JPS604468A - Steering device for vehicle - Google Patents
Steering device for vehicleInfo
- Publication number
- JPS604468A JPS604468A JP11334283A JP11334283A JPS604468A JP S604468 A JPS604468 A JP S604468A JP 11334283 A JP11334283 A JP 11334283A JP 11334283 A JP11334283 A JP 11334283A JP S604468 A JPS604468 A JP S604468A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- wheels
- rear wheel
- vehicle
- power
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
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
- B62D7/1554—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 fluid interconnecting system between the steering control means of the different axles
- B62D7/1563—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 fluid interconnecting system between the steering control means of the different axles provided with fluid control means
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】
本発明は前輪操舵系に付設したパワーシリンダのパワー
アシスト圧を利用して車両の所定速度以下では、後輪を
前輪と逆位相に転舵し、所定速度を越えた場合には、後
輪に作用するサイドフォースを利用して後輪を前輪と同
位相に転舵するようにした車両の操舵装置に関する○
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
は知られているが、この種従来の操舵装置にあっては、
前輪操舵系と後輪操舵系とをシャフトやリンク等のリン
ケージ機構によシ連結していたため、構造が複雑であり
、又車体下の配設構成にも制約を受けていた。[Detailed Description of the Invention] The present invention utilizes the power assist pressure of the power cylinder attached to the front wheel steering system to steer the rear wheels in the opposite phase to the front wheels when the vehicle speed is below a predetermined speed, and when the vehicle exceeds a predetermined speed. ○ A vehicle steering system that steers the rear wheels together with the front wheels, in which the rear wheels are steered in the same phase as the front wheels using side force acting on the rear wheels. is known, but in this type of conventional steering device,
Since the front wheel steering system and the rear wheel steering system are connected by a linkage mechanism such as a shaft or a link, the structure is complicated and there are also restrictions on the arrangement under the vehicle body.
本発明は以上の点に鑑みて成されたもので、その目的と
する処は、操舵力軽減のために前輪操舵系に付設される
パワーシリンダ並びに前輪の転舵によシ後輪に作用する
サイドフォースに着目し、パワーシリンダによるパワー
アシスト圧を利用して車両の所定速度以下では、後輪を
前輪と逆位相に転舵することによシ車両のとシまわし性
を良好とし、所定速度を越える高速走行時には、後輪に
作用するサイドフォースを利用して後輪を前輪と同位相
に転舵することによシ高速走行中における車両の操縦性
を良好とするとともに、万一パワーつだとしても、高速
走行時に後輪を前輪と同位相に転舵することができ、し
かも構造簡易にして、且つ車体下の配設構成にも制約を
受けることがない新規なる車両の操舵装置を提供するに
ある。The present invention has been made in view of the above points, and its purpose is to reduce the steering force by using a power cylinder attached to the front wheel steering system and a power cylinder that acts on the rear wheels by steering the front wheels. Focusing on side force, the rear wheels are steered in the opposite phase to the front wheels when the vehicle's speed is below a predetermined speed using the power assist pressure from the power cylinder. When driving at high speeds exceeding Even so, we would like to develop a new vehicle steering system that can steer the rear wheels in the same phase as the front wheels when driving at high speeds, has a simple structure, and is not subject to restrictions on the arrangement under the vehicle body. It is on offer.
斯かる目的を達成すべく本発明は、後輪を転舵するため
に左右の後輪用ナックルアームを直接若しくは間接的に
連結したコネクチングロッドにシリンダを嵌装し、該シ
リンダ内の左右の室と、前輪操舵系に付設したパワーシ
リンダ内の左右の室とを左右逆にして接続するとともに
、上記コネクチングロッドと、とれに嵌装した上記シリ
ンダとの間には、描該コネクチングロッドを常時は中立
位置に保持するための左右のスプリング部材から成るセ
ンタリングスプリングを張設し、更に後輪用ナックルア
ームと、車体側との間に架設したリンク部材を、車体側
に固設しだ枢着ピンに弾性ブツシュを介装して枢支した
ことを要旨としている。In order to achieve such an object, the present invention has a cylinder fitted to a connecting rod that directly or indirectly connects knuckle arms for the left and right rear wheels to steer the rear wheels, and a cylinder on the left and right chambers in the cylinder. and the left and right chambers in the power cylinder attached to the front wheel steering system are connected with the left and right sides reversed, and the connecting rod is always connected between the connecting rod and the cylinder fitted in the handle. A centering spring made up of left and right spring members for holding in a neutral position is tensioned, and a link member is installed between the rear wheel knuckle arm and the vehicle body, and a pivot pin is fixed to the vehicle body. The gist is that an elastic bushing is interposed between the two for pivotal support.
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図は本発明に係る操舵装置の要部破断平面図で、右
側の前後輪を省略して示している。FIG. 1 is a fragmentary plan view of the main parts of a steering system according to the present invention, with the right front and rear wheels omitted.
前輪１を軸支する前輪用ナックルアーム２の後端には前
輪用タイロッド５の外端がボールジヨイント４を介して
連結され、左右のタイロッド５゜５の内端はボールジヨ
イント６．６ を介して前輪用コネクチングロッド７に
て連結されている０このコネクチングロッド７の中間部
にはパワーシリンダ１０が嵌装され、パワーシリンダ１
０内にはコネクチングロッド７に固着したピストン８が
摺動自在に嵌合されている。The outer end of a front wheel tie rod 5 is connected to the rear end of a front wheel knuckle arm 2 that pivotally supports the front wheel 1 via a ball joint 4, and the inner ends of the left and right tie rods 5.5 are connected to a ball joint 6.6. A power cylinder 10 is fitted in the middle part of the connecting rod 7, which is connected to the front wheel through a front wheel connecting rod 7.
A piston 8 fixed to a connecting rod 7 is slidably fitted into the inside of the piston 0 .
斯くしてピストン８により画成されたパワーシリンダ１
０内の左右の室ｌＬ１２への圧油の選択的な給排により
既知の如く操舵力の軽減、即ちパワーアシストがなされ
、前輪１，１はキングピン３．３を中心に転舵される○
一方後輪２１を軸支する後輪用ナックルアーム２２の後
端にボールジヨイント２４を介して後輪用タイロッド２
５の外端を連結し、左右の後輪用タイロッド２５．２５
の内端をボールジヨイント２６゜２６を介して後輪用コ
ネクチングロッド２７にて連結する。これによシコネク
チングロツド２７の左右動で後輪２１ 、２１はキング
ピン２３，２３を中心に転舵されることと々る０
そして本発明では、斯かる後輪用コネクチングロッド２
７の中間部にピストン２８を固着し、とのピストン２８
を前記とは別の新たなシリンダ３０内に摺動自在に嵌合
させ、このシリンダ３０を後輪用コネクチングロッド２
７に嵌装している。The power cylinder 1 thus defined by the piston 8
By selectively supplying and discharging pressure oil to the left and right chambers 1L12 in 0, the steering force is reduced as is known, that is, power assist is achieved, and the front wheels 1, 1 are steered around the king pin 3.3. A rear wheel tie rod 2 is attached to the rear end of a rear wheel knuckle arm 22 that pivotally supports a rear wheel 21 via a ball joint 24.
Connect the outer ends of 5 and tie rods for left and right rear wheels 25.25
The inner ends of the two wheels are connected to each other by a rear wheel connecting rod 27 via a ball joint 26°26. As a result, the rear wheels 21, 21 are often steered around the king pins 23, 23 by the left and right movement of the connecting rod 27.
A piston 28 is fixed to the middle part of 7, and the piston 28 of
is slidably fitted into a new cylinder 30 different from the above, and this cylinder 30 is connected to the rear wheel connecting rod 2.
It is fitted in 7.
更にピストン２８により画成されたシリンダ３０内の左
右の室３Ｌ ３２内に夫々コイルスプリング３３．３４
を縮装状態で張設して収納する０これら２個のコイルス
プリング３３，３４０弾発力は同じであシ、シかもとも
に縮装状態で張設されているため、常時は勿論のこと、
左右の室３１．３２内に後述する如く選択的に給排され
る圧油の所定値以下の圧力作用時においてもピストン２
８を中立位置に保持し、従って斯かる条件下では、後輪
用コネクチングロッド２７は不動状態を保たれ、後輪２
Ｌ ２１は転舵されること々く中立位置に確実に保持さ
れる。Furthermore, coil springs 33 and 34 are installed in the left and right chambers 3L 32 in the cylinder 30 defined by the piston 28, respectively.
These two coil springs 33 and 340 have the same resiliency, and since they are both stretched and stored in a compressed state, they are of course not used all the time.
Even when the pressure of pressure oil, which is selectively supplied and discharged into the left and right chambers 31 and 32 as described later, acts on a pressure lower than a predetermined value, the piston 2
8 is held in a neutral position. Therefore, under such conditions, the rear wheel connecting rod 27 remains immobile and the rear wheel 2
L 21 is reliably held in a neutral position even when steered.
而して後輪用コネクチングロッド２７に嵌装したシリン
ダ３０内の左室３１と、前記パワーシリンダ１０内の右
室１２とをコネクチングチューブ４１にて接続し、両室
３１．１２を相連通せしめるとともに、他方のシリンダ
３０内の右室３２と、パワーシリンダ１０内の左室１１
とをコネクチングチューブ４２にて接続し、画室３２．
１１も相連通せしめる。The left chamber 31 in the cylinder 30 fitted to the rear wheel connecting rod 27 and the right chamber 12 in the power cylinder 10 are connected by a connecting tube 41, and both chambers 31.12 are communicated with each other. At the same time, the right chamber 32 in the other cylinder 30 and the left chamber 11 in the power cylinder 10
are connected with a connecting tube 42, and the compartments 32.
11 are also communicated with each other.
このように前輪操舵系に付設したパワーシリンダ１０内
の左右の室１１及び１２と、後輪操舵系の入力部材であ
る後輪用コネクチングロッド２７に嵌装した新た々シリ
ンダ３０内の左右の室３１及び３２とを左右逆にして夫
々コネクチングチューブ４１．４２にて接続したため、
例えば前輪１を左へ転舵する場合に、パワーシリンダ１
０内の左室１１に供給される圧油、即ちパワーアシスト
圧は、後輪操舵系のシリンダ３０内の右室３２に作用す
ることとなる。従って斯かるパワーアシスト圧が所謂セ
ンタリングスプリングを構成するスプリング部材３３．
３４の弾発セット荷重を越えた時に、初めて後輪２１が
前輪１と逆位相の右に転舵されることとなる。In this way, the left and right chambers 11 and 12 in the power cylinder 10 attached to the front wheel steering system, and the left and right chambers in the new cylinder 30 fitted to the rear wheel connecting rod 27, which is an input member of the rear wheel steering system. 31 and 32 were connected with connecting tubes 41 and 42 with the left and right reversed, respectively.
For example, when steering the front wheel 1 to the left, the power cylinder 1
Pressure oil, that is, power assist pressure, supplied to the left chamber 11 in the rear wheel steering system acts on the right chamber 32 in the cylinder 30 of the rear wheel steering system. Therefore, such power assist pressure is applied to the spring member 33, which constitutes a so-called centering spring.
When the set load of 34 is exceeded, the rear wheel 21 is first steered to the right in the opposite phase to the front wheel 1.
更に加えて本発明では、左右夫々の後輪用ナックルアー
ム２２の前端にボールジヨイント４４を介してリンク部
材を構成する後輪用ロアアーム４５の外端を連結し、こ
のロアアーム４５の内端をある程度の径方向肉厚を有す
る弾性ブツシュ、即ちゴムブツシュ４６を介装して車体
側に固設した枢着ピン４９に枢支している０これにより
前輪１０転舵に伴って後輪２１に作用するサイドフォー
スＦによって、ゴムブツシュ４６が枢着ピン４９の径方
向へ弾性変形するため、後輪２１はサイドフォースＦの
作用方向と同じ方向へ転舵されることとなる。ここでゴ
ムブツシュ４６の変形量を、後輪操舵系のシリンダ３０
内に摺動するピストン２８の移動量よりも小として設定
する。Furthermore, in the present invention, the outer ends of the lower arms 45 for the rear wheels forming the link member are connected to the front ends of the knuckle arms 22 for the left and right rear wheels via the ball joints 44, and the inner ends of the lower arms 45 are connected to the front ends of the knuckle arms 22 for the left and right rear wheels. It is pivotally supported on a pivot pin 49 fixed to the vehicle body through an elastic bushing having a certain radial wall thickness, that is, a rubber bushing 46. This acts on the rear wheels 21 as the front wheels 10 are steered. The side force F causes the rubber bush 46 to elastically deform in the radial direction of the pivot pin 49, so that the rear wheel 21 is steered in the same direction as the side force F. Here, the amount of deformation of the rubber bush 46 is determined by the amount of deformation of the rubber bush 46
The amount of movement of the piston 28 is set to be smaller than the amount of movement of the piston 28 that slides inward.
ところで前記パワーシリンダ１００制御系、即ちパワー
ステアリングは一般的には第４図に示す如く構成されて
いる。By the way, the power cylinder 100 control system, ie, power steering, is generally constructed as shown in FIG. 4.
そとで第４図を基に一般的なパワーステアリングの概略
構成を説明するに、車両のハンドル５０のシャフトの先
端には既知の如くスプール形式の四方向切換弁５１が設
けられ、切換弁５１のスプール５２には３本の環状溝５
３，５４．５５が設けられ、その中央の溝５４は油路６
１を介して油圧源７０の吐出側に連通し、又両側の溝５
３．５５は油路６５を介してリザーバタンク６６に連通
している。Now, to explain the general configuration of a general power steering system based on FIG. 4, a spool-type four-way switching valve 51 is provided at the tip of a shaft of a steering wheel 50 of a vehicle as is known. The spool 52 has three annular grooves 5.
3, 54, 55 are provided, and the groove 54 in the center is the oil passage 6.
1 to the discharge side of the hydraulic power source 70, and grooves 5 on both sides.
3.55 communicates with a reservoir tank 66 via an oil passage 65.
スプール５２は弁孔５６に摺動自在に嵌合し、弁孔５６
には２本の環状溝５７．５８が設けられ、合溝５７．５
８は夫々油路６７．６８を介して前記パワーシリンダ１
０内の左右の室１１．１２に連通している。The spool 52 is slidably fitted into the valve hole 56 .
are provided with two annular grooves 57.58, and a matching groove 57.5.
8 are connected to the power cylinder 1 via oil passages 67 and 68, respectively.
It communicates with the left and right chambers 11 and 12 within 0.
一方油圧源７０は、ポンプ７１と、これの吐出量を一定
に保つ流量制御弁７２と、これの吐出流量を計量するメ
ータリングオリフィス７３と、過度の圧力上昇を防止す
るＩＪ ＩＪ−フバルブ７４とから成り、又負圧発生を
防止するだめのワンウェイバルブ７５がタンク７６とポ
ンプ７１吐出側との間に介設されている。On the other hand, the hydraulic power source 70 includes a pump 71, a flow rate control valve 72 that keeps the discharge amount constant, a metering orifice 73 that measures the discharge flow rate, and an IJ valve 74 that prevents excessive pressure rise. A one-way valve 75 for preventing the generation of negative pressure is interposed between the tank 76 and the discharge side of the pump 71.
斯かる油圧源７０と切換弁５１とを接続する油路６１の
下流にはオリフィス６２が設けられ、又図示しないがオ
リフィス６２の上流には分岐路を介して既知の如く油圧
反動室及び反力制限弁が介設されている。An orifice 62 is provided downstream of the oil passage 61 that connects the hydraulic power source 70 and the switching valve 51, and, although not shown, upstream of the orifice 62 is connected to a hydraulic reaction chamber and a reaction force via a branch path, as is known in the art. A restriction valve is provided.
而してハンドル５０を回転操作すると、既知の如く油圧
反動室の作用によシスプール５２が図示の位置から左右
へ移動し、溝５３．５５と、溝５７゜５８との関係が切
シ換わシ、パワーシリンダ１０内の左右の室１１，１２
が油路６７．６８を介して油圧源７０、又はリザーバタ
ンク６６と選択的に連通され、所望のパワーアシストが
付与される。When the handle 50 is rotated, the cispool 52 moves from the illustrated position to the left and right due to the action of the hydraulic reaction chamber, as is known, and the relationship between the grooves 53, 55 and 57 and 58 is switched. Left and right chambers 11 and 12 in the power cylinder 10
is selectively communicated with the hydraulic power source 70 or the reservoir tank 66 via oil passages 67, 68, and desired power assist is provided.
尚以上のパワーステアリングにおけるステアリングギヤ
の構成は、ラックピニオン式は勿論、その他のウオーム
ナツト式等であっても良い０次に本発明による操舵装置
の作用を述べるＯ第１図に示した車両の直進状態から例
えばハンドル５０を左に切った場合、パワーシリンダ１
０の左室１１に圧油が供給され、前輪１の左方−・の転
舵がパワーアシストを付与されて行われる。The configuration of the steering gear in the power steering described above may be of the rack and pinion type or other worm nut type. For example, if you turn the steering wheel 50 to the left while driving straight, the power cylinder 1
Pressure oil is supplied to the left chamber 11 of the vehicle 0, and the front wheels 1 are steered to the left with power assist.
そして車両の走行速度が所定値以下の低速状態にあって
は、前輪１の路面抵抗が犬であるため、パワーシリンダ
１０の左室１１ 内のパワーアシスト圧が高くなり、と
の高いパワーアシスト圧が第２図に示す如くチューブ４
２を介して後輪操舵系のシリンダ３０の右室３２に作用
する。従ってピストン２８が左室３１内のコイルスプリ
ング３３のセット荷重に抗して左動し、即ち後輪用コネ
クチングロッド２７が左動し、後輪２１が前輪１とは逆
位相の右に転舵されることとなる。When the vehicle is running at a low speed below a predetermined value, the road resistance of the front wheels 1 is low, so the power assist pressure in the left chamber 11 of the power cylinder 10 increases, resulting in a high power assist pressure. is the tube 4 as shown in Figure 2.
2 to the right chamber 32 of the cylinder 30 of the rear wheel steering system. Therefore, the piston 28 moves to the left against the set load of the coil spring 33 in the left chamber 31, that is, the connecting rod 27 for the rear wheel moves to the left, and the rear wheel 21 is steered to the right in the opposite phase to the front wheel 1. It will be done.
斯くして車両の所定速度以下の低速走行時には、後輪を
前輪と逆位相に転舵することができるため、Ｕターンや
駐車場での人出操作等の際は車両の舵角を犬にして小さ
々回転半径が得られ、従って車両のとりまわし性が良好
となる〇
一方車両の走行速度が所定値を越える高速状態時には、
前輪１の路面抵抗が小であるため、パワーシリンダ１０
の左室１１内のパワーアシスト圧が高くならず、為に後
輪操舵系のシリンダ３０の右室３２内に作用する圧力が
左室３１内のコイルスプリング３３のセット荷重を越え
ないので、第３図に示す如くピストン２８は中立位置に
両センタリングスプリング３３．３４によりこれを保持
される。In this way, when the vehicle is running at a low speed below a predetermined speed, the rear wheels can be steered in the opposite phase to the front wheels, so when making a U-turn or maneuvering people in a parking lot, the steering angle of the vehicle can be set to dog. A small turning radius can be obtained, and the maneuverability of the vehicle is therefore improved.On the other hand, when the vehicle is running at a high speed exceeding a predetermined value,
Since the road resistance of the front wheel 1 is small, the power cylinder 10
Since the power assist pressure in the left chamber 11 of the rear wheel steering system does not increase, the pressure acting in the right chamber 32 of the cylinder 30 of the rear wheel steering system does not exceed the set load of the coil spring 33 in the left chamber 31. As shown in FIG. 3, the piston 28 is held in a neutral position by both centering springs 33,34.
ところが前輪１の転舵に伴って後輪２１には、これと同
方向のサイドフォースＦが第３図の如く作用するため、
このサイドフォースＦの作用により後輪２１ も同方向
へ転舵されようとする。この時後輪用ナックルアーム２
２の前端にボールジヨイント４４を介して連結した後輪
用ロアアーム４５は、車体側に固設しだ枢着ピン４９に
ゴムブツシュ４６を介装して車体側に枢支されているた
め、サイドフォースＦの作用による後輪２１の左への転
舵はゴムブツシュ４６の径方向への弾性変形量分だけ許
容される。従って高速状態時に不動を保持された後輪用
コネクチングロッド２７に対して後輪用タイロッド２５
、同ナックルアーム２２及び同ロアアーム４５が夫々相
対的に揺動し、後輪２１も前輪１と同位相の左にともに
転舵されることとなる。However, as the front wheel 1 is steered, a side force F in the same direction acts on the rear wheel 21 as shown in FIG.
Due to the action of this side force F, the rear wheels 21 also tend to be steered in the same direction. At this time, knuckle arm 2 for rear wheel
The lower arm 45 for the rear wheel, which is connected to the front end of the vehicle body through a ball joint 44, is pivotally supported on the vehicle body side by interposing a rubber bush 46 to a pivot pin 49 fixed on the vehicle body side. The leftward steering of the rear wheel 21 due to the action of force F is permitted by the amount of elastic deformation of the rubber bush 46 in the radial direction. Therefore, the tie rod 25 for the rear wheel is held stationary during high-speed conditions with respect to the connecting rod 27 for the rear wheel.
, the knuckle arm 22 and the lower arm 45 swing relative to each other, and the rear wheel 21 is also steered to the left in the same phase as the front wheel 1.
斯くして車両の所定速度を越える高速走行時には、後輪
も前輪と同位相に転舵することができるだめ、車線変更
等の際に迅速にこれを行い得、従って高速走行中の操縦
性が良好と々る。In this way, when the vehicle is running at a high speed that exceeds a predetermined speed, the rear wheels can be steered in the same phase as the front wheels, so lane changes can be done quickly, thus improving maneuverability during high-speed running. It's good.
以上の作用はハンドル５０を右に切った場合でも全く同
様である。The above operation is exactly the same even when the handle 50 is turned to the right.
又低速走行時にも第２図に示されるようにサイドフォー
スＦが作用するため、ゴムブツシュ４６の変形はあるが
、既述した通り後輪操舵系のシリンダ３０内に摺動する
ピストン２８の移動量を、ゴムブツシュ４６の変形量よ
りも大きく設定するととによって前輪１とは逆位相に後
輪２１を確実に転舵することができる。Also, when driving at low speeds, as shown in FIG. 2, the side force F acts, so the rubber bushing 46 is deformed, but as described above, the amount of movement of the piston 28 sliding in the cylinder 30 of the rear wheel steering system is By setting the amount of deformation of the rubber bushing 46 to be larger than the amount of deformation of the rubber bushing 46, the rear wheels 21 can be reliably steered in a phase opposite to that of the front wheels 1.
ところで万一前記のパワーステアリングが故障してパワ
ーアシスト圧が零となった場合には、後輪操舵系のシリ
ンダ３０内に嵌合するピストン２８がセンタリングスプ
リング３３．３４により中立位置を確実に保持されてい
るとともに、後輪用ロアアーム４５と、車体側の枢着ピ
ン４９との間に介装したゴムブツシュ４６のサイドフォ
ースＦによる弾性変形によシ所期の作動が行われるだめ
、高速走行時における後輪の前輪とは逆位相の転舵を防
止することができ、所期の通り高速走行時に前輪と同位
相に後輪を確実に転舵することができる。By the way, in the event that the aforementioned power steering system malfunctions and the power assist pressure becomes zero, the piston 28 fitted in the cylinder 30 of the rear wheel steering system will be reliably maintained at the neutral position by the centering springs 33 and 34. At the same time, the desired operation is performed by the elastic deformation of the rubber bush 46 interposed between the rear wheel lower arm 45 and the pivot pin 49 on the vehicle body side. It is possible to prevent the rear wheels from being steered in a phase opposite to that of the front wheels, and it is possible to reliably steer the rear wheels in the same phase as the front wheels during high-speed driving as expected.
尚実施例においては、後輪用コネクチングロッド２７を
タイロッド２５．２５間に架設してとれらを連結しだが
、勿論直接ナックルアーム２２，２２を連結することも
可能である。In the embodiment, the rear wheel connecting rod 27 is installed between the tie rods 25 and 25 to connect them, but it is of course possible to directly connect the knuckle arms 22, 22.
以上の説明から明らかな如く本発明によれば、左右の後
輪用ナックルアームを直接若しくは間接的に連結したコ
ネクチングロッドにシリンダを嵌装し、該シリンダ内の
左右の室と、前輪操舵系に付設したパワーシリンダ内の
室とを左右逆にして接続するとともに、上記コネクチン
グロッドと、これに嵌装した上記シリンダとの間にセン
タリングスプリングを張設し、更に後輪用ナックルアー
ムに連結したリンク部材であるロアアームを車体側に弾
性ブツシュを介装せしめて枢支して前後輪の操舵装置を
構成したため、パワーシリンダによるパワーアシスト圧
を利用して車両の低速走行時には、後輪を前輪と逆位相
に転舵することにより車両のとシまわし性を良好にする
とともに、高速走行時には、前輪の転舵に伴って後輪に
作用するサイドフォースを利用して後輪を前輪と同位相
に転舵することによシ高速走行中における車両の操縦性
を良好とすることができる。更には万一パワーステアリ
ングが故障になってパワーアシスト圧が零となった時で
も、高速走行時における後輪の前輪と同位相の転舵を所
期の通シ確実に行わしめることができる。しかも後輪操
舵系にはシリンダを設け、このシリンダとパワーシリン
ダとをチューブにて接続するだけで良く、又後輪用ロア
アームと車体側枢支部との間に弾性ブツシュを介装する
だけで良いため、構造の簡易化を達成し、又車体下の配
設構成にも制約を受けることがない等極めて実用性に優
れる。As is clear from the above description, according to the present invention, a cylinder is fitted into a connecting rod that directly or indirectly connects the left and right rear wheel knuckle arms, and the left and right chambers in the cylinder are connected to the front wheel steering system. The left and right chambers in the attached power cylinder are connected with the left and right sides reversed, and a centering spring is stretched between the connecting rod and the cylinder fitted thereto, and the link is further connected to the rear wheel knuckle arm. The steering system for the front and rear wheels is constructed by pivoting the lower arm, which is a component, with an elastic bushing interposed on the vehicle body side, so when the vehicle is running at low speeds, the rear wheels are rotated in the opposite direction to the front wheels using the power assist pressure from the power cylinder. Steering in phase improves vehicle turning performance, and when driving at high speeds, the side force that acts on the rear wheels as the front wheels are steered is used to turn the rear wheels in the same phase as the front wheels. By steering the vehicle, it is possible to improve the maneuverability of the vehicle while traveling at high speed. Furthermore, even if the power steering malfunctions and the power assist pressure becomes zero, it is possible to ensure that the rear wheels are steered in the same phase as the front wheels during high-speed driving. Furthermore, it is only necessary to provide a cylinder in the rear wheel steering system and connect this cylinder and the power cylinder with a tube, and also to insert an elastic bushing between the rear wheel lower arm and the pivot part on the vehicle body side. Therefore, the structure is simplified, and there are no restrictions on the arrangement under the vehicle body, making it extremely practical.
図面は本発明の一実施例を示すもので、第１図は本発明
に係る操舵装置を装備した車両の直進状態を示す要部破
断平面図、第２図はその低速状態下における転舵を示す
同様の図、第３図は同高速状態下における転舵を示す同
様の図、第４図は前輪のパワーステアリングの回路図で
ある○尚図面中１は前輪、１０はパワーシリンダ、１１
及び１２はその室、２１は後輪、２２は後輪用ナックル
アーム、２７は同コネクチングロッド、２８はそのピス
トン、３０は後輪操舵系のシリンダ、３１及び３２はそ
の室、３３及び３４はスプリング部材、４５はリンク部
材である後輪用ロアアーム、４６は弾性ブツシュ、４９
は枢着ピンである。
特許出願人 本田技研工業株式会社
代理人 弁理士 下 １） 容一部
間 弁理士 大 橋 邦 音
間 弁理士 ／」飄 山 有
１５−
１ 。
ｒ Ｃ’ＪThe drawings show one embodiment of the present invention, and FIG. 1 is a cutaway plan view of essential parts showing a straight-ahead state of a vehicle equipped with a steering device according to the present invention, and FIG. 2 is a plan view showing steering at a low speed. 3 is a similar diagram showing steering under the same high speed condition, and FIG. 4 is a circuit diagram of power steering for the front wheels. In the drawings, 1 is the front wheel, 10 is the power cylinder, and 11
and 12 is its chamber, 21 is the rear wheel, 22 is the knuckle arm for the rear wheel, 27 is the connecting rod, 28 is the piston, 30 is the cylinder of the rear wheel steering system, 31 and 32 are the chambers, 33 and 34 are the a spring member, 45 a rear wheel lower arm which is a link member, 46 an elastic bushing, 49
is a pivot pin. Patent applicant Honda Motor Co., Ltd. Agent Patent attorney 2 1) Toyo Participant Patent attorney Kuni Ohashi Otoma Patent attorney/Yu Takuyama Yu15-1. r C'J
Claims (1)
て、後輪を転舵するために左右の後輪用ナックルアーム
を直接若しくは間接的に連結したコネクチングロッドに
シリンダを嵌装するととも、に、該シリンダとコネクチ
ングロッドとの間に、当該コネクチングロッドを中立位
置に保持するだめの左右のスプリング部材を張設し、上
記シリンダ内の左右の室と、上記パワーシリンダ内の左
右の室とを左右逆に接続し、更に後輪用ナックルアーム
と、車体側との間に架設したリンク部材を弾性ブツシュ
を介装して車体側に枢支したことを特徴とする車両の操
舵装置。In a vehicle in which a power cylinder is attached to a front wheel steering system, the cylinder is fitted to a connecting rod that directly or indirectly connects the left and right rear wheel knuckle arms in order to steer the rear wheels. Left and right spring members for holding the connecting rod in a neutral position are stretched between the cylinder and the connecting rod, and the left and right chambers in the cylinder and the left and right chambers in the power cylinder are reversed left and right. What is claimed is: 1. A steering device for a vehicle, characterized in that a link member is connected to the rear wheel knuckle arm and the vehicle body side and is pivotally supported to the vehicle body side with an elastic bushing interposed therebetween.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11334283A JPS604468A (en) | 1983-06-23 | 1983-06-23 | Steering device for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11334283A JPS604468A (en) | 1983-06-23 | 1983-06-23 | Steering device for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS604468A true JPS604468A (en) | 1985-01-10 |
Family
ID=14609810
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11334283A Pending JPS604468A (en) | 1983-06-23 | 1983-06-23 | Steering device for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS604468A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4874054A (en) * | 1986-08-27 | 1989-10-17 | Mazda Motor Corporation | Control in a vehicle four wheel steering system |
-
1983
- 1983-06-23 JP JP11334283A patent/JPS604468A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4874054A (en) * | 1986-08-27 | 1989-10-17 | Mazda Motor Corporation | Control in a vehicle four wheel steering system |
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