JPS6363425B2 - - Google Patents
Info
- Publication number
- JPS6363425B2 JPS6363425B2 JP60105315A JP10531585A JPS6363425B2 JP S6363425 B2 JPS6363425 B2 JP S6363425B2 JP 60105315 A JP60105315 A JP 60105315A JP 10531585 A JP10531585 A JP 10531585A JP S6363425 B2 JPS6363425 B2 JP S6363425B2
- Authority
- JP
- Japan
- Prior art keywords
- steering
- wheels
- rear wheels
- vehicle
- wheel
- 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
- 238000010586 diagram Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 230000007423 decrease Effects 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction 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
- 238000007493 shaping process 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
- B62D7/1518—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
ものである。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。(Problems to be Solved by the Invention) However, these known techniques have a technical problem with the sideslip angle or G sensor that controls the steering of the rear wheels.
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を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）。尚、英国特許第523656号においては、
カムを利用して前輪転舵に対し後輪を逆位相転舵
するものであり、また前輪または後輪の一方が転
舵されると他方の転舵が自動的ロツクにより禁止
されるようになつており、つまり前輪と後輪の同
時転舵が行えない。 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). Furthermore, in British Patent No. 523656,
A cam is used to steer the rear wheels in opposite phase to the front wheels, and when one of the front wheels or rear wheels is steered, steering of the other wheel is automatically prohibited. This means that the front and rear wheels cannot be steered at the same time.
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、複雑なセンサ及び機構を用い
ることなく、簡単に感知するフアクターにより後
輪の転舵方向を予知することによつて、ハンドル
操作により同方向に前輪と後輪を連動して転舵す
るとともに、前輪転舵量に応じて前輪と後輪の転
舵比を制御することで、中高速時における操舵の
容易性と安定性が得られるようにした車両の操舵
装置を提供するにある。 Therefore, an object of the present invention is to focus on the fact that the amount of front wheel turning at medium to high speeds in four-wheeled vehicles is generally in a relatively small range, and to easily detect the amount without using complicated sensors and mechanisms. By predicting the steering direction of the rear wheels using a factor, the front and rear wheels are steered in the same direction in conjunction with the steering wheel operation, and the steering ratio of the front and rear wheels is adjusted according to the amount of front wheel steering. An object of the present invention is to provide a steering device for a vehicle that allows easy and stable steering at medium to high speeds by controlling the speed of the vehicle.
（問題点を解決するための手段）
以上の問題を解決して目的を達成すべく本発明
は、ハンドル操作に連動して前輪を転舵する前輪
転舵装置と、この前輪転舵装置と機械的に連結さ
れて後輪を転舵する後輪転舵装置と、を有する前
後輪操舵車両において、前輪転舵装置と後輪転舵
装置との連結経路中にカムとこのカム面に係合す
る係合部材からなり、ハンドル操作により同方向
に前輪と後輪が連動して転舵され、且つ前輪転舵
量に応じて前輪と後輪の転舵比を制御する舵角関
数発生装置を介設したこと、を特徴とする。(Means for Solving the Problems) In order to solve the above problems and achieve the purpose, the present invention provides a front wheel steering device that steers the front wheels in conjunction with steering wheel operation, and a machine that uses this front wheel steering device. In a front and rear wheel steered vehicle having a rear wheel steering device that is connected to the rear wheel steering device to steer the rear wheels, a cam and an engagement that engages with the cam surface are provided in a connecting path between the front wheel steering device and the rear wheel steering device. The front wheels and rear wheels are interlocked and steered in the same direction by steering wheel operation, and are equipped with a steering angle function generator that controls the steering ratio of the front wheels and rear wheels according to the amount of front wheel steering. It is characterized by what has been done.
（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、中高速に
おいては次第に必要な舵角は小さくなる。(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 the required steering angle gradually becomes smaller at medium and high speeds.
本発明に係る操舵装置によると、小さな舵角に
おいてはハンドル操作により同位相で前後輪が連
動して転舵され、且つ前輪転舵量に応じて前後輪
の転舵比が制御されるので、中高速走行時の操舵
においては前輪と同時に後輪にもすべり角が発生
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、
操舵の容易性と安定性が得られる。 According to the steering device according to the present invention, at a small steering angle, the front and rear wheels are steered in conjunction with each other in the same phase by steering wheel operation, and the steering ratio of the front and rear wheels is controlled according to the amount of front wheel steering. When steering during medium-high speed driving, a slip angle occurs in both the front wheels and the rear wheels, creating a cornering force, so the lateral acceleration of the vehicle reaches the value intended by the driver in a short time.
Ease of steering and stability can be obtained.
次に本発明に係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模式図を基に
説明する。 Next, the relationship between the direction of the vehicle and the turning trajectory when using the steering device according to the present invention will be explained based on a schematic diagram.
模式図で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 schematic diagrams 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, such as in a general four-wheeled vehicle.
先ず第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。 First, FIGS. 3 and 4 are examples of conventional steering devices that steer only the front wheels.
従来は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軸線
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。 Conventionally, when turning at very low speeds, the direction of motion of the vehicle coincides with the direction 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 vehicle axis. That is, as shown in FIG. 4, the direction of the vehicle body is directed inward from the tangent to the turning trajectory.
これに対し本発明に係る操舵装置においては、
実施例のもので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
状にすることにより第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ことが
できる。 On the other hand, in the steering device according to the present invention,
In the embodiment, a region with a large steering angle is used when turning at low speeds, so the front and rear wheels are steered in opposite phases, and by shaping the cam grooves appropriately according to the vehicle characteristics, as shown in Fig. 5. 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０、同位相
と変化する。 Generally, the required steering angle decreases as the vehicle speed increases, so the steering angle of the rear wheels changes from an opposite phase to a steering angle of 0 to the same phase.
そして本発明の操舵装置によれば、ハンドル操
作に連動する前輪転舵装置とこれに機械的に連結
された後輪転舵装置との連結経路中に介設したカ
ムとこのカム面に係合する係合部材からなる舵角
関数発生装置によつて、ハンドル操作により同方
向に前輪と後輪を連動して転舵し、且つ前輪転舵
量に応じて前輪と後輪の転舵比を制御するように
したため、第６図に示す如く中高速においても車
両方向と旋回軌跡の接線との差を小さく維持する
ことができ、従つて中高速時における操舵の容易
性、安定性を得ることができる。 According to the steering device of the present invention, the cam surface engages with a cam interposed in the connection path between the front wheel steering device linked to steering wheel operation and the rear wheel steering device mechanically connected thereto. A steering angle function generator consisting of an engaging member turns the front wheels and rear wheels in the same direction in conjunction with steering wheel operation, and controls the steering ratio of the front wheels and rear wheels according to the amount of front wheel turning. As a result, as shown in Fig. 6, the difference between the vehicle direction and the tangent to the turning trajectory can be maintained small even at medium to high speeds, and it is therefore possible to obtain ease and stability of steering at medium to high speeds. can.
（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、操舵輪７の操舵による操舵軸７ａの
回動はラツクアンドピニオン等の良く知られる装
置によりギヤボツクス１２内において直線運動に
変換され、この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
て前輪８，９は転舵される。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 one embodiment of the steering system of the present invention, in which the rotation of the steering shaft 7a due to the steering of the steering wheels 7 is converted into linear motion within the gear box 12 by a well-known device such as a rack and pinion. This linear motion is transmitted by known linkages such as tie rods and knuckle arms 13, and the front wheels 8 and 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、
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。後輪１０，１１を連結し、その
軸方向の移動により後輪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
４形状に応じて軸方向に移動し、後輪１０，１１
が転舵されるように構成する。 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.
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.
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 the rear wheels 10 and 11 and steer the rear wheels 10 and 11 by moving in the axial direction is joined to a pin 6 that moves in the cam groove 4. is the cam groove 4
By moving the rear wheel tie rod 5, the rear wheel tie rod 5 moves in the axial direction according to the shape of the cam groove 4, and the rear wheels 10, 11
is configured so that it is steered.
以上によりハンドル操作に連動して前輪を転舵
する前輪転舵装置と、この前輪転舵装置と機械的
に連結されて後輪を転舵する後輪転舵装置と、を
有する前後輪転舵車両において、前輪転舵装置と
後輪転舵装置との連結経路中にカムとこのカム面
に係合する係合部材からなり、ハンドル操作によ
り同方向に前輪と後輪が連動して転舵され、且つ
前輪転舵量に応じて前輪と後輪の転舵比を制御す
る舵角関数発生装置を介設する。 As described above, in a front and rear wheel steered vehicle having a front wheel steering device that steers the front wheels in conjunction with steering wheel operation, and a rear wheel steering device that is mechanically connected to the front wheel steering device and steers the rear wheels. , consisting of a cam and an engagement member that engages with the cam surface in a connecting path between the front wheel steering device and the rear wheel steering device, and the front wheels and rear wheels are steered in conjunction with each other in the same direction by handle operation, and A steering angle function generator is provided to control the steering ratio of the front wheels and rear wheels according to the amount of front wheel turning.
次に作動につき説明する。 Next, the operation will be explained.
図において、例えば操舵輪７を右方に操舵回転
すると、前輪８，９が右方に転舵される。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７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１０，１１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７の舵角が増加すると、後輪１０，１１は逆
の左方へ転舵し始め、操舵輪７の最大舵角近傍で
は後輪１０，１１の舵角は前輪８，９舵角とほぼ
同量で、且つ逆方向への転舵となる。 In the figure, for example, 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. The cam groove 4 provided in the cam plate 3 is the second
As shown in the figure, it is formed in an inverted S-shape with both ends 4b and 4c extending substantially linearly from the intermediate curved part 4a. Therefore, when the cam plate 3 begins to slide rearward, the pin 6 will move as shown in the figure. The vehicle moves to the right, 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 7 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 rightward steering angle of the rear wheels 10 and 11 reaches its maximum value. As the steering angle of the steered wheels 7 increases, the rear wheels 10 and 11 begin to turn to the opposite left, and near the maximum steering angle of the steered wheels 7, the steering angle of the rear wheels 10 and 11 decreases. is approximately the same amount as the steering angle of the front wheels 8 and 9, and is steered in the opposite direction.
操舵輪７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 7 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.
ところで実施例の操舵装置によれば、最小回転
半径を減少させることができる。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。
実施例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。 By the way, according to the steering device of the embodiment, the minimum turning radius can be reduced. In other words, the turning radius of the vehicle decreases as the steering angle of the steered wheels increases;
There are dimensional restrictions on the brake hoses etc. connected between the wheels and the vehicle body, dimensional restrictions on the wheel house that protrudes into the vehicle interior, and further restrictions on the flexibility angle of the shaft coupling if the steered wheels are also drive wheels. Therefore, the maximum steering angle is limited, and therefore the minimum turning radius is limited.
According to the steering system of the embodiment, since the front and rear wheels are steered in opposite phases at low speeds, the minimum turning radius is reduced by nearly half, and the difference between the inner wheels is also significantly reduced.
This makes it easier to drive on narrow roads and park in tight spaces.
（発明の効果）
以上のように本発明の操舵装置によれば、簡単
な構成により前後輪の同位相転舵制御が行え、即
ちハンドル操作に連動する前輪転舵装置とこれに
機械的に連結された後輪転舵装置との連結経路中
に介設したカムとこのカム面に係合する係合部材
からなる舵角関数発生装置によつて、ハンドル操
作により同方向に前輪と後輪を連動して転舵する
とともに、前輪転舵量に応じて前輪と後輪の転舵
比を制御するようにしたため、中高速時における
操舵の容易性、安定性を得ることができる。(Effects of the Invention) As described above, according to the steering device of the present invention, the same phase steering control of the front and rear wheels can be performed with a simple configuration, that is, the front wheel steering device is linked to the steering wheel operation and is mechanically connected thereto. A steering angle function generating device consisting of a cam interposed in the connection path with the rear wheel steering device and an engagement member that engages with the cam surface allows the front and rear wheels to be linked in the same direction by steering wheel operation. Since the steering ratio between the front wheels and the rear wheels is controlled according to the amount of front wheel turning, it is possible to achieve ease and stability of steering at medium and high speeds.
第１図は本発明に係る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図と
第４図は従来の問題点を指摘する模式図、第５図
は実施例の操舵装置による他の利点を説明する模
式図、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は連結部材、３はカム、６は係
合部材である。
Fig. 1 is a schematic plan view showing one embodiment of the steering device according to the present invention, Fig. 2 is an enlarged view of the cam, Figs. 3 and 4 are schematic diagrams pointing out the problems of the conventional system, and Fig. 5 6 is a schematic diagram illustrating other advantages of the steering device of the embodiment, and FIG. 6 is a schematic diagram illustrating the advantages of the present invention. In the drawings, 1 is a connecting member, 3 is a cam, and 6 is an engaging member.
Claims (1)
転舵装置と、 この前輪転舵装置と機械的に連結されて後輪を
転舵する後輪転舵装置と、 を有する前後輪操舵車両において、 前輪転舵装置と後輪転舵装置との連結経路中に
カムとこのカム面に係合する係合部材からなり、
ハンドル操作により同方向に前輪と後輪が連動し
て転舵され、且つ前輪転舵量に応じて前輪と後輪
の転舵比を制御する舵角関数発生装置を介設した
こと、 を特徴とする車両の操舵装置。[Scope of Claims] 1. A front wheel steering device that steers the front wheels in conjunction with steering wheel operation, and a rear wheel steering device that is mechanically connected to the front wheel steering device and steers the rear wheels. In a vehicle with front and rear wheel steering, a connecting path between a front wheel steering device and a rear wheel steering device includes a cam and an engagement member that engages with the cam surface,
The front wheels and rear wheels are steered in conjunction with each other in the same direction by steering wheel operation, and a steering angle function generator is installed to control the steering ratio of the front wheels and rear wheels according to the amount of front wheel steering. A steering system for a vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10531585A JPS6118572A (en) | 1985-05-17 | 1985-05-17 | Steering of car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10531585A JPS6118572A (en) | 1985-05-17 | 1985-05-17 | Steering of 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 |
|---|---|
| JPS6118572A JPS6118572A (en) | 1986-01-27 |
| JPS6363425B2 true JPS6363425B2 (en) | 1988-12-07 |
Family
ID=14404272
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10531585A Granted JPS6118572A (en) | 1985-05-17 | 1985-05-17 | Steering of car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6118572A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63247171A (en) * | 1987-04-03 | 1988-10-13 | Mazda Motor Corp | Four-wheel steering device for vehicle |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB523656A (en) * | 1938-10-17 | 1940-07-19 | William Martin Blagden | Improvements in or relating to steering mechanism for motor vehicles |
| JPS5261024A (en) * | 1975-11-13 | 1977-05-20 | Takemochi Ishii | Steering control system for fourrwheel steered vehicle |
| JPS5591458A (en) * | 1978-12-29 | 1980-07-11 | Honda Motor Co Ltd | Steering device for rolling stock |
| JPS6044186A (en) * | 1983-08-23 | 1985-03-09 | 黒木 耕三 | Device for joining cut surface of ring |
-
1985
- 1985-05-17 JP JP10531585A patent/JPS6118572A/en active Granted
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB523656A (en) * | 1938-10-17 | 1940-07-19 | William Martin Blagden | Improvements in or relating to steering mechanism for motor vehicles |
| JPS5261024A (en) * | 1975-11-13 | 1977-05-20 | Takemochi Ishii | Steering control system for fourrwheel steered vehicle |
| JPS5591458A (en) * | 1978-12-29 | 1980-07-11 | Honda Motor Co Ltd | Steering device for rolling stock |
| JPS6044186A (en) * | 1983-08-23 | 1985-03-09 | 黒木 耕三 | Device for joining cut surface of ring |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6118572A (en) | 1986-01-27 |
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