JPS629476B2 - - Google Patents
Info
- Publication number
- JPS629476B2 JPS629476B2 JP10531685A JP10531685A JPS629476B2 JP S629476 B2 JPS629476 B2 JP S629476B2 JP 10531685 A JP10531685 A JP 10531685A JP 10531685 A JP10531685 A JP 10531685A JP S629476 B2 JPS629476 B2 JP S629476B2
- Authority
- JP
- Japan
- Prior art keywords
- steering
- rear wheel
- wheels
- vehicle
- wheel steering
- 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
- 230000005540 biological transmission Effects 0.000 claims description 4
- 238000006243 chemical reaction Methods 0.000 claims 1
- 230000033001 locomotion Effects 0.000 description 8
- 230000007423 decrease Effects 0.000 description 6
- 238000000034 method Methods 0.000 description 6
- 230000007246 mechanism Effects 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000005484 gravity 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】
(産業上の利用分野)
本発明は車両、特に四輪車の操舵装置に関す
る。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a steering system for a vehicle, particularly a four-wheeled vehicle.
(従来の技術)
四輪車における操舵は一般に前輪のみを転舵す
ることにより行つている。車両走行時、前輪の転
舵を開始すると、まず前輪にすべり角が生じ、こ
れによつて発生するコーナリングフオースが車体
の横運動と車体重心まわりのヨーイングをひきお
こす。(Prior Art) Steering in a four-wheeled vehicle is generally performed by steering only the front wheels. When the front wheels start turning when the vehicle is running, a slip angle is first generated in the front wheels, and the resulting cornering force causes lateral movement of the vehicle body and yawing around the center of gravity of the vehicle.
後輪は車体のヨー運動の結果ヨー方向の変位が
発生し始めてから初めてすべり角を生じる。従つ
て後輪の発生するコーナリングフオースには前輪
に比較して位相遅れがあり、前後輪のコーナリン
グフオースの合力が運転者の意図する値に達する
迄に若干の時間遅れが常に発生し、これが四輪車
の操舵に熟練を要する原因となる。 The rear wheels develop a slip angle only after displacement in the yaw direction begins to occur as a result of the yaw movement of the vehicle body. Therefore, there is a phase lag in the cornering force generated by the rear wheels compared to the front wheels, and there is always a slight time delay before the resultant force of the cornering forces of the front and rear wheels reaches the value intended by the driver. This is the reason why steering a four-wheeled vehicle requires skill.
更に四輪車が操舵により旋回運動をしている
間、車輪には横すべりが発生するので、旋回軌跡
の接線と車体軸線が常に一致して走行するとは限
らず、この点にも四輪車の操舵に熟練を要する原
因がある。 Furthermore, while a four-wheeled vehicle is making a turning motion due to steering, side slip occurs in the wheels, so the tangent to the turning trajectory and the vehicle axis do not always match, and this is also a problem for four-wheeled vehicles. There is a reason why steering requires skill.
従つて四輪車の運転者は前記後輪転舵の時間遅
れや旋回軌跡と車体軸線の角度のずれを経験的に
認識して操舵を行うことが適確な操舵のために要
求され、四輪車の運転にはある程度の運転経験が
必要となる。 Therefore, the driver of a four-wheel vehicle is required to perform steering by empirically recognizing the time delay in steering the rear wheels and the angle deviation between the turning trajectory and the vehicle axis in order to steer the vehicle appropriately. Driving a car requires a certain amount of driving experience.
斯かる従来の操舵装置における問題点を解決す
るための手段として前輪と後輪を転舵することが
提案されている。例えば特公昭40−10728号には
後輪の横すべり角に比例した舵角を後輪に与える
手法が開示され、また米国特許第2910131号には
旋回時の車体の横方向のGにより後輪の転舵量を
制御する手法が開示されている。 As a means to solve the problems with such conventional steering devices, it has been proposed to steer the front wheels and the rear wheels. For example, Japanese Patent Publication No. 40-10728 discloses a method of giving the rear wheels a steering angle proportional to the sideslip angle of the rear wheels, and U.S. Patent No. 2910131 discloses a method of giving the rear wheels a steering angle proportional to the sideslip angle of the rear wheels. A method for controlling the amount of steering is disclosed.
(発明が解決しようとする問題点)
しかしながら、これらの公知技術は後輪の転舵
を制御する横すべり角またはGのセンサに技術的
問題があるばかりでなく、何れも前輪の転舵によ
つて発生するフアクターに基づいて後追い的に後
輪の転舵を補正する手法のため、転舵に応答遅れ
が発生してしまう。(Problems to be Solved by the Invention) However, these known techniques not only have technical problems with the sideslip angle or G sensor that controls the steering of the rear wheels, but also all of them have problems due to the steering of the front wheels. Since this method corrects the steering of the rear wheels based on the factors that occur, a delay in response occurs in steering.
また前輪、後輪をともに転舵する技術は従来か
ら特殊車両等で行われているものの、何れも旋回
半径を小にして車両のとりまわし性を向上させる
目的のもので、操作レバーにより前後輪の制御モ
ードを切換えることでその目的を達成するに過ぎ
ない(例えば英国特許第523656号、特公昭53−
26732号)。 In addition, technology that steers both the front and rear wheels has been used in special vehicles, etc., but in both cases, the purpose is to reduce the turning radius and improve the maneuverability of the vehicle. The purpose is simply achieved by switching the control mode (for example, British Patent No. 523656,
No. 26732).
従つて本発明の目的は、一般的に四輪車におい
ては中高速時の前輪転舵量が比較的小さい範囲に
あることに着目し、斯かる中高速時の操舵におけ
る従来装置の不具合点であつた転舵の応答遅れの
解消を、複雑なセンサ及び機構を用いることな
く、しかも発生する横力等で後輪転舵を後追い補
正することなく、簡単に感知するフアクターによ
り後輪の転舵量を予知することによつて達成し、
操舵の容易性と安定性が得られるとともに、装置
の切換操作を要することなく、旋回半径を減少せ
しめ、車両のとりまわし性の改良も併せて達成し
うる操舵装置を提供することを目的とする。 Therefore, an object of the present invention is to focus on the fact that in four-wheeled vehicles, the amount of front wheel steering at medium to high speeds is generally in a relatively small range, and to solve the problems of conventional devices in steering at medium to high speeds. The amount of steering of the rear wheels can be reduced by using a factor that easily detects the response delay of hot steering without using complicated sensors and mechanisms, and without having to correct rear wheel steering due to generated lateral force, etc. achieved by predicting
The purpose of the present invention is to provide a steering device that provides ease and stability in steering, reduces the turning radius without requiring switching operations of the device, and improves maneuverability of the vehicle. .
(問題点を解決するための手段)
前記目的を達成すべく本発明は、ハンドル操作
に連動する前輪操舵装置と、該前輪操舵装置に機
械的に連動連結される後輪操舵装置と、前輪操舵
装置から後輪操舵装置への動力伝達経路中に設け
られ、前輪の転舵量と後輪の転舵量との比を前輪
転舵量に基づいて可変とする後輪舵角関数発生装
置と、同動力伝達経路中に設けられ、前輪の所定
転舵量を境に後輪を前輪と同位相・逆位相に転舵
制御する後輪転舵方向変換装置とから車両の操舵
装置を構成する。(Means for Solving the Problems) In order to achieve the above object, the present invention provides a front wheel steering device that is linked to steering wheel operation, a rear wheel steering device that is mechanically interlocked and connected to the front wheel steering device, and a front wheel steering device that is connected to the front wheel steering device. A rear wheel steering angle function generating device that is provided in a power transmission path from the device to a rear wheel steering device and that varies a ratio between a front wheel turning amount and a rear wheel turning amount based on the front wheel turning amount. , and a rear wheel steering direction converting device which is provided in the same power transmission path and controls the steering of the rear wheels to be in the same phase or opposite phase to the front wheels based on a predetermined amount of steering of the front wheels.
具体的には、後輪舵角関数発生装置及び後輪転
舵方向変換装置は、カムに形成した平面視ほぼS
字状または逆S字状のカム溝と、該カム溝に係合
したピンとから成る。 Specifically, the rear wheel steering angle function generating device and the rear wheel steering direction converting device are formed on a cam that is approximately S in plan view.
It consists of a cam groove in the shape of a letter or inverted S, and a pin engaged with the cam groove.
(作用)
車両の旋回に必要な横加速度を得るためには低
速走行の場合は大きい舵角を要するが、高速にお
いては次第に必要な舵角は小さくなる。従つて本
発明による操舵装置によると、小さな舵角におい
ては前後輪が同位相で転舵されるので、高速走行
時の操作においては前輪と同時に後輪もすべり角
が発生してコーナリングフオースを生じるため、
車両の横加速度は短時間に運転者の意図した値に
達し、操舵の応答性は大幅に改善される。(Function) In order to obtain the lateral acceleration necessary for turning the vehicle, a large steering angle is required when driving at low speeds, but at high speeds, the required steering angle gradually becomes smaller. Therefore, according to the steering system according to the present invention, the front and rear wheels are steered in the same phase at a small steering angle, so when operating at high speed, a slip angle is generated in the rear wheels at the same time as the front wheels, and the cornering force is changed. Because it occurs,
The vehicle's lateral acceleration reaches the value intended by the driver in a short time, and steering response is significantly improved.
車速の減少に伴い必要舵角が増加すると、後輪
の舵角量が減少し、従つて前記応答性の改善の度
合も減少する事になるが、低速における操舵応答
性についてはそれ程重要性がなく、実用上問題と
はならない。 When the required steering angle increases as the vehicle speed decreases, the amount of steering angle of the rear wheels decreases, and therefore the degree of improvement in response described above also decreases, but this is not as important for steering response at low speeds. There is no problem in practice.
次に第3図乃至第6図により本発明による操舵
装置を用いた場合の車両の向きと旋回軌跡との関
係について説明する。 Next, the relationship between the direction of the vehicle and the turning locus when the steering system according to the present invention is used will be explained with reference to FIGS. 3 to 6.
図はすべて二輪におきかえて示しているが、一
般の四輪車の如く回転半径が輪距に比して十分大
きい場合は説明の正当性をそこなう虞れはない。 Although all the figures are shown with two wheels, there is no risk of impairing the validity of the explanation if the turning radius is sufficiently large compared to the wheel width of a general four-wheeled vehicle.
第3図及び第4図は従来の前輪のみを転舵する
操舵装置の例である。極低速時の旋回の場合、車
両の運動方向はタイヤの向きと一致するので、第
3図に示すように車両の方向は旋回軌跡の接線よ
り外側を向いている。車速が増加すると、前後輪
にすべり角が発生し、前後輪の運動方向はタイヤ
の平面よりも外側を向くようになる。従つて車両
の旋回中心は徐々に前方へ移動し、旋回軌跡の接
線は車両接線に対して外側へ向くようになる。即
ち第4図に示す如く車体の方向は旋回軌跡の接線
より内側を向く。 FIGS. 3 and 4 are examples of conventional steering devices that steer only the front wheels. When turning at very low speeds, the direction of movement of the vehicle coincides with the orientation of the tires, so the direction of the vehicle faces outward from the tangent to the turning trajectory, as shown in FIG. When the vehicle speed increases, a slip angle occurs in the front and rear wheels, and the direction of motion of the front and rear wheels points outward from the plane of the tire. Therefore, the turning center of the vehicle gradually moves forward, and the tangent to the turning locus begins to point outward with respect to the tangent to the vehicle. That is, as shown in FIG. 4, the direction of the vehicle body is directed inward from the tangent to the turning trajectory.
本発明による操舵装置においては、低速におけ
る旋回時には舵角の大きい領域が用いられるの
で、前後輪の転舵は逆位相となり、車両特性によ
つてカム溝を適切な形状にする事により第5図に
示す如く車両の方向と旋回軌跡の接線との差を十
分小さくする事が出来る。 In the steering system according to the present invention, since a region with a large steering angle is used when turning at low speed, the front and rear wheels are steered in opposite phases. As shown in the figure, the difference between the direction of the vehicle and the tangent to the turning trajectory can be made sufficiently small.
車速の増加に従つて一般に必要な舵角は減少す
るので、後輪の舵角は逆位相から、舵角O、同位
相と変化し、第6図に示す如く高速においても車
両方向と旋回軌跡の接線との差を小さく維持する
事が可能となる。更に本発明の操舵装置によれ
ば、最小回転半径を減少させることが出来る。即
ち車両の回転半径は操舵輪の舵角の増加につれて
減少するが、車輪と車体間に接続されているブレ
ーキホース等の寸法上の制約、車室内に突出する
ホイールハウスの寸法の制約、更に転舵輪が駆動
輪でもある場合は軸継手の可撓角の制約等のため
に最大舵角は制限され、従つて最小回転半径には
限界がある。本発明の操舵装置によれば、低速時
に前後輪を逆位相で転舵するため、最小回転半径
が1/2近く減少し、のみならず内輪差も大幅に減
少するため、狭い道路でも容易に走行でき、狭い
空間への駐車も容易となる。 Generally, the required steering angle decreases as the vehicle speed increases, so the steering angle of the rear wheels changes from the opposite phase to the steering angle O and the same phase, and as shown in Figure 6, the vehicle direction and turning trajectory are maintained even at high speeds. It is possible to keep the difference between the tangent line and the tangent line small. Furthermore, according to the steering system of the present invention, the minimum turning radius can be reduced. In other words, the turning radius of a vehicle decreases as the steering angle of the steered wheels increases, but due to dimensional constraints such as brake hoses connected between the wheels and the vehicle body, dimensional constraints of the wheel house protruding into the vehicle interior, and further When the steering wheel is also a driving wheel, the maximum steering angle is limited due to constraints on the flexibility angle of the shaft joint, and therefore there is a limit to the minimum turning radius. According to the steering system of the present invention, since the front and rear wheels are steered in opposite phases at low speeds, the minimum turning radius is reduced by nearly 1/2, and the difference between the inner wheels is also significantly reduced, making it easy to maneuver on narrow roads. This makes it easier to drive and park in tight spaces.
(実施例) 以下に添付図面を基に実施例を説明する。(Example) Examples will be described below based on the accompanying drawings.
第1図は本発明の操舵装置の一実施例を示す概
略平面図で、前輪8,9は、操舵輪7の操舵によ
る操舵軸7aの回動をラツクアンドピニオン等の
良く知られる方法によりギヤボツクス12内にお
いて直線運動に変換され、該直線運動がタイロツ
ド、ナツクルアーム13等の公知のリンケージに
より伝達され、前輪8,9が転舵される。以上の
前輪8,9の転舵機構は全く従来のものと同一で
ある。 FIG. 1 is a schematic plan view showing an embodiment of the steering system of the present invention, in which the front wheels 8 and 9 are rotated by a gearbox using a well-known method such as a rack and pinion to rotate a steering shaft 7a by steering the steering wheel 7. 12, the linear motion is transmitted by a known linkage such as a tie rod, knuckle arm 13, etc., and the front wheels 8, 9 are steered. The steering mechanism for the front wheels 8 and 9 described above is completely the same as the conventional one.
前輪8,9の転舵と連動する点14に連結され
るロツド1が後方に延出され、後方に設けられた
カムケース2内に摺動可能に内装されるカム板3
に該ロツド1は連結される。カム板3には第2図
に拡大して示す如き略逆S字型のカム溝4を設
け、該カム溝4中にはピン6が溝に沿つて摺動す
るよう係合されている。両後輪10,11を連結
し、その軸方向の移動により両後輪10,11を
転舵せしめるよう配設された後輪タイロツド5と
カム溝4中を移動するピン6とを接合し、ピン6
がカム溝4を移動することにより後輪タイロツド
5がカム溝形状に応じて軸方向に移動し、後輪が
転舵するように構成する。 A cam plate 3 having a rod 1 connected to a point 14 which is linked to the steering of the front wheels 8 and 9 extends rearward, and is slidably housed in a cam case 2 provided at the rear.
The rod 1 is connected to. The cam plate 3 is provided with a substantially inverted S-shaped cam groove 4 as shown enlarged in FIG. 2, and a pin 6 is engaged in the cam groove 4 so as to slide along the groove. A rear wheel tie rod 5 arranged to connect both rear wheels 10 and 11 and steer both rear wheels 10 and 11 by movement in the axial direction is joined to a pin 6 that moves in a cam groove 4, pin 6
By moving the cam groove 4, the rear wheel tie rod 5 moves in the axial direction according to the shape of the cam groove, and the rear wheel is steered.
次に本発明による操舵装置の作動につき説明す
る。 Next, the operation of the steering system according to the present invention will be explained.
図において、操舵輪7を右方に操舵回転する
と、前輪8,9が右方に転舵する。それと同時に
ロツド1が後方に押動され、ロツド1と連結され
るカム板3をカムケース2内で後方に摺動せしめ
る。カム板3に設けられるカム溝4は第2図に示
す如く中間の湾曲部4aよりほぼ直線状に延びる
両端部4b,4cを有する逆S字状に形成されて
おり、従つてカム板3が後方へ摺動し始めるとピ
ン6は図の右方へ移動し、後輪タイロツド5を右
軸方向へ移動せしめて後輪10,11を右へ転舵
する。更に操舵輪を右に回動するとカム板3は更
に後方へ摺動し、カム溝4に沿つて移動するピン
6の動きにより後輪の右方への舵角は最大値を経
て次第に減少し始め、更に操舵輪の舵角が増加す
ると、後輪は逆の左方へ転舵し始め、操舵輪の最
大舵角近傍では後輪の舵角は前輪舵角とほぼ同量
で、且つ逆方向への転舵となる。 In the figure, when the steering wheel 7 is steered to the right, the front wheels 8 and 9 are steered to the right. At the same time, the rod 1 is pushed rearward, causing the cam plate 3 connected to the rod 1 to slide rearward within the cam case 2. As shown in FIG. 2, the cam groove 4 provided in the cam plate 3 is formed in an inverted S-shape with both end portions 4b and 4c extending substantially linearly from an intermediate curved portion 4a. When it begins to slide rearward, the pin 6 moves to the right in the figure, moves the rear wheel tie rod 5 in the right axial direction, and steers the rear wheels 10, 11 to the right. When the steering wheel is further rotated to the right, the cam plate 3 slides further rearward, and due to the movement of the pin 6 that moves along the cam groove 4, the steering angle of the rear wheel to the right reaches its maximum value and gradually decreases. Initially, as the steering angle of the steered wheels increases further, the rear wheels begin to turn to the opposite left, and near the maximum steering angle of the steered wheels, the steering angle of the rear wheels is almost the same as the front wheel steering angle, and It becomes a turning point in the direction.
操舵輪を図の左方へ操舵する場合も、前後輪の
転舵方向が前記のものと逆になるだけで同様な作
動を示すことは図から明らかである。 It is clear from the figure that when the steered wheels are steered to the left in the figure, a similar operation is shown, only that the steering direction of the front and rear wheels is reversed.
(発明の効果)
以上のように本発明によれば、特に中高速時の
操舵における従来装置の不具合点であつた転舵の
応答遅れの解消を、複雑なセンサ及び機構を用い
ることなく、しかも発生する横力等で後輪転舵を
後追い補正することなく、簡単に感知しうる前輪
転舵量を基に後輪を前輪転舵方向と同位相に応動
させて転舵することによつて達成し、従つて簡単
な構成により中高速時の操舵応答性に優れた前後
輪の転舵制御が行え、操舵の容易性、安定性を得
ることができ、また切換操作によらずに旋回半径
を小さくして車両のとりまわし性の向上も併せて
達成することができる。(Effects of the Invention) As described above, according to the present invention, it is possible to eliminate the delay in steering response, which was a problem with conventional devices, especially in steering at medium and high speeds, without using complicated sensors and mechanisms. This is achieved by steering the rear wheels in response to the same phase as the front wheel steering direction based on the amount of front wheel steering that can be easily detected, without having to correct the rear wheel steering due to generated lateral force, etc. Therefore, with a simple configuration, it is possible to perform steering control of the front and rear wheels with excellent steering response at medium and high speeds, and to obtain ease and stability of steering. By making it smaller, it is also possible to improve the maneuverability of the vehicle.
第1図は本発明の操舵装置の一実施例を示す概
略平面図、第2図はカムの拡大図、第3図及び第
4図は従来の問題点を指摘する模式図、第5図及
び第6図は本発明の利点を説明する模式図であ
る。
尚、図面中1はロツド、3はカム板、4はカム
溝、5は後輪転舵部材、6はピン、8,9は前
輪、10,11は後輪である。
Fig. 1 is a schematic plan view showing one embodiment of the steering device of the present invention, Fig. 2 is an enlarged view of the cam, Figs. FIG. 6 is a schematic diagram illustrating the advantages of the present invention. In the drawings, 1 is a rod, 3 is a cam plate, 4 is a cam groove, 5 is a rear wheel steering member, 6 is a pin, 8 and 9 are front wheels, and 10 and 11 are rear wheels.
Claims (1)
前輪操舵装置に機械的に連動連結される後輪操舵
装置と、前輪操舵装置から後輪操舵装置への動力
伝達経路中に設けられ、前輪の転舵量と後輪の転
舵量との比を前輪転舵量に基づいて可変とする後
輪舵角関数発生装置と、同動力伝達経路中に設け
られ、前輪の所定転舵量を境に後輪を前輪と同位
相・逆位相に転舵制御する後輪転舵方向変換装置
とから成る車両の操舵装置。 2 前記後輪舵角関数発生装置及び後輪転舵方向
変換装置は、カムに形成した平面視ほぼS字状ま
たは逆S字状のカム溝と、該カム溝に係合したピ
ンとから成る特許請求の範囲第1項記載の車両の
操舵装置。[Scope of Claims] 1. A front wheel steering device that is linked to steering wheel operation, a rear wheel steering device that is mechanically interlocked and connected to the front wheel steering device, and a power transmission path from the front wheel steering device to the rear wheel steering device. A rear wheel steering angle function generating device is provided in the same power transmission path and makes the ratio between the front wheel turning amount and the rear wheel turning amount variable based on the front wheel turning amount. A vehicle steering device comprising a rear wheel steering direction conversion device that controls steering of the rear wheels to be in the same phase or opposite phase to the front wheels based on the amount of steering. 2. The rear wheel steering angle function generating device and the rear wheel steering direction converting device include a cam groove formed in a cam and having an approximately S-shape or inverted S-shape in plan view, and a pin engaged with the cam groove. A steering system for a vehicle according to item 1.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP60105316A JPS6118573A (en) | 1985-05-17 | 1985-05-17 | Steering system for car |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP60105316A JPS6118573A (en) | 1985-05-17 | 1985-05-17 | Steering system for car |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP53163681A Division JPS6044186B2 (en) | 1978-12-29 | 1978-12-29 | How to steer the vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS6118573A JPS6118573A (en) | 1986-01-27 |
JPS629476B2 true JPS629476B2 (en) | 1987-02-28 |
Family
ID=14404301
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP60105316A Granted JPS6118573A (en) | 1985-05-17 | 1985-05-17 | Steering system for car |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS6118573A (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4909528A (en) * | 1989-05-15 | 1990-03-20 | Chrysler Corporation | Rear wheel steering drive mechanism |
KR20190095538A (en) * | 2011-09-09 | 2019-08-14 | 더 케무어스 컴퍼니 에프씨, 엘엘씨 | An ink composition for a non-stick coating and a coated substrate comprising the pattern therefrom |
-
1985
- 1985-05-17 JP JP60105316A patent/JPS6118573A/en active Granted
Also Published As
Publication number | Publication date |
---|---|
JPS6118573A (en) | 1986-01-27 |
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