結部をポー
ル部の中心を連結杆の軸中心線上に存在させたボールジ
ヨイントとしたことを特徴とする車両の操舵装置。In a vehicle steering system in which front wheels and rear wheels are steered by steering operation of a steering wheel, a crank pin is attached to an input shaft that rotates in conjunction with the steering wheel, and is eccentrically arranged in the radial direction of the input shaft. and connect the crank pin and a connecting rod that connects the left and right rear wheel steering tie rods with a connecting rod, and align the connecting portion between the connecting rod and the connecting rod so that the center of the pole is on the axis center line of the connecting rod. A vehicle steering device characterized by having a ball joint.
Priority Applications (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56120420A JPS5820567A (en) | 1981-07-30 | 1981-07-30 | Steering gear for vehicle |
| FR8213085A FR2510506B1 (en) | 1981-07-28 | 1982-07-27 | STEERING SYSTEM FOR STEERING THE FRONT AND REAR WHEELS OF A VEHICLE |
| GB08221640A GB2107263B (en) | 1981-07-28 | 1982-07-27 | Vehicular steering system |
| 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 |
|---|---|---|---|
| JP56120420A JPS5820567A (en) | 1981-07-30 | 1981-07-30 | Steering gear for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5820567A true JPS5820567A (en) | 1983-02-07 |
| JPS6234227B2 JPS6234227B2 (en) | 1987-07-25 |
Family
ID=14785777
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56120420A Granted JPS5820567A (en) | 1981-07-28 | 1981-07-30 | Steering gear for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5820567A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3230072A1 (en) * | 1982-08-12 | 1984-02-16 | Weiß, Gottfried, 7968 Saulgau | Wind-power plant |
| JPS6259573U (en) * | 1985-10-01 | 1987-04-13 | ||
| JPS6259572U (en) * | 1985-10-01 | 1987-04-13 |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4940490A (en) * | 1972-08-19 | 1974-04-16 | ||
| JPS5563969A (en) * | 1978-11-01 | 1980-05-14 | Teraoka Enterp Kk | Steering device of automobile |
| JPS565270A (en) * | 1979-06-27 | 1981-01-20 | Honda Motor Co Ltd | Steering device of vehicle |
-
1981
- 1981-07-30 JP JP56120420A patent/JPS5820567A/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4940490A (en) * | 1972-08-19 | 1974-04-16 | ||
| JPS5563969A (en) * | 1978-11-01 | 1980-05-14 | Teraoka Enterp Kk | Steering device of automobile |
| JPS565270A (en) * | 1979-06-27 | 1981-01-20 | Honda Motor Co Ltd | Steering device of vehicle |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3230072A1 (en) * | 1982-08-12 | 1984-02-16 | Weiß, Gottfried, 7968 Saulgau | Wind-power plant |
| DE3230072C2 (en) * | 1982-08-12 | 1986-03-06 | Gottfried 7968 Saulgau Weiß | Wind turbine |
| JPS6259573U (en) * | 1985-10-01 | 1987-04-13 | ||
| JPS6259572U (en) * | 1985-10-01 | 1987-04-13 | ||
| JPH0425421Y2 (en) * | 1985-10-01 | 1992-06-17 | ||
| JPH0439809Y2 (en) * | 1985-10-01 | 1992-09-17 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6234227B2 (en) | 1987-07-25 |
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