JPS6231673B2 - - Google Patents
Info
- Publication number
- JPS6231673B2 JPS6231673B2 JP6668680A JP6668680A JPS6231673B2 JP S6231673 B2 JPS6231673 B2 JP S6231673B2 JP 6668680 A JP6668680 A JP 6668680A JP 6668680 A JP6668680 A JP 6668680A JP S6231673 B2 JPS6231673 B2 JP S6231673B2
- Authority
- JP
- Japan
- Prior art keywords
- steering
- vehicle
- wheels
- wheel
- groove
- 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.)
- Expired
Links
- 230000007246 mechanism Effects 0.000 claims description 10
- 230000004044 response Effects 0.000 claims description 5
- 230000007935 neutral effect Effects 0.000 claims description 4
- 230000007423 decrease Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000035807 sensation Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
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
- B62D7/1527—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 comprising only mechanical parts, i.e. without assistance 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)
Description
【発明の詳細な説明】
本発明は車両、就中四輪車の操舵装置に関し、
特に、操舵輪の操舵により前輪とともに後輪をも
転舵するようにし操舵装置の改良に関する。[Detailed Description of the Invention] The present invention relates to a steering device for a vehicle, especially a four-wheeled vehicle,
In particular, the present invention relates to an improvement in a steering system in which both the front wheels and the rear wheels are steered by steering the steering wheels.
車両における従来の操舵装置は前輪のみを転舵
するものであつたが、本出願人は先に特願昭53−
163681号として操舵輪の操舵により前輪とともに
後輪をも転舵するようにして新規な操舵装置を提
案した。 Conventional steering devices for vehicles steered only the front wheels, but the present applicant previously filed a patent application in 1983-
As No. 163681, we proposed a new steering device that steers both the front wheels and the rear wheels by steering the steering wheels.
具体的にはこの装置では操舵輪の操舵角によつ
て前輪に対する後輪の転舵方向を変えるようにな
つており、操舵角が小さい場合には前輪を後輪の
転舵方向を同じ方向、操舵角が大きい場合には前
輪と後輪の転舵方向を逆方向としている。又、そ
の具体的な構造はカム手段を利用して前輪と後輪
を連動転舵せしめるようになつており、操舵輪の
操舵回動で作動せしめられる前輪転舵機構からロ
ツドを後方へ延出し、該ロツドの後部にカム溝を
形成した移動カム部材を連結するとともに、後輪
転舵部材に設けた係合子を該カム溝に摺動自在に
係合し、前輪の転舵に応動してカム部材を前後進
させることにより、係合子を介して後輪を転舵さ
せるようになつている。 Specifically, with this device, the steering direction of the rear wheels relative to the front wheels is changed depending on the steering angle of the steered wheels, and when the steering angle is small, the steering direction of the front wheels and the rear wheels is changed in the same direction, When the steering angle is large, the front and rear wheels are steered in opposite directions. In addition, its specific structure is such that the front wheels and rear wheels are steered in conjunction using cam means, and the rod extends rearward from the front wheel steering mechanism that is activated by the rotation of the steering wheel. A movable cam member having a cam groove formed at the rear of the rod is connected, and an engager provided on the rear wheel steering member is slidably engaged with the cam groove, and the cam is rotated in response to steering of the front wheels. By moving the member back and forth, the rear wheels are steered via the engager.
以上の構造、作用に基づき発揮できる利点は、
車両の操向操作により発生するコーナリングフオ
ースは前輪と後輪とで同時に生じ、従来と異なり
時間遅れがなく、従つて該時間遅れを意識するこ
とを要する経験的な運転技術を不要とすることが
できること、車両の旋回軌跡の接線と車両の方向
とを略々一致させることができ、操向操作するに
必要な運転感覚を容易に把握できるようになり、
上記と併せ一層運転の平易化を達成できること、
更には最小旋回半径を従来よりも大幅に減少でき
ること等々である。 The advantages that can be achieved based on the above structure and action are:
The cornering force generated by the steering operation of the vehicle is generated simultaneously in the front wheels and the rear wheels, and there is no time delay unlike in the past, thus eliminating the need for empirical driving techniques that require awareness of the time delay. The tangent line of the vehicle's turning trajectory and the direction of the vehicle can be roughly matched, making it easier to grasp the driving sensation necessary for steering operations.
In addition to the above, it is possible to further simplify driving.
Furthermore, the minimum turning radius can be significantly reduced compared to the conventional method.
一方、後輪は操舵角の増減に伴つて前輪に対し
同方向と逆方向との間の領域で転舵され、逆方向
転舵時の転舵角は大きいため車両に形成する後輪
用ホイールハウスを大きくしなければならない。
又、壁状の道路端縁に近接して駐車し、これから
発進する場合、操舵輪を大しく操舵回動すると後
輪は前輪と逆方向に転舵されるため、車両後部が
操舵方向とは逆の道路端縁方向へ移動してしま
い、道路端縁にぶつかる問題が生じる。 On the other hand, as the steering angle increases or decreases, the rear wheels are steered in an area between the same direction and the opposite direction relative to the front wheels, and since the steering angle is large when steering in the opposite direction, the rear wheels are formed on the vehicle. I have to make the house bigger.
Also, when parking close to the edge of a wall-shaped road and starting from now, turning the steering wheels a lot will steer the rear wheels in the opposite direction to the front wheels, so the rear of the vehicle will not be in the same direction as the steering direction. The problem arises that the vehicle moves in the opposite direction to the edge of the road, causing it to collide with the edge of the road.
本発明者等は本出願人が先に提案した操舵装置
に残されている以上の如き問題点を解決すべく本
発明を成したものである。 The present inventors have created the present invention in order to solve the above-mentioned problems remaining in the steering device previously proposed by the present applicant.
本発明の目的は、操舵輪の操舵により前輪とと
もに後輪をも転舵するようにした操舵装置に改良
を加え、後輪のホイールハウスをそれ程大きくす
ることを要せず、小さくすることができ、且つ操
舵輪を大きく操舵回動して発進しても車両後部が
道路端縁にぶつかるなどの不具合を解決でき、更
に以上を操舵輪が小角度操舵される高速走行時に
おける運転技術の平易化をそのまま確保しつつ実
現できる車両の操舵装置を提供する処にある。 An object of the present invention is to improve a steering system that steers both the front wheels and the rear wheels by steering the steering wheel, and to make the wheel house of the rear wheels smaller without having to make them so large. , it also solves problems such as the rear of the vehicle hitting the edge of the road even if the steering wheel is turned a lot to start, and it also simplifies driving techniques when driving at high speeds when the steering wheel is steered by a small angle. An object of the present invention is to provide a vehicle steering device that can achieve this while maintaining the same conditions.
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概略基本構造
を示す四輪車両の平面図で、１０は操舵輪であ
る。操舵輪１０の操舵による操舵入力軸１０ａの
回動変位はラツクアンドピニオン等の入・出力変
換手段１１を内装したギヤボツクス１２において
左右方向の直線運動に変換される。直線運動する
操舵出力軸１３からナツクルアーム等による左右
の前輪支持部材１４，１４に操舵力が伝達され、
支点１４ａを中心とする該支持部材１４の揺動に
よつて左右の前輪１５，１５の転舵が成される。
以上のタイロツドとして機能する操舵出力軸１３
及び前輪支持部材１４等で構成される前輪転舵機
構１６は公知のものと同じである。 FIG. 1 is a plan view of a four-wheeled vehicle showing the general basic structure of a steering device according to the present invention, and 10 is a steering wheel. The rotational displacement of the steering input shaft 10a due to the steering of the steering wheel 10 is converted into a linear movement in the left-right direction in a gear box 12 incorporating input/output conversion means 11 such as a rack and pinion. Steering force is transmitted from the steering output shaft 13 that moves linearly to the left and right front wheel support members 14, 14 by knuckle arms or the like.
The left and right front wheels 15, 15 are steered by swinging the support member 14 about the fulcrum 14a.
The steering output shaft 13 functions as a tie rod as described above.
A front wheel steering mechanism 16 comprising a front wheel support member 14 and the like is the same as a known one.
前輪転舵機構１６の適所からロツド１７を後方
へ延出し、図示例では左側の前輪支持部材１４の
支点１４ａから車体内方へ突設した突部１４ｂを
設け、該突部１４ｂにその先部を連結することに
よりロツド１７を車体後方へ延出した。ロツド１
７の後部に移動カム部材１８を連結し、該移動カ
ム部材１８は車体後部に固定設置されたケース１
９内に前後進摺動自在に収容され、ケース１９に
案内されて車体前後方向へ移動する該カム部材１
８を表面にカム溝２０が形成された板状とする。
該カム溝２０にピン状の係合子２１を摺動自在に
係合し、係合子２１は左右方向に延びるロツド状
の後輪転舵部材２３に一体化されて設けられてい
る。カム溝２０に沿つた係合子２１の倣い運動に
より後輪タイロツドとして機能する後輪転舵部材
２３が左右方向に直線運動し、ナツクルアーム等
による左右の後輪支持部材２４，２４が支点２４
ａを中心として揺動し、後輪２５，２５の転舵が
成される。 A rod 17 extends rearward from a proper position of the front wheel steering mechanism 16, and in the illustrated example, a protrusion 14b is provided that protrudes inward from the fulcrum 14a of the left front wheel support member 14, and the tip of the protrusion 14b is provided with a protrusion 14b. By connecting the rods 17, the rod 17 was extended to the rear of the vehicle body. Rod 1
A movable cam member 18 is connected to the rear of the case 7, and the movable cam member 18 is fixed to the rear of the vehicle body.
The cam member 1 is housed in a case 19 so as to be slidable forward and backward, and is guided by a case 19 to move in the longitudinal direction of the vehicle body.
8 has a plate shape with a cam groove 20 formed on its surface.
A pin-shaped engaging element 21 is slidably engaged with the cam groove 20, and the engaging element 21 is provided integrally with a rod-shaped rear wheel steering member 23 extending in the left-right direction. Due to the following movement of the engaging element 21 along the cam groove 20, the rear wheel steering member 23, which functions as a rear wheel tie rod, moves linearly in the left and right direction, and the left and right rear wheel support members 24, 24 by knuckle arms etc.
The rear wheels 25, 25 are steered by swinging around a.
第２図はカム溝２０の形状を示す移動カム部材
１８の拡大平面図である。カム溝２０は一体を連
続した蛇行溝として形成され、且つ溝長中心部Ｎ
での点対称形状となつている。カム溝２０は具体
的には、中心部Ｎを中央部に含んで形成され、車
両前後方向に対して傾斜した第１溝部２０ａと、
第１溝部２０ａの傾斜方向とは逆方向に車両前後
方向に対して傾斜し、第１溝部２０ａの両端部か
ら延長形成された２本の第２溝部２０ｂ，２０ｃ
と、中心部Ｎと通る車両前後軸線Ａ−Ａと一致し
て夫々の第２溝部２０ｂ，２０ｃから延長形成さ
れた２本の第３溝部２０ｄ，２０ｅとからなり、
第１溝部２０ａと第２溝部２０ｂ，２０ｃとを接
続する部分は左右方向へ膨出する滑らかな湾曲部
２０ｆ，２０ｇとなつている。 FIG. 2 is an enlarged plan view of the movable cam member 18 showing the shape of the cam groove 20. FIG. The cam groove 20 is formed as a continuous meandering groove, and has a groove length center N.
It has a point-symmetrical shape. Specifically, the cam groove 20 includes a first groove portion 20a that is formed to include a center portion N in the center portion and is inclined with respect to the longitudinal direction of the vehicle;
Two second grooves 20b, 20c are inclined with respect to the longitudinal direction of the vehicle in a direction opposite to the direction of inclination of the first groove 20a, and extend from both ends of the first groove 20a.
and two third grooves 20d, 20e extending from the respective second grooves 20b, 20c in alignment with the vehicle longitudinal axis A-A passing through the center N,
The portions connecting the first groove portion 20a and the second groove portions 20b, 20c are smooth curved portions 20f, 20g that bulge in the left-right direction.
次に作用について述べる。 Next, we will discuss the effect.
車両を操向操作する前、即ち前輪１５、後輪２
５が直進のニユートラル姿勢となつている時には
前記係合子２１はカム溝２０の中心部Ｎに係合
し、位置している。操舵輪１０を右操舵回動する
と、操舵出力軸１３の左直線運動、前輪支持部材
１４の右揺動により前輪１５は右方へ転舵され
る。前輪１５の右転舵に応動してロツド１７に後
方への押圧力が作用し、この結果カム部材１８は
ケース１９内を後方移動し、係合子２１の位置は
傾斜している第１溝部２０ａにより右方へ移行
し、後輪転舵部材２３の右直線運動により後輪２
５は前輪１５とともに右方へ転舵される。操舵輪
１０の操舵角が増すと、カム溝２０における係合
子２１の係合位置は第１溝部２０ａから第２溝部
２０ｂへ、更には第３溝部２０ｄへと移動し、こ
れに応じて後輪２５の転舵角が変更される。 Before steering the vehicle, that is, front wheels 15 and rear wheels 2
When the lever 5 is in the neutral position of moving straight, the engaging element 21 is engaged with the center N of the cam groove 20 and is located there. When the steering wheel 10 is rotated to the right, the front wheel 15 is steered to the right by the leftward linear movement of the steering output shaft 13 and the rightward swinging of the front wheel support member 14. In response to the rightward steering of the front wheel 15, a rearward pressing force acts on the rod 17, and as a result, the cam member 18 moves rearward within the case 19, and the position of the engager 21 is shifted to the inclined first groove portion 20a. The rear wheel 2 shifts to the right due to the right linear movement of the rear wheel steering member 23.
5 is steered to the right together with the front wheels 15. When the steering angle of the steered wheel 10 increases, the engagement position of the engager 21 in the cam groove 20 moves from the first groove part 20a to the second groove part 20b and further to the third groove part 20d, and accordingly the rear wheel The steering angle of No. 25 is changed.
操舵輪１０を左操舵回動した場合は前輪１５、
後輪２５の転舵方向が以上とは逆になるだけであ
り、同様に作動することは明らかである。 When the steering wheel 10 is turned to the left, the front wheel 15;
It is clear that the steering direction of the rear wheels 25 is simply reversed from the above, and the operation is the same.
本実施例と異なり操舵輪１０を右操舵回動した
場合に移動カム部材１８が前方移動するように構
成することも可能であり、これは一例としてロツ
ド１７の先部を支点１４ａから前輪１５側におい
て前輪支持部材１４に連結したり、或はロツド１
７に荷重伝達向きを反転するレバー手段を介在せ
しめたりすることにより実現でき、かかる実施例
を採用しながらも前輪１５に対する上記と同じ転
舵作動を後輪２５を行わせるためには、カム溝２
０の第１溝部２０ａ、第２溝部２０ｂ，２０ｃの
傾斜方向を図示例とは逆とし、湾曲接続部２０
ｆ，２０ｇの膨出方向を反対とすればよく、本発
明はかかる場合をも含むものである。 Unlike this embodiment, it is also possible to configure the movable cam member 18 to move forward when the steering wheel 10 is rotated to the right. The rod 1 can be connected to the front wheel support member 14 at
This can be realized by interposing a lever means for reversing the direction of load transmission in the cam groove 7. In order to make the rear wheel 25 perform the same steering operation as described above for the front wheel 15 while adopting such an embodiment, it is necessary to use a cam groove. 2
The inclination directions of the first groove part 20a and the second groove parts 20b and 20c of 0 are opposite to the illustrated example, and the curved connection part 20
The direction of expansion of f and 20g may be reversed, and the present invention also includes such a case.
第３図は以上のカム溝２０から達成できる前輪
に対する後輪の転舵角のグラフを示し、横軸を前
輪の転舵角、縦軸を後輪の転舵角とした。＋、−は
右、左の転舵方向を表わす。操舵輪の操舵角が小
さい範囲では前輪と同じ方向に後輪は転舵され、
角度α゜１に前輪が転舵されるまで後輪の転舵角
は比例的に増大する。角度α゜１を超えて前論の
転舵が成されると、後輪の転舵角はピーク値β゜
から減少し、前輪の転舵角がα゜２に達した時に
後輪の転舵角は０゜に戻り、それ以降操舵輪の操
舵角を増し前輪を更に転舵しても後輪の転舵角は
０゜に維持される。 FIG. 3 shows a graph of the steering angle of the rear wheels relative to the front wheels that can be achieved using the cam groove 20 described above, with the horizontal axis representing the steering angle of the front wheels and the vertical axis representing the steering angle of the rear wheels. + and - represent right and left steering directions. When the steering angle of the steered wheels is small, the rear wheels are steered in the same direction as the front wheels.
The steering angle of the rear wheels increases proportionally until the front wheels are steered to an angle α° 1 . When the above-mentioned steering is achieved beyond the angle α゜1 , the rear wheel turning angle decreases from the peak value β゜, and when the front wheel turning angle reaches α゜2 , the rear wheel turning angle decreases. The steering angle returns to 0°, and even if the steering angle of the steered wheels is increased and the front wheels are further steered, the steering angle of the rear wheels is maintained at 0°.
後輪がピーク値転舵角β゜に達する前輪の転舵
角α゜１は５゜程度、後輪の転舵角が０゜に戻る
前輪の転舵角α゜２は10゜程度とすることが望ま
しい。 The front wheel turning angle α゜1 at which the rear wheels reach the peak value turning angle β゜ is approximately 5°, and the front wheel turning angle α゜2 at which the rear wheels return to 0° is approximately 10°. This is desirable.
以上で明らかなように操舵輪の操舵によつて前
輪とともに後輪は転舵されるとともに、後輪は前
輪の転舵角０゜からα゜１近くまで及びα゜１を
越えた角度からα゜２までの範囲においてのみ前
論転舵角に比例して転舵される。 As is clear from the above, the rear wheels are steered together with the front wheels by the steering of the steering wheels, and the rear wheels are steered from the steering angle of the front wheels from 0° to near α° 1 , and from an angle exceeding α° 1 to α. The steering is carried out in proportion to the aforementioned steering angle only in the range up to 2 °.
後輪の左右転舵角は±β゜であるため、車体に
形成する後輪のホイールハウスの大きさは±β゜
の転舵角を許容するものであればよく、これの小
型化を達成できる。又、第４図の如く車両３０が
壁状の道路端縁３１に近接して駐車し、これから
発進しようとする場合、操舵輪を大きく操舵回動
すると前輪１５，１５の転舵が成され、後輪２
５，２５は転舵角０゜となるため、車両３０は道
路端縁３１に接することなく発進できる。いい換
えると、後輪が鎖線２５′の如く前輪１５に対し
て逆方向に転舵された場合において車両後部が道
路端縁３１側に移動しこれとぶつかるという問題
を解決できる。 Since the left and right steering angle of the rear wheels is ±β°, the size of the rear wheel wheel house formed on the vehicle body only needs to be large enough to allow a steering angle of ±β°, and this has been made smaller. can. Further, as shown in FIG. 4, when the vehicle 30 is parked close to the wall-shaped road edge 31 and is about to start, the front wheels 15, 15 are steered when the steering wheels are turned significantly. rear wheel 2
5 and 25, the steering angle is 0°, so the vehicle 30 can start without coming into contact with the road edge 31. In other words, when the rear wheels are steered in the opposite direction to the front wheels 15 as indicated by the chain line 25', the problem of the rear part of the vehicle moving toward the road edge 31 and colliding with it can be solved.
第５図、第６図は本発明に係る別発明を示し、
移動カム部材１８のカム溝を変更した。図面では
示されていないが操舵機構、前輪・後輪転舵機構
等は第１図と同じである。 5 and 6 show another invention according to the present invention,
The cam groove of the moving cam member 18 was changed. Although not shown in the drawings, the steering mechanism, front wheel/rear wheel steering mechanism, etc. are the same as in FIG. 1.
カム溝１２０の形状は第５図で示されている通
りで、前輪、後輪が直進のニユートラル姿勢とな
つている時に前記係合子２１が係合位置する中心
部Ｎでの点対称の形状である。カム溝１２０は中
心部Ｎを含み車両前後方向に対して傾斜した第１
溝部１２０ａと、第１溝部１２０ａの両端部から
中心部Ｎを通る車体前後軸線Ａ−Ａと平行に延長
形成された２本の第２溝部１２０ｂ，１２０ｃと
からなり、連続した一本の溝となつている。かか
るカム溝１２０により得られる後輪の転舵角の推
移を第６図のグラフで示す。操舵輪の操舵回動に
より前輪を転舵すると後輪は前輪と同じ方向へ転
舵されるとともに、操舵角が小さい場合には後輪
の転舵角は前輪の転舵角と比例して増し、前輪の
転舵角がα１に達すると後輪の転舵角はピーク値
のβ゜となる。それ以降操舵輪を更に操舵回動し
前輪の転舵角を増しても後輪の転舵角はβ゜の一
定値を保ち、変化しない。 The shape of the cam groove 120 is as shown in FIG. 5, and is a point symmetrical shape at the center N where the engaging element 21 is engaged when the front and rear wheels are in a straight-ahead neutral position. be. The cam groove 120 includes a center portion N and is inclined with respect to the longitudinal direction of the vehicle.
Consisting of a groove 120a and two second grooves 120b and 120c extending from both ends of the first groove 120a in parallel to the vehicle longitudinal axis A-A passing through the center N, the groove is one continuous groove. It's summery. The graph in FIG. 6 shows the transition of the steering angle of the rear wheels obtained by such a cam groove 120. When the front wheels are steered by turning the steering wheels, the rear wheels are steered in the same direction as the front wheels, and if the steering angle is small, the steered angle of the rear wheels increases in proportion to the steered angle of the front wheels. When the steering angle of the front wheels reaches α1 , the steering angle of the rear wheels reaches its peak value β°. After that, even if the steered wheels are further rotated and the front wheel turning angle is increased, the rear wheel turning angle remains at a constant value of β° and does not change.
この発明においても後輪は前輪とともに転舵さ
れ、且つ前輪の転舵角０゜からα゜１近くまでの
範囲においてのみ後輪は前輪転舵角に比例して転
舵される。 In this invention as well, the rear wheels are steered together with the front wheels, and the rear wheels are steered in proportion to the front wheel steered angle only within the range of the front wheel steered angle from 0° to nearly α° 1 .
又前記発明と同じく後輪の左右転舵角は±β゜
であり、後輪のホイールハウスの大きさを±β゜
の転舵角を許容するものに設定すればよい。道路
端縁に近接して駐車しこれから発進しようとする
場合については、操舵輪を大きく操舵回動する
と、後輪は前輪と同じ方向へ転舵されるため、車
両後部が道路端縁にぶつかることなく発進できる
ことは勿論のこと、発進後直ちに車両を道路端縁
から離して走行させることができる。 Further, as in the above invention, the left and right steering angle of the rear wheels is ±β°, and the size of the rear wheel wheel house may be set to allow a steering angle of ±β°. If the vehicle is parked close to the edge of the road and is about to start, turning the steering wheel significantly will cause the rear wheels to be steered in the same direction as the front wheels, which may cause the rear of the vehicle to hit the edge of the road. Not only can the vehicle be started without any problems, but also the vehicle can be moved away from the edge of the road immediately after starting.
第７図は以上の各発明を通しての車両が旋回す
る場合を示す。操舵輪の操舵角が小さい場合には
前輪１５とともに後輪２５も転舵されるため、車
体の重心廻りのヨーイングを惹起させるコーナリ
ングフオースは前輪１５と後輪２５で同時に発生
し、時間遅れがない。小さな操舵角で旋回を行う
のは主に高速走行時であるが、操舵輪の操舵にに
より前輪１５と後輪２５が転舵されるため、車両
の方向Ｂと、旋回軌跡Ｃの接線Ｄとを一致、少く
なくとも略々一致させることができ、運転感覚を
容易に把握できる。尚図中、Ｅ、Ｆは旋回時にお
ける前輪１５と後輪２５の運動方向である。 FIG. 7 shows the case where the vehicle according to each of the above inventions turns. When the steering angle of the steered wheels is small, the front wheels 15 and the rear wheels 25 are also steered, so the cornering force that causes yaw around the center of gravity of the vehicle body occurs simultaneously on the front wheels 15 and the rear wheels 25, resulting in a time delay. do not have. Turning with a small steering angle is mainly done when driving at high speed, but since the front wheels 15 and rear wheels 25 are steered by steering the steering wheel, the direction B of the vehicle and the tangent D of the turning trajectory C It is possible to match, or at least approximately match, and to easily understand the driving sensation. In the figure, E and F are the directions of movement of the front wheels 15 and rear wheels 25 during turning.
以上で明らかなように本発明によれば、操舵輪
の操舵回動で作動せしめられる前輪転舵機構から
ロツドを後方へ延出し、該ロツドの後部にカム溝
を形成した移動カム部材を連結するとともに、後
輪転舵部材に設けた係合子を該カム溝に摺動自在
に係合し、前輪の転舵に応動してカム部材を前後
進させることにより、係合子を介して後輪を転舵
させるようにしたため、前輪の転舵角に対する後
輪の転舵比をカム溝の形状により変更せしめるこ
とができ、極めて簡単な構成により、前輪に対す
る後輪の転舵を行うことができる。そして操舵輪
が小角度操舵される例えば高速速行時での運転を
容易、平易化でき操縦性の簡単化を実現しつつ
も、後輪ホイールハウスを小さくでき車体構造上
有利であること、又、操舵輪を大きく回動して低
速で発進する場合、道路端縁側に車両後部が移動
しぶつかるなどの問題点を解決できることなどの
利点を発揮し、操舵輪の操舵により前輪とともに
後輪をも転舵するようにしたこの種操舵装置の実
用性を向上させることができる。 As is clear from the above, according to the present invention, a rod extends rearward from a front wheel steering mechanism that is activated by the steering rotation of a steering wheel, and a moving cam member having a cam groove formed in the rear portion of the rod is connected to the rod. At the same time, an engager provided on the rear wheel steering member is slidably engaged with the cam groove, and the cam member is moved forward and backward in response to the steering of the front wheel, thereby rotating the rear wheel via the engager. Since the vehicle is steered, the steering ratio of the rear wheels relative to the steering angle of the front wheels can be changed by the shape of the cam groove, and the rear wheels can be steered relative to the front wheels with an extremely simple configuration. In addition, the steering wheel is steered at a small angle, making it easier and easier to drive at high speeds, for example, and simplifying maneuverability, while also allowing the rear wheel house to be made smaller, which is advantageous in terms of vehicle body structure. This has the advantage of solving problems such as the rear of the vehicle moving toward the edge of the road and causing collisions when starting at a low speed by turning the steering wheel a lot. The practicality of this type of steering device capable of steering can be improved.
第１図は操舵装置の基本構造を示す車両の平面
図、第２図はカム溝の形状を示す移動カム部材の
平面図、第３図は前輪の転舵角に対する後輪の転
舵角を示すグラフ、第４図は駐車から発進しよう
とする車両の平面図、第５図は別発明に係るカム
溝を示す第２図と同様の図、第６図はこのカム溝
による場合の第３図と同様の図、第７図は車両旋
回時を示す図である。
尚図面中、１０は操舵輪、１５は前輪、１６は
前輪転舵機構、１７はロツド、１８は移動カム部
材、２０，１２０はカム溝、２１は係合子、２３
は後輪転舵部材、２５は後輪である。
Fig. 1 is a plan view of the vehicle showing the basic structure of the steering system, Fig. 2 is a plan view of the movable cam member showing the shape of the cam groove, and Fig. 3 shows the steering angle of the rear wheels relative to the steering angle of the front wheels. FIG. 4 is a plan view of a vehicle about to start from parking, FIG. 5 is a diagram similar to FIG. 2 showing a cam groove according to another invention, and FIG. FIG. 7, which is a similar diagram to the one shown in FIG. 7, is a diagram showing when the vehicle is turning. In the drawing, 10 is a steering wheel, 15 is a front wheel, 16 is a front wheel steering mechanism, 17 is a rod, 18 is a movable cam member, 20 and 120 are cam grooves, 21 is an engaging element, and 23
25 is a rear wheel steering member, and 25 is a rear wheel.
Claims (1)
舵機構からロツドを後方へ延出し、該ロツドの後
部にカム溝を形成した移動カム部材を連結すると
ともに、後輪転舵部材に設けた係合子を該カム溝
に摺動自在に係合し、前輪の転舵に応動して移動
カム部材を前後進させることにより後輪を転舵す
るようにした車両の操舵装置において、上記カム
溝を、前輪、後輪が直進のニユートラル姿勢とな
つている時、上記係合子が係合位置する中心部を
含み、車両前後方向に対して傾斜して形成された
第１溝部と、第１溝部とは逆方向に車両前後方向
に対して傾斜し、第１溝部の両端部から延長形成
された２本の第２溝部と、上記中心部を通る車両
前後軸線と一致して夫々の第２溝部から延長形成
された２本の第３溝部とで構成したことを特徴と
する車両の操舵装置。 ２ 操舵輪の操舵回動で作動せしめられる前輪転
舵機構からロツドを後方へ延出し、該ロツドの後
部にカム溝を形成した移動カム部材を連結すると
ともに、後輪転舵部材に設けた係合子を該カム溝
に摺動自在に係合し、前輪の転舵に応動して、移
動カム部材を前後進させることにより後輪を転舵
するようにした車両の操舵装置において、上記カ
ム溝を、前輪、後輪が直進のニユートラル姿勢と
なつている時、上記係合子が係合位置する中心部
を含み、車両前後方向に対して傾斜して形成され
た第１溝部と、第１溝部の両端部から上記中心部
を通る車体前後軸線と平行に延長形成された２本
の第２溝部とで構成したことを特徴とする車両の
操舵装置。[Scope of Claims] 1. A rod extends rearward from a front wheel steering mechanism that is activated by the steering rotation of a steering wheel, and a movable cam member having a cam groove formed at the rear of the rod is connected to the rear wheel steering mechanism. In a steering device for a vehicle, in which an engaging element provided on a member is slidably engaged with the cam groove, and the movable cam member is moved forward and backward in response to the steering of the front wheels, thereby steering the rear wheels. , the cam groove is formed as a first groove portion that includes a center portion where the engaging element engages when the front wheels and the rear wheels are in a straight-ahead neutral position, and is formed at an angle with respect to the longitudinal direction of the vehicle; , two second grooves that are inclined with respect to the longitudinal direction of the vehicle in a direction opposite to that of the first groove and extend from both ends of the first groove; A vehicle steering device comprising two third grooves extending from a second groove. 2. A rod extends rearward from the front wheel steering mechanism that is activated by the steering rotation of the steering wheel, and a movable cam member having a cam groove formed at the rear of the rod is connected to the rod, and an engager provided on the rear wheel steering member. In a vehicle steering system, the movable cam member is slidably engaged with the cam groove and the rear wheels are steered by moving the movable cam member forward and backward in response to the steering of the front wheels. , when the front wheels and the rear wheels are in a straight-ahead neutral posture, a first groove portion including a center portion where the above-mentioned engaging element engages and is formed to be inclined with respect to the longitudinal direction of the vehicle; A vehicle steering device comprising two second grooves extending from both ends in parallel with the longitudinal axis of the vehicle body passing through the center.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6668680A JPS56163969A (en) | 1980-05-20 | 1980-05-20 | Vehicle steering device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6668680A JPS56163969A (en) | 1980-05-20 | 1980-05-20 | Vehicle steering device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS56163969A JPS56163969A (en) | 1981-12-16 |
| JPS6231673B2 true JPS6231673B2 (en) | 1987-07-09 |
Family
ID=13323056
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6668680A Granted JPS56163969A (en) | 1980-05-20 | 1980-05-20 | Vehicle steering device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS56163969A (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5963269A (en) * | 1982-10-01 | 1984-04-10 | Honda Motor Co Ltd | Steering device of vehicle |
| DE3338700A1 (en) * | 1982-10-26 | 1984-04-26 | Toyo Kogyo Co. Ltd., Hiroshima | FOUR WHEEL STEERING FOR VEHICLES |
| JPS5977968A (en) * | 1982-10-26 | 1984-05-04 | Mazda Motor Corp | Four-wheel steering gear for vehicle |
| DE3338702A1 (en) * | 1982-10-28 | 1984-05-03 | Toyo Kogyo Co. Ltd., Hiroshima | FOUR WHEEL STEERING FOR VEHICLES |
| JPS5981273A (en) * | 1982-10-30 | 1984-05-10 | Mazda Motor Corp | 4-wheel steering device of vehicle |
| JPS6136061A (en) * | 1984-07-30 | 1986-02-20 | Fuji Heavy Ind Ltd | Rear-wheel steering apparatus for car |
| US4721318A (en) * | 1985-04-08 | 1988-01-26 | Suzuki Motor Company Limited | Steering system for an automotive vehicle |
| JPS6271080U (en) * | 1985-10-24 | 1987-05-06 |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5341857Y2 (en) * | 1974-02-26 | 1978-10-09 |
-
1980
- 1980-05-20 JP JP6668680A patent/JPS56163969A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS56163969A (en) | 1981-12-16 |
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