JPS5822757A - Steering device for automobile - Google Patents
Steering device for automobileInfo
- Publication number
- JPS5822757A JPS5822757A JP56120243A JP12024381A JPS5822757A JP S5822757 A JPS5822757 A JP S5822757A JP 56120243 A JP56120243 A JP 56120243A JP 12024381 A JP12024381 A JP 12024381A JP S5822757 A JPS5822757 A JP S5822757A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- connecting rod
- wheels
- vehicle
- vehicle body
- 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)
- Vehicle Body Suspensions (AREA)
- Power Steering Mechanism (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４１両の操
舵装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a steering system for 41 cars 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Ｒ２装置を提供した。The present applicant has previously provided a vehicle steering R2 device in which both the front wheels and the rear wheels are steered by the steering operation of the steering wheels.
該操舵装置によれ）ｆ前輪の他（二ｊｋ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）Ｊの発生時間差を解消できる等の
利点７発揮する。With this steering system, in addition to the front wheels (two wheels) are steered, it is possible to eliminate the mismatch between the vehicle direction and the tangential direction of the turning trajectory in a vehicle where only the front wheels are steered, and it is possible to steer the front and rear wheels. Advantage 7 can be achieved, such as being able to eliminate the time difference in the occurrence of lateral) J.
ところで、以上のように前輪と後輪と乞転殉宜する車両
においては、前輪のみ乞転舵する車両よＩＪも運転者が
操舵輪に付与する操舵トルりは大きくなるため、操舵輪
の操舵操作２軽くする動力「ｅ爪装置を車両に装″偏す
ることか必要になる力；、８亥動力舵取装置の配置場所
に工夫を要する。即ち、車体には他の機器、装置等が組
み付けられて１／入るため、これらとの位置関係を合理
的°に解決できること、及び前輪用、後輪用の個別の動
力舵取装置を車体に組み付けたのでは車体重量の増大、
コストアップを招来するため、一つの動力舵取装置を前
・後輪兼用とすることが望しいが、このためには前輪転
舵機構と後輪転舵機構とを連結する連結経路の機械的剛
性上必要な連結経路重量を抑えることができる動力舵取
装置の配置場所であることが要求される。By the way, in a vehicle where both the front wheels and the rear wheels turn freely as described above, the steering torque applied by the driver to the steered wheels is greater in IJ than in a vehicle where only the front wheels are turned. Operation 2: Reducing the power required by installing the e-claw device on the vehicle; 8: Reducing the power required by installing the e-claw device on the vehicle; In other words, since other equipment, devices, etc. are assembled into the car body, the positional relationship with these can be solved in a rational manner, and separate power steering devices for the front wheels and rear wheels can be installed on the car body. When assembled, the weight of the vehicle increases,
To avoid increasing costs, it is desirable to use one power steering device for both front and rear wheels, but this requires the mechanical rigidity of the connection path that connects the front wheel steering mechanism and the rear wheel steering mechanism. Moreover, it is required that the power steering device be placed at a location that can suppress the weight of the necessary connection route.
又、動力舵取装置を車体に組み付けるに際して、該組付
構造を他の部材、機器等との関係を合理的に解決できる
ものとして構造の簡単化、必要部品点数の削減タロるこ
とができるものとすることがスペース利用上、重量の軽
量化のために要請される。In addition, when assembling the power steering device to the vehicle body, the assembly structure can be rationally resolved in relation to other members, equipment, etc., thereby simplifying the structure and reducing the number of required parts. This is required in order to utilize space and reduce weight.
本発明は以上の如き要請に応えるべく成されたもので、
本発明の目的は、動力舵取装置を構成するパワーシリン
ダ等の動力補助手段をスペースに余裕が残されている車
体後部であって後輪を支持するナックルアームの車軸よ
りも車体後方に配置することによりスペースの有効利用
を図るとともに、一つの動力補助手段を前・後輪兼用と
しても、前輪転舵機構と後輪転舵機構と乞連結する連結
経路の機械的剛性上必要な重量の増大を抑えることがで
きる車両の操舵装置乞提供する処にある。The present invention was made in response to the above-mentioned demands.
An object of the present invention is to arrange power assisting means such as a power cylinder that constitutes a power steering device at the rear of the vehicle body where there is sufficient space, and further behind the axle of the knuckle arm that supports the rear wheels. This makes effective use of space, and even if one power assisting means is used for both the front and rear wheels, the increase in weight required due to the mechanical rigidity of the connection path connecting the front wheel steering mechanism and the rear wheel steering mechanism is avoided. There is a need for a steering system for a vehicle that can be controlled.
又、本発明の目的は、動力補助手段、後輪転舵機構を構
成し左右の後輪転舵用タイロッド乞連結する連結杆、及
び後輪懸架機構を構成するロアーアームの内端部の夫々
を車体に連結された支持部材によって支持せしめ、以っ
て一つの該支持部材によって動力補助手段を含めた上記
三種類の部材を車体に組み付けるための構造を車体後部
のスペースの有効利用を図りながら構成することができ
、構造の簡単化、部品点数の削減を図ることができる車
両の操舵装置を提供する処にある。Another object of the present invention is to attach the power assisting means, the connecting rod that constitutes the rear wheel steering mechanism and connects the left and right rear wheel steering tie rods, and the inner end of the lower arm that constitutes the rear wheel suspension mechanism to the vehicle body. To configure a structure for supporting the above three types of members including a power assisting means by one supporting member connected to the vehicle body, and thereby assembling the three types of members including the power assisting means to the vehicle body while effectively utilizing the space at the rear of the vehicle body. An object of the present invention is to provide a vehicle steering device that can simplify the structure and reduce the number of parts.
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に第
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 parts and structure of a four-wheeled vehicle equipped with the device according to the present invention in solid lines, and other parts shown in chain lines, and Fig. 2 is a plan view of the structure of the rear part of the vehicle. 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１１．１１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、内端部１２ａ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。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 、１．３Ｙ文
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１７ａ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（二も応用され、後輪用ナックルアーム１
４，１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（二後輪１３が転舵され
る。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 has an upper end that is a shock absorber connected to the vehicle body, and an inner end portion 12a that is movable up and down relative to the vehicle body. It is supported by the vehicle body by a pivotally mounted lower arm 12, etc., and these shock absorbers, 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 constructed in the same manner as the front wheel suspension mechanism. The portion 15a is supported by the vehicle body via a lower arm 15 etc. which is pivotally connected to the vehicle body so as to be vertically swingable. The outer ends of tie rods 16.16 are connected to the front wheel knuckle arms 11, 11, and the inner ends of the tie rods 16.16 are connected to connecting rods installed in the gear box 17 so as to be movable in the left-right direction, that is, in the width direction of the vehicle body. Connected to both ends of the connecting rod 17a, when the connecting rod 17a moves left and right,
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 used to steer the rear wheels 13 (also applied to the rear wheel knuckle arm 1).
The inner ends of left and right rear wheel steering tie rods 18.degree. 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.
Due to the tensile force and compressive force acting on the knuckle arm 18, the knuckle arm 14 is rotated in the left-right direction (the two rear wheels 13 are steered).
運転者が操舵操作する操舵輪２０は自在継手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Ｚ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の先部にピニオン乞一体に設け、連結杆１７ａを
該ビ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乞操舵操作すること
により前輪１０が転舵される。The steered wheel 20 that is steered by the driver is connected to the internal mechanism of the gear box 17 through a steering shaft 21 with a universal joint 21a interposed therebetween, and the internal mechanism is connected to the internal mechanism of the rotating Z gear box 17 of the steered wheel 20. It has a direction conversion function of converting the rod 17a into a linear movement in the vehicle width direction, and this internal mechanism is provided integrally with a pinion at the tip of the steering shaft 21 inserted into the gear box 17, for example. It is constructed by using 17a as a rack rod that meshes with the binion. With this structure, the front wheels 10 are steered by operating 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ビ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 in the vehicle width direction 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１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
１７ａ、連結軸２２ａ、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ブＪとなる０
軸２５の後端にはクランクピン２７力−車体？麦方へ突
出して設けられ、該クランクピン２’Ｈよ軸２５と平行
ではあるが、軸２５の軸芯力＼ら軸径方向へ１分偏心し
ている。クランクピン２７のｔＥ端：ニシま第６図の通
りコンロッド２８の一端力１連結され、車体前方向暑長
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？多方へ延びる該連結ピン２９を介し
てコンロット°２８と、前記後輪転舵用の左右のタイロ
ッド１８ 、１８Ｙ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ｋま
クランクピン２７の後端ポール部２７ａがコンロッド２
８の一端に組み込まれたボール受は部材３０ｉ＝よって
滑動自在に包持されること（二より行われ、又、連結ピ
ン２９と連結杆１９との連結も連結ピン２９の後端ポー
ル部２Ｑａ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：二包持されることにより行われ
る。The front end of an operating shaft 23 whose axial direction is in the longitudinal direction of the vehicle body 1 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. At the rear end of 23 is a shaft 25 inserted into the case 24.
The front ends of are connected. 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 rotationally steered, the shaft 25 rotates in conjunction with the steering wheel 20 via the connecting rod 17a, the connecting shaft 22a, and the operating shaft 23, and the shaft 25 rotates in conjunction with the steering wheel 20 through the connecting rod 17a, the connecting shaft 22a, and the operating shaft 23. The rotating force of the extending shaft 25 is applied to the rear wheel 13.
At the rear end of the shaft 25 is a crank pin 27 that serves as a steering wheel for steering the vehicle. Although the crank pin 2'H is parallel to the shaft 25, it is offset by one minute in the radial direction from the axial core force of the shaft 25. tE end of the crank pin 27: As shown in Fig. 6, one end of the connecting rod 28 is connected to the connecting rod 28, and the other end of the connecting rod 28 is connected to the connecting pin 29.
Is it combined and the car body? The connecting rod 28 is connected to the connecting rod 19, which is connected to the left and right tie rods 18 and 18Y for steering the rear wheels, through the connecting pins 29 extending in many directions. The connection between the crank pin 27 and the connecting rod 28 is such that the rear end pole portion 27a of the crank pin 27 is connected to the connecting rod 28.
The ball receiver incorporated in one end of the connecting pin 29 is slidably supported by the member 30i (the connecting pin 29 is connected to the connecting rod 19 by the rear end pole portion 2Qa of the connecting pin 29). The ball receiver incorporated in the connecting rod 19 is 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」二の説明で明らかなように、前輪用ナックルアーム
１１、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２２ａ
１作動軸２３、及びクランク機構Ａの構成部材者ともな
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２２ａ、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 following explanation, the front wheel knuckle arm 11, the left and right front wheel steering tie rods 16.16, and the connecting rod 17a interposed between the two tie rods 16.16.
The front wheel steering mechanism B is constituted by the rear wheel knuckle arm 14, and the left and right rear wheel steering tie rods 18 and 18.
, and a connecting rod 19 interposed between both tie rods 18, 18 constitute a rear wheel steering mechanism C. These front wheel steering mechanism B and rear wheel steering mechanism C are connected to the connecting shaft 22a.
1, an operating shaft 23, and a shaft 25, which is also a component of the crank mechanism A, are connected by a connecting path,
When the steering shaft 20 is rotated, the front wheel steering operation of the front wheel steering mechanism B due to the linear movement of the connecting rod 17a in the vehicle width direction is transferred to the rear wheel steering mechanism C via the connecting path D and the crank mechanism A.
Since the rear wheel steering operation is transmitted as a linear movement of the connecting rod 19 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 22a and the operating shaft 23, the shaft 25 serves as 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１８０°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 turning angle is within 180°, the front wheels 10 and the rear wheels 13 are steered in the same direction, and when the turning angle exceeds 180°, 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１ｏとは逆方向へ転舵することの他、操舵輪２ｏの小
操舵角操作では前輪１ｏ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
零近傍に戻すこと乞実現できる。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 determined appropriately by intervening with the steering wheel 20. Therefore, 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 with the front wheels 1o. In addition to steering in the opposite direction, when the steering wheel 2o is operated with a small steering angle, the front wheels 1o and the rear wheels 13 are steered in the same direction, and when the steering wheel 2o is operated 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２ｏ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図で示されたパヮ−シ！ｌｚ３’３２ｗ
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ビニオン２
５ａ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８１．
８２のいずれが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's steering operation of the steering wheel 2o, and the device is equipped with a power steering device for assisting the steering operation of the steering wheel 2o by the driver. lz3'32w
It consists of: The power 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.
5a are engaged with each other, and the internal left and right chambers 81.
By selectively supplying hydraulic oil to one of the piston rods 82, the piston rod 33 extends or contracts, 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 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. The steering wheel 20 can be assisted by a separate power assisting means, and the steered wheels 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２２ａ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。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 22a or the operating shaft 23. It is located in
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゜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３２Ｔｊｒ−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
。更に、第２図の通り後輪１３乞支持したナックルアー
ム１４の車軸１４ａよりも車体後方にパワーシリンダ３
２、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、
パワーシリンダ３２等の配置に際してスペース利用を有
効に行える。This power cylinder arrangement position was chosen because there is more space at the rear of the vehicle compared to the front where the engine 35 and other components are located and where space is limited, and the rear wheel steering mechanism C is located at the front of the vehicle. If the power cylinder 32 is located at a position farther from the steered wheels by 2 degrees than the wheel steering mechanism B, and the power cylinder 32 is located at the front of the vehicle body, the mechanical rigidity of the connection path for transmitting auxiliary power to the rear wheel steering mechanism C can be increased. have to,
According to this, the vehicle weight increases, whereas when the power cylinder 32Tjr is disposed at the rear of the vehicle body, such a problem does not occur and the vehicle weight can be reduced. Furthermore, as shown in FIG.
2. The left and right rear wheel steering tie rods 18, 18, and 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 effectively utilized when arranging the power cylinder 32 and the like.
パワーシリンダ３２の内部左右室８１．８２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８１．８２に作動油を選択供給してパワーシリ
ンダ３２に制御作動せしめる制御弁が介入されている。The internal left and right chambers 81 and 82 of the power cylinder 32 are connected to an oil tank (not shown) via a hydraulic circuit, and the hydraulic circuit has a control system that selectively supplies hydraulic oil to the left and right chambers 81 and 82 to cause the power cylinder 32 to perform controlled operations. A valve has been intervened.
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者ともなってい
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シング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。左右室Ｓ１．Ｓｚ
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
ン及び該ビ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から前輪転訪機構Ｂ、後輪転舵機構 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 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 the steering shaft 21 shown in FIG.
It is attached to the tip of the valve housing 36 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. Left and right chambers S1. Sz
The operating principle of the control valve for selectively supplying hydraulic oil to the vehicle is the same as that known in power steering systems for vehicles that steer only the front wheels. That is, the teeth of the binion of the steering shaft 21 and the connecting rod 17a, which is a rack rod with which the binion meshes, are helical teeth oblique to the axial direction, so that when the steering wheel 20 is rotated, the helical teeth The axial thrust generated by this 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 turning mechanism B and the rear wheel steering mechanism depends on the steering torque. It becomes something.
操舵輪２０と前輪１ｏとは操舵軸２１、連結杆１７ａ、
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２ｏと後輪
１３とは操舵軸２１、連結杆１７ａ、連結経路Ｄ、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１゜
に作用する路面からの外方は前輪転舵機構経て、又、後
輪１３に作用する路面からの外力は後輪転舵パｉて夫々
操舵輪２ｏ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 1o include a steering shaft 21, a connecting rod 17a,
They are connected by a front wheel steering system consisting of a front wheel steering tie rod 16 and a knuckle arm 11, and the steered wheels 2o and rear wheels 13 are connected by a steering shaft 21, a connecting rod 17a, a connecting path D, a crank mechanism A, and a connecting rod 19. , rear wheel steering tie rod 18,
When the front wheels 10 and the rear wheels 13 are connected by a rear wheel steering system consisting of a knuckle arm 14 and are steered, the outer side from the road surface that acts on the front wheels 1° is passed through the front wheel steering mechanism, and is also connected to the rear wheels 13. The applied external force from the road surface will be transmitted to each of the steered wheels 2o through the rear wheel steering wheel i, and the magnitude of the steering torque required to be applied to the steered wheels 20 will correspond 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Ｅ７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 serving as the steering torque detection means is provided on the steering shaft 21 constituting the overlap path E7, 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 connected to each other. The resultant force with the acting external force is detected by the control valve, and the magnitude of the auxiliary power generated in the power cylinder 32 can be made for 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２２ａは
後部がりに傾斜し、入力軸２５は後部がりに傾斜し、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３Ｔ、３８を屈曲部とした屈曲
経路となるため、作動軸２３を車両のフロア構成部材の
下方に延設して車室外に配置でき、ことを実現できる。As shown in FIG. 3, the connecting shaft 22a constituting the connecting path is inclined toward the rear end, the input shaft 25 is inclined toward the rear end, and 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
There is no need to arrange the front wheel steering mechanism B and the rear wheel steering mechanism C at the same height level. Since the connecting path including the actuating shaft 23 is a bent path with the universal joints 3T and 38 as bent parts, the actuating shaft 23 can be extended below the floor component of the vehicle and placed outside the vehicle interior. , can be realized.
又、作動軸２３の両端部に自在継手３７．３８ｖ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Ｄｉ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。In addition, by providing universal joints 37.38v at both ends of the operating shaft 23, it is possible to create a connecting route Di that avoids devices and equipment installed on the vehicle body, and also prevents 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 parts of the car body.
連結軸２２ａ、入力軸２５と作動軸２３とを自在継手３
７．３８で連結するに際し、連結軸２２ａの軸ａＦ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θｌ、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。Connecting shaft 22a, input shaft 25 and operating shaft 23 are connected by universal joint 3.
When connecting in step 7.38, by setting the angles θl and θ2 that the axis aF of the connecting shaft 22a and the axis G of the input shaft 25 make with respect to the axis H of the operating shaft 23 to be the same, the front wheel steering mechanism A can be The rotational angular velocity of the connecting shaft 22a due to the front wheel steering operation and the rotational angular velocity of the input shaft 25 that causes the rear wheel steering mechanism C to perform the rear wheel steering operation 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Ｄｉ
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￥被せ、作動軸２３の全長を小石、
泥等による外部悪環境がら保護する。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４ｏ・・・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４ｏ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 Di is
When exposing the operating shaft 23 to the outside of the vehicle, cover the outer periphery of the operating shaft 23 with a cylindrical cover member 39, and cover the entire length of the operating shaft 23 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 4o 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 in a state where the axes of the operating shaft 23 and the cover member 4o are aligned.
前記クランク機１ｆｌｔＡのクランク運動により後輪１
３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。The rear wheel 1 is rotated by the crank movement of the crank machine 1fltA.
3 is steered, the magnitude of the steered angle of the rear wheels 13 is determined by the moving distance of the connecting rod 19 in the width direction of the vehicle body, in other words, the distance of the crank pin 27 of the input shaft 25 shown in FIG.
It is determined by the eccentricity ε.
第４図、第５図において該偏心量ε２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 ε2 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４３
の基部４’３ａ’￥”ｌ＋てがった後、ボルト４６でス
ペーサ部材４５とアせ
一ム部材４３と乞保持部材４２に結合保持さ益るにれに
よりボルト４６の締付は作業（二よって入力軸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。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 by a pin 44. A spacer member 45 whose thickness direction is in the radial direction of the input shaft 25 is placed on the lower surface of the holding member 42, and an L-shaped arm member 43 is placed on the lower surface of the spacer member 45.
After the base part 4'3a'\"l+ is sharpened, the bolt 46 is connected to the spacer member 45, the assembly member 43, and the retaining member 42. As a result, the bolt 46 can be tightened ( 2. Therefore, the crank pin 27 can be assembled to the input shaft 25, and the eccentricity ε can be determined by the thickness of the spacer member 45. By setting the thickness, the rear wheel relative to the steering angle of the front wheel 10 can be set. The ratio of the steering angles of 13 to 13 can be set to a value that is desirable for a 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が形成されたイ・ジ
杆４７と、該ネジ部４’７ａ、４’７ｂに螺合する長軸
状のナツト部材４８．４９と、ネジ杆４７とナラ中部材
４８．４９とを締付結合するロックナラ）５０．５１と
からなるターンバックル式となっている。ロックナラ）
５０．５１’ｒ弛めてネジ杆４７を回転操作するとコン
ロッド２８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の転舵角乞零として入力軸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。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 connecting the crank pin 27 and the connecting rod 19 is configured to be adjustable in length. Specifically, the connecting rod 28 has a right-hand thread and a left-hand thread threaded portion 47a, 47b formed at both ends. 50. The threaded rod 47, a long shaft-shaped nut member 48.49 screwed into the threaded portions 4'7a and 4'7b, and a locking nut member 48.49 that tightens and connects the threaded rod 47 and the hollow member 48.49. It is a turnbuckle type consisting of 51. rock oak)
By loosening 50.51'r and rotating the screw rod 47, the length of the connecting rod 28 can be changed, and thereby, when the steering angle of the front wheels 10 is zero, the input shaft 25 is changed as the steering angle of the rear wheels 10 becomes zero.
The crank pin 27 positioned directly below the connecting rod 19 can be connected.
次に連結杆１９や前記パワーシリンダ３２等を車体に組
付ける構造乞述べる。第７図は該構造を示した第２図の
７−７線断面図である。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１
５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、ロアーア
ーム内端部１５ａ。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 the 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 1 for the rear wheel.
The inner end 15a of the lower arm 5 is sandwiched together with an unillustrated mounting boss provided on the vehicle body, and these mounting bosses and the lower arm inner end 15a.
筒部材５４ａの三者に第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乞支
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ためのラバー等による吸振部材５
３ｂ。Shafts schematically indicated by chain lines 55 in FIG. 2 are inserted into the three parts of the cylindrical member 54a, and thereby the support member 52 is connected to the vehicle body at three places, and the support member 52 is connected to the vehicle body in three places to support the lower arm 15. Utilized. Cylindrical member 53a
, 54a includes a vibration absorbing member 5 made of rubber or the like to prevent vibration from propagating between the support member 52 and the vehicle body.
3b.
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にパワーシリンダ３
２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２４
が載せられ、止着部材５７をボルト５８でアーム部５６
に結合することによりパワーシリンダ３２は支持部材５
２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６１
、内周面に軸受６２乞夫々備えた筒部材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。As shown in FIG. 7, a third arm portion 56 extending forward is coupled to the support member 52, and the power cylinder 3 is connected to the third arm portion 56.
A case 24 that is assembled and integrated with the main body case 34 of No. 2 and into which the piston rod 33 of the power cylinder 32 is inserted.
is mounted, and the fastening member 57 is secured to the arm portion 56 with the bolt 58.
By coupling the power cylinder 32 to the support member 5
Can be attached to 2. Two mounting portions for the power cylinder 32 are provided as shown in FIG. 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 61 on the outer peripheral surface
A cylindrical member 63 equipped with a bearing 62 is mounted on the inner peripheral surface, and a half-shaped fastening member 64 symmetrical to the member 59 is connected to the member 59 with a bolt 65 as shown in FIG. As a result, the connecting rod 19, which is slidably supported by the bearing 62, is supported by the support member 52, as shown in FIG.
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。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簡易な構造で
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 simple 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
６．６１の外端部に一体に設けられたボール部６６ａ、
６７ａｒ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ｔ＋、受ケ部材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は内周側のイン力部材６２ａと外周側の
アウタ部材６２ｂとの組み合せがらなり、インナ部材６
２ａとアクタ部材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全行うに際し、
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と自問に摺動
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 portion 66a integrally provided at the outer end of 61,
67ar The connection between the connecting rod 19 and the tie rod 18.18 is achieved by slidingly surrounding the boat t+ and receiving members 68 and 69 built into the inner ends of the left and right rear wheel steering tie rods 18.18. This allows the movement of the tie rod 18 for steering the rear wheels 13 in conjunction with the movement of the connecting rod 19 in the vehicle width direction. The bearing 62 that supports the connecting rod 19 is made up of a combination of an inner force member 62a on the inner circumference side and an outer member 62b on the outer circumference side.
The contact surface between the actuator member 2a and the actuator member 62b is a spherical surface that is curved and bulged toward the outer circumference, and therefore the bearing 62 is a spherical bearing that has a self-aligning action. Therefore, when the connecting rod 19 fully 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, 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. I can guarantee it.
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２９ａＹ連結杆１９のポール受は部材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 part 29aY connecting rod 19's pole holder is the member 31.
Since the crank pin 27 and the connecting rod 28 are connected in a slidable manner, and the connection rod 19 and the rear wheel steering tie rod 18 are connected by a ball joint, the ball part 29a The center ■ exists 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 motion of the crank mechanism A, the axial center line J 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ように本発明によれば、動力舵取
装置を構成する動力補助手段を車体後部であって後輪を
支持するナックルアームの車軸よりも車体後方に配置し
たため、スペースの有効利用によって該配置を行えると
ともに、前輪転舵機構と後輪転舵機構とを連結する連結
経路の機械的剛性上必要な重量の増大を抑えることがで
きるようになり、又、動力補助手段、左右の後輪転舵用
タイロッドを連結する連結杆、及び後輪用ロアーアーム
の内端部の夫々を車体に連結された支持部材によって支
持したため、これらの部材の車体への糾付けを構造簡単
なものとし、該構造に必要な部品点数を削減でき、支持
部材乞上記三種類の部組の共通したマウント材とするこ
とができる計As is clear from the above description, according to the present invention, the power assisting means constituting the power steering device is located at the rear of the vehicle body and further back than the axle of the knuckle arm that supports the rear wheels, making space efficient. This arrangement can be made by using the power auxiliary means, the left and right Since the connecting rod that connects the tie rod for rear wheel steering and the inner end of the lower arm for the rear wheels are each supported by a support member connected to the vehicle body, the attachment of these members to the vehicle body is simplified; The number of parts required for the structure can be reduced, and the support member can be used as a common mounting material for the three types of parts mentioned above.
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乞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巌、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、１５は後輪用ロア
ーアーム、１８は後輪転舵用タイロッド、１９は連結杆
、２０は操舵輪、３２は動力補助手段であるパワーシリ
ンダ、５２は支持部材、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 本田技研エノ業株式会社
代 理 人 弁理士 下 １）容 −部間
弁理士 大 橋 邦 彦第２図
１ム １４
ｊ４ａ ”
第７図
手続補正書（自発）
１・ 事件の表示 特願昭５６−１２０２４３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
とあるを削除する。
（２、特許請求の範囲を別紙の如く訂正する０別
紙
［２、特許請求の範囲
（１）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、動力舵取装置
を構成する動力補助手段を車体後部に配置し、且つ該配
置位置を後輪を支持する後輪車軸よりも車体後方とした
ことを特徴とする車両の操舵装置。
（２）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、動力舵取装置
を構成する動力補助手段を車体後部に配置し、後輪転舵
用の左右のタイロッドを連結杆により連結し、該動力補
助手段、連結杆、及び後輪懸架機構を構成するロアーア
ームの内端部の夫々を車体に連結された支持部材によっ
て支持したことを゛特徴とする車両の操舵装置。
（３）前記動力補助手段及び前記連結杆の夫々は後輪を
支持した後輪車軸よりも車体後方に配置されている特許
請求の範囲第２項記載の車両の操舵装置。」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 view of 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 drawing, 10 is a front wheel, 13 is a rear wheel, 15 is a lower arm for the rear wheel, 18 is a tie rod for steering the rear wheels, 19 is a connecting rod, 20 is a steering wheel, 32 is a power cylinder which is a power assisting means, and 52 is a power cylinder. In the support 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) Yong-department
Patent Attorney Kunihiko Ohashi Figure 2 1 M 14 j4a ” Figure 7 Procedural Amendment (Spontaneous) 1. Indication of the case Japanese Patent Application No. 120243/1982 2. Name of invention Vehicle steering device 3. Person making the amendment Relationship to the case Patent applicant (532) Honda Motor Co., Ltd. 4. Delete the "agent" text.
Paper [2, Claims (1) In a vehicle steering system in which the front wheels and the rear wheels are steered by steering operation of the steering wheel, a power assisting means constituting the power steering system is disposed at the rear of the vehicle body. A steering device for a vehicle, characterized in that the arrangement position is further rearward of the vehicle body than a rear wheel axle that supports the rear wheels. (2) In a vehicle steering system in which both the front wheels and the rear wheels are steered by the steering operation of the steering wheel, a power assisting means constituting the power steering system is arranged at the rear of the vehicle body, and the left and right wheels for steering the rear wheels are arranged at the rear of the vehicle body. A vehicle characterized in that the tie rods are connected by a connecting rod, and the power assisting means, the connecting rod, and the inner end of a lower arm constituting a rear wheel suspension mechanism are each supported by a support member connected to the vehicle body. Steering device. (3) The vehicle steering system according to claim 2, wherein each of the power assisting means and the connecting rod is disposed further rearward of the vehicle body than a rear wheel axle that supports a rear wheel. ”
Claims (3)
するようにした車両の操舵装置において、動力舵取装置
を構成する動力補助手段を車体後部に配置し、且つ該配
置位置を後輪を支持するナックルアームの車軸よりも車
体後方としたことを特徴とする車両の操舵装置。(1) In a vehicle steering system in which the front wheels and the rear wheels are steered by the steering operation of the steering wheel, the power assisting means constituting the power steering system is arranged at the rear of the vehicle body, and the arrangement position is set at the rear wheels. A steering device for a vehicle, characterized in that the steering device is located at the rear of the vehicle body relative to the axle of the knuckle arm that supports the knuckle arm.
転舵するようにした車両の操舵装置において、動力舵取
装置を構成する動力補助手段を車体後部に配置し、後輪
転舵用の左右のタイロッドを連結杆により連結し、該動
力補助手段、連結杆、及び後輪懸架機構を構成するロア
ーアームの内端部の夫々を車体に連結された支持部材に
よって支持したことを特徴とする車両の操舵装置。(2) In a vehicle steering system in which the front wheels and the rear wheels are steered by the steering operation of the steering wheels, the power assisting means constituting the power steering system is arranged at the rear of the vehicle body, and the left and right wheels for steering the rear wheels are arranged at the rear of the vehicle body. Steering of a vehicle characterized in that tie rods are connected by a connecting rod, and the power assisting means, the connecting rod, and the inner end of a lower arm constituting a rear wheel suspension mechanism are each supported by a support member connected to the vehicle body. Device.
支持したナックルアームの車軸よりも車体後方に配置さ
れている特許請求の範囲第２項１７己載の車両の操舵装
置。(3) The steering system for a vehicle according to claim 2, wherein each of the power assisting means and the connecting rod is arranged rearward of the vehicle body with respect to the axle of the knuckle arm supporting the rear wheel.
Priority Applications (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56120243A JPS5822757A (en) | 1981-07-31 | 1981-07-31 | Steering device for automobile |
| 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 |
|---|---|---|---|
| JP56120243A JPS5822757A (en) | 1981-07-31 | 1981-07-31 | Steering device for automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5822757A true JPS5822757A (en) | 1983-02-10 |
| JPS6233987B2 JPS6233987B2 (en) | 1987-07-23 |
Family
ID=14781373
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56120243A Granted JPS5822757A (en) | 1981-07-28 | 1981-07-31 | Steering device for automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5822757A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59160464U (en) * | 1983-04-13 | 1984-10-27 | マツダ株式会社 | 4-wheel steering system for vehicles |
| JPS63251310A (en) * | 1987-04-08 | 1988-10-18 | Honda Motor Co Ltd | Four-wheel-steering vehicle |
| JPS649804U (en) * | 1987-07-08 | 1989-01-19 |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3282366A (en) * | 1963-07-08 | 1966-11-01 | John S Sprague | Four-wheel-drive and steered vehicle with short wheel base for off-the-road service |
| JPS5261024A (en) * | 1975-11-13 | 1977-05-20 | Takemochi Ishii | Steering control system for fourrwheel steered vehicle |
| GB1570330A (en) * | 1976-02-23 | 1980-06-25 | Bendiberica Sa | Powerassisted rack-and-pinion steering mechanism for motor vehicles |
-
1981
- 1981-07-31 JP JP56120243A patent/JPS5822757A/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3282366A (en) * | 1963-07-08 | 1966-11-01 | John S Sprague | Four-wheel-drive and steered vehicle with short wheel base for off-the-road service |
| JPS5261024A (en) * | 1975-11-13 | 1977-05-20 | Takemochi Ishii | Steering control system for fourrwheel steered vehicle |
| GB1570330A (en) * | 1976-02-23 | 1980-06-25 | Bendiberica Sa | Powerassisted rack-and-pinion steering mechanism for motor vehicles |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59160464U (en) * | 1983-04-13 | 1984-10-27 | マツダ株式会社 | 4-wheel steering system for vehicles |
| JPS63251310A (en) * | 1987-04-08 | 1988-10-18 | Honda Motor Co Ltd | Four-wheel-steering vehicle |
| JPS649804U (en) * | 1987-07-08 | 1989-01-19 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6233987B2 (en) | 1987-07-23 |
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