JPS6347670B2 - - Google Patents
Info
- Publication number
- JPS6347670B2 JPS6347670B2 JP25477987A JP25477987A JPS6347670B2 JP S6347670 B2 JPS6347670 B2 JP S6347670B2 JP 25477987 A JP25477987 A JP 25477987A JP 25477987 A JP25477987 A JP 25477987A JP S6347670 B2 JPS6347670 B2 JP S6347670B2
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- axis
- vehicle
- vehicle body
- suspension arm
- 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
- 239000000725 suspension Substances 0.000 claims description 22
- 230000000694 effects Effects 0.000 description 3
- 241001247986 Calotropis procera Species 0.000 description 2
- 238000006073 displacement reaction Methods 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
- B62D7/1554—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
- B62D7/1572—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 electro-hydraulic control means
-
- 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
- B62D7/146—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 comprising means for steering by acting on the suspension system, e.g. on the mountings of the suspension arms
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Vehicle Body Suspensions (AREA)
Description
【発明の詳細な説明】
この発明は車両の旋回時におけるサイドフオー
スにより生ずるコンプライアンスステアを制御す
るための後輪操舵装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a rear wheel steering device for controlling compliance steer caused by side force when a vehicle turns.
従来のこの種後輪操舵装置としては、例えば第
１図に示すような装置（実開昭55―147968号）が
ある。図中１は後輪、２は車軸で、この車軸２は
左右のナツクルアーム３，３′とそれぞれ一体に
形成されており、これらナツクルアーム３，３′
はキングピン４を介してサスペンシヨンビーム５
に枢支されており、またナツクルアーム３，３′
の可動側はタイロツド６により連結されており、
一方のナツクルアーム３の遊端部が油圧または空
圧シリンダ７によつて操作されるようになつてい
る。 As a conventional rear wheel steering device of this type, there is a device as shown in FIG. 1 (Japanese Utility Model Application No. 147968/1983). In the figure, 1 is a rear wheel, 2 is an axle, and this axle 2 is formed integrally with left and right knuckle arms 3, 3', respectively.
is suspension beam 5 via kingpin 4
It is pivotally supported by the nutkl arm 3, 3'
The movable side of is connected by tie rod 6,
The free end of one of the knuckle arms 3 is adapted to be operated by a hydraulic or pneumatic cylinder 7.
しかしながら、このような従来の後輪操舵装置
にあつては、後輪１を操舵するためにキングピン
４を有するサスペンシヨンが必要であつたため、
キングピンがない後輪サスペンシヨンを有する従
来型車に、第１図のような後輪操舵装置を取り付
けるには、大幅な設計変更が必要となるため、大
幅なコストの上昇がさけられないという問題点が
あつた。 However, in such a conventional rear wheel steering device, a suspension having a king pin 4 was required to steer the rear wheels 1.
The problem is that installing a rear wheel steering device like the one shown in Figure 1 on a conventional car with a rear wheel suspension without a king pin requires a major design change, which inevitably leads to a significant increase in costs. The dot was hot.
この発明は上述の問題点に着目してなされたも
ので、後輪サスペンシヨンをゴムブツシユ等の弾
性体を介して車体に連結し、その弾性体を強制的
に変形させて後輪を操舵することにより、上記の
問題点を解決することを目的とするものである。 This invention was made in view of the above-mentioned problem, and involves connecting the rear wheel suspension to the vehicle body via an elastic body such as a rubber bushing, and steering the rear wheels by forcibly deforming the elastic body. The purpose is to solve the above problems.
以下この発明を図面に基づいて説明する。第２
図および第３図は本発明をストラツト式サスペン
シヨンに実施した例を示すもので、図中８は後
輪、９はサスペンアーム、１０は車体、１１はデ
フアレンシヤルギア、１２は後輪８の駆動軸、１
３は車軸２に剛結したストラツト、１４はコイル
スプリングである。 The present invention will be explained below based on the drawings. Second
3 and 3 show an example in which the present invention is applied to a strut type suspension, in which 8 is a rear wheel, 9 is a suspension arm, 10 is a vehicle body, 11 is a differential gear, and 12 is a rear wheel 8. drive shaft, 1
3 is a strut rigidly connected to the axle 2, and 14 is a coil spring.
本実施例においては、サスペンシヨンアーム９
の後部を車軸２の軸線に近い位置Ａ（第２図参照）
において車体１０に対して連結すると共に、サス
ペンシヨンアーム９の前部を車軸２の軸線より遠
い位置Ｂ（第２図参照）において車体１０に対し
て連結する。 In this embodiment, the suspension arm 9
Place the rear part of the wheel at position A near the axis of axle 2 (see Figure 2).
At the same time, the front part of the suspension arm 9 is connected to the vehicle body 10 at a position B (see FIG. 2) far from the axis of the axle 2.
第４図はこの後部連結部Ａと前部連結部Ｂの詳
細を示すもので、図中１５は車体１０に突設した
ブラケツト、１６はアーム９の連結部に設けた外
筒、１７はこの外筒１６内に固着したゴムブツシ
ユ、１８はこのゴムブツシユ１７内に固着した内
筒、１９は前記ブラケツト１５と内筒１８を貫通
する連結ボルト、２０はそのナツトである。 Figure 4 shows the details of the rear connecting part A and the front connecting part B. In the figure, 15 is a bracket protruding from the vehicle body 10, 16 is an outer cylinder provided at the connecting part of the arm 9, and 17 is this bracket. A rubber bushing is fixed in the outer cylinder 16, an inner cylinder 18 is fixed in the rubber bushing 17, a connecting bolt 19 passes through the bracket 15 and the inner cylinder 18, and a nut 20 thereof.
また前記した後部連結部Ａの連結軸線Ｃを略車
両の前後方向に向けると共に、前部連結部Ｂの連
結軸線Ｄを車両の前後方向線に対して傾斜させ、
これらの軸線Ｃ，Ｄを車体の内側方において交差
するようにする。Ｅ（第２図参照）はその交点で
ある。 Further, the connection axis C of the rear connection part A is directed substantially in the longitudinal direction of the vehicle, and the connection axis D of the front connection part B is inclined with respect to the longitudinal direction of the vehicle,
These axes C and D are made to intersect on the inside of the vehicle body. E (see Figure 2) is the intersection.
またサスペンシヨンアーム９の前部連結部Ｂに
近い位置にブラケツト９ａを突設し、このブラケ
ツト９ａと車体１０との間に、前輪操舵装置の作
動を検出して作動するアクチユエータである油圧
シリンダ２１を連結すると共に、この油圧シリン
ダ２１と車体１０との連結部Ｆ（第２図参照）を
前後部連結部の各中心点O1，O2を結ぶ線Ｇに配
置して後輪操舵装置を構成する。 Further, a bracket 9a is provided protruding from a position close to the front connecting portion B of the suspension arm 9, and between this bracket 9a and the vehicle body 10, a hydraulic cylinder 21, which is an actuator that operates upon detecting the operation of the front wheel steering device, is installed. At the same time, the connecting part F between the hydraulic cylinder 21 and the vehicle body 10 (see Fig. 2) is arranged on the line G connecting the center points O 1 and O 2 of the front and rear connecting parts, and the rear wheel steering system is installed. Configure.
また２２（第２図参照）は油圧シリンダ２１を
制御するための電磁比例スプールバルブで、２２
ａ，２２ｂはソレノイドである。２３はオイルポ
ンプ、２４はオイルタンク、２５は車両のハンド
ル、２６はこのハンドル２５の操作量を検出する
舵角検出器、２７はこの舵角検出器２６の出力信
号を増幅してソレノイド２２ａまたは２２ｂに入
力してバルブ２２を制御する増幅器である。 22 (see Figure 2) is an electromagnetic proportional spool valve for controlling the hydraulic cylinder 21;
a and 22b are solenoids. 23 is an oil pump, 24 is an oil tank, 25 is a steering wheel of the vehicle, 26 is a steering angle detector that detects the amount of operation of the steering wheel 25, and 27 is a steering angle detector that amplifies the output signal of this steering angle detector 26 and outputs it to the solenoid 22a or 22b to control the valve 22.
つぎに上述のように構成した本発明装置の作用
を説明する。すなわちハンドル２５を右に切つて
車両が右旋回すると、舵角検出器２６、増幅器２
７を介してバルブ２２が操作され油圧シリンダ２
１のピストンロツドが引き込むことによりサスペ
ンシヨンアーム９および後輪８が第２図の鎖線の
ように変位するが、この実施例においては油圧シ
リンダ２１の車体側連結点Ｆを、サスペンシヨン
アーム９の揺動軸線Ｇ上にほぼ一致させてあるた
め、後輪８の上下に伴なうサスペンシヨンアーム
９の揺動によつても、油圧シリンダ２１に不必要
なストロークが発生しないという効果が得られ
る。 Next, the operation of the apparatus of the present invention constructed as described above will be explained. That is, when the steering wheel 25 is turned to the right and the vehicle turns to the right, the steering angle detector 26 and the amplifier 2
The valve 22 is operated via the hydraulic cylinder 2
When the piston rod 1 is retracted, the suspension arm 9 and the rear wheel 8 are displaced as shown by the chain line in FIG. Since it is substantially aligned with the dynamic axis G, it is possible to obtain the effect that unnecessary stroke does not occur in the hydraulic cylinder 21 even when the suspension arm 9 swings as the rear wheel 8 moves up and down.
また第４図に示すように、各外筒１６内のゴム
ブツシユ１７は矢印Ｘ方向の剛性が小さく、矢印
Ｙ方向の剛性が大きいから、油圧シリンダ２１の
操作によるサスペンシヨンアーム９および後輪８
の変位は第２図の鎖線のようになる。 Further, as shown in FIG. 4, the rubber bushings 17 in each outer cylinder 16 have low rigidity in the direction of arrow X and high rigidity in the direction of arrow Y, so that the suspension arm 9 and the rear wheel 8 are
The displacement is as shown by the chain line in FIG.
すなわちこの場合車輪軸線に近い後部連結部Ａ
は横力に対して剛性が大で、前後力に対して剛性
が小である。 That is, in this case, the rear connection A near the wheel axis
has high rigidity against lateral force and low rigidity against longitudinal force.
したがつて本発明装置は路面からうける外乱の
影響が少ないため、その分作動誤差も少なくな
る。 Therefore, since the device of the present invention is less affected by disturbances from the road surface, operational errors are also reduced accordingly.
また車輪軸線に遠い前部連結部Ｂは横方向にも
変位し易いため、アクチユエータが小型でも十分
その目的を達成することができる。 Further, since the front connecting portion B, which is far from the wheel axis, is easily displaced in the lateral direction, even if the actuator is small, the purpose can be sufficiently achieved.
以上説明してきたようにこの発明によれば、サ
スペンシヨンをゴムブツシユ等の弾性体を介して
車体に取り付け、このゴムブツシユ等の弾性体を
別に設けた油圧シリンダまたは空圧シリンダ等の
アクチユエータによりたわませることにより、後
輪を転舵するようにしたため、従来の車両に大幅
な設計変更をせずに、後輪操舵装置を設けること
ができるという効果が得られる。 As explained above, according to the present invention, the suspension is attached to the vehicle body via an elastic body such as a rubber bush, and the elastic body such as the rubber bush is deflected by a separately provided actuator such as a hydraulic cylinder or a pneumatic cylinder. As a result, since the rear wheels are steered, it is possible to provide a rear wheel steering device to a conventional vehicle without making a major design change.
また本発明は油圧または空圧シリンダ等のアク
チユエータをゴムブツシユ等の弾性体と別に設け
たから、高圧の油圧または空圧を使用することが
できる上に、ゴムブツシユ等の弾性体の強度およ
び耐久性上の心配がなくなるという効果も得られ
る。 Further, in the present invention, since an actuator such as a hydraulic or pneumatic cylinder is provided separately from an elastic body such as a rubber bushing, high-pressure oil pressure or pneumatic pressure can be used, and the strength and durability of the elastic body such as a rubber bushing is improved. It also has the effect of eliminating worries.
さらに本発明においては、車輪を支持するサス
ペンシヨンアームを車輪軸線に近い後部連結部
と、車輪軸線より遠い前部連結部により枢支し、
後部連結部の連結軸線を略車両の前後方向に向け
ると共に、前部連結部の連結軸線を車両の前後方
向線に対して傾斜させ、サスペンシヨンアームの
前部連結部に近い位置と車体との間に、前輪操舵
装置の作動を検出して作動するアクチユエータを
連結したから、路面からうける外乱を少なくする
と共に、作動誤差も少なくすることができる上
に、アクチユエータは小型でも十分その目的が達
成できるという効果が得られる。 Furthermore, in the present invention, the suspension arm that supports the wheel is pivotally supported by a rear connecting portion close to the wheel axis and a front connecting portion farther from the wheel axis,
The connection axis of the rear connection part is oriented substantially in the longitudinal direction of the vehicle, and the connection axis of the front connection part is inclined with respect to the longitudinal direction of the vehicle, so that the position near the front connection part of the suspension arm and the vehicle body are In between, we connected an actuator that detects the operation of the front wheel steering system and activates it, which reduces disturbances from the road surface and reduces operational errors, and even the actuator is small enough to achieve its purpose. This effect can be obtained.
第１図は従来の後輪操舵装置の一例を示す平面
図、第２図はストラツト式サスペンシヨンに本発
明を実施した状態を示す平面図、第３図はその立
面図、第４図はサスペンシヨンアームと車体との
連結部を示す断面図である。
８…後輪、９…サスペンシヨンアーム、１０…
車体、１３…ストラツト、１５…ブラケツト、１
６…外筒、１７…ゴムブツシユ（弾性体）、１８
…内筒、１９…連結ボルト（連結軸）、２１…油
圧シリンダ（アクチユエータ）。
Fig. 1 is a plan view showing an example of a conventional rear wheel steering device, Fig. 2 is a plan view showing the present invention applied to a strut type suspension, Fig. 3 is an elevational view thereof, and Fig. 4 is a plan view showing an example of a conventional rear wheel steering device. FIG. 3 is a cross-sectional view showing a connecting portion between a suspension arm and a vehicle body. 8...Rear wheel, 9...Suspension arm, 10...
Vehicle body, 13... Strut, 15... Bracket, 1
6...Outer cylinder, 17...Rubber bushing (elastic body), 18
...Inner cylinder, 19...Connection bolt (connection shaft), 21...Hydraulic cylinder (actuator).
Claims (1)
軸線に近い後部連結部と、車輪軸線より遠い前部
連結部とを有し、それぞれ弾性体を介して車体に
連結した後輪サスペンシヨンにおいて、後部連結
部の連結軸線を略車両の前後方向に向けると共
に、前部連結部の連結軸線を車両の前後方向線に
対して傾斜させ、サスペンシヨンアームの前部連
結部に近い位置と車体との間に、前輪操舵装置の
作動を検出して作動するアクチユエータを連結す
ると共に、アクチユエータと車体との連結部を前
後部連結部の各中心点を結ぶ線上に配置したこと
を特徴とする後輪操舵装置。1 In a rear wheel suspension in which the suspension arm that supports the wheel has a rear connection part close to the wheel axis and a front connection part farther from the wheel axis, each of which is connected to the vehicle body via an elastic body, the rear connection part The connecting axis of the suspension arm is directed substantially in the longitudinal direction of the vehicle, and the connecting axis of the front connecting part is inclined with respect to the longitudinal direction of the vehicle, so that a position between the suspension arm near the front connecting part and the vehicle body is provided. A rear wheel steering device, characterized in that an actuator that detects and operates the front wheel steering device is connected, and a connecting portion between the actuator and a vehicle body is arranged on a line connecting each center point of the front and rear connecting portions.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25477987A JPS63121572A (en) | 1987-10-12 | 1987-10-12 | Rear-wheel steering gear |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25477987A JPS63121572A (en) | 1987-10-12 | 1987-10-12 | Rear-wheel steering gear |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57097366A Division JPS58214469A (en) | 1982-06-07 | 1982-06-07 | Rear wheel steering device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63121572A JPS63121572A (en) | 1988-05-25 |
| JPS6347670B2 true JPS6347670B2 (en) | 1988-09-22 |
Family
ID=17269766
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP25477987A Granted JPS63121572A (en) | 1987-10-12 | 1987-10-12 | Rear-wheel steering gear |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63121572A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11112568B2 (en) | 2005-06-08 | 2021-09-07 | Commscope, Inc. Of North Carolina | Connectorized fiber optic cabling assembly |
-
1987
- 1987-10-12 JP JP25477987A patent/JPS63121572A/en active Granted
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11112568B2 (en) | 2005-06-08 | 2021-09-07 | Commscope, Inc. Of North Carolina | Connectorized fiber optic cabling assembly |
| US11474309B2 (en) | 2005-06-08 | 2022-10-18 | Commscope, Inc. Of North Carolina | Connectorized fiber optic cabling assembly |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS63121572A (en) | 1988-05-25 |
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