JPS6067268A - Four-wheel steering device of car - Google Patents
Four-wheel steering device of carInfo
- Publication number
- JPS6067268A JPS6067268A JP17321183A JP17321183A JPS6067268A JP S6067268 A JPS6067268 A JP S6067268A JP 17321183 A JP17321183 A JP 17321183A JP 17321183 A JP17321183 A JP 17321183A JP S6067268 A JPS6067268 A JP S6067268A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- cam member
- wheels
- wheel steering
- front wheels
- 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
- B62D7/1545—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 electrical 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)
- Power Steering Mechanism (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は車両の前後輪を転舵するようにした車両の４輪
操舵装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a four-wheel steering system for a vehicle that steers the front and rear wheels of the vehicle.
従来、車両の運動性能を高めるために前輪の転舵状態に
応じて後輪を操舵するようにし軸側と全リンク機構でつ
々いだリンク式のものや、油圧で後輪を制御する油圧駆
動式のもの等がある。しかしながら、油圧駆動式のもの
は大きな自由度で後輪を制御できる長所ｔもつ反面１、
リンク機構などのように後輪転舵装置を規制する要素を
もたないので、走行中に油圧システム中のサーボ弁やこ
れ音制御する制御回路等に故障がおきてサーボ弁が中立
位置以外の位置に固定されたような場合には、前後輪の
転舵状態の整合がくずれて走行中の車両が意に反した動
き金したり、甚しい場合には横転するなどして危険な状
態となり、安全上大きな問題がある。その為に、後輪の
動きをフィードバックしてこれが異常作動しないように
しタシするものなどが提案されているが、機構が複雑化
しコストの上昇金招く等の欠点がある。Conventionally, in order to improve the driving performance of a vehicle, there have been link type systems in which the rear wheels are steered according to the steering status of the front wheels, and the shaft side and all link mechanisms are connected, and hydraulic systems that control the rear wheels using hydraulic pressure have been used. There are drive type ones. However, while the hydraulic drive type has the advantage of being able to control the rear wheels with a large degree of freedom, it has the disadvantages of:
Since it does not have an element like a link mechanism that regulates the rear wheel steering device, if a failure occurs in the servo valve in the hydraulic system or the control circuit that controls noise while driving, the servo valve may be in a position other than the neutral position. If the steering wheel is locked in place, the steering conditions of the front and rear wheels may become inconsistent, causing the vehicle to move unexpectedly or, in extreme cases, roll over, creating a dangerous situation. There are major safety issues. To this end, systems have been proposed that provide feedback on the movement of the rear wheels to prevent them from operating abnormally, but these systems have drawbacks such as complicating the mechanism and increasing costs.
本発明は、以上の点に鑑み、後輪が前輪に対して所定の
関係を外れ更には所定の転舵角ωＸ１１７Ｉ ブー シ
θ シ イ ホ＝蔀 ｘ −ｈ ４１− １− Ａ ｔ
ｙ 弦 払よｉ自六壮置の作動全制限する制限装置を設
けた車両の４輪操舵装置を提供することを目的とする。In view of the above points, the present invention has been developed to prevent the rear wheels from deviating from the predetermined relationship with the front wheels, and further to set the predetermined steering angle ωX117I
An object of the present invention is to provide a four-wheel steering device for a vehicle that is equipped with a restriction device that completely limits the operation of the steering wheel.
以下、本発明の実施例を図面全もとに説明する。Embodiments of the present invention will be described below with reference to all the drawings.
４輪操舵装置全体のシステムを示す第１図において、ス
テアリングホイール１０はラック・ピニオン機構によっ
て前輪側のパワーシリンダ１２内のピストンロッド１４
に連結されており、ピストンロッド１４０両端は一対の
ナックルアーム１６を介して前輪１８に連結されている
。また後輪側においても、パワーシリンダ２２内にピス
トンロッド２４が滑合され、その両端部は一対のナック
ルアーム２６？介して後輪２８に連結されている。回転
軸３０はコントロールバルブ部３２０制御ケ介してピス
トンロッド２４の作動を制御するようになっている。In FIG. 1 showing the entire system of a four-wheel steering device, a steering wheel 10 is connected to a piston rod 14 in a power cylinder 12 on the front wheel side by a rack and pinion mechanism.
Both ends of the piston rod 140 are connected to the front wheel 18 via a pair of knuckle arms 16. Also on the rear wheel side, a piston rod 24 is slidably fitted within the power cylinder 22, and both ends thereof are connected to a pair of knuckle arms 26. The rear wheel 28 is connected to the rear wheel 28 via the rear wheel 28. The rotating shaft 30 controls the operation of the piston rod 24 via a control valve section 320.
前輪１８側及び後輪２８側のパワーシリンダー１２及び
２２には、各々油圧タンク４０内の圧油が油圧ポンプ４
２によって吸い上げられ、フローデバイダ４４によって
二方向に分流されてコン下ロールバルブ部３４．３２を
介して給油され、ピストンロッド１４及び２４を左方又
は右方に移動させた後、油圧タンク４０に回収されるよ
うになっている。Pressure oil in a hydraulic tank 40 is supplied to the power cylinders 12 and 22 on the front wheel 18 side and the rear wheel 28 side, respectively, by the hydraulic pump 4.
2, the flow is divided into two directions by the flow divider 44, and the oil is supplied through the lower control roll valve part 34, 32. After moving the piston rods 14 and 24 to the left or right, It is set to be collected.
ステアリングホイール１０の操舵量はその近傍に配置さ
れたセンサ４６によって検出され、その結果がコントロ
ーラ４８に入力されるようになっている。−コントロー
ラ４８にはまた、別のセンサ５０によって検知された車
速か入力されるようになっており、双方の入力（操舵量
、車速）に基づき、コントローラ４８によってステッピ
ングモータ５２の作動が制御されるようになっている。The amount of steering of the steering wheel 10 is detected by a sensor 46 placed near the steering wheel 10, and the result is input to a controller 48. - The vehicle speed detected by another sensor 50 is also input to the controller 48, and the operation of the stepping motor 52 is controlled by the controller 48 based on both inputs (steering amount and vehicle speed). It looks like this.
モータ５２の回転状況はメータ５３により検知され、コ
ントローラ４８にフィードバックされる。モータ５２の
出力軸には傘歯車５４が固設され、これが前記回転軸３
０に固設された傘歯車５６に噛合し２ている。The rotation status of the motor 52 is detected by a meter 53 and fed back to the controller 48. A bevel gear 54 is fixed to the output shaft of the motor 52, and this is connected to the rotating shaft 3.
2 and meshes with a bevel gear 56 fixedly installed at 0.
前輪１８と後輪２８との間には、四角な枠状のカム部材
６０が４組のローラ６２に支持されて前後方向（第１図
中上下方向）に移動可能に配設されている。カム部材６
０の前枠部はケーブル６４によって前輪１８側のピスト
ンロッド１４に固設されたロンドロ６に連結されておシ
、ケーブル６４はガイドチューブ６８によって所定の経
路に配設されている。Between the front wheel 18 and the rear wheel 28, a square frame-shaped cam member 60 is supported by four sets of rollers 62 and is disposed so as to be movable in the front-rear direction (vertical direction in FIG. 1). Cam member 6
The front frame portion of 0 is connected by a cable 64 to a rotor 6 fixed to the piston rod 14 on the front wheel 18 side, and the cable 64 is arranged along a predetermined path by a guide tube 68.
従って、ピストンロッド１４が左方又は右方に移動する
と、ケーブル６４を介してカム部月６０が前方又は後方
に移動することと々る。Therefore, when the piston rod 14 moves leftward or rightward, the cam portion 60 moves forward or backward via the cable 64.
カム部材６０の内側面には、第２図に拡大して示すよう
に、二つの合同カ台形状の突出部７０及び８０が左右方
向に突出し、かつ点対称に形成されている。一方の突出
部７０は前後方向に延びる短い第１の平坦面７２と、平
坦面７２の前方につづき比較的急で短い第１の傾斜面７
４と、この傾斜面７４につづき第１の平坦面７２と平行
な長い第２の平坦面７６と、第１の平坦面７２の後方に
つづき比る。これに対して、他方の突出部８０は上記第
１の平坦面γ２と平行であるが、僅かに前方にずれた第
３の平坦面８２と、第３の平坦面８２の後方につづき比
較的急で短い第３の傾斜面８４と、この傾斜面８４につ
づき第３の平坦面８２と平行な長い第４の平坦面８６と
、第３の平坦面８２の前方につづき比較的緩やかで長い
第４の傾斜面８８とケ有する。As shown in an enlarged view in FIG. 2, on the inner surface of the cam member 60, two congruent trapezoid-shaped protrusions 70 and 80 protrude in the left-right direction and are formed point-symmetrically. One protrusion 70 has a short first flat surface 72 extending in the front-rear direction, and a relatively steep and short first inclined surface 7 continuing from the front of the flat surface 72.
4, a long second flat surface 76 that continues from the inclined surface 74 and is parallel to the first flat surface 72, and a long second flat surface 76 that continues behind the first flat surface 72. On the other hand, the other protrusion 80 is parallel to the first flat surface γ2, but has a third flat surface 82 that is slightly shifted forward, and a third flat surface 82 that continues behind the third flat surface 82 and is relatively parallel to the first flat surface γ2. A steep and short third slope 84, a long fourth flat surface 86 that continues from the slope 84 and is parallel to the third flat surface 82, and a relatively gentle and long slope that continues in front of the third flat surface 82. It has a fourth inclined surface 88.
カム部材６０の下方にはランク９０が左右方向に移動可
能に配設されておシ、一端部にはラック部９２が形成さ
れるとともに、他端部にはビン９４が立設され、このピ
ン９４がカム部材６０の第１〜第４の平坦面又は第１〜
第４の傾斜面に四重れた空間内にあるようになっている
。捷た、ラック部９２には、前記回転軸３０に固設され
たビニオン９５が噛合されている。A rank 90 is disposed below the cam member 60 so as to be movable in the left and right direction, and a rack portion 92 is formed at one end, and a bin 94 is erected at the other end. 94 is the first to fourth flat surfaces of the cam member 60 or the first to fourth flat surfaces of the cam member 60;
It is arranged in a space quadrupled on the fourth inclined surface. A pinion 95 fixed to the rotating shaft 30 is meshed with the twisted rack portion 92 .
次に、本実施例の作動について、第１図、第２図及び前
輪１８と後輪２８との転舵角度、Ｉ今和ハ朋ｌでも二斗
峻ワｒ’ＴＡ −Ｊ Ｌ ＋ｒ娼叩才７−今、ステアリ
ングホイール１０が右旋されたと仮定すると、その操舵
量に応じて、ラック°ピニオン機構ケ介してピストンロ
ッド１４が左方に動かされると共に、コントロールバル
ブ部３４が作動し油圧ポンプ４２によって給送される圧
油によってもパワーアシストされてピストンロッド１４
が左方に移動し、前輪１８を右方に転舵させる。このと
き、センサ４６からの操舵量すなわち前輪１８の転舵角
情報と、センサ５０からの車速情報全コントローラ４８
が入力として受け、これに基づいて、後輪２８が前輪１
８に対して所定の関係で転舵されるようにステッピング
モータ５２全作動させる。モータ５２の回転は傘歯車５
４．５６’ｅ介して回転軸３０に伝えられ１、これによ
シコントロールバルブ部３２が制御され、更にパワーシ
リンダ２２が制御されて後輪２８が転舵される。後輪２
８の転舵のされ方すなわち上記所定の関係は種々のもの
であシ得る。例えば、比較的高速で、前輪１８の転舵角
が比較的小さいときには、後輪２Ｂも前輪１８と同方向
に転舵し、比較的低速で、前輪１８の転舵角が比較的大
きいときには、後輪２８を前輪１８と逆方向に転舵する
といったものである。Next, regarding the operation of this embodiment, FIGS. 1 and 2 and the steering angles of the front wheels 18 and rear wheels 28, 7 - Now, assuming that the steering wheel 10 is turned to the right, the piston rod 14 is moved to the left via the rack and pinion mechanism according to the amount of steering, and the control valve part 34 is activated to turn the hydraulic pump. The piston rod 14 is also power assisted by the pressure oil supplied by the piston rod 42.
moves to the left and steers the front wheels 18 to the right. At this time, the steering amount, that is, the turning angle information of the front wheels 18 is sent from the sensor 46, and the vehicle speed information is sent to the entire controller 48 from the sensor 50.
is received as an input, and based on this, the rear wheel 28 changes to the front wheel 1.
The stepping motor 52 is fully operated so as to be steered in a predetermined relationship with respect to 8. The rotation of the motor 52 is caused by the bevel gear 5
4.56'e to the rotating shaft 30, which controls the shift control valve section 32, which in turn controls the power cylinder 22 and steers the rear wheels 28. rear wheel 2
The manner in which the steering wheel 8 is steered, that is, the above-mentioned predetermined relationship, may be varied in various ways. For example, when the speed is relatively high and the steering angle of the front wheels 18 is relatively small, the rear wheels 2B are also steered in the same direction as the front wheels 18, and when the speed is relatively low and the steering angle of the front wheels 18 is relatively large, The rear wheels 28 are steered in the opposite direction to the front wheels 18.
しかシ２、上記所定の関係は、車速に係わりなく、第３
図のグラフ（θ１（は前輪１滅舵角、θ１は後輪転舵角
）の斜線領域に踏み込むことはなく、更に、コントロー
ラ４８や後輪転舵装置の油圧系々とに故障が生じて上記
所定の関係が破れたとしても、同じく斜線領域に入るこ
とはないように機構的に保障されている。However, in case 2, the above predetermined relationship holds true regardless of the vehicle speed.
In the graph shown in the figure (θ1 (front wheel 1 steering angle, θ1 is rear wheel steering angle), the shaded area is not exceeded, and furthermore, a failure occurs in the controller 48 or the hydraulic system of the rear wheel steering device, causing the above-mentioned predetermined Even if the relationship is broken, it is mechanically ensured that it will not fall into the shaded area.
すなわち、上記のようにピストンロッド１４が左方に動
かされるとロンドロ６も左方に動き、ケーブル６４が引
っ張られてカム部材６０が第１図上方に動かされる。同
時に、前述したように回転軸３０もステッピングモータ
５２によυ回転させられていて、ピニオン９５、ラック
部９２を介してラック９０が左方または右方に動かされ
ている。この動きは通常は上記所定の関係に対応しｆｃ
動きに々っていて、ラック９０のピン９４が第１の平坦
面７２、第２の傾斜面７８、第３の傾斜面８４、第４の
平坦面８６で画成された空間内にあるようになっている
。このことは、第３図のグラフにおいて上記所定の関係
が白い領域内にあることに対応し、そして第１の平坦面
７２がＡの境界線に、第２の傾斜面７８がＢの境界線に
、第３の傾斜面８４がＣの境界線に、第４の平坦面８６
がＤの境界線に対応している。That is, when the piston rod 14 is moved to the left as described above, the rod 6 also moves to the left, the cable 64 is pulled, and the cam member 60 is moved upward in FIG. 1. At the same time, as described above, the rotating shaft 30 is also rotated by the stepping motor 52, and the rack 90 is moved leftward or rightward via the pinion 95 and the rack section 92. This movement usually corresponds to the above predetermined relationship fc
During movement, the pin 94 of the rack 90 is located within the space defined by the first flat surface 72, the second sloped surface 78, the third sloped surface 84, and the fourth flat surface 86. It has become. This corresponds to the fact that the predetermined relationship is within the white area in the graph of FIG. , the third inclined surface 84 is located at the boundary line of C, and the fourth flat surface 86 is located at the boundary line of C.
corresponds to the boundary line of D.
従って、カム部材６０が上方に動かされると共にラック
９０のピン９４が左右のいずれかに動かされるが、ピン
９４の左右への移動範囲は、そのときのカム部材６０の
位置に応じ、−ピン９４と同じ左右レベルにある面７２
と８４、または７８と８４、または７Ｂと８４の一対の
ポイントによシ規定される。こうしてピン９４の動きが
左右方向には車体に対して不動とされたカム部材ＧＯに
よシ制限され、延いてはラック９０の動き、回転軸３０
の動キ、コントロールバルブ部３２の動きが制限されて
、後輪２８の動きが第３図に示す白紙の領域内に制限さ
れる。Therefore, as the cam member 60 is moved upward, the pin 94 of the rack 90 is moved either left or right, but the range of movement of the pin 94 to the left or right depends on the position of the cam member 60 at that time. Surface 72 at the same left and right level as
and 84, or 78 and 84, or 7B and 84. In this way, the movement of the pin 94 is limited in the left-right direction by the cam member GO, which is immovable with respect to the vehicle body, which in turn limits the movement of the rack 90 and the rotation shaft 30.
The movement of the control valve section 32 is restricted, and the movement of the rear wheel 28 is restricted within the blank area shown in FIG.
図示例で言うなら、第１の平坦面７２すなわちＡの境界
線によシ、前輪転舵角θ□が比較的小さいときに後輪転
舵角Ｏｎが前者に対して逆位相になるの全防止し、第３
の傾斜面８４すなわちＣの境界線によシ、前輪転舵角θ
が比較的小さいときに後輪転舵角θ。が前者に対して
同位相ではあるが過大にならないようにしている。また
第２の傾斜面７８すなわち境界線Ｂ１第４の平面図８６
すなわちＤの境界線によシそれぞれθ が０、□に対し
て逆位相になっタシ過大に同位相になることを防止して
いる。In the illustrated example, the first flat surface 72, that is, the boundary line A completely prevents the rear wheel turning angle On from being in an opposite phase to the former when the front wheel turning angle θ□ is relatively small. And the third
According to the slope 84 of C, that is, the boundary line of C, the front wheel steering angle θ
The rear wheel steering angle θ is relatively small. Although the phase is the same as that of the former, it is made so that it does not become excessive. Further, the second inclined surface 78, that is, the boundary line B1, the fourth plan view 86
That is, along the boundary line of D, θ is in opposite phase to 0 and □, respectively, thereby preventing them from becoming excessively in phase.
ステアリングホイール１０が左旋される場合も作動が逆
になるだけで実質的には同一である。When the steering wheel 10 is turned to the left, the operation is substantially the same except that the operation is reversed.
なお、この実施例では後輪の転舵を制限する制限装置を
後輪転舵装置の制御装置に対して設けているが、これに
限るものでなく、後輪転舵装置そのものに対して設ける
ことも可能である。In this embodiment, the restriction device for restricting the steering of the rear wheels is provided in the control device of the rear wheel steering device, but the restriction device is not limited to this, and may be provided in the rear wheel steering device itself. It is possible.
以上のごとく本発明によれば、後輪転舵装置の制御装置
の作動可能範囲が、前輪を転舵するステアリング装置の
作動による前輪転舵角に対応して許容範囲の変化する制
限装置によって機械的に規定されているので、後輪転舵
装置の制御装置に何らかの故障があった場合にも後輪の
転舵が所定の範囲に制限されるので全く安全である。As described above, according to the present invention, the operable range of the control device of the rear wheel steering device is mechanically controlled by the limiting device whose allowable range changes in accordance with the front wheel steering angle caused by the operation of the steering device that steers the front wheels. Therefore, even if there is some kind of failure in the control device for the rear wheel steering device, the steering of the rear wheels is limited to a predetermined range, so it is completely safe.
第１図は本発明の一実施例？示す平面図、第２図はその
要部拡大図、第３図は前輪と後輪の転舵角度の関係？示
すグラフである。
〔主要部分の符号の説明〕
ステアリング装置・・・・・・・・・・・・・・・１０
〜１６．３４後輪転舵装置・・・・・・・・・・・・・
・・・・・・・・・・・２２〜２６゜３２．４０〜４４
１＋ｌＪ 成製ｆｉｔ ・用中曲・川・・・・・・・・
６０〜９５出願人東洋工業株式会社
日本精工株式会社
、６ 第１図Is Fig. 1 an embodiment of the present invention? The plan view shown in Figure 2 is an enlarged view of the main parts, and Figure 3 is the relationship between the steering angles of the front and rear wheels. This is a graph showing. [Explanation of symbols of main parts] Steering device・・・・・・・・・・・・10
~16.34 Rear wheel steering device・・・・・・・・・・・・・
・・・・・・・・・・・・22～26゜32.40～44 1+lJ synthetic fit ・Useful song・River・・・・・・・・・
60-95 Applicant Toyo Kogyo Co., Ltd. NSK Ltd., 6 Figure 1
Claims (1)
転舵角全検出するセンサによって制御され、動力によっ
て後輪を転舵する後輪転舵装置とを備え、前輪の転舵に
対応して後輪の転舵を制御する車両の４輪操舵装置にお
いて、前記前輪の転舵角に対応して変化し、後輪転舵装
置の作動を制限する制限装置全般け、前輪の転舵に対す
る後輪の所定の転舵角度を越えての転舵全防止したこと
を特徴とする車両の４輪操舵装置。It is equipped with a steering device that steers the entire front wheel, and a rear wheel steering device that steers the rear wheels using power and is controlled by a sensor that detects at least the entire steering angle of the front wheels. In a four-wheel steering system for a vehicle that controls steering, a restriction device that changes in response to the steering angle of the front wheels and limits the operation of the rear wheel steering system generally controls a predetermined value of the rear wheels relative to the steering of the front wheels. A four-wheel steering device for a vehicle, characterized by completely preventing steering beyond a steering angle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17321183A JPS6067268A (en) | 1983-09-21 | 1983-09-21 | Four-wheel steering device of car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17321183A JPS6067268A (en) | 1983-09-21 | 1983-09-21 | Four-wheel steering device of car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6067268A true JPS6067268A (en) | 1985-04-17 |
| JPH0460869B2 JPH0460869B2 (en) | 1992-09-29 |
Family
ID=15956176
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP17321183A Granted JPS6067268A (en) | 1983-09-21 | 1983-09-21 | Four-wheel steering device of car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6067268A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01153381A (en) * | 1987-12-08 | 1989-06-15 | Toyota Motor Corp | Rear wheel steering device for front and rear wheel steering vehicle |
| US9649928B2 (en) | 2015-06-25 | 2017-05-16 | Polaris Industries Inc. | All-terrain vehicle |
| USD832149S1 (en) | 2015-06-24 | 2018-10-30 | Polaris Industries Inc. | All-terrain vehicle |
| US10946736B2 (en) | 2018-06-05 | 2021-03-16 | Polaris Industries Inc. | All-terrain vehicle |
| US11752860B2 (en) | 2015-05-15 | 2023-09-12 | Polaris Industries Inc. | Utility vehicle |
-
1983
- 1983-09-21 JP JP17321183A patent/JPS6067268A/en active Granted
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01153381A (en) * | 1987-12-08 | 1989-06-15 | Toyota Motor Corp | Rear wheel steering device for front and rear wheel steering vehicle |
| US11752860B2 (en) | 2015-05-15 | 2023-09-12 | Polaris Industries Inc. | Utility vehicle |
| USD832149S1 (en) | 2015-06-24 | 2018-10-30 | Polaris Industries Inc. | All-terrain vehicle |
| US9649928B2 (en) | 2015-06-25 | 2017-05-16 | Polaris Industries Inc. | All-terrain vehicle |
| US9944177B2 (en) | 2015-06-25 | 2018-04-17 | Polaris Industries Inc. | All-terrain vehicle |
| US10946736B2 (en) | 2018-06-05 | 2021-03-16 | Polaris Industries Inc. | All-terrain vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0460869B2 (en) | 1992-09-29 |
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