WO2016039312A1 - Steering device and vehicle running mode switching method - Google Patents

Steering device and vehicle running mode switching method Download PDF

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Publication number
WO2016039312A1
WO2016039312A1 PCT/JP2015/075406 JP2015075406W WO2016039312A1 WO 2016039312 A1 WO2016039312 A1 WO 2016039312A1 JP 2015075406 W JP2015075406 W JP 2015075406W WO 2016039312 A1 WO2016039312 A1 WO 2016039312A1
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WO
WIPO (PCT)
Prior art keywords
wheel
knuckle
vehicle
kingpin
kingpin shaft
Prior art date
Application number
PCT/JP2015/075406
Other languages
French (fr)
Japanese (ja)
Inventor
井口　和幸
Original Assignee
Ntn株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from JP2014185143A external-priority patent/JP2016055804A/en
Priority claimed from JP2015145034A external-priority patent/JP2017007633A/en
Application filed by Ntn株式会社 filed Critical Ntn株式会社
Publication of WO2016039312A1 publication Critical patent/WO2016039312A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • 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
    • 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
    • B62D7/18—Steering knuckles; King pins

Definitions

  • the present invention relates to a steering device employed in a vehicle that can switch a traveling mode between a normal traveling mode and a special traveling mode such as in-situ rotation, and a method for switching a traveling mode of a vehicle that employs the steering device. .
  • Ackerman-Jantou type is used to steer the wheels using a steering link mechanism that connects the left and right wheels (hereinafter collectively referred to as "wheels” including tires, wheels, hubs, in-wheel motors, etc.)
  • wheels including tires, wheels, hubs, in-wheel motors, etc.
  • This steering device has a tie rod and a knuckle arm, and acts so that the left and right wheels have the same center of rotation when the vehicle rotates.
  • This steering device for example, there is a configuration shown in Patent Document 1 below.
  • This steering device is provided with a steering link mechanism for left and right wheels using tie rods and knuckle arms on at least one of the front wheel side and the rear wheel side, and the tie rod length, the distance between the left and right tie rods, or the angle between each wheel and the knuckle arm
  • By providing an actuator that changes this all the normal traveling, parallel movement, and small traveling are smoothly performed, and excellent responsiveness is ensured.
  • the steering device shown in the following Patent Document 2 is disposed between the left and right wheels of the front and rear wheels, and can rotate around an axis, and the rotation direction of the divided steering shaft between the left and right divided steering shafts.
  • Patent Document 3 discloses a technology of a four-wheel steered vehicle in which an actuator is operated in accordance with the steering of the front wheels to steer the rear wheels.
  • Japanese Patent Application Laid-Open No. 2004-228561 discloses a technique of a steering device in which a toe adjustment of the left and right wheels is performed by moving a rack housing connecting the left and right wheels in the front-rear direction to improve running stability.
  • the front wheels which are the main steered wheels
  • the rear wheels which are the follower steered wheels
  • the rotation center of the front wheel and the rear wheel is not at the same position.
  • the vehicle rotates in a posture in which the rear wheels enter the inside of the rotation circle due to the inner wheel difference
  • the vehicles rotate in a posture in which the front wheels enter the inside of the rotation circle by centrifugal force.
  • the technique described in Patent Document 1 allows the vehicle to move in the lateral direction, turn around, and the like.
  • the technique described in Patent Document 2 has a complicated structure due to its mechanism, and uses a large number of gears to steer the wheels by the rotation of the rack bar. For this reason, rattling is likely to occur between the gears, and it is difficult to smoothly steer the wheels.
  • Patent Document 3 is an example of a conventional four-wheel steering device and enables rear wheel steering, but it is difficult to move in the lateral direction only with this mechanism.
  • Patent Document 4 has a problem that it can not adjust to a lateral movement or a small turn of the vehicle while toe adjustment is possible.
  • each of the rack bars is connected to one of the left and right wheels via a tie rod, and the rack bar is movable in the opposite direction with respect to the synchronous gear box by a synchronous gear held by the synchronous gear box.
  • the two rack bars are each provided with a pinion gear that meshes with the rack bar, and a coupling mechanism is provided between the two pinion gears so that the rotation shafts of both the pinion gears can be coupled or separated.
  • both rack bars When this coupling mechanism is coupled, both rack bars can be moved together in the same direction by the same distance, that is, the left and right wheels can be steered in the same direction.
  • both rack bars can be moved in the opposite direction by the same distance, that is, the left and right wheels can be steered in the opposite direction.
  • turning the left and right wheels in the same direction corresponds to normal turning in a general vehicle.
  • turning the left and right wheels in the reverse direction corresponds to switching the travel mode from the normal travel mode to a special travel mode such as spot rotation or lateral movement.
  • Both the normal turning and the switching of the traveling mode are transmitted to the wheel side through a tie rod as a rotation around one kingpin axis of a knuckle provided on each wheel. If this steering device is mounted on a vehicle, a special travel mode such as in-situ rotation and lateral movement can be performed, and a change from the normal travel mode to the special travel mode can be performed smoothly.
  • Japanese Patent Laid-Open No. 04-262971 Japanese Patent No. 4635754 Utility Model Registration No. 2600374 JP 2003-127876
  • Japanese Patent Application No. 2013-158876 Japanese Patent Laid-Open No. 2015-44565
  • an object of the present invention is to realize a steering device having a switching function from the normal travel mode to the special travel mode with a simple configuration.
  • a knuckle provided in a chassis via a suspension device, a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device,
  • a steering device includes a second kingpin shaft that rotates the wheel in a direction corresponding to a traveling mode of the vehicle with respect to the knuckle.
  • the first kingpin axis is involved in normal steering while the second kingpin axis is in the travel mode. Can be involved in switching.
  • the vehicle further includes first drive means for turning the wheel around the first kingpin axis, and second drive means for turning the wheel around the second kingpin axis. It is preferable to adopt a configuration.
  • the tie rod of the steering device is connected to the first kingpin shaft side, and the steering device only has to perform normal steering. Therefore, a general rack and pinion is used as the first drive means of the steering device. A formula can be adopted. For this reason, the structure can be simplified and the mounting property to a vehicle can be ensured.
  • the second king pin shaft side is provided with a second driving means that is a travel mode switching mechanism.
  • a second driving means that is a travel mode switching mechanism.
  • an in-wheel motor is mounted inside the wheel, the in-wheel motor is driven to rotate the wheel, and the wheel is rotated around the second kingpin axis by this rotational force. It is convenient and preferable to make it move. By operating this switching mechanism, the vehicle driving mode can be switched smoothly.
  • the first kingpin shaft and the second kingpin shaft are either of a configuration that actually includes a shaft body or a configuration that does not actually have a shaft body and rotates around a predetermined rotation axis. Also good.
  • a lock mechanism for fixing the rotation of the wheel around the second kingpin axis.
  • the knuckle is rotated around the first kingpin axis in accordance with the steering operation of the wheel, while the rotation of the wheel around the second kingpin axis is It is preferable to adopt a configuration that is performed in accordance with a change operation of the traveling mode of the vehicle.
  • the first kingpin axis and the second kingpin axis are set to an inclination angle suitable for each rotation axis. The wheel can be steered and the driving mode can be switched more smoothly.
  • a steering device capable of turning the wheels in the same direction left and right around the first kingpin shaft;
  • the lock mechanism can further include a lock mechanism that can lock the rotation of the wheel around the second kingpin axis at a position corresponding to each travel mode.
  • the configuration generally used as the steering device of this steering device is A simple rack and pinion type can be employed. For this reason, while being able to aim at the weight reduction and manufacturing cost reduction of a steering apparatus, the mounting property to a vehicle can also be improved.
  • the first kingpin shaft and the second kingpin shaft are either of a configuration that actually includes a shaft body or a configuration that does not actually have a shaft body and rotates around a predetermined rotation axis. Also good.
  • the steering angle can be adjusted to adjust the turning angle of the left and right wheels in each travel mode. Furthermore, by turning the rotation around the second kingpin axis and performing the steering operation, the knuckle is moved around the second kingpin axis while the wheel cannot be steered by friction with the road surface. It can rotate and can switch a driving mode.
  • At least one of the front and rear wheels further includes a drive source for turning the wheel around the second kingpin axis.
  • the driving force by the drive source can be used in combination with the switching of the travel mode, and the travel mode can be switched more smoothly.
  • the first kingpin shaft and the second kingpin shaft are arranged such that the scrub radius of the second kingpin shaft is larger than the scrub radius of the first kingpin shaft. Is preferred.
  • the scrub radius is the distance between the point at which the kingpin axis intersects the ground and the center of the tire's ground contact surface.
  • the scrub radius along with the position and inclination of the kingpin axis, affects the vehicle's running characteristics and turning characteristics. It has a big impact. Specifically, when the scrub radius is increased, the switching characteristics of the driving mode by the switching mechanism are improved, but the driving characteristics of the vehicle may be deteriorated.
  • the kingpin axis is configured separately with the first kingpin axis and the second kingpin axis, the first kingpin axis is used for wheel steering operation, and the second kingpin axis is used for switching the driving mode. By functioning, it is possible to achieve both of ensuring the traveling characteristics and ensuring the switching characteristics of the traveling mode by the switching mechanism.
  • the second drive means (drive source) for turning the wheel around the second kingpin axis is an in-wheel motor, a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, a motor, a reducer, or the like. It is preferable that the power source be configured as follows.
  • the wheel corresponds to the traveling mode of the vehicle with respect to the suspension device according to the switching operation of the traveling mode of the vehicle. It can also be set as the structure provided with the kingpin axis
  • the kingpin shaft related to the travel mode switching mechanism in each configuration described above, the second If the wheel is rotated by a switching mechanism around (around the kingpin axis), the driving mode of the two wheels that are not involved in normal steering can be switched.
  • a knuckle provided on the chassis via a suspension device on at least one of the front and rear wheels, a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device, and the knuckle And a second kingpin shaft that rotates the wheel in a direction corresponding to the vehicle driving mode, and when the vehicle driving mode is changed by the steering device, either the front or rear side
  • the vehicle travel mode switching method is configured to prevent the vehicle from moving during the travel mode switching while rotating the other wheel around the second kingpin axis while preventing the other wheel from rotating. did.
  • a braking force is applied to the wheel, or a switching mechanism (such as an in-wheel motor) provided on the wheel is applied in a direction opposite to the direction in which the wheel is intended to rotate. Can be.
  • the knuckle provided in the chassis via the suspension device on the front and rear wheels, the first kingpin shaft for rotating the knuckle in the steering direction with respect to the suspension device, and the wheel against the knuckle And a second kingpin shaft for rotating the vehicle in a direction corresponding to the travel mode of the vehicle.
  • both the front and rear wheels are The vehicle driving mode switching method is configured so that the vehicle does not move during the switching of the driving mode.
  • the knuckle provided on the chassis via the suspension device is provided with a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device, and a wheel with respect to the knuckle.
  • a second kingpin shaft that rotates in a direction corresponding to the travel mode of the vehicle is provided, and the rotation of the wheel around the second kingpin shaft is locked at a position corresponding to each travel mode that the vehicle can take.
  • a lock mechanism capable of turning the left and right wheels connected to the knuckle in the same direction, and driving the steering device to the first knuckle.
  • the knuckle is rotated around the first kingpin axis and the second kingpin axis to prevent the wheel from being steered by friction between the wheel and the road surface.
  • the vehicle driving mode switching method is configured to switch the vehicle driving mode by performing one or both of the driving mode switching steps alternately.
  • the vehicle travel mode can be easily changed from the normal travel mode to the special travel mode such as the lateral travel mode using a general steering device that steers the left and right wheels in the same direction.
  • the weight of the steering device and the manufacturing cost can be reduced, and the mounting property on the vehicle can be improved.
  • the lock mechanism is in an unlocked state, the steered device is in a fixed state, and the wheels are driven by a drive source to rotate the knuckle around the second kingpin axis, thereby driving mode It is preferable to further include a second traveling mode switching step. As described above, the driving mode can be switched more smoothly by using the driving force of the driving source together with the switching of the driving mode.
  • the drive source can be any of an in-wheel motor, a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, or a combination of a motor and a speed reducer provided on the wheel.
  • a knuckle provided in a chassis via a suspension device, a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device, and the wheel with respect to the knuckle And a second kingpin shaft that is rotated in a direction corresponding to the travel mode.
  • the kingpin shaft is involved in normal steering while the second kingpin shaft is switched to the driving mode.
  • the steering device having the function of switching from the normal travel mode to the special travel mode can be realized with a simple configuration.
  • FIG. 1 is a perspective view of the steering device shown in FIG. Front view showing a second embodiment (driven wheel side) of the steering device according to the present invention
  • FIG. 1A and FIG. 3A are schematic diagrams of a vehicle equipped with the steering device.
  • FIG. 4 is a plan view showing a state where the vehicle shown in FIG.
  • FIG. 9C The figure which shows the principal part of FIG. 9B Front view showing knuckle Bottom view showing knuckle Side view showing knuckle Top view showing knuckle The figure which shows the principal part of FIG.
  • FIG. 10A The figure which shows the principal part of FIG. 10B Front view of the locked state showing the locking member Top view of the lock state showing the lock member Front view side view of the unlocked state showing the lock member Top view of the unlocked state showing the locking member Bottom view in normal travel mode showing driven wheels
  • the main part of FIG. 12A showing the driven wheel Bottom view in in-situ rotation mode showing pivot support
  • the main part of FIG. 12C showing the driven wheel Bottom view in lateral movement mode showing driven wheels
  • FIG. 12E which shows a driven wheel.
  • FIG. 4 is a plan view showing a state where the vehicle shown in FIG.
  • FIGS. 1 and 2 A first embodiment of a steering device according to the present invention is shown in FIGS. 1 and 2, and a second embodiment is shown in FIGS. 3A to D.
  • FIG. 1A is a front view
  • FIG. 1B is a side view
  • FIG. 2 is a perspective view
  • FIG. 3A is a front view
  • FIG. 3B is a plan view
  • FIG. 3C is a side view
  • the steering device 10 according to the first embodiment is employed on the side of a drive wheel provided with a drive source (in-wheel motor M in the present embodiment) in the wheel w
  • the steering device 30 according to the second embodiment includes a drive source Adopted on the driven wheel side that is not equipped with.
  • the steering device 10 according to the first embodiment is referred to as a driving wheel steering device (hereinafter denoted by reference numeral 10), and the steering device 30 according to the second embodiment is referred to as a driven wheel steering device (hereinafter referred to as They are respectively referred to as 30).
  • steering devices 10 and 30 are employed, for example, in a vehicle C shown in FIG.
  • the vehicle C is a two-seater (side-by-side two-seater) ultra-compact mobility. Note that the use of the steering devices 10 and 30 according to the present invention is not limited to this ultra-compact mobility, and can also be applied to ordinary vehicles.
  • the rear wheels RR and RL of the vehicle C are drive wheels provided with an in-wheel motor M, and the front wheels FR and FL are driven wheels provided with no in-wheel motor M.
  • a driving wheel steering device 10 is provided on the rear wheels RR, RL side, and a driven wheel steering device 30 is provided on the front wheels FR, FL side.
  • the drive wheel steering device 10 employs a steer-by-wire system in which steering is performed based on an operation such as switching of a driving mode of the driver, while the driven wheel steering device 30 is operated by the driver's steering 1.
  • a normal rack and pinion system that performs steering based on the above is adopted.
  • the drive wheel steering device 10 is connected to, for example, a chassis (not shown) of the vehicle C shown in FIG. 4 via a suspension device 11 (upper arm 11a, lower arm 11b). ), The first kingpin shaft 13 for rotating the knuckle 12 in the steering direction with respect to the suspension device 11, and the wheel w with respect to the knuckle 12 corresponding to each traveling mode of the vehicle C.
  • a second kingpin shaft 14 that rotates in the direction, a turning device 15 (see FIG.
  • the lock mechanism 16 that can lock the rotation of the wheel w at a position corresponding to each of the travel modes has a basic configuration.
  • the steering direction of the wheel w corresponding to various driving modes of the vehicle C will be described in detail in item (3).
  • the knuckle 12 is connected to a tie rod 17 so as to be rotatable around a first kingpin shaft 13 having rotating shafts 13a and 13b at upper and lower ends of the knuckle 12.
  • the tie rod 17 is connected to a steering device 15 (see FIG. 5 and the like) that steers the wheel w.
  • the steering device 15 and moving the tie rod 17 By driving the steering device 15 and moving the tie rod 17, the knuckle 12 can be rotated around the first kingpin shaft 13 to steer the wheel w.
  • the shape of the connecting portion of the knuckle 12 with the tie rod 17 is appropriately determined in consideration of whether the wheel w to which the knuckle 12 is attached does not interfere with the driving wheel or the driven wheel, or with peripheral members. can do.
  • the left and right wheels w are moved by moving the rack 15a connected to the left and right wheels w via the tie rods 17 by the driver's steering operation.
  • a rack and pinion system that steers the wheel in the same direction can be adopted.
  • the steering device 15 a method in which the steering 1 and the steering device 15 are mechanically directly connected, or the steering 1 and the steering device 15 are not directly connected, and an actuator or the like based on a steering operation. Any of the steer-by-wire systems that drive the rack 15a and the like of the steered device 15 with the driving force can be employed.
  • the driving wheel steering device 10 is provided on the rear wheels RR, RL side, the steering device 15 is driven by the driving force of an actuator (not shown).
  • An in-wheel motor M is incorporated in the wheel w provided with the drive wheel steering device 10.
  • the vehicle C can be driven by rotating the wheel w, and, as will be described in detail in item (2), a driven wheel steering device 30 provided on the driven wheel side. It is possible to assist in switching the driving mode.
  • the second kingpin shaft 14 has rotating shafts 14 a and 14 b closer to the center of the knuckle 12 than the first kingpin shaft 13, and the wheel w can be rotated on the second kingpin shaft 14. Is provided.
  • the distance (hereinafter referred to as the scrub radius) between the point at which each kingpin shaft 13, 14 intersects the ground and the center of the ground contact surface of the tire is the first scrub radius r2 of the second kingpin shaft 14.
  • the kingpin shafts 13 and 14 are arranged so as to be larger than the scrub radius r1 of the kingpin shaft 13.
  • the position and inclination of the kingpin shaft and the size of the scrub radius greatly affect the running characteristics and turning characteristics of the vehicle C. Specifically, when the scrub radius is increased, the traveling characteristics of the vehicle C may be deteriorated while the switching characteristics of the traveling mode are improved.
  • the kingpin shaft is composed of the first kingpin shaft 13 and the second kingpin shaft 14 separately, the first kingpin shaft 13 is used for the steering operation of the wheel w, and the second kingpin shaft 14 travels.
  • the scrub radius r2 of the second kingpin shaft 14 is configured to be larger than the scrub radius r1 of the first kingpin shaft 13, thereby ensuring running characteristics. It is possible to ensure both of the driving mode switching characteristics.
  • the knuckle 12 is provided with a lock mechanism 16 that fixes the rotation of the wheel w around the second kingpin shaft 14.
  • the lock mechanism 16 has an insertion hole and a lock body 18 fixed to the knuckle 12, and a plurality of engagement recesses 19a, 19b, and 19c inserted into the insertion hole. It has a lock bar 20 provided and a solenoid operating part 21 that operates the lock part main body 18. An engagement protrusion (not shown) that can be engaged with the engagement recesses 19a, 19b, and 19c is provided in the lock body 18.
  • the engagement recess 21 is operated. It is possible to freely engage or release (lock or unlock) the engagement protrusions 19a, 19b, and 19c.
  • the engagement recess 19a corresponds to the in-situ rotation mode
  • the engagement recess 19b corresponds to the small turn mode
  • the engagement recess 19c corresponds to the lateral movement mode.
  • 1A and 1B shows the state of the normal travel mode, and although not shown in the drawing, the lock unit 18 has a relationship corresponding to the normal travel mode. A joint recess is formed, and the engagement recess and the engagement protrusion are engaged.
  • 15 for example, the rack 15a in the configuration shown in FIG. 5
  • the knuckle 12 is moved around the first kingpin shaft 13 and The travel mode can be switched by rotating around the second kingpin shaft 14 (first travel mode switching step).
  • the steering device 15 is set in a fixed state (a state in which the rack 15a is not movable), and the wheel k is driven by the in-wheel motor M (drive source), whereby the knuckle 12 is moved to the second state. It is also possible to turn around the kingpin shaft 14 and switch the running mode (second running mode switching step).
  • the driving of the steering device 15 or the in-wheel motor M is stopped at the timing when any of the engaging recesses 19a, 19b, 19c is located in the lock body 18.
  • the solenoid operating part 21 is actuated again, and any one of the engaging recesses 19a, 19b, 19c is engaged with the engaging protrusion in the lock part main body 18.
  • the switching to the travel mode corresponding to the position of each engagement recess 19a, 19b, 19c is completed.
  • the number of the engagement recesses 19a, 19b, and 19c is changed as appropriate according to the number of travel modes employed in the vehicle C.
  • the lock mechanism 16 is composed of the lock unit main body 18, the lock bar 20, and the solenoid operating unit 21, but other fixed devices such as a rotating disk and a fixing pin for fixing the rotation of the rotating disk, for example.
  • a structure can also be adopted.
  • two or more fixing structures can also be used together.
  • any one of a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, or a combination of a motor and a speed reducer can be employed as the drive source.
  • the driven wheel steering device 30 is, for example, a vehicle C (see FIG. 3A) via the suspension device 11 (upper arm 11a, lower arm 11b) as shown in FIGS. 3A to 3D. 4)), a knuckle 12 provided in a chassis (not shown), a first kingpin shaft 13 for rotating the knuckle 12 in the steering direction with respect to the suspension device 11, and a wheel w with respect to the knuckle 12.
  • a second kingpin shaft 14 that rotates in a direction corresponding to each travel mode of the vehicle C, and a steering device 15 that can steer the wheels w around the first kingpin shaft 13 in the same direction left and right (see FIG. 5).
  • the lock mechanism 16 which can lock rotation of the wheel w around the 2nd kingpin axis
  • the knuckle 12 is connected to a tie rod 17 so as to be rotatable around a first kingpin shaft 13 having rotating shafts 13a and 13b at upper and lower ends of the knuckle 12.
  • the tie rod 17 is connected to a steering device 15 (see FIG. 5 and the like) that steers the wheel w.
  • the steering device 15 By driving the steering device 15 and moving the tie rod 17, the knuckle 12 can be rotated around the first kingpin shaft 13 to steer the wheel w.
  • a shaft support member 31 is fixed to the wheel, and the knuckle 12 is held by the shaft support member 31 so as to be rotatable around the first kingpin shaft 13.
  • the rack 15 a connected to the left and right wheels w via the tie rods 17 is moved left and right by the driver's steering operation in the same manner as the drive wheel steering device 10.
  • a rack and pinion system that steers w in the same direction can be employed.
  • the steering device 15 a method in which the steering 1 and the steering device 15 are mechanically directly connected, or the steering 1 and the steering device 15 are not directly connected, and the actuator is based on the steering operation. Any of the steer-by-wire systems that drive the rack 15a and the like of the steering device 15 with a driving force such as can be employed.
  • the knuckle 12 is provided with a lock mechanism 16 that is coaxial with the second kingpin shaft 14 and fixes the rotation of the wheel w (the shaft support member 31) around the second kingpin shaft 14.
  • the lock mechanism 16 can freely lock or unlock the angle of the wheel w with respect to the knuckle 12 at any position corresponding to the normal travel mode, the spot rotation mode, the lateral movement mode, and the small turn mode. It is like that.
  • the second kingpin shaft 14 has pivot shafts 14a and 14b (see FIG. 1A, etc.) closer to the center of the knuckle 12 than the first kingpin shaft 13, and the second kingpin shaft 14 includes wheels. w (axial support member 31) is rotatably provided. Similarly to the drive wheel steering device 10, the kingpin shafts 13, 14 are arranged so that the scrub radius r 2 of the second kingpin shaft 14 is larger than the scrub radius r 1 of the first kingpin shaft 13. Is arranged.
  • the lock mechanism 16 is brought into the unlocked state, the steering device 15 (for example, the rack 15a in the configuration shown in FIG. 5) connected to the knuckle 12 is driven, and the friction between the wheel w and the road surface causes the wheel w to move.
  • the traveling mode can be switched by rotating the knuckle 12 around the first kingpin shaft 13 and the second kingpin shaft 14 while preventing the turning (first traveling mode switching step).
  • the vehicle C includes a driven wheel that does not include the in-wheel motor M on the front wheels FR and FL, and a drive wheel that includes the in-wheel motor M on the rear wheels RR and RL.
  • a driven wheel steering device 30 is provided, and a driving wheel steering device 10 is provided on the rear wheels RR and RL side.
  • the driven wheel steering device 30 is driven based on the operation of the driver's steering 1, while the drive wheel steering device 10 is driven by an actuator (not shown).
  • the steering 1 is operated leftward. Then, the rack bar 15a of the steering device 15 moves rightward, and the right front wheel FR turns leftward. Since the locking mechanism 16 of the left front wheel FL is released, the knuckle 12 of the left front wheel FL freely rotates around either the first kingpin shaft 13 or the second kingpin shaft 14. To get. However, since it cannot be steered by friction with the road surface, only the knuckle 12 rotates around both kingpin shafts 13 and 14 with respect to the left front wheel FL. For this reason, the position of the knuckle 12 is shifted from the lock position corresponding to the normal travel mode ((ii) in this figure).
  • the lock mechanism 16 of the right front wheel FR is released and the steering 1 is operated rightward.
  • the locking mechanism 16 of both the left and right front wheels FL and FR is released, only the knuckles 12 and 12 around the kingpin shafts 13 and 14 are steered without turning the left and right front wheels FL and FR.
  • the lock mechanism 16 of the left front wheel FL is brought into a locked state.
  • Drive M in the reverse direction.
  • the knuckles 12 of the left and right front wheels FL and FR cannot be rotated around the first kingpin shaft 13, and the left and right front wheels FL and FR are the second kingpin. It rotates around the shaft 14 in the left-right direction (the direction in which the turning angle of the left and right front wheels FL, FR increases).
  • the left front wheel FL is steered to the right, and when the turning angle of the left front wheel FL becomes 90 degrees with respect to the longitudinal direction of the vehicle (the steering 1 is in a neutral state).
  • the locking mechanism 16 of the right front wheel FR is set to the locked state.
  • the left and right front wheels FL and FR are steered in a direction corresponding to the lateral movement mode (this diagram (vii)).
  • the lock mechanism 16 of the left and right rear wheels RL and RR is released, and the in-wheel motor M is driven in the backward direction.
  • the vehicle cannot move backward, and the knuckle 12 of the left and right rear wheels RL and RR rotates around the first kingpin shaft 13.
  • the left and right rear wheels RL and RR are moved in the left and right direction around the second kingpin shaft 14 (the direction in which the turning angle of the left and right rear wheels RL and RR is increased).
  • the lock mechanism 16 of the left and right rear wheels RL and RR is set in the locked state and the in-wheel motor M is driven. To stop. Thereby, it can be set as the horizontal movement mode in which all the wheels FL, FR, RL, and RR on the left and right and left and right are steered 90 degrees in the horizontal direction (this figure (viii)).
  • the lock mechanism 16 of the left and right rear wheels RL and RR is released, and the in-wheel motor M is driven in the forward direction.
  • the vehicle cannot move forward, and the knuckle 12 of the left and right rear wheels RL and RR rotates around the first kingpin shaft 13.
  • the left and right rear wheels RL and RR are steered in the front-rear direction around the second kingpin shaft 14 (the direction in which the left and right rear wheels RL and RR are parallel to each other). To do.
  • the knuckles 12 of the left and right front wheels FL and FR cannot be rotated around the first kingpin shaft 13, and the left and right front wheels FL and FR are the second kingpin. It rotates around the shaft 14 in the front-rear direction (the direction in which the left and right front wheels FL, FR approach in parallel).
  • the left front wheel FL in the locked state is steered to the left, while the knuckle 12 of the right front wheel FR with the unlocked state is rotated around the kingpin shafts 13 and 14.
  • the left and right front wheels FL, FR lock mechanism 16 is brought into the locked state, so that all the left and right front and rear wheels FL, FR, RL and RR can be set to the normal travel mode (this figure (vii)).
  • the left and right front wheels FL and FR can be brought into a straight traveling state (this figure (viii)).
  • the lock mechanism 16 around the second kingpin shaft 14 employed in the vehicle C will be described with reference to FIGS. 8A, 8B to 12A to 12F.
  • the lock mechanism 16 includes the shaft support member 31, the knuckle 12, and the lock device 32 as main components.
  • 8A and 8B show the main part of the locking mechanism 16 (near the locking device 32)
  • FIGS. 9A to 9E show the shaft support member 31
  • FIGS. 10A to 10F show the knuckle 12
  • FIGS. 11A to 11D show the lock.
  • the device 32 and FIGS. 12A to 12F show the operation of the locking device 16, respectively.
  • the shaft support member 31 has a main body portion 31a extending in the direction of the rotation axis of the wheel w, and a shaft portion 31b extending in the vertical direction protrudes from the main body portion 31a (FIGS. 9A and 9B). reference).
  • the shaft portion 31b is inserted into a through hole 12d formed in the knuckle 12 described later, and is rotatable around the second kingpin shaft 14.
  • a lock groove 33 (33a, 33b, 33c) having a semicircular cross section is formed on the outer peripheral surface of the lower end of the shaft portion 31b at a position corresponding to the turning angle of the wheel w in each travel mode of the vehicle C. (See FIGS. 9B and 9C).
  • the lock groove 33a corresponds to the normal travel mode
  • the lock groove 33b corresponds to the in-situ rotation mode
  • the lock groove 33c corresponds to the lateral movement mode.
  • lock grooves 33a, 33b, and 33c are formed at three locations.
  • the number of the lock grooves 33a, 33b, and 33c depends on the type of travel mode that the vehicle C has. Correspondingly increase or decrease accordingly.
  • a fitting projection 31c is formed at the end of the main body 31a (see FIGS. 9A and 9B), and the fitting member 31c is fitted into the wheel, whereby the shaft support member 31 is fixed to the wheel w. (See FIGS. 3A to 3D).
  • the knuckle 12 has a U-shaped body portion 12a in side view, and a shaft portion 12b that is rotatable around the first kingpin shaft 13 projects in the vertical direction on the body portion 12a (see FIG. 10A, see FIG. 10C).
  • An upper arm 11a and a lower arm 11b are connected to spherical portions formed at the tip of the shaft portion 12b.
  • An extending portion 12c extends in the middle of the main body portion 12a, and a tie rod 17 (see FIGS. 3A to 3D) is connected to the tip of the extending portion 12c.
  • a pair of through holes 12d and 12d into which a shaft portion 31b protruding from the shaft support member 31 is inserted are formed in the main body portion 12a of the knuckle 12.
  • a lock groove 12e having a semicircular arc in cross section is formed on the inner peripheral surface of the lower through hole 12d of the pair of through holes 12d and 12d (see FIGS. 10E and 10F).
  • the shaft portion 31b of the shaft support member 31 inserted into the through-hole 12d is rotated around the second kingpin shaft 14, and one of the lock grooves 33a, 33b, 33c formed on the outer peripheral surface of the shaft portion 31b.
  • the lock device 32 has a bottomed cylindrical housing 34, and a solenoid coil 35 and a lock plunger 36 are provided inside the housing 34.
  • a lock pin 36 a is formed at the tip of the lock plunger 36.
  • a biasing member (not shown) is interposed between the lock plunger 36 and the housing 34.
  • the lock pin 36a protrudes from the housing 34 by the biasing force of the biasing member (see FIG. 11A), and the lock pin 36a is connected to the shaft portion 31b and the inner peripheral surface of the through hole 12d. (See FIG. 8A).
  • the lock pin 36a is inserted into the lock hole, the knuckle 12 cannot rotate around the second kingpin shaft 14 (locked state).
  • the lock hole formed by the lock groove 33a formed in the shaft portion 31b and the lock groove 12e formed in the inner peripheral surface of the through hole 12d is formed in the lock hole.
  • the in-situ rotation mode see FIG. 12B
  • the lock hole formed by the lock groove 33b formed in the shaft portion 31b and the lock groove 12e formed in the inner peripheral surface of the through hole 12d see FIG. 12D
  • the lateral movement mode in the lock hole formed by the lock groove 33c formed in the shaft portion 31b and the lock groove 12e formed in the inner peripheral surface of the through hole 12d (see FIG. 12F),
  • the lock pins 36a are respectively inserted, and the knuckle 12 is locked at the turning angle of the wheel w corresponding to each travel mode.
  • the lock device 32 except for the lock pin 36a is not shown.
  • the travel mode switching procedure shown in FIGS. 6 and 7 is merely an example.
  • the driving mode can be switched between the normal driving mode and the spot rotation mode.
  • Other driving modes may be interposed. Between the driving modes (for example, the normal driving mode and the lateral movement mode) having a large difference in the turning angle of the wheels w, the driving mode (for example, the in-situ rotation mode) having an intermediate steering angle between the two driving modes is interposed. This is because the driving mode can be switched more smoothly.
  • the driving force of the in-wheel motor M provided on the driving wheel is used as an assist for switching the traveling mode of the driven wheel.
  • the driving mode of the driven wheels is switched without receiving assistance from the driving force of the in-wheel motor M by appropriately performing locking and unlocking by the lock mechanism 16 while turning the wheel w left and right by the device 30. Sometimes you can.
  • the driving mode of the driving wheel can be switched without using the driving force of the in-wheel motor M, similarly to the switching of the driving mode of the driven wheel.
  • FIGS. 3 A traveling mode of a vehicle equipped with driving wheels for all four wheels will be described with reference to plan views shown in FIGS.
  • the white triangle described in each figure indicates the front of the vehicle C, and the white arrow indicates the traveling direction of the vehicle C in each travel mode (or steered state).
  • Each of these drawings shows details of the control system and the drive system between the drive wheel steering device 10 and the driven wheel steering device 30 in order to pay attention to the steering direction of the wheel w in each travel mode. Is omitted.
  • the normal travel mode is a mode in which the front wheels FL and FR are steered in the same direction in the left and right during normal travel, as in a general vehicle.
  • the lock mechanism 16 (FIGS. 1A, 1B, etc.) is located at a position corresponding to the normal travel mode of the lock bar 20 while the steering device 15 (15a, 15b) of the vehicle C is in a neutral (straight forward) state. (See) is in the locked state.
  • the lock mechanism 16 By setting the lock mechanism 16 to the locked state, the wheel w and the knuckle 12 cannot be rotated relative to each other around the second kingpin shaft 14.
  • FIG. 13 shows the state in which only the front wheels FL and FR are steered by the steering operation
  • the rear wheels RL and RR may be steered in conjunction with the steering of the front wheels FL and FR. it can.
  • the spot rotation mode is a mode in which the direction of the vehicle C is changed at the same position.
  • the wheel w cannot be rotated around the second kingpin shaft 14 of the knuckle 12.
  • the vehicle C rotates about the rotation center P1 and an in-situ rotation operation is realized.
  • the steering can also be operated in this in-situ rotation mode, and the steering center can be moved so as to shift the position of the rotation center P1 of the vehicle C.
  • the lateral movement mode is a mode in which the vehicle C is moved in a direction orthogonal to the straight traveling direction of the vehicle 1 by 90 degrees with the vehicle C facing forward.
  • the knuckle 12 that rotates around the first kingpin shaft 13 is maintained in its state by the tie rod 17, and instead the knuckle 12
  • the wheel w is rotated around the second kingpin shaft 14 and steered so that the rolling direction of the four front and rear wheels is perpendicular to the normal straight direction of the vehicle C, as shown in FIG.
  • the lock mechanism 16 is brought into the locked state at a position (position 19c) corresponding to the lateral movement mode of the lock bar 20 (see FIGS. 1A, 1B, etc.).
  • the wheel w cannot be rotated around the second kingpin shaft 14 of the knuckle 12.
  • the vehicle C can be operated laterally so as to move in a lateral direction with respect to the normal traveling direction.
  • the steering can be operated, and the steering direction of the vehicle C can be adjusted to a direction slightly deviated from right to left by the steering operation.
  • the small turn mode is a mode in which the direction of the vehicle C is changed at substantially the same position.
  • the lock mechanism 16 (see FIG. 1A, FIG. 1B, etc.) of each steering device 10 is set to the unlocked state.
  • the in-wheel motor M provided on the two wheels w of the front wheels FL and FR is driven in this state, the knuckle 12 that rotates around the first kingpin shaft 13 is maintained in the state by the tie rod 17, Instead, the wheel w rotates around the second kingpin shaft 14 of the knuckle 12 and the rear wheels RL and RR remain as they are as shown in FIG.
  • the vehicle is steered in a direction intersecting at a rotation center P2 connecting the wheels RL and RR.
  • the lock mechanism 16 is brought into the locked state at a position (position 19b) corresponding to the small turning mode of the lock bar 20 (see FIG. 1A, FIG. 1B, etc.).
  • the wheel w cannot be rotated around the second kingpin shaft 14 of the knuckle 12.
  • the vehicle C rotates about the rotation center P2 and the small-turn operation is performed. Realized.
  • the rear wheels RL, RR are steered with the steering device 10 to change the travel mode, while the front wheels FL, FR, Even if the FR is kept as it is, the small turning operation can be realized. Note that the steering can be operated even in the small turn mode, and the steering center can be moved so as to shift the position of the rotation center P2 of the vehicle C.
  • both the front and rear wheels w are rotated around the second kingpin shaft 14 so that the vehicle C does not move during the switching of the travel mode. May be. Even when the front and rear wheels w are moved together, if the moving directions of the vehicle C accompanying the rotation of the front and rear wheels w are mutually opposite on the same axis, carelessly during the switching of the driving mode This is because the vehicle C can be prevented from moving.
  • the configuration including the first kingpin shaft 13 and the second kingpin shaft 14 is employed in both the front and rear steering devices 10.
  • the apparatus 11 may be configured to include only one kingpin shaft that rotates the wheel w in a direction corresponding to the traveling mode of the vehicle C.
  • the knuckle 12 is abolished and the first kingpin shaft 13 is not provided, and the kingpin shaft related to the travel mode switching mechanism (in the above configuration) This is because if the wheel w is rotated by a switching mechanism around the second kingpin shaft 14), it is possible to switch the traveling mode of the two wheels not involved in normal steering.
  • the steering device 10 and 30 and the driving mode switching method of the vehicle C according to the above embodiment is merely an example, and the present invention in which switching from the normal driving mode to the special driving mode is performed with a simple device configuration. As long as the problem can be solved, it is also allowed to change a part of the configuration of each of the steering devices 10 and 30 and to add another step to the steps of the traveling mode switching method.
  • Steering device (For drive wheels) Steering device 11 Suspension device 11a Upper arm 11b Lower arm 12 Knuckle 12a Main body part 12b Shaft part 12c Extension part 12d Through-hole 12e Locking groove 13 First king pin axis 14 Second king pin axis 15 Roll Rudder device (first drive means) 16 Locking mechanism 17 Tie rod 18 Locking part main body 19a, 19b, 19c Engaging recess 20 Lock bar 21 Solenoid operating part 30 (for driven wheel) Steering device 31 Shaft support member 31a Main body part 31b Shaft part 31c Fitting protrusion 32 Locking device 33a 33b, 33c Lock groove 34 Housing 35 Solenoid coil 36 Lock plunger 36a Lock pin r1 Scrub radius r2 (of the first kingpin shaft) Scrub radius C of vehicle M Drive source (in-wheel motor, first Second drive means) w Wheel FR Right front wheel FL Left front wheel RR Right rear wheel RL Left rear wheel

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Power Steering Mechanism (AREA)

Abstract

A steering device with a function for switching from a normal running mode to a special running mode is provided with a simple configuration. The steering device (10) is provided with: a knuckle (12) attached to a chassis via a suspension device (11); a first kingpin axle (13) for rotating the knuckle (12) in a turning direction with respect to the suspension device (11); and a second kingpin axle (14) for rotating a wheel (w) in a direction corresponding to the running mode of a vehicle (C) with respect to the knuckle (12), wherein the first kingpin axle (13) is involved in normal turning while the second kingpin axle (14) is involved in travel mode switching.

Description

ステアリング装置、及び車両の走行モードの切り替え方法Steering device and method for switching driving mode of vehicle
　この発明は、通常走行モードとその場回転等の特殊走行モードとの間で走行モードを切り替え可能とした車両に採用されるステアリング装置、及びこのステアリング装置を採用した車両の走行モードの切り替え方法に関する。 The present invention relates to a steering device employed in a vehicle that can switch a traveling mode between a normal traveling mode and a special traveling mode such as in-situ rotation, and a method for switching a traveling mode of a vehicle that employs the steering device. .
　左右の車輪（以下、タイヤ、ホイール、ハブ、インホイールモータ等を含めて総合的に「車輪」と称する。）を結ぶステアリングリンク機構を用いて車輪を転舵するものに、アッカーマン・ジャントウ式と呼ばれるステアリング装置がある。このステアリング装置は、タイロッドとナックルアームを有し、車両の回転時に、左右の車輪が同一回転中心をもつように作用する。 Ackerman-Jantou type is used to steer the wheels using a steering link mechanism that connects the left and right wheels (hereinafter collectively referred to as "wheels" including tires, wheels, hubs, in-wheel motors, etc.) There is a steering device called. This steering device has a tie rod and a knuckle arm, and acts so that the left and right wheels have the same center of rotation when the vehicle rotates.
　このステアリング装置として、例えば、下記特許文献１に示す構成のものがある。このステアリング装置は、タイロッドとナックルアームを用いる左右車輪のステアリングリンク機構を前輪側または後輪側の少なくとも一方に備え、タイロッド長さ、左右のタイロッド間距離または各車輪とナックルアームのなす角度のいずれかを変化させるアクチュエータを設けることで、通常走行、平行移動、小回りのすべての走行をスムーズに行うとともに、優れた応答性を確保している。 As this steering device, for example, there is a configuration shown in Patent Document 1 below. This steering device is provided with a steering link mechanism for left and right wheels using tie rods and knuckle arms on at least one of the front wheel side and the rear wheel side, and the tie rod length, the distance between the left and right tie rods, or the angle between each wheel and the knuckle arm By providing an actuator that changes this, all the normal traveling, parallel movement, and small traveling are smoothly performed, and excellent responsiveness is ensured.
　下記特許文献２に示すステアリング装置は、前後輪の左右車輪間に配置され、軸心周りに回転可能なステアリングシャフトと、このステアリングシャフトを左右２分割した間に、分割されたステアリングシャフトの回転方向を正逆方向で切り替える正逆切り替え手段を備えている。この切り替え手段によって、舵角９０度、横方向移動等を可能としている。 The steering device shown in the following Patent Document 2 is disposed between the left and right wheels of the front and rear wheels, and can rotate around an axis, and the rotation direction of the divided steering shaft between the left and right divided steering shafts. There is provided forward / reverse switching means for switching between in the forward and reverse directions. This switching means enables a steering angle of 90 degrees, lateral movement, and the like.
　下記特許文献３には、前輪の転舵に応じてアクチュエータが作動して、後輪を転舵するようにした４輪転舵車両の技術について示されている。また、下記特許文献４には、左右車輪間を結ぶラックハウジングを前後方向に移動させることで、左右車輪のトー調整を行い、走行安定性を高めたステアリング装置の技術について示されている。 Patent Document 3 below discloses a technology of a four-wheel steered vehicle in which an actuator is operated in accordance with the steering of the front wheels to steer the rear wheels. Japanese Patent Application Laid-Open No. 2004-228561 discloses a technique of a steering device in which a toe adjustment of the left and right wheels is performed by moving a rack housing connecting the left and right wheels in the front-rear direction to improve running stability.
　一般的なアッカーマン・ジャントウ式のステアリングリンク機構によれば、通常走行時には、各車輪の回転ライン（車輪の幅方向中心線）から平面視垂直に延びた線が、車両の回転中心に集まるので、スムーズな走行ができる。しかし、車両の横方向移動（車両が前後方向を向いた状態での横方向への平行移動）を求める場合、車輪を前後方向に対して９０度の方向に操舵することは、ステアリングリンクの長さや他部材との干渉から困難である。また、仮に、左右の車輪のうち一方の車輪を９０度に操舵した場合でも、他方の車輪は一方の車輪と完全に平行にはならず、スムーズな走行が困難である。 According to a general Ackermann-Jantou type steering link mechanism, during normal driving, lines extending vertically from the rotation line of each wheel (the center line in the width direction of the wheel) gather in the center of rotation of the vehicle. Smooth running is possible. However, when the lateral movement of the vehicle (transverse movement in the lateral direction with the vehicle facing in the front-rear direction) is obtained, steering the wheel in a direction of 90 degrees with respect to the front-rear direction is a problem with the length of the steering link. It is difficult to interfere with other members. Further, even if one of the left and right wheels is steered at 90 degrees, the other wheel is not completely parallel to the one wheel, and smooth running is difficult.
　また、この種の車両では、通常、主転舵車輪である前輪を車両の所定の進行方向に転舵し、従転舵車輪である後輪は、車両の前後方向と平行を保つように設計されている。このため、この車両の前輪を転舵し回転させたときに、前輪と後輪の回転中心が同一位置とならない。このため、低車速時には内輪差により後輪が回転円の内側に入る姿勢で車両が回転し、高車速時には遠心力により前輪が回転円の内側に入る姿勢で車両が回転することになる。すなわち、前輪を車両の進行方向である回転方向に転舵しても、車両の姿勢を回転方向に一致させ操向することができないという問題がある。そこで、前輪のみならず後輪をも転舵することにより、走行性を向上させる４輪ステアリング装置を有する車両がある。 Also, in this type of vehicle, the front wheels, which are the main steered wheels, are usually steered in a predetermined traveling direction of the vehicle, and the rear wheels, which are the follower steered wheels, are designed to be parallel to the longitudinal direction of the vehicle. Has been. For this reason, when the front wheel of this vehicle is steered and rotated, the rotation center of the front wheel and the rear wheel is not at the same position. For this reason, at low vehicle speeds, the vehicle rotates in a posture in which the rear wheels enter the inside of the rotation circle due to the inner wheel difference, and at high vehicle speeds, the vehicles rotate in a posture in which the front wheels enter the inside of the rotation circle by centrifugal force. That is, there is a problem that even if the front wheels are steered in the rotational direction that is the traveling direction of the vehicle, it is not possible to steer the vehicle so that the posture of the vehicle coincides with the rotational direction. Therefore, there is a vehicle having a four-wheel steering device that improves traveling performance by turning not only front wheels but also rear wheels.
　４輪ステアリング装置を有する車両（所謂４ＷＳ車）として、例えば、特許文献１に記載の技術では、車両の横方向移動、小回り等が可能である。しかし、タイロッドの長さ、左右タイロッド間の距離、あるいは、車輪とナックルアームのなす角を変化させるために多くのアクチュエータを備え、各アクチュエータの複雑な制御が必要となる。また、特許文献２に記載の技術は、その機構上、構造が複雑であって、ラックバーの回転で車輪を転舵するために、多数の歯車を使用している。このため、各歯車間にガタが発生しやすく、円滑に車輪の転舵をすることが困難である。 As a vehicle having a four-wheel steering device (a so-called 4WS vehicle), for example, the technique described in Patent Document 1 allows the vehicle to move in the lateral direction, turn around, and the like. However, in order to change the length of the tie rod, the distance between the left and right tie rods, or the angle between the wheel and the knuckle arm, many actuators are provided, and complicated control of each actuator is required. Further, the technique described in Patent Document 2 has a complicated structure due to its mechanism, and uses a large number of gears to steer the wheels by the rotation of the rack bar. For this reason, rattling is likely to occur between the gears, and it is difficult to smoothly steer the wheels.
　また、特許文献３の技術は、従来の４輪ステアリング装置の一例であって後輪転舵を可能としているが、この機構だけでは横方向移動は困難である。さらに、特許文献４の技術は、トー調整が可能である反面、車両の横方向移動、小回り等には対応できないという問題がある。 Further, the technique of Patent Document 3 is an example of a conventional four-wheel steering device and enables rear wheel steering, but it is difficult to move in the lateral direction only with this mechanism. Furthermore, the technique of Patent Document 4 has a problem that it can not adjust to a lateral movement or a small turn of the vehicle while toe adjustment is possible.
　特許文献１から４に記載のステアリング装置の諸問題を解決すべく、本願の発明者は、下記特許文献５、６に示すように、左右に独立して移動可能な２つのラックバーを持ち、前記ラックバーのそれぞれを左右いずれかの車輪にタイロッドを介して接続し、同期ギアボックスに保持される同期ギアにより、前記ラックバーが、同期ギアボックスに対して反対に移動可能としたステアリング装置を発明した。この２つのラックバーには、このラックバーに噛み合うピニオンギアがそれぞれ設けられ、両ピニオンギアの間には、両ピニオンギアの回転軸を結合又は分離可能とする連結機構が設けられている。この連結機構を結合すると、両ラックバーを一体として同方向に同距離移動する、すなわち、左右の車輪を同方向に転舵することができる。その一方で、この連結機構を分離すると、両ラックバーを反対方向に同距離移動する、すなわち、左右の車輪を逆方向に転舵することができる。 In order to solve the problems of the steering devices described in Patent Documents 1 to 4, the inventor of the present application has two rack bars that can move independently from side to side as shown in Patent Documents 5 and 6 below. A steering device in which each of the rack bars is connected to one of the left and right wheels via a tie rod, and the rack bar is movable in the opposite direction with respect to the synchronous gear box by a synchronous gear held by the synchronous gear box. Invented. The two rack bars are each provided with a pinion gear that meshes with the rack bar, and a coupling mechanism is provided between the two pinion gears so that the rotation shafts of both the pinion gears can be coupled or separated. When this coupling mechanism is coupled, both rack bars can be moved together in the same direction by the same distance, that is, the left and right wheels can be steered in the same direction. On the other hand, when this coupling mechanism is separated, both rack bars can be moved in the opposite direction by the same distance, that is, the left and right wheels can be steered in the opposite direction.
　ここで、左右の車輪を同方向に転舵することは、一般の車両における通常の転舵に相当する。また、左右の車輪を逆方向に転舵することは、通常走行モードからその場回転、横方向移動等の特殊走行モードへの走行モードの切り替えに相当する。この通常の転舵、及び走行モードの切り替えは、いずれもタイロッドを介して、各車輪に設けられたナックルの一本のキングピン軸周りの回動として車輪側に伝達される。このステアリング装置を車両に搭載すれば、その場回転や横方向移動等の特殊走行モードを行うことができるとともに、通常走行モードから特殊走行モードへの変更もスムーズに行うことができる。 Here, turning the left and right wheels in the same direction corresponds to normal turning in a general vehicle. Further, turning the left and right wheels in the reverse direction corresponds to switching the travel mode from the normal travel mode to a special travel mode such as spot rotation or lateral movement. Both the normal turning and the switching of the traveling mode are transmitted to the wheel side through a tie rod as a rotation around one kingpin axis of a knuckle provided on each wheel. If this steering device is mounted on a vehicle, a special travel mode such as in-situ rotation and lateral movement can be performed, and a change from the normal travel mode to the special travel mode can be performed smoothly.
特開平０４－２６２９７１号公報Japanese Patent Laid-Open No. 04-262971 特許第４６３５７５４号公報Japanese Patent No. 4635754 実用新案登録第２６００３７４号公報Utility Model Registration No. 2600374 特開２００３－１２７８７６号公報JP 2003-127876 A 特願２０１３－１５８８７６（未公開）Japanese Patent Application No. 2013-158876 (unpublished) 特開２０１５－４４５６５号公報Japanese Patent Laid-Open No. 2015-44565
　特許文献５、６に係るステアリング装置は、通常の転舵と、走行モードの切り替えの両方の役目を担っているため、一般的なラックアンドピニオン方式のステアリング装置と比較して、ラックや歯車等のより多くの部品を必要とする。このため、一般的なステアリング装置と比較して、コストダウンが困難となったり、装置構成が大型となって車両への搭載方法が制限を受けやすくなったりする等の問題を生じることが多い。 Since the steering device according to Patent Documents 5 and 6 plays both the role of normal steering and switching of the driving mode, compared to a general rack and pinion type steering device, a rack, gears, and the like Need more parts. For this reason, as compared with a general steering device, there are many problems such as difficulty in cost reduction, and the device configuration becomes large and the mounting method on the vehicle is likely to be restricted.
　そこで、この発明は、通常走行モードから特殊走行モードへの切り替え機能を有するステアリング装置を簡便な構成で実現することを課題とする。 Therefore, an object of the present invention is to realize a steering device having a switching function from the normal travel mode to the special travel mode with a simple configuration.
　この課題を解決するために、この発明においては、懸架装置を介してシャーシに設けられたナックルと、前記懸架装置に対し、前記ナックルを転舵方向に回動させる第一のキングピン軸と、前記ナックルに対し、前記車輪を車両の走行モードに対応する方向に回動させる第二のキングピン軸と、を備えるステアリング装置を構成した。 In order to solve this problem, in the present invention, a knuckle provided in a chassis via a suspension device, a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device, A steering device is provided that includes a second kingpin shaft that rotates the wheel in a direction corresponding to a traveling mode of the vehicle with respect to the knuckle.
　このように、キングピン軸を第一のキングピン軸と第二のキングピン軸に分けて構成することにより、第一のキングピン軸を通常の転舵に関与させる一方で、第二のキングピン軸を走行モードの切り替えに関与させることができる。 In this way, by dividing the kingpin axis into the first kingpin axis and the second kingpin axis, the first kingpin axis is involved in normal steering while the second kingpin axis is in the travel mode. Can be involved in switching.
　前記構成においては、前記第一のキングピン軸周りに前記車輪を転舵させる第一の駆動手段と、前記第二のキングピン軸周りに前記車輪を転舵させる第二の駆動手段と、をさらに備えた構成とするのが好ましい。 In the above-described configuration, the vehicle further includes first drive means for turning the wheel around the first kingpin axis, and second drive means for turning the wheel around the second kingpin axis. It is preferable to adopt a configuration.
　この場合、ステアリング装置のタイロッドを第一のキングピン軸側に連結して、ステアリング装置に通常の転舵のみを担わせればよいので、このステアリング装置の第一の駆動手段に一般的なラックアンドピニオン式のものを採用することができる。このため、その構成を簡便化して車両への搭載性を確保することができる。 In this case, the tie rod of the steering device is connected to the first kingpin shaft side, and the steering device only has to perform normal steering. Therefore, a general rack and pinion is used as the first drive means of the steering device. A formula can be adopted. For this reason, the structure can be simplified and the mounting property to a vehicle can be ensured.
　第二のキングピン軸側には、走行モードの切り替え機構である第二の駆動手段が設けられる。具体的には、第二の駆動手段として、車輪の内部にインホイールモータを搭載し、このインホイールモータを駆動して車輪を回転させ、この回転力によって車輪を第二のキングピン軸周りに回動させるようにするのが簡便で好ましい。この切り替え機構を作動させることにより、車両の走行モードの切り替えをスムーズに行うことができる。 The second king pin shaft side is provided with a second driving means that is a travel mode switching mechanism. Specifically, as the second driving means, an in-wheel motor is mounted inside the wheel, the in-wheel motor is driven to rotate the wheel, and the wheel is rotated around the second kingpin axis by this rotational force. It is convenient and preferable to make it move. By operating this switching mechanism, the vehicle driving mode can be switched smoothly.
　なお、第一のキングピン軸及び第二のキングピン軸は、実際に軸体を備えた構成、又は実際に軸体を有さず所定の回転軸周りに回動する構成のいずれの構成であってもよい。 The first kingpin shaft and the second kingpin shaft are either of a configuration that actually includes a shaft body or a configuration that does not actually have a shaft body and rotates around a predetermined rotation axis. Also good.
　前記構成においては、前記第二のキングピン軸周りの前記車輪の回動を固定するロック機構をさらに備えた構成とするのが好ましい。ロック機構を設けることにより、通常の転舵の際に、車輪が第二のキングピン軸の周りに回動して、その角度が不用意に変わってしまうのを防止することができ、操作安定性と走行安定性を確保することができる。 In the above configuration, it is preferable to further include a lock mechanism for fixing the rotation of the wheel around the second kingpin axis. By providing a lock mechanism, it is possible to prevent the wheels from rotating around the second kingpin axis and changing the angle inadvertently during normal steering, and operational stability And driving stability can be ensured.
　前記構成においては、前記第一のキングピン軸周りの前記ナックルの回動が、前記車輪の転舵操作に伴ってなされる一方で、前記第二のキングピン軸周りの前記車輪の回動が、前記車両の走行モードの変更操作に伴ってなされる構成とするのが好ましい。このように、ナックルの回動軸と、車輪の回動軸を別個にすることにより、第一のキングピン軸及び第二のキングピン軸をそれぞれの回動軸に適した傾斜角等に設定することができ、車輪の転舵及び走行モードの切り替えを一層スムーズに行うことができる。 In the above-described configuration, the knuckle is rotated around the first kingpin axis in accordance with the steering operation of the wheel, while the rotation of the wheel around the second kingpin axis is It is preferable to adopt a configuration that is performed in accordance with a change operation of the traveling mode of the vehicle. Thus, by setting the rotation axis of the knuckle and the rotation axis of the wheel separately, the first kingpin axis and the second kingpin axis are set to an inclination angle suitable for each rotation axis. The wheel can be steered and the driving mode can be switched more smoothly.
　また、前記ナックル、前記第一のキングピン軸、及び前記第二のキングピン軸を備えたステアリング装置においては、前記第一のキングピン軸周りに前記車輪を左右同方向に転舵可能な転舵装置と、前記第二のキングピン軸周りの前記車輪の回動を、前記各走行モードに対応する位置でロック可能なロック機構と、をさらに備えた構成とすることができる。 Further, in the steering device provided with the knuckle, the first kingpin shaft, and the second kingpin shaft, a steering device capable of turning the wheels in the same direction left and right around the first kingpin shaft; The lock mechanism can further include a lock mechanism that can lock the rotation of the wheel around the second kingpin axis at a position corresponding to each travel mode.
　この場合、ステアリング装置のタイロッドを第一のキングピン軸側に連結して、ステアリング装置に通常の転舵のみを担わせればよいので、このステアリング装置の転舵装置として、一般的に用いられる構成が簡便なラックアンドピニオン式のものを採用することができる。このため、ステアリング装置の重量低減や製造コスト削減を図ることができるとともに、車両への搭載性も向上することができる。なお、第一のキングピン軸及び第二のキングピン軸は、実際に軸体を備えた構成、又は実際に軸体を有さず所定の回転軸周りに回動する構成のいずれの構成であってもよい。 In this case, since the tie rod of the steering device is connected to the first kingpin shaft side and the steering device only has to perform normal steering, the configuration generally used as the steering device of this steering device is A simple rack and pinion type can be employed. For this reason, while being able to aim at the weight reduction and manufacturing cost reduction of a steering apparatus, the mounting property to a vehicle can also be improved. The first kingpin shaft and the second kingpin shaft are either of a configuration that actually includes a shaft body or a configuration that does not actually have a shaft body and rotates around a predetermined rotation axis. Also good.
　また、ロック機構を設け、第二のキングピン軸周りの回転をロック状態とした上で、ステアリング操作を行うことにより、各走行モードにおける左右の車輪の転舵角の調節を行うことができる。さらに、第二のキングピン軸周りの回転をロック解除状態とした上でステアリング操作を行うことにより、車輪を路面との間の摩擦によって転舵できない状態としたままナックルを第二のキングピン軸周りに回転して、走行モードの切り替えを行うことができる。 Also, by providing a lock mechanism and making the rotation around the second kingpin axis locked, the steering angle can be adjusted to adjust the turning angle of the left and right wheels in each travel mode. Furthermore, by turning the rotation around the second kingpin axis and performing the steering operation, the knuckle is moved around the second kingpin axis while the wheel cannot be steered by friction with the road surface. It can rotate and can switch a driving mode.
　前記構成においては、前記第二のキングピン軸周りに前記車輪を転舵させる駆動源を前後の前記車輪の少なくとも一方にさらに備えた構成とするのが好ましい。このように、駆動源を設けることにより、走行モードの切り替えに駆動源による駆動力を併用することができ、一層スムーズに走行モードの切り替えを行うことができる。 In the above configuration, it is preferable that at least one of the front and rear wheels further includes a drive source for turning the wheel around the second kingpin axis. Thus, by providing the drive source, the driving force by the drive source can be used in combination with the switching of the travel mode, and the travel mode can be switched more smoothly.
　前記構成においては、前記第二のキングピン軸のスクラブ半径が、前記第一のキングピン軸のスクラブ半径よりも大きくなるように前記第一のキングピン軸及び前記第二のキングピン軸を配置した構成とするのが好ましい。 In the above configuration, the first kingpin shaft and the second kingpin shaft are arranged such that the scrub radius of the second kingpin shaft is larger than the scrub radius of the first kingpin shaft. Is preferred.
　スクラブ半径は、キングピン軸が地面と交わる点と、タイヤの接地面中心との間の距離であり、キングピン軸の位置や傾きとともに、このスクラブ半径の大きさが車両の走行特性や転舵特性に大きな影響を与える。具体的には、スクラブ半径を大きくすると、切り替え機構による走行モードの切り替え特性は向上する一方で、車両の走行特性が悪化することがある。このように、キングピン軸を第一のキングピン軸と第二のキングピン軸で別々に構成し、第一のキングピン軸を車輪の転舵操作用、第二のキングピン軸を走行モードの切り替え用としてそれぞれ機能させることにより、走行特性の確保と、切り替え機構による走行モードの切り替え特性の確保の両立を図ることができる。 The scrub radius is the distance between the point at which the kingpin axis intersects the ground and the center of the tire's ground contact surface. The scrub radius, along with the position and inclination of the kingpin axis, affects the vehicle's running characteristics and turning characteristics. It has a big impact. Specifically, when the scrub radius is increased, the switching characteristics of the driving mode by the switching mechanism are improved, but the driving characteristics of the vehicle may be deteriorated. In this way, the kingpin axis is configured separately with the first kingpin axis and the second kingpin axis, the first kingpin axis is used for wheel steering operation, and the second kingpin axis is used for switching the driving mode. By functioning, it is possible to achieve both of ensuring the traveling characteristics and ensuring the switching characteristics of the traveling mode by the switching mechanism.
　前記構成においては、前記第二のキングピン軸周りに車輪を転舵させる前記第二の駆動手段（駆動源）が、インホイールモータ、又は油圧シリンダ、空圧シリンダ、電動シリンダ、モータ及び減速機等の動力源からなる構成とするのが好ましい。 In the above configuration, the second drive means (drive source) for turning the wheel around the second kingpin axis is an in-wheel motor, a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, a motor, a reducer, or the like. It is preferable that the power source be configured as follows.
　上記のように、キングピン軸を第一のキングピン軸と第二のキングピン軸で構成する代わりに、車両の走行モードの切り替え操作に伴って、懸架装置に対し、車輪を前記車両の走行モードに対応する方向に回動させるキングピン軸を備える構成とすることもできる。例えば、前輪２輪にステアリング装置を有する車両（所謂２ＷＳ車）の場合、後輪２輪は操舵する必要がないため、走行モードの切り替え機構に関係するキングピン軸（上記の各構成において、第二のキングピン軸に相当）周りに、切り替え機構によって車輪を回動させるようにすれば、通常の転舵に関与しない２輪の走行モードの切り替えを行うことができる。 As described above, instead of configuring the kingpin shaft with the first kingpin shaft and the second kingpin shaft, the wheel corresponds to the traveling mode of the vehicle with respect to the suspension device according to the switching operation of the traveling mode of the vehicle. It can also be set as the structure provided with the kingpin axis | shaft rotated in the direction to do. For example, in the case of a vehicle having a steering device on two front wheels (a so-called 2WS vehicle), it is not necessary to steer the two rear wheels, so that the kingpin shaft related to the travel mode switching mechanism (in each configuration described above, the second If the wheel is rotated by a switching mechanism around (around the kingpin axis), the driving mode of the two wheels that are not involved in normal steering can be switched.
　また、前後の少なくとも一方の車輪に、懸架装置を介してシャーシに設けられたナックルと、前記懸架装置に対し、前記ナックルを転舵方向に回動させる第一のキングピン軸と、前記ナックルに対し、前記車輪を車両の走行モードに対応する方向に回動させる第二のキングピン軸と、を備えるステアリング装置を設け、前記ステアリング装置によって前記車両の走行モードを変更する際に、前後いずれか一方側の車輪を前記第二のキングピン軸周りに回動させる一方で、他方側の車輪が回転しないようにして、走行モードの切り替え中に車両が移動しないようにする車両の走行モードの切り替え方法を構成した。 Further, a knuckle provided on the chassis via a suspension device on at least one of the front and rear wheels, a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device, and the knuckle And a second kingpin shaft that rotates the wheel in a direction corresponding to the vehicle driving mode, and when the vehicle driving mode is changed by the steering device, either the front or rear side The vehicle travel mode switching method is configured to prevent the vehicle from moving during the travel mode switching while rotating the other wheel around the second kingpin axis while preventing the other wheel from rotating. did.
　走行モードの切り替えにおいては、走行モードを切り替えようとする車輪を回転させる必要があるため、その回転に伴って車両が前後に不用意に動いてしまうことがあり得る。そこで、走行モードの切り替えと関係のない他方側の車輪を回転しないようにすることによって、走行モードの切り替え中に、不用意に車両が動くのを防止することができる。この他方側の車輪の回転を止める手段として、その車輪にブレーキをかけたり、その車輪に設けられた切り替え機構（インホイールモータ等）を車輪が回転しようとする方向と逆方向に駆動力を与えたりすることができる。 In the switching of the driving mode, it is necessary to rotate the wheel for switching the driving mode, and therefore the vehicle may move carelessly back and forth with the rotation. Therefore, by preventing the other wheel that is not related to the switching of the traveling mode from rotating, it is possible to prevent the vehicle from inadvertently moving during the switching of the traveling mode. As means for stopping the rotation of the wheel on the other side, a braking force is applied to the wheel, or a switching mechanism (such as an in-wheel motor) provided on the wheel is applied in a direction opposite to the direction in which the wheel is intended to rotate. Can be.
　さらに、前後の車輪に、懸架装置を介してシャーシに設けられたナックルと、前記懸架装置に対し、前記ナックルを転舵方向に回動させる第一のキングピン軸と、前記ナックルに対し、前記車輪を車両の走行モードに対応する方向に回動させる第二のキングピン軸と、を備えるステアリング装置を設け、前記ステアリング装置によって前記車両の走行モードを変更する際に、前後の車輪をともに前記第二のキングピン周りに回動させて、走行モードの切り替え中に車両が移動しないようにする車両の走行モードの切り替え方法を構成した。 Furthermore, the knuckle provided in the chassis via the suspension device on the front and rear wheels, the first kingpin shaft for rotating the knuckle in the steering direction with respect to the suspension device, and the wheel against the knuckle And a second kingpin shaft for rotating the vehicle in a direction corresponding to the travel mode of the vehicle. When changing the travel mode of the vehicle by the steering device, both the front and rear wheels are The vehicle driving mode switching method is configured so that the vehicle does not move during the switching of the driving mode.
　上記のように、前後いずれかの車輪の回転を止める代わりに、前後の車輪を協同して動かす場合においても、その前後の車輪の回転に伴う車両の移動方向が、同軸上で互いに相反するものであれば、走行モードの切り替え中に、不用意に車両が動くのを防止することができる。 As described above, when the front and rear wheels are moved in cooperation instead of stopping the rotation of either front or rear wheels, the moving directions of the vehicles accompanying the rotation of the front and rear wheels are opposite to each other on the same axis. Then, it is possible to prevent the vehicle from inadvertently moving during the switching of the driving mode.
　さらに、この発明においては、懸架装置を介してシャーシに設けられたナックルに、前記懸架装置に対し、前記ナックルを転舵方向に回動させる第一のキングピン軸と、前記ナックルに対し、車輪を車両の走行モードに対応する方向に回動させる第二のキングピン軸を設けるとともに、前記第二のキングピン軸周りの前記車輪の回動を、前記車両が採り得る各走行モードに対応する位置でロック可能なロック機構を設け、前記ロック機構をロック状態とした上で、前記ナックルに連結された左右の前記車輪を左右同方向に転舵可能な転舵装置を駆動し、前記ナックルを前記第一のキングピン軸周りに回動して車輪を転舵する車輪転舵ステップと、前記ロック機構をロック解除状態とした上で、前記ナックルに連結された前記転舵装置を駆動し、前記車輪と路面との間の摩擦によってこの車輪の転舵を防止しつつ、前記ナックルを前記第一のキングピン軸周り及び前記第二のキングピン軸周りに回動して走行モードを切り替える、第一走行モード切替ステップと、を交互に又はいずれか一方を行うことにより車両の走行モードを切り替える車両の走行モードの切り替え方法を構成した。 Further, according to the present invention, the knuckle provided on the chassis via the suspension device is provided with a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device, and a wheel with respect to the knuckle. A second kingpin shaft that rotates in a direction corresponding to the travel mode of the vehicle is provided, and the rotation of the wheel around the second kingpin shaft is locked at a position corresponding to each travel mode that the vehicle can take. A lock mechanism capable of turning the left and right wheels connected to the knuckle in the same direction, and driving the steering device to the first knuckle. A wheel turning step for turning the wheel by turning around the kingpin axis, and driving the turning device connected to the knuckle after the lock mechanism is unlocked. The knuckle is rotated around the first kingpin axis and the second kingpin axis to prevent the wheel from being steered by friction between the wheel and the road surface. The vehicle driving mode switching method is configured to switch the vehicle driving mode by performing one or both of the driving mode switching steps alternately.
　この走行モードの切り替え方法によると、左右の車輪を左右同方向に転舵する一般的な転舵装置を用いて、車両の走行モードを通常走行モードから横方向移動モード等の特殊走行モードに容易に切り替えることができ、上述したように、ステアリング装置の重量低減や製造コスト削減を図ることができるとともに、車両への搭載性も向上することができる。 According to this travel mode switching method, the vehicle travel mode can be easily changed from the normal travel mode to the special travel mode such as the lateral travel mode using a general steering device that steers the left and right wheels in the same direction. As described above, the weight of the steering device and the manufacturing cost can be reduced, and the mounting property on the vehicle can be improved.
　前記ロック機構をロック解除状態とした上で、前記転舵装置を固定状態とし、前記車輪を駆動源で駆動することによって、前記ナックルを前記第二のキングピン軸周りに回動して、走行モードを切り替える、第二走行モード切替ステップをさらに備えた構成とするのが好ましい。このように、走行モードの切り替えに駆動源による駆動力を併用することにより、走行モードの切り替えを一層スムーズに行うことができる。 The lock mechanism is in an unlocked state, the steered device is in a fixed state, and the wheels are driven by a drive source to rotate the knuckle around the second kingpin axis, thereby driving mode It is preferable to further include a second traveling mode switching step. As described above, the driving mode can be switched more smoothly by using the driving force of the driving source together with the switching of the driving mode.
　前記切り替え方法においても、前記駆動源が、前記車輪に設けられたインホイールモータ、油圧シリンダ、空圧シリンダ、電動シリンダ、又は、モータと減速機の組み合わせのいずれかとすることができる。 Also in the switching method, the drive source can be any of an in-wheel motor, a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, or a combination of a motor and a speed reducer provided on the wheel.
　この発明においては、懸架装置を介してシャーシに設けられたナックルと、前記懸架装置に対し、前記ナックルを転舵方向に回動させる第一のキングピン軸と、前記ナックルに対し、前記車輪を車両の走行モードに対応する方向に回動させる第二のキングピン軸と、を備えるステアリング装置を構成した。 In the present invention, a knuckle provided in a chassis via a suspension device, a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device, and the wheel with respect to the knuckle And a second kingpin shaft that is rotated in a direction corresponding to the travel mode.
　このように、キングピン軸を第一のキングピン軸と第二のキングピン軸で構成することにより、第一のキングピン軸を通常の転舵に関与させる一方で、第二のキングピン軸を走行モードの切り替えに関与させるようにすることもでき、通常走行モードから特殊走行モードへの切り替え機能を有するステアリング装置を簡便な構成で実現することができる。 In this way, by configuring the kingpin shaft with the first kingpin shaft and the second kingpin shaft, the first kingpin shaft is involved in normal steering while the second kingpin shaft is switched to the driving mode. The steering device having the function of switching from the normal travel mode to the special travel mode can be realized with a simple configuration.
この発明に係るステアリング装置の第一実施形態（駆動輪側）を示す正面図Front view showing a first embodiment (drive wheel side) of a steering device according to the present invention この発明に係るステアリング装置の第一実施形態（駆動輪側）を示す側面図Side view showing a first embodiment (drive wheel side) of a steering apparatus according to the present invention. 図１に示すステアリング装置の斜視図1 is a perspective view of the steering device shown in FIG. この発明に係るステアリング装置の第二実施形態（従動輪側）を示す正面図Front view showing a second embodiment (driven wheel side) of the steering device according to the present invention この発明に係るステアリング装置の第二実施形態（従動輪側）を示す平面図The top view which shows 2nd embodiment (driven wheel side) of the steering device which concerns on this invention この発明に係るステアリング装置の第二実施形態（従動輪側）を示す側面図Side view showing a second embodiment (driven wheel side) of the steering device according to the present invention. この発明に係るステアリング装置の第二実施形態（従動輪側）を示す斜視図The perspective view which shows 2nd embodiment (driven wheel side) of the steering device which concerns on this invention 図１Ａ及び図３Ａに示すステアリング装置を搭載する車両のイメージ図FIG. 1A and FIG. 3A are schematic diagrams of a vehicle equipped with the steering device. 図４に示す車両を通常走行モードとした状態を示す平面図FIG. 4 is a plan view showing a state where the vehicle shown in FIG. （i）～（viii）は、通常走行モードから横方向移動モードへ走行モードを切り替える一連の手順を示す平面図(I) to (viii) are plan views showing a series of procedures for switching the traveling mode from the normal traveling mode to the lateral movement mode. （i）～（viii）は、横方向移動モードから通常走行モードへ走行モードを切り替える一連の手順を示す平面図(I) to (viii) are plan views showing a series of procedures for switching the travel mode from the lateral movement mode to the normal travel mode. 図３ＣのＡ－Ａ線に沿う、ロック状態を示す断面図Sectional drawing which shows the locked state in alignment with the AA of FIG. 3C 図３ＣのＡ－Ａ線に沿う、ロック解除状態断面図Sectional view of unlocked state along the line AA in FIG. 3C 軸支部材を示す正面図Front view showing the pivot member 軸支部材を示す底面図Bottom view showing shaft support member 軸支部材を示す側面図Side view showing the pivot member 図９Ｃの要部を示す図The figure which shows the principal part of FIG. 9C 図９Ｂの要部を示す図The figure which shows the principal part of FIG. 9B ナックルを示す正面図Front view showing knuckle ナックルを示す底面図Bottom view showing knuckle ナックルを示す側面図Side view showing knuckle ナックルを示す平面図Top view showing knuckle 図１０Ａの要部を示す図The figure which shows the principal part of FIG. 10A 図１０Ｂの要部を示す図The figure which shows the principal part of FIG. 10B ロック部材を示す、ロック状態の正面図Front view of the locked state showing the locking member ロック部材を示す、ロック状態の平面図Top view of the lock state showing the lock member ロック部材を示す、ロック解除状態の正面図側面図Front view side view of the unlocked state showing the lock member ロック部材を示す、ロック解除状態の平面図Top view of the unlocked state showing the locking member 従動輪を示す、通常走行モードにおける底面図Bottom view in normal travel mode showing driven wheels 従動輪を示す、図１２Ａの要部The main part of FIG. 12A showing the driven wheel 軸支部材を示す、その場回転モードにおける底面図Bottom view in in-situ rotation mode showing pivot support 従動輪を示す、図１２Ｃの要部The main part of FIG. 12C showing the driven wheel 従動輪を示す、横方向移動モードにおける底面図Bottom view in lateral movement mode showing driven wheels 従動輪を示す、図１２Ｅの要部The main part of FIG. 12E which shows a driven wheel. 図４に示す車両を通常走行モードとした状態（右折状態）を示す平面図The top view which shows the state (right-turn state) which made the vehicle shown in FIG. 4 the normal driving mode 図４に示す車両をその場回転モードとした状態を示す平面図The top view which shows the state which made the vehicle shown in FIG. 4 the spot rotation mode 図４に示す車両を横方向移動モードとした状態を示す平面図The top view which shows the state which made the vehicle shown in FIG. 4 the horizontal direction movement mode 図４に示す車両を小回りモードとした状態を示す平面図FIG. 4 is a plan view showing a state where the vehicle shown in FIG.
　この発明に係るステアリング装置の構成、及び、このステアリング装置を搭載した車両Ｃ（図４参照）の走行モードの切り替え方法（車両Ｃの走行モード）について順に説明する。 The structure of the steering device according to the present invention and the method of switching the travel mode of the vehicle C (see FIG. 4) equipped with this steering device (travel mode of the vehicle C) will be described in order.
（１）ステアリング装置の構成について
　この発明に係るステアリング装置の第一実施形態を図１及び図２に、第二実施形態を図３Ａ～図Ｄに示す。図１Ａは正面図、図１Ｂは側面図、図２は斜視図、図３Ａは正面図、図３Ｂは平面図、図３Ｃは側面図、図３Ｄは斜視図である。第一実施形態に係るステアリング装置１０は、車輪ｗ内に駆動源（本実施形態ではインホイールモータＭ）を備えた駆動輪側に採用され、第二実施形態に係るステアリング装置３０は、駆動源を備えていない従動輪側に採用される。以下においては、第一実施形態に係るステアリング装置１０を駆動輪用ステアリング装置（以下において、符号１０を付する）と、第二実施形態に係るステアリング装置３０を従動輪用ステアリング装置（以下において、符号３０を付する）とそれぞれ称する。 (1) Configuration of Steering Device A first embodiment of a steering device according to the present invention is shown in FIGS. 1 and 2, and a second embodiment is shown in FIGS. 3A to D. FIG. 1A is a front view, FIG. 1B is a side view, FIG. 2 is a perspective view, FIG. 3A is a front view, FIG. 3B is a plan view, FIG. 3C is a side view, and FIG. The steering device 10 according to the first embodiment is employed on the side of a drive wheel provided with a drive source (in-wheel motor M in the present embodiment) in the wheel w, and the steering device 30 according to the second embodiment includes a drive source Adopted on the driven wheel side that is not equipped with. In the following, the steering device 10 according to the first embodiment is referred to as a driving wheel steering device (hereinafter denoted by reference numeral 10), and the steering device 30 according to the second embodiment is referred to as a driven wheel steering device (hereinafter referred to as They are respectively referred to as 30).
　これらのステアリング装置１０、３０は、例えば、図４に示す車両Ｃに採用される。この車両Ｃは、２人乗車（横並び二人乗り）の超小型モビリティである。なお、この発明に係るステアリング装置１０、３０の用途は、この超小型モビリティに限定されるものではなく、通常の車両にも適用することができる。この車両Ｃの後輪ＲＲ、ＲＬはインホイールモータＭが設けられた駆動輪であり、前輪ＦＲ、ＦＬはインホイールモータＭが設けられていない従動輪である。 These steering devices 10 and 30 are employed, for example, in a vehicle C shown in FIG. The vehicle C is a two-seater (side-by-side two-seater) ultra-compact mobility. Note that the use of the steering devices 10 and 30 according to the present invention is not limited to this ultra-compact mobility, and can also be applied to ordinary vehicles. The rear wheels RR and RL of the vehicle C are drive wheels provided with an in-wheel motor M, and the front wheels FR and FL are driven wheels provided with no in-wheel motor M.
　すなわち、図５に示すように、後輪ＲＲ、ＲＬ側には駆動輪用ステアリング装置１０が設けられ、前輪ＦＲ、ＦＬ側には従動輪用ステアリング装置３０が設けられている。駆動輪用ステアリング装置１０は、運転者の走行モードの切り替え等の操作に基づいて転舵を行うステアバイワイヤ方式が採用される一方で、従動輪用ステアリング装置３０は、運転者のステアリング１の操作に基づいて転舵を行う、通常のラックアンドピニオン方式が採用されている。 That is, as shown in FIG. 5, a driving wheel steering device 10 is provided on the rear wheels RR, RL side, and a driven wheel steering device 30 is provided on the front wheels FR, FL side. The drive wheel steering device 10 employs a steer-by-wire system in which steering is performed based on an operation such as switching of a driving mode of the driver, while the driven wheel steering device 30 is operated by the driver's steering 1. A normal rack and pinion system that performs steering based on the above is adopted.
　駆動輪用ステアリング装置１０は、図１Ａ、図１Ｂ及び図２に示すように、懸架装置１１（アッパーアーム１１ａ、ロワアーム１１ｂ）を介して、例えば、図４に示す車両Ｃのシャーシ（図示せず）に設けられたナックル１２と、懸架装置１１に対し、ナックル１２を転舵方向に回動させる第一のキングピン軸１３と、ナックル１２に対し、車輪ｗを車両Ｃの各走行モードに対応する方向に回動させる第二のキングピン軸１４と、第一のキングピン軸１３周りに車輪ｗを左右同方向に転舵可能な転舵装置１５（図５参照）と、第二のキングピン軸１４周りの車輪ｗの回動を、前記各走行モードに対応する位置でロック可能なロック機構１６と、をその基本構成とする。なお、車両Ｃの各種走行モードに対応する車輪ｗの転舵方向については、項目（３）で詳しく説明する。 As shown in FIGS. 1A, 1B, and 2, the drive wheel steering device 10 is connected to, for example, a chassis (not shown) of the vehicle C shown in FIG. 4 via a suspension device 11 (upper arm 11a, lower arm 11b). ), The first kingpin shaft 13 for rotating the knuckle 12 in the steering direction with respect to the suspension device 11, and the wheel w with respect to the knuckle 12 corresponding to each traveling mode of the vehicle C. A second kingpin shaft 14 that rotates in the direction, a turning device 15 (see FIG. 5) that can steer the wheel w around the first kingpin shaft 13 in the same direction, and the second kingpin shaft 14 The lock mechanism 16 that can lock the rotation of the wheel w at a position corresponding to each of the travel modes has a basic configuration. In addition, the steering direction of the wheel w corresponding to various driving modes of the vehicle C will be described in detail in item (3).
　ナックル１２は、このナックル１２の上下端部に回動軸１３ａ、１３ｂを有する第一のキングピン軸１３の周りに回動可能にタイロッド１７に接続されている。このタイロッド１７は、車輪ｗを転舵する転舵装置１５（図５等参照）に接続されている。転舵装置１５を駆動してタイロッド１７を移動させることにより、ナックル１２を第一のキングピン軸１３周りに回動して、車輪ｗを転舵することができる。なお、ナックル１２のタイロッド１７との接続部分の形状は、このナックル１２を取り付ける車輪ｗが駆動輪又は従動輪のいずれか、あるいは、周辺部材と干渉しないかどうか等を考慮した上で、適宜決定することができる。 The knuckle 12 is connected to a tie rod 17 so as to be rotatable around a first kingpin shaft 13 having rotating shafts 13a and 13b at upper and lower ends of the knuckle 12. The tie rod 17 is connected to a steering device 15 (see FIG. 5 and the like) that steers the wheel w. By driving the steering device 15 and moving the tie rod 17, the knuckle 12 can be rotated around the first kingpin shaft 13 to steer the wheel w. The shape of the connecting portion of the knuckle 12 with the tie rod 17 is appropriately determined in consideration of whether the wheel w to which the knuckle 12 is attached does not interfere with the driving wheel or the driven wheel, or with peripheral members. can do.
　この転舵装置１５として、図５に示すように、例えば、運転者のステアリング操作によって、左右の車輪ｗとタイロッド１７を介して接続されたラック１５ａを左右に移動させて、この左右の車輪ｗを左右同方向に転舵するラックアンドピニオン方式のものを採用することができる。また、この転舵装置１５として、ステアリング１と転舵装置１５が機械的に直接連結された方式、又は、ステアリング１と転舵装置１５が直接連結されておらず、ステアリング操作に基づいてアクチュエータ等の駆動力で、転舵装置１５のラック１５ａ等を駆動するステアバイワイヤ方式のいずれの方式のものも採用することができる。この駆動輪用ステアリング装置１０が後輪ＲＲ、ＲＬ側に設けられているときは、転舵装置１５はアクチュエータ（図示せず）の駆動力によって駆動される。 As this steering device 15, as shown in FIG. 5, the left and right wheels w are moved by moving the rack 15a connected to the left and right wheels w via the tie rods 17 by the driver's steering operation. A rack and pinion system that steers the wheel in the same direction can be adopted. In addition, as the steering device 15, a method in which the steering 1 and the steering device 15 are mechanically directly connected, or the steering 1 and the steering device 15 are not directly connected, and an actuator or the like based on a steering operation. Any of the steer-by-wire systems that drive the rack 15a and the like of the steered device 15 with the driving force can be employed. When the driving wheel steering device 10 is provided on the rear wheels RR, RL side, the steering device 15 is driven by the driving force of an actuator (not shown).
　駆動輪用ステアリング装置１０を設ける車輪ｗには、インホイールモータＭが組み込まれている。このインホイールモータＭを駆動することにより、車輪ｗを回転させて車両Ｃを走行させることができるとともに、項目（２）で詳しく説明するように、従動輪側に設けた従動輪用ステアリング装置３０の走行モードの切り替えをアシストすることができる。 An in-wheel motor M is incorporated in the wheel w provided with the drive wheel steering device 10. By driving the in-wheel motor M, the vehicle C can be driven by rotating the wheel w, and, as will be described in detail in item (2), a driven wheel steering device 30 provided on the driven wheel side. It is possible to assist in switching the driving mode.
　第二のキングピン軸１４は、第一のキングピン軸１３よりもナックル１２の中央寄りに回動軸１４ａ、１４ｂを有しており、この第二のキングピン軸１４に、車輪ｗが回動可能に設けられている。各キングピン軸１３、１４が地面に交わる点と、タイヤの接地面中心との間の距離（以下、スクラブ半径という。）は、第二のキングピン軸１４のスクラブ半径ｒ２の方が、第一のキングピン軸１３のスクラブ半径ｒ１よりも大きくなるように、各キングピン軸１３、１４が配置されている。 The second kingpin shaft 14 has rotating shafts 14 a and 14 b closer to the center of the knuckle 12 than the first kingpin shaft 13, and the wheel w can be rotated on the second kingpin shaft 14. Is provided. The distance (hereinafter referred to as the scrub radius) between the point at which each kingpin shaft 13, 14 intersects the ground and the center of the ground contact surface of the tire is the first scrub radius r2 of the second kingpin shaft 14. The kingpin shafts 13 and 14 are arranged so as to be larger than the scrub radius r1 of the kingpin shaft 13.
　一般的に、キングピン軸の位置や傾き、及びスクラブ半径の大きさは、車両Ｃの走行特性や転舵特性に大きな影響を与える。具体的には、スクラブ半径を大きくすると、走行モードの切り替え特性は向上する一方で、車両Ｃの走行特性が悪化することがある。上記のように、キングピン軸を第一のキングピン軸１３と第二のキングピン軸１４で別々に構成し、第一のキングピン軸１３を車輪ｗの転舵操作用、第二のキングピン軸１４を走行モードの切り替え用として機能させ、さらに、第二のキングピン軸１４のスクラブ半径ｒ２の方が、第一のキングピン軸１３のスクラブ半径ｒ１よりも大きくなるように構成することにより、走行特性の確保と走行モードの切り替え特性の確保の両立を図ることができる。 Generally, the position and inclination of the kingpin shaft and the size of the scrub radius greatly affect the running characteristics and turning characteristics of the vehicle C. Specifically, when the scrub radius is increased, the traveling characteristics of the vehicle C may be deteriorated while the switching characteristics of the traveling mode are improved. As described above, the kingpin shaft is composed of the first kingpin shaft 13 and the second kingpin shaft 14 separately, the first kingpin shaft 13 is used for the steering operation of the wheel w, and the second kingpin shaft 14 travels. By functioning for mode switching, and further, the scrub radius r2 of the second kingpin shaft 14 is configured to be larger than the scrub radius r1 of the first kingpin shaft 13, thereby ensuring running characteristics. It is possible to ensure both of the driving mode switching characteristics.
　ナックル１２には、第二のキングピン軸１４周りの車輪ｗの回動を固定するロック機構１６が設けられている。このロック機構１６は、挿通孔が形成されるとともにナックル１２に固定されたロック部本体１８と、前記挿通孔に挿し込まれる複数の係合凹部１９ａ、１９ｂ、１９ｃが形成され、車輪ｗ側に設けられたロックバー２０と、ロック部本体１８を作動させるソレノイド動作部２１とを有している。ロック部本体１８内には、係合凹部１９ａ、１９ｂ、１９ｃと嵌合可能な係合突部（図示せず）が設けられている。 The knuckle 12 is provided with a lock mechanism 16 that fixes the rotation of the wheel w around the second kingpin shaft 14. The lock mechanism 16 has an insertion hole and a lock body 18 fixed to the knuckle 12, and a plurality of engagement recesses 19a, 19b, and 19c inserted into the insertion hole. It has a lock bar 20 provided and a solenoid operating part 21 that operates the lock part main body 18. An engagement protrusion (not shown) that can be engaged with the engagement recesses 19a, 19b, and 19c is provided in the lock body 18.
　前記挿通孔にロックバー２０を挿し込み、ロック部本体１８内に係合凹部１９ａ、１９ｂ、１９ｃのうちいずれかが位置している状態で、ソレノイド動作部２１を作動させることによって、係合凹部１９ａ、１９ｂ、１９ｃと係合突部の係合又は解除（ロック又はロック解除）を自在に行うことができる。ここで、係合凹部１９ａはその場回転モードに、係合凹部１９ｂは小回りモードに、係合凹部１９ｃは横方向移動モードにそれぞれ対応している。なお、図１Ａ、図１Ｂに示すステアリング装置１０は、通常の走行モードの状態を示しており、本図中には現れていないが、ロック部本体１８内に、通常の走行モードに対応する係合凹部が形成されており、この係合凹部と係合突部が係合した状態となっている。 By inserting the lock bar 20 into the insertion hole and operating the solenoid operating portion 21 in a state where any one of the engagement recesses 19a, 19b, 19c is located in the lock portion main body 18, the engagement recess 21 is operated. It is possible to freely engage or release (lock or unlock) the engagement protrusions 19a, 19b, and 19c. Here, the engagement recess 19a corresponds to the in-situ rotation mode, the engagement recess 19b corresponds to the small turn mode, and the engagement recess 19c corresponds to the lateral movement mode. 1A and 1B shows the state of the normal travel mode, and although not shown in the drawing, the lock unit 18 has a relationship corresponding to the normal travel mode. A joint recess is formed, and the engagement recess and the engagement protrusion are engaged.
　ソレノイド動作部２１を作動させてロック部本体１８をロック解除状態（係合凹部１９ａ、１９ｂ、１９ｃと係合突部の係合が解除された状態）とし、ナックル１２に連結された転舵装置１５（例えば、図５に示す構成においてはラック１５ａ）を駆動し、車輪ｗと路面との間の摩擦によってこの車輪ｗの転舵を防止しつつ、ナックル１２を第一のキングピン軸１３周り及び第二のキングピン軸１４周りに回動して走行モードを切り替えることができる（第一走行モード切替ステップ）。 A steering device connected to the knuckle 12 by operating the solenoid operating portion 21 to bring the lock portion main body 18 into the unlocked state (the engagement recesses 19a, 19b, 19c are disengaged from the engagement protrusions). 15 (for example, the rack 15a in the configuration shown in FIG. 5), and while preventing the wheel w from turning by friction between the wheel w and the road surface, the knuckle 12 is moved around the first kingpin shaft 13 and The travel mode can be switched by rotating around the second kingpin shaft 14 (first travel mode switching step).
　また、ロック解除状態とした上で、転舵装置１５を固定状態（ラック１５ａが移動不可の状態）とし、車輪ｗをインホイールモータＭ（駆動源）で駆動することによって、ナックル１２を第二のキングピン軸１４周りに回動して、走行モードを切り替えることもできる（第二走行モード切替ステップ）。 Moreover, after setting to the unlocked state, the steering device 15 is set in a fixed state (a state in which the rack 15a is not movable), and the wheel k is driven by the in-wheel motor M (drive source), whereby the knuckle 12 is moved to the second state. It is also possible to turn around the kingpin shaft 14 and switch the running mode (second running mode switching step).
　ロック部本体１８内に係合凹部１９ａ、１９ｂ、１９ｃのうちいずれかが位置したタイミングで、転舵装置１５又はインホイールモータＭの駆動を停止する。この停止後にソレノイド動作部２１を再び作動させて、係合凹部１９ａ、１９ｂ、１９ｃのいずれかと、ロック部本体１８内の係合突部とを係合させる。これにより、各係合凹部１９ａ、１９ｂ、１９ｃの位置に対応した走行モードへの切り替えが完了する。この係合凹部１９ａ、１９ｂ、１９ｃの数は、車両Ｃに採用する走行モードの数に応じて適宜変更される。 The driving of the steering device 15 or the in-wheel motor M is stopped at the timing when any of the engaging recesses 19a, 19b, 19c is located in the lock body 18. After this stop, the solenoid operating part 21 is actuated again, and any one of the engaging recesses 19a, 19b, 19c is engaged with the engaging protrusion in the lock part main body 18. Thereby, the switching to the travel mode corresponding to the position of each engagement recess 19a, 19b, 19c is completed. The number of the engagement recesses 19a, 19b, and 19c is changed as appropriate according to the number of travel modes employed in the vehicle C.
　この実施形態においては、ロック機構１６をロック部本体１８、ロックバー２０、及びソレノイド動作部２１で構成したが、例えば、回転円盤と、この回転円盤の回転を固定する固定ピン等、他の固定構造を採用することもできる。また、ロックの確実性を高めるために、二つ以上の固定構造を併用することもできる。また、上記駆動源として、インホイールモータＭの代わりに、油圧シリンダ、空圧シリンダ、電動シリンダ、又は、モータと減速機の組み合わせのいずれかを採用することもできる。 In this embodiment, the lock mechanism 16 is composed of the lock unit main body 18, the lock bar 20, and the solenoid operating unit 21, but other fixed devices such as a rotating disk and a fixing pin for fixing the rotation of the rotating disk, for example. A structure can also be adopted. Moreover, in order to improve the certainty of a lock | rock, two or more fixing structures can also be used together. Further, instead of the in-wheel motor M, any one of a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, or a combination of a motor and a speed reducer can be employed as the drive source.
　従動輪用ステアリング装置３０は、駆動輪用ステアリング装置１０と同様に、図３Ａ、～図３Ｄに示すように、懸架装置１１（アッパーアーム１１ａ、ロワアーム１１ｂ）を介して、例えば、車両Ｃ（図４参照）のシャーシ（図示せず）に設けられたナックル１２と、懸架装置１１に対し、ナックル１２を転舵方向に回動させる第一のキングピン軸１３と、ナックル１２に対し、車輪ｗを車両Ｃの各走行モードに対応する方向に回動させる第二のキングピン軸１４と、第一のキングピン軸１３周りに車輪ｗを左右同方向に転舵可能な転舵装置１５（図５参照）と、第二のキングピン軸１４周りの車輪ｗの回動を、前記各走行モードに対応する位置でロック可能なロック機構１６と、をその基本構成とする。 Like the drive wheel steering device 10, the driven wheel steering device 30 is, for example, a vehicle C (see FIG. 3A) via the suspension device 11 (upper arm 11a, lower arm 11b) as shown in FIGS. 3A to 3D. 4)), a knuckle 12 provided in a chassis (not shown), a first kingpin shaft 13 for rotating the knuckle 12 in the steering direction with respect to the suspension device 11, and a wheel w with respect to the knuckle 12. A second kingpin shaft 14 that rotates in a direction corresponding to each travel mode of the vehicle C, and a steering device 15 that can steer the wheels w around the first kingpin shaft 13 in the same direction left and right (see FIG. 5). And the lock mechanism 16 which can lock rotation of the wheel w around the 2nd kingpin axis | shaft 14 in the position corresponding to each said driving mode makes the basic composition.
　ナックル１２は、このナックル１２の上下端部に回動軸１３ａ、１３ｂを有する第一のキングピン軸１３の周りに回動可能にタイロッド１７に接続されている。このタイロッド１７は、車輪ｗを転舵する転舵装置１５（図５等参照）に接続されている。転舵装置１５を駆動してタイロッド１７を移動させることにより、ナックル１２を第一のキングピン軸１３周りに回動して、車輪ｗを転舵することができる。車輪には、軸支部材３１が固定されており、この軸支部材３１によって、ナックル１２が、第一のキングピン軸１３周りに回動可能に保持されている。 The knuckle 12 is connected to a tie rod 17 so as to be rotatable around a first kingpin shaft 13 having rotating shafts 13a and 13b at upper and lower ends of the knuckle 12. The tie rod 17 is connected to a steering device 15 (see FIG. 5 and the like) that steers the wheel w. By driving the steering device 15 and moving the tie rod 17, the knuckle 12 can be rotated around the first kingpin shaft 13 to steer the wheel w. A shaft support member 31 is fixed to the wheel, and the knuckle 12 is held by the shaft support member 31 so as to be rotatable around the first kingpin shaft 13.
　この転舵装置１５として、駆動輪用ステアリング装置１０と同様に、運転者のステアリング操作によって、左右の車輪ｗとタイロッド１７を介して接続されたラック１５ａを左右に移動させて、この左右の車輪ｗを左右同方向に転舵するラックアンドピニオン方式のものを採用することができる。また、この転舵装置１５として、ステアリング１と転舵装置１５が機械的に直接連結された方式、又は、ステアリング１と前記転舵装置１５が直接連結されておらず、ステアリング操作に基づいてアクチュエータ等の駆動力で、転舵装置１５のラック１５ａ等を駆動するステアバイワイヤ方式のいずれの方式のものも採用することができる。 As the steering device 15, the rack 15 a connected to the left and right wheels w via the tie rods 17 is moved left and right by the driver's steering operation in the same manner as the drive wheel steering device 10. A rack and pinion system that steers w in the same direction can be employed. Further, as the steering device 15, a method in which the steering 1 and the steering device 15 are mechanically directly connected, or the steering 1 and the steering device 15 are not directly connected, and the actuator is based on the steering operation. Any of the steer-by-wire systems that drive the rack 15a and the like of the steering device 15 with a driving force such as can be employed.
　ナックル１２には、第二のキングピン軸１４と同軸に、第二のキングピン軸１４周りの車輪ｗ（軸支部材３１）の回動を固定するロック機構１６が設けられている。このロック機構１６は、ナックル１２に対する車輪ｗの角度を、通常走行モード、その場回転モード、横方向移動モード、小回りモードに対応するいずれかの位置でロック又はロック解除を自在に行うことができるようになっている。 The knuckle 12 is provided with a lock mechanism 16 that is coaxial with the second kingpin shaft 14 and fixes the rotation of the wheel w (the shaft support member 31) around the second kingpin shaft 14. The lock mechanism 16 can freely lock or unlock the angle of the wheel w with respect to the knuckle 12 at any position corresponding to the normal travel mode, the spot rotation mode, the lateral movement mode, and the small turn mode. It is like that.
　第二のキングピン軸１４は、第一のキングピン軸１３よりもナックル１２の中央寄りに回動軸１４ａ、１４ｂ（図１Ａ等参照）を有しており、この第二のキングピン軸１４に、車輪ｗ（軸支部材３１）が回動可能に設けられている。また、駆動輪用ステアリング装置１０と同様に、第二のキングピン軸１４のスクラブ半径ｒ２の方が、第一のキングピン軸１３のスクラブ半径ｒ１よりも大きくなるように、各キングピン軸１３、１４が配置されている。 The second kingpin shaft 14 has pivot shafts 14a and 14b (see FIG. 1A, etc.) closer to the center of the knuckle 12 than the first kingpin shaft 13, and the second kingpin shaft 14 includes wheels. w (axial support member 31) is rotatably provided. Similarly to the drive wheel steering device 10, the kingpin shafts 13, 14 are arranged so that the scrub radius r 2 of the second kingpin shaft 14 is larger than the scrub radius r 1 of the first kingpin shaft 13. Is arranged.
　ロック機構１６をロック解除状態とし、ナックル１２に連結された転舵装置１５（例えば、図５に示す構成においてはラック１５ａ）を駆動し、車輪ｗと路面との間の摩擦によってこの車輪ｗの転舵を防止しつつ、ナックル１２を第一のキングピン軸１３周り及び第二のキングピン軸１４周りに回動して走行モードを切り替えることができる（第一走行モード切替ステップ）。 The lock mechanism 16 is brought into the unlocked state, the steering device 15 (for example, the rack 15a in the configuration shown in FIG. 5) connected to the knuckle 12 is driven, and the friction between the wheel w and the road surface causes the wheel w to move. The traveling mode can be switched by rotating the knuckle 12 around the first kingpin shaft 13 and the second kingpin shaft 14 while preventing the turning (first traveling mode switching step).
（２）車両の走行モードの切り替え方法について（前輪が従動輪、後輪が駆動輪の場合）
　車両Ｃの走行モードの切り替え方法の一連の手順について、図６及び図７を用いて説明する。この説明に係る車両Ｃは、前輪ＦＲ、ＦＬにインホイールモータＭを備えていない従動輪、後輪ＲＲ、ＲＬにインホイールモータＭを備えた駆動輪を有しており、前輪ＦＲ、ＦＬ側に従動輪用ステアリング装置３０が、後輪ＲＲ、ＲＬ側に駆動輪用ステアリング装置１０がそれぞれ設けられている。従動輪用ステアリング装置３０は、運転者のステアリング１の操作に基づいて駆動される一方で、駆動輪用ステアリング装置１０は、アクチュエータ（図示せず）によって駆動される。 (2) How to change the driving mode of the vehicle (when the front wheels are driven wheels and the rear wheels are drive wheels)
A series of procedures of the method for switching the traveling mode of the vehicle C will be described with reference to FIGS. The vehicle C according to this description includes a driven wheel that does not include the in-wheel motor M on the front wheels FR and FL, and a drive wheel that includes the in-wheel motor M on the rear wheels RR and RL. A driven wheel steering device 30 is provided, and a driving wheel steering device 10 is provided on the rear wheels RR and RL side. The driven wheel steering device 30 is driven based on the operation of the driver's steering 1, while the drive wheel steering device 10 is driven by an actuator (not shown).
（Ｉ）通常走行モードから横方向移動モードへの切り替え（図６）
　通常走行モード（本図（i））から横方向移動モード（本図（viii））への切り替えについて説明する。通常走行モードにおいては、駆動輪用ステアリング装置１０及び従動輪用ステアリング装置３０に設けられたロック機構１６（図３Ａ～図３Ｄ、図８Ａ，図８Ｂ参照）が、いずれも通常走行モードに対応するロック位置でロックされた状態となっている（本図（i））。 (I) Switching from the normal travel mode to the lateral movement mode (FIG. 6)
Switching from the normal travel mode (this figure (i)) to the lateral movement mode (this figure (viii)) will be described. In the normal travel mode, the lock mechanisms 16 (see FIGS. 3A to 3D, FIGS. 8A, and 8B) provided in the drive wheel steering device 10 and the driven wheel steering device 30 all correspond to the normal travel mode. It is locked at the locked position ((i) in this figure).
　まず、左前輪ＦＬのロック機構１６を解除した上で、ステアリング１を左向きに操作する。すると、転舵装置１５のラックバー１５ａが右向きに移動して右前輪ＦＲが左向きに転舵する。左前輪ＦＬは、そのロック機構１６が解除されていることから、左前輪ＦＬのナックル１２は、第一のキングピン軸１３及び第二のキングピン軸１４のいずれの軸周りにも自在に回動し得るようになっている。ところが、路面との間の摩擦によって転舵することができないため、左前輪ＦＬに対してナックル１２のみが、両キングピン軸１３、１４周りに回動する。このため、ナックル１２の位置が、通常走行モードに対応するロック位置からずれた状態となる（本図（ii））。 First, after releasing the lock mechanism 16 of the left front wheel FL, the steering 1 is operated leftward. Then, the rack bar 15a of the steering device 15 moves rightward, and the right front wheel FR turns leftward. Since the locking mechanism 16 of the left front wheel FL is released, the knuckle 12 of the left front wheel FL freely rotates around either the first kingpin shaft 13 or the second kingpin shaft 14. To get. However, since it cannot be steered by friction with the road surface, only the knuckle 12 rotates around both kingpin shafts 13 and 14 with respect to the left front wheel FL. For this reason, the position of the knuckle 12 is shifted from the lock position corresponding to the normal travel mode ((ii) in this figure).
　次に、右前輪ＦＲが左向きにある程度の舵角だけ転舵したら、この右前輪ＦＲのロック機構１６を解除した上で、ステアリング１を右向きに操作する。このとき、左右前輪ＦＬ、ＦＲのいずれのロック機構１６も解除されているため、左右前輪ＦＬ、ＦＲのいずれも転舵することなく、それらのナックル１２、１２のみが両キングピン軸１３、１４周りに回動する。そして、左前輪ＦＬのナックル１２が、通常走行モードに対応する位置となったときに、この左前輪ＦＬのロック機構１６をロック状態とする。引き続き、ステアリング１を右向きに操作すると、左前輪ＦＬは右向きに転舵する一方で、右前輪ＦＲは転舵することなくそのナックル１２のみが両キングピン軸１３、１４周りに回動し、左右前輪ＦＬ、ＦＲが、ハの字形を形成する（本図（iii））。 Next, when the right front wheel FR is steered to a left by a certain steering angle, the lock mechanism 16 of the right front wheel FR is released and the steering 1 is operated rightward. At this time, since the locking mechanism 16 of both the left and right front wheels FL and FR is released, only the knuckles 12 and 12 around the kingpin shafts 13 and 14 are steered without turning the left and right front wheels FL and FR. To turn. When the knuckle 12 of the left front wheel FL reaches a position corresponding to the normal travel mode, the lock mechanism 16 of the left front wheel FL is brought into a locked state. Subsequently, when the steering wheel 1 is operated to the right, the left front wheel FL is steered to the right, while the right front wheel FR is not steered, and only the knuckle 12 is rotated around the kingpin shafts 13 and 14, and the left and right front wheels are steered. FL and FR form a square shape (this figure (iii)).
　さらに、左右前輪ＦＬ、ＦＲのロック機構１６を解除した上で、ステアリング１の位置（右向きに操作した状態となっている）を固定したまま、左右後輪ＲＬ、ＲＲにそれぞれ設けたインホイールモータＭを後退方向に駆動する。このとき、ステアリング１の位置が固定されていることから、左右前輪ＦＬ、ＦＲのナックル１２は第一のキングピン軸１３周りに回動することができず、左右前輪ＦＬ、ＦＲは第二のキングピン軸１４周りに左右方向（左右前輪ＦＬ、ＦＲの転舵角度が大きくなる方向）に回動する。 Further, the in-wheel motors provided on the left and right rear wheels RL and RR, respectively, with the position of the steering wheel 1 (operated to the right) being fixed after releasing the lock mechanism 16 of the left and right front wheels FL and FR. Drive M in the reverse direction. At this time, since the position of the steering wheel 1 is fixed, the knuckles 12 of the left and right front wheels FL and FR cannot be rotated around the first kingpin shaft 13, and the left and right front wheels FL and FR are the second kingpin. It rotates around the shaft 14 in the left-right direction (the direction in which the turning angle of the left and right front wheels FL, FR increases).
　そして、右前輪ＦＲのナックル１２が、横方向移動モードに対応する位置となったときに、この右前輪ＦＲのロック機構１６のみをロック状態とする（本図（iv））。この右前輪ＦＲのロック機構１６をロックさせるのと同時に、インホイールモータＭの駆動を停止する。 Then, when the knuckle 12 of the right front wheel FR reaches a position corresponding to the lateral movement mode, only the lock mechanism 16 of the right front wheel FR is locked (this figure (iv)). At the same time that the locking mechanism 16 of the right front wheel FR is locked, the driving of the in-wheel motor M is stopped.
　さらに、ステアリング１を左向きに操作すると、ロック状態を解除したままの左前輪ＦＬのナックル１２が、両キングピン軸１３、１４周りに回動する一方で、ロック状態とした右前輪ＦＲは左向きに転舵する。そして、右前輪ＦＲの転舵角が車両の前後方向に対して９０度となったとき（ステアリング１が中立状態となったとき）に右前輪ＦＲのロック状態１６を解除する（本図（v））。この状態からさらにステアリング１を左向きに操作し、左前輪ＦＬのナックル１２が、横方向移動モードに対応する位置になったときに、この左前輪ＦＬのロック機構１６をロック状態とする。このとき、右前輪ＦＲは、転舵することなくそのナックル１２のみが両キングピン軸１３、１４周りに回動する（本図（vi））。 Further, when the steering 1 is operated to the left, the knuckle 12 of the left front wheel FL with the unlocked state rotating around the kingpin shafts 13 and 14, while the right front wheel FR in the locked state rotates to the left. Rudder. When the turning angle of the right front wheel FR becomes 90 degrees with respect to the longitudinal direction of the vehicle (when the steering wheel 1 is in the neutral state), the lock state 16 of the right front wheel FR is released (this figure (v )). From this state, the steering 1 is further operated to the left, and when the knuckle 12 of the left front wheel FL reaches a position corresponding to the lateral movement mode, the lock mechanism 16 of the left front wheel FL is brought into a locked state. At this time, only the knuckle 12 rotates around the kingpin shafts 13 and 14 without turning the right front wheel FR (this figure (vi)).
　さらに、ステアリング１を右向きに操作すると、左前輪ＦＬが右向きに転舵し、左前輪ＦＬの転舵角が車両の前後方向に対して９０度となったとき（ステアリング１が中立状態となったとき）に、右前輪ＦＲのロック機構１６をロック状態とする。これにより、左右前輪ＦＬ、ＦＲが、横方向移動モードに対応する向きに転舵される（本図（vii））。 Further, when the steering 1 is operated to the right, the left front wheel FL is steered to the right, and when the turning angle of the left front wheel FL becomes 90 degrees with respect to the longitudinal direction of the vehicle (the steering 1 is in a neutral state). The locking mechanism 16 of the right front wheel FR is set to the locked state. As a result, the left and right front wheels FL and FR are steered in a direction corresponding to the lateral movement mode (this diagram (vii)).
　最後に、駆動用ステアリング装置１０の中立状態を保ったまま、左右後輪ＲＬ、ＲＲのロック機構１６を解除し、インホイールモータＭを後退方向に駆動する。このとき、左右前輪ＦＬ、ＦＲは、横向きに転舵されているため車両は後退することができず、しかも、左右後輪ＲＬ、ＲＲのナックル１２は、第一のキングピン軸１３周りに回動することができないため、インホイールモータＭの駆動に伴って、左右後輪ＲＬ、ＲＲは第二のキングピン軸１４周りに左右方向（左右後輪ＲＬ、ＲＲの転舵角度が大きくなる方向）に転舵する。左右後輪ＲＬ、ＲＲの転舵角が、車両の前後方向に対して９０度となったときに、左右後輪ＲＬ、ＲＲのロック機構１６をロック状態とするとともに、インホイールモータＭの駆動を停止する。これにより、左右前後の全ての車輪ＦＬ、ＦＲ、ＲＬ、ＲＲが横方向に９０度転舵された、横方向移動モードとすることができる（本図（viii））。 Finally, while maintaining the neutral state of the driving steering device 10, the lock mechanism 16 of the left and right rear wheels RL and RR is released, and the in-wheel motor M is driven in the backward direction. At this time, since the left and right front wheels FL and FR are steered sideways, the vehicle cannot move backward, and the knuckle 12 of the left and right rear wheels RL and RR rotates around the first kingpin shaft 13. As the in-wheel motor M is driven, the left and right rear wheels RL and RR are moved in the left and right direction around the second kingpin shaft 14 (the direction in which the turning angle of the left and right rear wheels RL and RR is increased). Steer. When the turning angle of the left and right rear wheels RL and RR becomes 90 degrees with respect to the longitudinal direction of the vehicle, the lock mechanism 16 of the left and right rear wheels RL and RR is set in the locked state and the in-wheel motor M is driven. To stop. Thereby, it can be set as the horizontal movement mode in which all the wheels FL, FR, RL, and RR on the left and right and left and right are steered 90 degrees in the horizontal direction (this figure (viii)).
（ＩＩ）横方向移動モードから通常走行モードへの切り替え（図７）
　横方向移動モード（本図（i））から通常走行モード（本図（viii））への切り替えについて説明する。横方向移動モードにおいては、駆動輪用ステアリング装置１０及び従動輪用ステアリング装置３０に設けられたロック機構１６（図３Ａ～図３Ｄ、図８Ａ，図８Ｂ参照）が、いずれも横方向移動モードに対応するロック位置でロックされた状態となっている（本図（i））。 (II) Switching from lateral movement mode to normal travel mode (Fig. 7)
Switching from the lateral movement mode (this figure (i)) to the normal travel mode (this figure (viii)) will be described. In the lateral movement mode, the lock mechanism 16 (see FIGS. 3A to 3D, FIG. 8A, and FIG. 8B) provided in the driving wheel steering device 10 and the driven wheel steering device 30 is in the lateral movement mode. It is in a locked state at the corresponding lock position ((i) in this figure).
　まず、駆動用ステアリング装置１０の中立状態を保ったまま、左右後輪ＲＬ、ＲＲのロック機構１６を解除し、インホイールモータＭを前進方向に駆動する。このとき、左右前輪ＦＬ、ＦＲは、横向きに転舵されているため車両は前進することができず、しかも、左右後輪ＲＬ、ＲＲのナックル１２は、第一のキングピン軸１３周りに回動することができないため、インホイールモータＭの駆動に伴って、左右後輪ＲＬ、ＲＲは第二のキングピン軸１４周りに前後方向（左右後輪ＲＬ、ＲＲが互いに平行になる方向）に転舵する。左右後輪ＲＬ、ＲＲが車両の前後方向に対して０度となったときに、左右後輪ＲＬ、ＲＲのロック機構１６をロック状態とするとともに、インホイールモータＭの駆動を停止する（本図（ii））。 First, while maintaining the neutral state of the driving steering device 10, the lock mechanism 16 of the left and right rear wheels RL and RR is released, and the in-wheel motor M is driven in the forward direction. At this time, since the left and right front wheels FL and FR are steered sideways, the vehicle cannot move forward, and the knuckle 12 of the left and right rear wheels RL and RR rotates around the first kingpin shaft 13. As the in-wheel motor M is driven, the left and right rear wheels RL and RR are steered in the front-rear direction around the second kingpin shaft 14 (the direction in which the left and right rear wheels RL and RR are parallel to each other). To do. When the left and right rear wheels RL and RR become 0 degrees with respect to the longitudinal direction of the vehicle, the locking mechanism 16 of the left and right rear wheels RL and RR is locked and the driving of the in-wheel motor M is stopped (this book Figure (ii)).
　次に、右前輪ＦＲのロック機構１６を解除した上で、ステアリング１を左向きに操作すると、ロック状態としたままの左前輪ＦＬは左向きに転舵する。右前輪ＦＲは、そのロック機構１６が解除されていることから、右前輪ＦＲのナックル１２は、第一のキングピン軸１３及び第二のキングピン軸１４のいずれの軸周りにも自在に回動し得るようになっている。ところが、路面との間の摩擦によって転舵することができないため、右前輪ＦＲに対してナックル１２のみが両キングピン軸１３、１４周りに回動する。このため、ナックル１２の位置が、横方向移動モードに対応するロック位置からずれた状態となる（本図（iii））。 Next, when the steering mechanism 1 is operated to the left after releasing the lock mechanism 16 of the right front wheel FR, the left front wheel FL in the locked state is steered leftward. Since the locking mechanism 16 of the right front wheel FR is released, the knuckle 12 of the right front wheel FR freely rotates around any of the first kingpin shaft 13 and the second kingpin shaft 14. To get. However, since it cannot be steered due to friction with the road surface, only the knuckle 12 rotates about both kingpin shafts 13 and 14 with respect to the right front wheel FR. For this reason, the position of the knuckle 12 is shifted from the lock position corresponding to the lateral movement mode (this figure (iii)).
　左前輪ＦＬが左向きにある程度転舵したら、この左前輪ＦＬのロック機構１６を解除した上で、ステアリング１を右向きに操作する。このとき、左右前輪ＦＬ、ＦＲのいずれのロック機構１６も解除されているため、左右前輪ＦＬ、ＦＲのいずれも転舵することなく、それらのナックル１２のみが両キングピン軸１３、１４周りに回動する。そして、右前輪ＦＲのナックル１２が、横方向移動モードに対応する位置となったとき（ステアリング１が中立状態となったとき）に、この右前輪ＦＲのロック機構１６をロック状態とする（本図（iv））。 When the left front wheel FL is steered to the left to some extent, the lock mechanism 16 of the left front wheel FL is released and the steering 1 is operated rightward. At this time, since the locking mechanisms 16 of the left and right front wheels FL and FR are both released, only the knuckle 12 rotates around the kingpin shafts 13 and 14 without turning any of the left and right front wheels FL and FR. Move. Then, when the knuckle 12 of the right front wheel FR reaches a position corresponding to the lateral movement mode (when the steering wheel 1 is in a neutral state), the lock mechanism 16 of the right front wheel FR is set to the locked state (this Figure (iv)).
　引き続き、ステアリング１を右向きに操作すると、左前輪ＦＬは転舵することなくそのナックル１２のみが両キングピン軸１３、１４周りに回動する一方で、右前輪ＦＲは右向きに転舵する（本図（v））。この状態で、右前輪ＦＲのロック機構１６を解除し、ステアリング１の位置（右向きに転舵した状態となっている）を固定したまま、左右後輪ＲＬ、ＲＲにそれぞれ設けたインホイールモータＭを前進方向に駆動する。このとき、ステアリング１の位置が固定されていることから、左右前輪ＦＬ、ＦＲのナックル１２は第一のキングピン軸１３周りに回動することができず、左右前輪ＦＬ、ＦＲは第二のキングピン軸１４周りに前後方向（左右前輪ＦＬ、ＦＲが平行に近付く方向）に回動する。 Subsequently, when the steering wheel 1 is operated to the right, the left front wheel FL does not steer but only the knuckle 12 rotates around the kingpin shafts 13 and 14, while the right front wheel FR steers right (this figure). (V)). In this state, the lock mechanism 16 of the right front wheel FR is released, and the in-wheel motor M provided on each of the left and right rear wheels RL and RR is maintained with the position of the steering 1 (turned to the right) being fixed. Is driven in the forward direction. At this time, since the position of the steering wheel 1 is fixed, the knuckles 12 of the left and right front wheels FL and FR cannot be rotated around the first kingpin shaft 13, and the left and right front wheels FL and FR are the second kingpin. It rotates around the shaft 14 in the front-rear direction (the direction in which the left and right front wheels FL, FR approach in parallel).
　そして、左前輪ＦＬのナックル１２が、通常走行モードに対応する位置となったときに、この左前輪ＦＬのロック機構１６のみをロックした状態とする（本図（vi））。この左前輪ＦＬのロック機構１６をロックさせるのと同時に、インホイールモータＭの駆動を停止する。 Then, when the knuckle 12 of the left front wheel FL reaches a position corresponding to the normal driving mode, only the lock mechanism 16 of the left front wheel FL is locked (this figure (vi)). At the same time that the locking mechanism 16 of the left front wheel FL is locked, the driving of the in-wheel motor M is stopped.
　さらに、ステアリング１を左向きに操作すると、ロック状態とした左前輪ＦＬは左向きに転舵する一方で、ロック状態を解除したままの右前輪ＦＲのナックル１２が、両キングピン軸１３、１４周りに回動する。そして、右前輪ＦＲのナックル１２が、通常走行モードに対応する位置になったときに、左右前輪ＦＬ、ＦＲのロック機構１６をロック状態とすることにより、左右前後の全ての車輪ＦＬ、ＦＲ、ＲＬ、ＲＲを通常走行モードとすることができる（本図（vii））。このロック状態で、ステアリング１を右向きに操作して中立状態とすると、左右前輪ＦＬ、ＦＲを直進状態とすることができる（本図（viii））。 Further, when the steering 1 is operated to the left, the left front wheel FL in the locked state is steered to the left, while the knuckle 12 of the right front wheel FR with the unlocked state is rotated around the kingpin shafts 13 and 14. Move. When the knuckle 12 of the right front wheel FR is in a position corresponding to the normal travel mode, the left and right front wheels FL, FR lock mechanism 16 is brought into the locked state, so that all the left and right front and rear wheels FL, FR, RL and RR can be set to the normal travel mode (this figure (vii)). In this locked state, when the steering wheel 1 is operated to the right to be in the neutral state, the left and right front wheels FL and FR can be brought into a straight traveling state (this figure (viii)).
　車両Ｃ（図４参照）に採用される第二のキングピン軸１４周りのロック機構１６について、図８Ａ，図８Ｂ乃至図１２Ａ～図１２Ｆを用いて説明する。このロック機構１６は、軸支部材３１、ナックル１２、及びロック装置３２を主要な構成要素としている。図８Ａ、図８Ｂはロック機構１６の要部（ロック装置３２の近傍）を、図９Ａ～図９Ｅは軸支部材３１を、図１０Ａ～図１０Ｆはナックル１２を、図１１Ａ～図１１Ｄはロック装置３２を、図１２Ａ～図１２Ｆはロック装置１６の作用をそれぞれ示している。 The lock mechanism 16 around the second kingpin shaft 14 employed in the vehicle C (see FIG. 4) will be described with reference to FIGS. 8A, 8B to 12A to 12F. The lock mechanism 16 includes the shaft support member 31, the knuckle 12, and the lock device 32 as main components. 8A and 8B show the main part of the locking mechanism 16 (near the locking device 32), FIGS. 9A to 9E show the shaft support member 31, FIGS. 10A to 10F show the knuckle 12, and FIGS. 11A to 11D show the lock. The device 32 and FIGS. 12A to 12F show the operation of the locking device 16, respectively.
　軸支部材３１は、車輪ｗの回転軸方向に延設された本体部３１ａを有し、この本体部３１ａには、上下方向に延びる軸部３１ｂが突設されている（図９Ａ，図９Ｂ参照）。この軸部３１ｂは後述するナックル１２に形成された貫通孔１２ｄに挿し込まれ、第二のキングピン軸１４周りに回転自在となっている。この軸部３１ｂの下端外周面には、車両Ｃが備える各走行モードにおける車輪ｗの転舵角度に対応する位置に、断面が半円弧状のロック溝３３（３３ａ、３３ｂ、３３ｃ）が形成されている（図９Ｂ，図９Ｃ参照）。この実施形態においては、ロック溝３３ａが通常走行モードに、ロック溝３３ｂがその場回転モードに、ロック溝３３ｃが横方向移動モードにそれぞれ対応している。 The shaft support member 31 has a main body portion 31a extending in the direction of the rotation axis of the wheel w, and a shaft portion 31b extending in the vertical direction protrudes from the main body portion 31a (FIGS. 9A and 9B). reference). The shaft portion 31b is inserted into a through hole 12d formed in the knuckle 12 described later, and is rotatable around the second kingpin shaft 14. A lock groove 33 (33a, 33b, 33c) having a semicircular cross section is formed on the outer peripheral surface of the lower end of the shaft portion 31b at a position corresponding to the turning angle of the wheel w in each travel mode of the vehicle C. (See FIGS. 9B and 9C). In this embodiment, the lock groove 33a corresponds to the normal travel mode, the lock groove 33b corresponds to the in-situ rotation mode, and the lock groove 33c corresponds to the lateral movement mode.
　三種類の走行モードを備える車両Ｃの場合、三カ所にロック溝３３ａ、３３ｂ、３３ｃが形成されるが、このロック溝３３ａ、３３ｂ、３３ｃの数は、その車両Ｃが備える走行モードの種類に対応して適宜増減される。本体部３１ａの端部には、嵌合突起３１ｃが形成されており（図９Ａ，図９Ｂ参照）、この嵌合突起３１ｃがホイールに嵌め込まれることによって、軸支部材３１が車輪ｗに固定される（図３Ａ～図３Ｄ参照）。 In the case of the vehicle C having three types of travel modes, lock grooves 33a, 33b, and 33c are formed at three locations. The number of the lock grooves 33a, 33b, and 33c depends on the type of travel mode that the vehicle C has. Correspondingly increase or decrease accordingly. A fitting projection 31c is formed at the end of the main body 31a (see FIGS. 9A and 9B), and the fitting member 31c is fitted into the wheel, whereby the shaft support member 31 is fixed to the wheel w. (See FIGS. 3A to 3D).
　ナックル１２は、側面視コの字形の本体部１２ａを有し、この本体部１２ａには、上下方向に、第一のキングピン軸１３周りに回転自在な軸部１２ｂが突設されている（図１０Ａ，図１０Ｃ参照）。軸部１２ｂの先端に形成された球状の部分に、アッパーアーム１１ａ及びロワアーム１１ｂ（図３Ａ～図３Ｄ参照）がそれぞれ接続される。本体部１２ａの中ほどには、延設部１２ｃが延設されており、この延設部１２ｃの先端に、タイロッド１７（図３Ａ～図３Ｄ参照）が接続される。 The knuckle 12 has a U-shaped body portion 12a in side view, and a shaft portion 12b that is rotatable around the first kingpin shaft 13 projects in the vertical direction on the body portion 12a (see FIG. 10A, see FIG. 10C). An upper arm 11a and a lower arm 11b (see FIGS. 3A to 3D) are connected to spherical portions formed at the tip of the shaft portion 12b. An extending portion 12c extends in the middle of the main body portion 12a, and a tie rod 17 (see FIGS. 3A to 3D) is connected to the tip of the extending portion 12c.
　ナックル１２の本体部１２ａには、軸支部材３１に突設した軸部３１ｂを挿し込む一対の貫通孔１２ｄ、１２ｄが形成されている。一対の貫通孔１２ｄ、１２ｄのうち下側の貫通孔１２ｄの内周面には、断面が半円弧状のロック溝１２ｅが一カ所形成されている（図１０Ｅ，図１０Ｆ参照）。貫通孔１２ｄに挿し込まれた軸支部材３１の軸部３１ｂを第二のキングピン軸１４周りに回転して、この軸部３１ｂの外周面に形成されたロック溝３３ａ、３３ｂ、３３ｃのいずれかと、貫通孔１２ｄの内周面に形成されたロック溝１２ｅ（図１０Ｂ，図１０Ｅ参照）の位置を合わせると、一つの円形のロック穴が形成される。 A pair of through holes 12d and 12d into which a shaft portion 31b protruding from the shaft support member 31 is inserted are formed in the main body portion 12a of the knuckle 12. A lock groove 12e having a semicircular arc in cross section is formed on the inner peripheral surface of the lower through hole 12d of the pair of through holes 12d and 12d (see FIGS. 10E and 10F). The shaft portion 31b of the shaft support member 31 inserted into the through-hole 12d is rotated around the second kingpin shaft 14, and one of the lock grooves 33a, 33b, 33c formed on the outer peripheral surface of the shaft portion 31b. When the positions of the lock grooves 12e (see FIGS. 10B and 10E) formed on the inner peripheral surface of the through hole 12d are aligned, one circular lock hole is formed.
　ロック装置３２は、有底筒状のハウジング３４を有し、このハウジング３４の内部に、ソレノイドコイル３５と、ロックプランジャ３６が設けられている。このロックプランジャ３６の先端には、ロックピン３６ａが形成されている。ロックプランジャ３６とハウジング３４との間には、付勢部材（図示せず）が介在して設けられている。 The lock device 32 has a bottomed cylindrical housing 34, and a solenoid coil 35 and a lock plunger 36 are provided inside the housing 34. A lock pin 36 a is formed at the tip of the lock plunger 36. A biasing member (not shown) is interposed between the lock plunger 36 and the housing 34.
　ソレノイドコイル３５の非作動時は、前記付勢部材の付勢力によって、ロックピン３６ａがハウジング３４から突出し（図１１Ａ参照）、このロックピン３６ａが、軸部３１ｂと貫通孔１２ｄの内周面との間に形成された円形のロック穴に挿し込まれる（図８Ａ参照）。ロック穴にロックピン３６ａが挿し込まれることによって、ナックル１２が第二のキングピン軸１４周りに回転できない状態（ロック状態）となる。 When the solenoid coil 35 is not in operation, the lock pin 36a protrudes from the housing 34 by the biasing force of the biasing member (see FIG. 11A), and the lock pin 36a is connected to the shaft portion 31b and the inner peripheral surface of the through hole 12d. (See FIG. 8A). When the lock pin 36a is inserted into the lock hole, the knuckle 12 cannot rotate around the second kingpin shaft 14 (locked state).
　その一方で、ソレノイドコイル３５の作動時は、このソレノイドコイル３５の磁力によってロックプランジャ３６がハウジング３４の内側に引き付けられて（図１１Ｃ参照）、ロック穴からロックピン３６ａが退去する（図８Ｂ参照）。これにより、ナックル１２が第二のキングピン軸１４周りに回転自在の状態（ロック解除状態）となる。 On the other hand, when the solenoid coil 35 is operated, the lock plunger 36 is attracted to the inside of the housing 34 by the magnetic force of the solenoid coil 35 (see FIG. 11C), and the lock pin 36a is retracted from the lock hole (see FIG. 8B). ). As a result, the knuckle 12 becomes rotatable around the second kingpin shaft 14 (unlocked state).
　図１２Ａ～図１２Ｆに示すように、通常走行モードにおいては、軸部３１ｂに形成されたロック溝３３ａと、貫通孔１２ｄの内周面に形成されたロック溝１２ｅとによって形成されるロック穴に（図１２Ｂ参照）、その場回転モードにおいては、軸部３１ｂに形成されたロック溝３３ｂと、貫通孔１２ｄの内周面に形成されたロック溝１２ｅとによって形成されるロック穴に（図１２Ｄ参照）、横方向移動モードにおいては、軸部３１ｂに形成されたロック溝３３ｃと、貫通孔１２ｄの内周面に形成されたロック溝１２ｅとによって形成されるロック穴に（図１２Ｆ参照）、ロックピン３６ａ（図８Ａ参照）がそれぞれ挿し込まれ、各走行モードに対応する車輪ｗの転舵角度においてナックル１２がロックされる。なお、図１２Ａ～図１２Ｆの各図においては、ロック装置３２（ロックピン３６ａ以外）の図示を省略している。 As shown in FIGS. 12A to 12F, in the normal travel mode, the lock hole formed by the lock groove 33a formed in the shaft portion 31b and the lock groove 12e formed in the inner peripheral surface of the through hole 12d is formed in the lock hole. In the in-situ rotation mode (see FIG. 12B), in the lock hole formed by the lock groove 33b formed in the shaft portion 31b and the lock groove 12e formed in the inner peripheral surface of the through hole 12d (see FIG. 12D). In the lateral movement mode, in the lock hole formed by the lock groove 33c formed in the shaft portion 31b and the lock groove 12e formed in the inner peripheral surface of the through hole 12d (see FIG. 12F), The lock pins 36a (see FIG. 8A) are respectively inserted, and the knuckle 12 is locked at the turning angle of the wheel w corresponding to each travel mode. In each of FIGS. 12A to 12F, the lock device 32 (except for the lock pin 36a) is not shown.
　なお、図６及び図７に示した走行モードの切り替え手順は、あくまでも例示に過ぎない。この手順と同様の手順で、例えば、通常走行モードとその場回転モードとの間で、走行モードの切り替えを行うこともできる。また、通常走行モードと横方向移動モードとの間で走行モードの切り替えを行うときに、両モードの間で直接切り替えを行うのではなく、例えば、モード切り替えの途中で、その場回転モード等の他の走行モードを介在させてもよい。車輪ｗの転舵角度差が大きい走行モード（例えば、通常走行モードと横方向移動モード）の間に、両走行モードの中間の転舵角度の走行モード（例えば、その場回転モード）を介在させることにより、走行モードの切り替えを一層スムーズに行うことができるためである。 The travel mode switching procedure shown in FIGS. 6 and 7 is merely an example. In the same procedure as this procedure, for example, the driving mode can be switched between the normal driving mode and the spot rotation mode. In addition, when switching the driving mode between the normal driving mode and the lateral movement mode, instead of switching directly between the two modes, for example, in the middle of the mode switching, Other driving modes may be interposed. Between the driving modes (for example, the normal driving mode and the lateral movement mode) having a large difference in the turning angle of the wheels w, the driving mode (for example, the in-situ rotation mode) having an intermediate steering angle between the two driving modes is interposed. This is because the driving mode can be switched more smoothly.
　また、図６及び図７に示した走行モードの切り替え手順においては、従動輪の走行モードの切り替えのアシストとして、駆動輪に設けたインホイールモータＭの駆動力を利用したが、従動輪用ステアリング装置３０で車輪ｗを左右に転舵しつつ、ロック機構１６によるロック及びロック解除を適宜行うことにより、インホイールモータＭの駆動力によるアシストを受けることなく、従動輪の走行モードの切り替えを行うことができる場合もある。また、駆動輪の走行モードの切り替えを従動輪の走行モードの切り替えと同様に、インホイールモータＭの駆動力を用いることなく行うことができる場合もある。 In the travel mode switching procedure shown in FIGS. 6 and 7, the driving force of the in-wheel motor M provided on the driving wheel is used as an assist for switching the traveling mode of the driven wheel. The driving mode of the driven wheels is switched without receiving assistance from the driving force of the in-wheel motor M by appropriately performing locking and unlocking by the lock mechanism 16 while turning the wheel w left and right by the device 30. Sometimes you can. In addition, there is a case where the driving mode of the driving wheel can be switched without using the driving force of the in-wheel motor M, similarly to the switching of the driving mode of the driven wheel.
（３）車両の走行モードの切り替え方法について（４輪とも駆動輪の場合）
　４輪とも駆動輪を備えた車両の走行モードを図１３から図１６に示す平面図を用いて説明する。各図中に記載の白三角形は車両Ｃの前方を示し、白抜きの矢印は各走行モード（又は転舵状態）における車両Ｃの進行方向を表す。なお、これらの各図は、各走行モード時における車輪ｗの転舵方向に注目するために、駆動輪用ステアリング装置１０と従動輪用ステアリング装置３０との間の制御系及び駆動系の詳細については記載を省略している。 (3) Switching method of vehicle driving mode (when all four wheels are drive wheels)
A traveling mode of a vehicle equipped with driving wheels for all four wheels will be described with reference to plan views shown in FIGS. The white triangle described in each figure indicates the front of the vehicle C, and the white arrow indicates the traveling direction of the vehicle C in each travel mode (or steered state). Each of these drawings shows details of the control system and the drive system between the drive wheel steering device 10 and the driven wheel steering device 30 in order to pay attention to the steering direction of the wheel w in each travel mode. Is omitted.
（Ｉ）通常走行モード（図１３）
　通常走行モードは、一般的な車両と同様に、通常の走行時において前輪ＦＬ、ＦＲを左右同方向に転舵するモードである。通常の走行モードにおいては、車両Ｃのステアリング装置１５（１５ａ、１５ｂ）を中立（直進）状態としつつ、ロックバー２０の通常走行モードに対応する位置において、ロック機構１６（図１Ａ、図１Ｂ等参照）をロック状態とする。このロック機構１６をロック状態とすることにより、車輪ｗとナックル１２は第二のキングピン軸１４周りに相対回動不能となる。さらに、ステアリングを操作して、ナックル１２を第一のキングピン軸１３周りに回動させると、車輪ｗを左右に転舵することができる（図１３は右に転舵した状態）。図１３に示すように前輪ＦＬ、ＦＲを右に転舵した状態で、車輪ｗに設けたインホイールモータＭを駆動すると、本図中に白抜きの矢印で示すように、車両Ｃを右折させることができる。なお、図１３においては、ステアリング操作によって前輪ＦＬ、ＦＲのみ転舵した状態について示しているが、前輪ＦＬ、ＦＲの転舵と連動して後輪ＲＬ、ＲＲを転舵した状態とすることもできる。 (I) Normal driving mode (Fig. 13)
The normal travel mode is a mode in which the front wheels FL and FR are steered in the same direction in the left and right during normal travel, as in a general vehicle. In the normal travel mode, the lock mechanism 16 (FIGS. 1A, 1B, etc.) is located at a position corresponding to the normal travel mode of the lock bar 20 while the steering device 15 (15a, 15b) of the vehicle C is in a neutral (straight forward) state. (See) is in the locked state. By setting the lock mechanism 16 to the locked state, the wheel w and the knuckle 12 cannot be rotated relative to each other around the second kingpin shaft 14. Furthermore, when the steering is operated and the knuckle 12 is rotated around the first kingpin shaft 13, the wheel w can be steered to the left and right (FIG. 13 is steered to the right). When the in-wheel motor M provided on the wheel w is driven in a state where the front wheels FL and FR are steered to the right as shown in FIG. 13, the vehicle C is turned to the right as shown by the white arrow in the figure. be able to. Although FIG. 13 shows the state in which only the front wheels FL and FR are steered by the steering operation, the rear wheels RL and RR may be steered in conjunction with the steering of the front wheels FL and FR. it can.
（ＩＩ）その場回転モード（図１４）
　その場回転モードは、同一の位置で車両Ｃの向きを変更するモードである。通常の走行モードからその場回転モードに切り替える際は、まず各ステアリング装置１０のロック機構１６（図１Ａ、図１Ｂ等参照）をロック解除状態とする。次に、この状態で車輪ｗに設けたインホイールモータＭを駆動すると、第一のキングピン軸１３周りに回動するナックル１２はタイロッド１７によりその状態を保ちつつ、その代わりにナックル１２の第二のキングピン軸１４周りに車輪ｗが回動し、図１４に示すように、前後４輪の回転中心軸が車両Ｃの回転中心Ｐ１で交わる方向に転舵する。この転舵した状態で、ロックバー２０（図１Ａ、図１Ｂ等参照）のその場回転モードに対応する位置（１９ａの位置）において、ロック機構１６をロック状態とする。このロック機構１６をロック状態とすることにより、車輪ｗはナックル１２の第二のキングピン軸１４周りに相対回転不能となる。この状態で各車輪ｗに設けたインホイールモータＭのうち少なくとも一つを駆動すると、車両Ｃは回転中心Ｐ１を中心として回転し、その場回転運転が実現される。なお、このその場回転モードにおいてもステアリングを操作することができ、このステアリング操作によって、車両Ｃの回転中心Ｐ１の位置をずらすように移動させることも可能である。 (II) In-situ rotation mode (Fig. 14)
The spot rotation mode is a mode in which the direction of the vehicle C is changed at the same position. When switching from the normal travel mode to the spot rotation mode, first, the lock mechanism 16 (see FIG. 1A, FIG. 1B, etc.) of each steering device 10 is set to the unlocked state. Next, when the in-wheel motor M provided on the wheel w is driven in this state, the knuckle 12 rotating around the first kingpin shaft 13 is maintained in its state by the tie rod 17, and instead the second knuckle 12 The wheel w is rotated around the kingpin shaft 14 and steered in the direction in which the rotation center axes of the four front and rear wheels intersect at the rotation center P1 of the vehicle C as shown in FIG. In this steered state, the lock mechanism 16 is brought into the locked state at a position (position 19a) corresponding to the in-situ rotation mode of the lock bar 20 (see FIGS. 1A, 1B, etc.). By setting the lock mechanism 16 in the locked state, the wheel w cannot be rotated around the second kingpin shaft 14 of the knuckle 12. In this state, when at least one of the in-wheel motors M provided on each wheel w is driven, the vehicle C rotates about the rotation center P1 and an in-situ rotation operation is realized. Note that the steering can also be operated in this in-situ rotation mode, and the steering center can be moved so as to shift the position of the rotation center P1 of the vehicle C.
（ＩＩＩ）横方向移動モード（図１５）
　横方向移動モードは、車両Ｃが前方を向いた状態のまま、この車両１の直進方向に対して９０度直交する方向に移動させるモードである。通常の走行モードから横方向移動モードに切り替える際は、まず各ステアリング装置１のロック機構１６（図１Ａ、図１Ｂ等参照）をロック解除状態とする。次に、この状態で車輪ｗに設けたインホイールモータＭを駆動すると、第一のキングピン軸１３周りに回動するナックル１２は、タイロッド１７によりその状態を保ちつつ、その代わりにナックル１２の第二のキングピン軸１４周りに車輪ｗが回動し、図１５に示すように、前後４輪の転がり方向が、車両Ｃの通常の直進方向に対して直角になるように転舵する。この転舵した状態で、ロックバー２０（図１Ａ、図１Ｂ等参照）の横方向移動モードに対応する位置（１９ｃの位置）において、ロック機構１６をロック状態とする。このロック機構１６をロック状態とすることにより、車輪ｗはナックル１２の第二のキングピン軸１４周りに相対回転不能となる。この状態で各車輪ｗに設けたインホイールモータＭのうち少なくとも一つを駆動すると、車両Ｃは通常の走行方向に対して真横方向に移動する横方向運転が実現される。なお、この横方向移動モードにおいてもステアリングを操作することができ、このステアリング操作によって、車両Ｃの移動方向を真横から少し前後いずれかに偏った方向に調節することも可能である。 (III) Lateral movement mode (FIG. 15)
The lateral movement mode is a mode in which the vehicle C is moved in a direction orthogonal to the straight traveling direction of the vehicle 1 by 90 degrees with the vehicle C facing forward. When switching from the normal travel mode to the lateral movement mode, first, the lock mechanism 16 (see FIG. 1A, FIG. 1B, etc.) of each steering device 1 is set to the unlocked state. Next, when the in-wheel motor M provided on the wheel w is driven in this state, the knuckle 12 that rotates around the first kingpin shaft 13 is maintained in its state by the tie rod 17, and instead the knuckle 12 The wheel w is rotated around the second kingpin shaft 14 and steered so that the rolling direction of the four front and rear wheels is perpendicular to the normal straight direction of the vehicle C, as shown in FIG. In this steered state, the lock mechanism 16 is brought into the locked state at a position (position 19c) corresponding to the lateral movement mode of the lock bar 20 (see FIGS. 1A, 1B, etc.). By setting the lock mechanism 16 in the locked state, the wheel w cannot be rotated around the second kingpin shaft 14 of the knuckle 12. In this state, when at least one of the in-wheel motors M provided on each wheel w is driven, the vehicle C can be operated laterally so as to move in a lateral direction with respect to the normal traveling direction. In this lateral movement mode, the steering can be operated, and the steering direction of the vehicle C can be adjusted to a direction slightly deviated from right to left by the steering operation.
（ＩＶ）小回りモード（図１６）
　小回りモードは、ほぼ同一の位置で車両Ｃの向きを変更するモードである。通常の走行モードから小回りモードに切り替える際は、まず各ステアリング装置１０のロック機構１６（図１Ａ、図１Ｂ等参照）をロック解除状態とする。次に、この状態で前輪ＦＬ、ＦＲの２輪の車輪ｗに設けたインホイールモータＭを駆動すると、第一のキングピン軸１３周りに回動するナックル１２はタイロッド１７によりその状態を保ちつつ、その代わりにナックル１２の第二のキングピン軸１４周りに車輪ｗが回動し、図１６に示すように、後輪ＲＬ、ＲＲはそのままの状態を保ちつつ、前輪ＦＬ、ＦＲは、二つの後輪ＲＬ、ＲＲを結んだ回転中心Ｐ２で交わる方向に転舵する。この転舵した状態で、ロックバー２０（図１Ａ、図１Ｂ等参照）の小回りモードに対応する位置（１９ｂの位置）において、ロック機構１６をロック状態とする。このロック機構１６をロック状態とすることにより、車輪ｗはナックル１２の第二のキングピン軸１４周りに相対回転不能となる。この状態で、転舵した車輪ｗ（図１６においては前輪ＦＬ、ＦＲ）に設けたインホイールモータＭのうち少なくとも一つを駆動すると、車両Ｃは回転中心Ｐ２を中心として回転し、小回り運転が実現される。このように、前輪ＦＬ、ＦＲをステアリング装置１０で転舵して走行モードを変更する代わりに、後輪ＲＬ、ＲＲをステアリング装置１０で転舵して走行モードを変更する一方で、前輪ＦＬ、ＦＲはそのままの状態を保つようにしても、小回り運転を実現することができる。なお、この小回りモードにおいてもステアリングを操作することができ、このステアリング操作によって、車両Ｃの回転中心Ｐ２の位置をずらすように移動させることも可能である。 (IV) Small turn mode (Fig. 16)
The small turn mode is a mode in which the direction of the vehicle C is changed at substantially the same position. When switching from the normal travel mode to the small turn mode, first, the lock mechanism 16 (see FIG. 1A, FIG. 1B, etc.) of each steering device 10 is set to the unlocked state. Next, when the in-wheel motor M provided on the two wheels w of the front wheels FL and FR is driven in this state, the knuckle 12 that rotates around the first kingpin shaft 13 is maintained in the state by the tie rod 17, Instead, the wheel w rotates around the second kingpin shaft 14 of the knuckle 12 and the rear wheels RL and RR remain as they are as shown in FIG. The vehicle is steered in a direction intersecting at a rotation center P2 connecting the wheels RL and RR. In this steered state, the lock mechanism 16 is brought into the locked state at a position (position 19b) corresponding to the small turning mode of the lock bar 20 (see FIG. 1A, FIG. 1B, etc.). By setting the lock mechanism 16 in the locked state, the wheel w cannot be rotated around the second kingpin shaft 14 of the knuckle 12. In this state, when at least one of the in-wheel motors M provided on the steered wheels w (front wheels FL and FR in FIG. 16) is driven, the vehicle C rotates about the rotation center P2 and the small-turn operation is performed. Realized. Thus, instead of turning the front wheels FL, FR with the steering device 10 to change the travel mode, the rear wheels RL, RR are steered with the steering device 10 to change the travel mode, while the front wheels FL, FR, Even if the FR is kept as it is, the small turning operation can be realized. Note that the steering can be operated even in the small turn mode, and the steering center can be moved so as to shift the position of the rotation center P2 of the vehicle C.
　上記（ＩＩ）～（ＩＶ）において説明したように、ステアリング装置１０によって車両Ｃの走行モードを通常の走行モードから、その場回転モード等の特殊走行モードに変更する際には、前後いずれか一方側の車輪ｗを第二のキングピン軸１４周りに回動させる一方で、他方側の車輪ｗが回転しないようにして、一方側の車輪ｗの走行モードを切り替え、続いて、一方側の車輪ｗが回転しないようにして、他方側の車輪ｗの走行モードを切り替え、走行モードの切り替え中に車両Ｃが移動しないようにするのが好ましい。また、４輪のうち３輪の車輪ｗが回転しないようにして、残りの１輪を第二のキングピン軸１４周りに回動させて走行モードを切り替え、その他の３輪についても、同様に第二のキングピン軸１４周りに順次回動させて、全ての車輪ｗの走行モードを切り替えることによって、走行モードの切り替え中に車両Ｃが移動しないようにすることもできる。 As described in the above (II) to (IV), when the traveling mode of the vehicle C is changed from the normal traveling mode to the special traveling mode such as the spot rotation mode by the steering apparatus 10, either The wheel w on the side is rotated around the second kingpin shaft 14 while the wheel w on the other side is not rotated, and the traveling mode of the wheel w on the one side is switched. It is preferable that the traveling mode of the wheel w on the other side is switched so that the vehicle C does not rotate so that the vehicle C does not move during the switching of the traveling mode. In addition, the three wheels w of the four wheels are prevented from rotating, and the remaining one wheel is rotated around the second kingpin shaft 14 to switch the running mode. It is also possible to prevent the vehicle C from moving during the switching of the traveling mode by sequentially rotating around the second kingpin shaft 14 and switching the traveling mode of all the wheels w.
　上記の各走行モードの切り替えにおいては、走行モードを切り替えようとする車輪ｗを回転させる必要があるため、その回転に伴って車両Ｃが不用意に動いてしまうことがあり得る。そこで、走行モードの切り替えと関係のない他方側の車輪ｗを回転しないようにすることによって、走行モードの切り替え中に、不用意に車両Ｃが動くのを防止することができる。この他方側の車輪ｗの回転を止める手段として、その車輪ｗにブレーキをかけたり、その車輪ｗに設けられた切り替え機構（インホイールモータＭ等）を車輪ｗが回転しようとする方向と逆方向に駆動力を与えたりすることができる。 In the switching of each traveling mode, it is necessary to rotate the wheel w for switching the traveling mode, so that the vehicle C may move carelessly with the rotation. Therefore, by preventing the other wheel w, which is not related to the switching of the traveling mode, from rotating, it is possible to prevent the vehicle C from inadvertently moving during the switching of the traveling mode. As a means for stopping the rotation of the wheel w on the other side, a brake is applied to the wheel w, or a switching mechanism (in-wheel motor M or the like) provided on the wheel w is opposite to the direction in which the wheel w is about to rotate. Can be given a driving force.
　上記のように、前後いずれかの車輪ｗの回転を止める代わりに、前後の車輪ｗをともに第二のキングピン軸１４周りに回動させて、走行モードの切り替え中に車両Ｃが移動しないようにしてもよい。前後の車輪ｗを共同して動かす場合においても、その前後の車輪ｗの回転に伴う車両Ｃの移動方向が、同軸上で互いに相反するものであれば、走行モードの切り替え中に、不用意に車両Ｃが動くのを防止することができるためである。 As described above, instead of stopping the rotation of one of the front and rear wheels w, both the front and rear wheels w are rotated around the second kingpin shaft 14 so that the vehicle C does not move during the switching of the travel mode. May be. Even when the front and rear wheels w are moved together, if the moving directions of the vehicle C accompanying the rotation of the front and rear wheels w are mutually opposite on the same axis, carelessly during the switching of the driving mode This is because the vehicle C can be prevented from moving.
　上記実施形態においては、前後のステアリング装置１０の両方において、第一のキングピン軸１３と第二のキングピン軸１４で構成する構成を採用したが、車両Ｃの走行モードの切り替え操作に伴って、懸架装置１１に対し、車輪ｗを車両Ｃの走行モードに対応する方向に回動させる一本のキングピン軸のみを備える構成とすることもできる。例えば、２ＷＳ車の場合、後輪２輪は操舵する必要がないため、ナックル１２を廃止して第一のキングピン軸１３を設けずに、走行モードの切り替え機構に関係するキングピン軸（上記構成において、第二のキングピン軸１４に相当）周りに、切り替え機構によって車輪ｗを回動させるようにすれば、通常の転舵に関与しない２輪の走行モードの切り替えを行うことができるためである。 In the above-described embodiment, the configuration including the first kingpin shaft 13 and the second kingpin shaft 14 is employed in both the front and rear steering devices 10. The apparatus 11 may be configured to include only one kingpin shaft that rotates the wheel w in a direction corresponding to the traveling mode of the vehicle C. For example, in the case of a 2WS vehicle, since it is not necessary to steer the two rear wheels, the knuckle 12 is abolished and the first kingpin shaft 13 is not provided, and the kingpin shaft related to the travel mode switching mechanism (in the above configuration) This is because if the wheel w is rotated by a switching mechanism around the second kingpin shaft 14), it is possible to switch the traveling mode of the two wheels not involved in normal steering.
　上記実施形態に係るステアリング装置１０、３０、及び車両Ｃの走行モードの切り替え方法はあくまでも一例であって、簡便な装置構成で、通常走行モードから特殊走行モードへの切り替えを行う、という本願発明の課題を解決し得る限りにおいて、各ステアリング装置１０、３０の構成の一部を変更したり、走行モードの切り替え方法のステップに他のステップを追加したりすることも許容される。 The steering device 10 and 30 and the driving mode switching method of the vehicle C according to the above embodiment is merely an example, and the present invention in which switching from the normal driving mode to the special driving mode is performed with a simple device configuration. As long as the problem can be solved, it is also allowed to change a part of the configuration of each of the steering devices 10 and 30 and to add another step to the steps of the traveling mode switching method.
１　ステアリング
１０　（駆動輪用）ステアリング装置
１１　懸架装置
１１ａ　アッパーアーム
１１ｂ　ロワアーム
１２　ナックル
１２ａ　本体部
１２ｂ　軸部
１２ｃ　延設部
１２ｄ　貫通孔
１２ｅ　ロック溝
１３　第一のキングピン軸
１４　第二のキングピン軸
１５　転舵装置（第一の駆動手段）
１６　ロック機構
１７　タイロッド
１８　ロック部本体
１９ａ、１９ｂ、１９ｃ　係合凹部
２０　ロックバー
２１　ソレノイド動作部
３０　（従動輪用）ステアリング装置
３１　軸支部材
３１ａ　本体部
３１ｂ　軸部
３１ｃ　嵌合突起
３２　ロック装置
３３ａ、３３ｂ、３３ｃ　ロック溝
３４　ハウジング
３５　ソレノイドコイル
３６　ロックプランジャ
３６ａ　ロックピン
ｒ１　（第一のキングピン軸の）スクラブ半径
ｒ２　（第二のキングピン軸の）スクラブ半径
Ｃ　車両
Ｍ　駆動源（インホイールモータ、第二の駆動手段）
ｗ　車輪
ＦＲ　右前輪
ＦＬ　左前輪
ＲＲ　右後輪
ＲＬ　左後輪 DESCRIPTION OF SYMBOLS 1 Steering 10 (For drive wheels) Steering device 11 Suspension device 11a Upper arm 11b Lower arm 12 Knuckle 12a Main body part 12b Shaft part 12c Extension part 12d Through-hole 12e Locking groove 13 First king pin axis 14 Second king pin axis 15 Roll Rudder device (first drive means)
16 Locking mechanism 17 Tie rod 18 Locking part main body 19a, 19b, 19c Engaging recess 20 Lock bar 21 Solenoid operating part 30 (for driven wheel) Steering device 31 Shaft support member 31a Main body part 31b Shaft part 31c Fitting protrusion 32 Locking device 33a 33b, 33c Lock groove 34 Housing 35 Solenoid coil 36 Lock plunger 36a Lock pin r1 Scrub radius r2 (of the first kingpin shaft) Scrub radius C of vehicle M Drive source (in-wheel motor, first Second drive means)
w Wheel FR Right front wheel FL Left front wheel RR Right rear wheel RL Left rear wheel

Claims (14)

  1. 　懸架装置（１１）を介してシャーシに設けられたナックル（１２）と、
    　前記懸架装置（１１）に対し、前記ナックル（１２）を転舵方向に回動させる第一のキングピン軸（１３）と、
    　前記ナックル（１２）に対し、前記車輪（ｗ）を車両（Ｃ）の走行モードに対応する方向に回動させる第二のキングピン軸（１４）と、
    を備えたステアリング装置。     A knuckle (12) provided on the chassis via a suspension (11);
    A first kingpin shaft (13) for rotating the knuckle (12) in a steering direction with respect to the suspension device (11);
    A second kingpin shaft (14) for rotating the wheel (w) in a direction corresponding to a traveling mode of the vehicle (C) with respect to the knuckle (12);
    Steering device with
  2. 　前記第一のキングピン軸（１３）周りに前記車輪（ｗ）を転舵させる第一の駆動手段（１５）と、
    　前記第二のキングピン軸（１４）周りに前記車輪（ｗ）を転舵させる第二の駆動手段（Ｍ）と、
    をさらに備えた請求項１に記載のステアリング装置。     First driving means (15) for turning the wheel (w) around the first kingpin axis (13);
    Second driving means (M) for turning the wheel (w) around the second kingpin axis (14);
    The steering apparatus according to claim 1, further comprising:
  3. 　前記第二のキングピン軸（１４）周りの前記車輪（ｗ）の回動を固定するロック機構（１６）をさらに備えた請求項２に記載のステアリング装置。 The steering apparatus according to claim 2, further comprising a lock mechanism (16) for fixing the rotation of the wheel (w) around the second kingpin shaft (14).
  4. 　前記第一のキングピン軸（１４）周りの前記ナックル（１２）の回動が、前記車輪（ｗ）の転舵操作に伴ってなされる一方で、前記第二のキングピン軸（１４）周りの前記車輪（ｗ）の回動が、前記車両（Ｃ）の走行モードの変更操作に伴ってなされる請求項２又は３に記載のステアリング装置。 The rotation of the knuckle (12) around the first kingpin axis (14) is performed in accordance with the turning operation of the wheel (w), while the rotation around the second kingpin axis (14) is performed. The steering device according to claim 2 or 3, wherein the wheel (w) is rotated in accordance with a change operation of the travel mode of the vehicle (C).
  5. 　前記第一のキングピン軸（１３）周りに前記車輪（ｗ）を左右同方向に転舵可能な転舵装置（１５）と、
    　前記第二のキングピン軸（１４）周りの前記車輪（ｗ）の回動を、前記各走行モードに対応する位置でロック可能なロック機構（１６）と、
    をさらに備えた請求項１に記載のステアリング装置。     A turning device (15) capable of turning the wheel (w) in the same direction left and right around the first kingpin shaft (13);
    A lock mechanism (16) capable of locking the rotation of the wheel (w) around the second kingpin shaft (14) at a position corresponding to each of the travel modes;
    The steering apparatus according to claim 1, further comprising:
  6. 　前記第二のキングピン軸（１４）周りに前記車輪（ｗ）を転舵させる駆動源（Ｍ）を前後の前記車輪（ｗ）の少なくとも一方にさらに備えた請求項５に記載のステアリング装置。 The steering apparatus according to claim 5, further comprising a drive source (M) for turning the wheel (w) around the second kingpin shaft (14) on at least one of the front and rear wheels (w).
  7. 　前記第二のキングピン軸（１４）のスクラブ半径（ｒ２）が、前記第一のキングピン軸（１３）のスクラブ半径（ｒ１）よりも大きくなるように前記第一のキングピン軸（１３）及び前記第二のキングピン軸（１４）を配置した請求項４から６のいずれか１項に記載のステアリング装置。 The first kingpin shaft (13) and the second kingpin shaft (14) and the second kingpin shaft (14) and the second kingpin shaft (13) and the first kingpin shaft (13) and the second kingpin shaft (13) and the first kingpin shaft (13) The steering apparatus according to any one of claims 4 to 6, wherein two kingpin shafts (14) are arranged.
  8. 　前記第二のキングピン軸（１４）周りに車輪（Ｗ）を転舵させる前記第二の駆動手段（Ｍ）が、インホイールモータ（Ｍ）、又は油圧シリンダ、空圧シリンダ、電動シリンダ、モータ及び減速機等の動力源からなる請求項２から４のいずれか1項に記載のステアリング装置。 The second drive means (M) for turning the wheel (W) around the second kingpin shaft (14) is an in-wheel motor (M), a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, a motor, The steering apparatus according to any one of claims 2 to 4, comprising a power source such as a speed reducer.
  9. 　前記駆動源（Ｍ）が、前記車輪（ｗ）に設けられたインホイールモータ、油圧シリンダ、空圧シリンダ、電動シリンダ、又は、モータと減速機の組み合わせのいずれかである請求項６又は７に記載のステアリング装置。 The drive source (M) is any one of an in-wheel motor, a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, or a combination of a motor and a speed reducer provided on the wheel (w). The steering apparatus as described.
  10. 　前後の少なくとも一方の車輪（ｗ）に、懸架装置（１１）を介してシャーシに設けられたナックル（１２）と、前記懸架装置（１１）に対し、前記ナックル（１２）を転舵方向に回動させる第一のキングピン軸（１３）と、前記ナックル（１２）に対し、前記車輪（ｗ）を車両（Ｃ）の走行モードに対応する方向に回動させる第二のキングピン軸（１４）と、を備えるステアリング装置（１０）を設け、前記ステアリング装置（１０）によって前記車両（Ｃ）の走行モードを変更する際に、前後いずれか一方側の車輪（ｗ）を前記第二のキングピン軸（１４）周りに回動させる一方で、他方側の車輪（ｗ）が回転しないようにして、走行モードの切り替え中に車両（Ｃ）が移動しないようにする車両の走行モードの切り替え方法。 A knuckle (12) provided on the chassis via a suspension device (11) on at least one of the front and rear wheels (w), and the knuckle (12) is rotated in the turning direction with respect to the suspension device (11). A first kingpin shaft (13) to be moved, and a second kingpin shaft (14) for rotating the wheel (w) in a direction corresponding to a traveling mode of the vehicle (C) with respect to the knuckle (12). When the travel mode of the vehicle (C) is changed by the steering device (10), either the front or rear wheel (w) is moved to the second kingpin shaft ( 14) A method of switching a vehicle travel mode in which the vehicle (C) is not moved while the travel mode is switched while the other wheel (w) is not rotated while being rotated around.
  11. 　前後の車輪（ｗ）に、懸架装置（１１）を介してシャーシに設けられたナックル（１２）と、前記懸架装置（１１）に対し、前記ナックル（１２）を転舵方向に回動させる第一のキングピン軸（１３）と、前記ナックル（１２）に対し、前記車輪（ｗ）を車両（Ｃ）の走行モードに対応する方向に回動させる第二のキングピン軸（１４）と、を備えるステアリング装置（１０）を設け、前記ステアリング装置（１０）によって前記車両（Ｃ）の走行モードを変更する際に、前後の車輪（ｗ）をともに前記第二のキングピン軸（１４）周りに回動させて、走行モードの切り替え中に車両（Ｃ）が移動しないようにする車両の走行モードの切り替え方法。 A knuckle (12) provided on the chassis via a suspension device (11) on the front and rear wheels (w), and a knuckle (12) that rotates the knuckle (12) in a turning direction with respect to the suspension device (11). One kingpin shaft (13), and a second kingpin shaft (14) for rotating the wheel (w) in a direction corresponding to a traveling mode of the vehicle (C) with respect to the knuckle (12). A steering device (10) is provided, and when the traveling mode of the vehicle (C) is changed by the steering device (10), both the front and rear wheels (w) are rotated around the second kingpin shaft (14). A method for switching the travel mode of the vehicle so that the vehicle (C) does not move during the switching of the travel mode.
  12. 　懸架装置（１１）を介してシャーシに設けられたナックル（１２）に、前記懸架装置（１１）に対し、前記ナックル（１２）を転舵方向に回動させる第一のキングピン軸（１３）と、前記ナックル（１２）に対し、車輪（ｗ）を車両（Ｃ）の走行モードに対応する方向に回動させる第二のキングピン軸（１４）を設けるとともに、前記第二のキングピン軸（１４）周りの前記車輪（ｗ）の回動を、前記車両（Ｃ）が採り得る各走行モードに対応する位置でロック可能なロック機構（１６）を設け、
    　前記ロック機構（１６）をロック状態とした上で、前記ナックル（１２）に連結された左右の前記車輪（ｗ）を左右同方向に転舵可能な転舵装置（１５）を駆動し、前記ナックル（１２）を前記第一のキングピン軸（１３）周りに回動して車輪（ｗ）を転舵する車輪転舵ステップと、
    　前記ロック機構（１６）をロック解除状態とした上で、前記ナックル（１２）に連結された前記転舵装置（１５）を駆動し、前記車輪（ｗ）と路面との間の摩擦によってこの車輪（ｗ）の転舵を防止しつつ、前記ナックル（１２）を前記第一のキングピン軸（１３）周り及び前記第二のキングピン軸（１４）周りに回動して走行モードを切り替える、第一走行モード切替ステップと、
    を交互に又はいずれか一方を行うことにより車両（Ｃ）の走行モードを切り替える車両の走行モードの切り替え方法。     A first kingpin shaft (13) for rotating the knuckle (12) in a turning direction relative to the suspension device (11) on a knuckle (12) provided on the chassis via the suspension device (11); A second kingpin shaft (14) is provided for rotating the wheel (w) in a direction corresponding to the travel mode of the vehicle (C) with respect to the knuckle (12), and the second kingpin shaft (14). A lock mechanism (16) capable of locking the rotation of the surrounding wheel (w) at a position corresponding to each travel mode that the vehicle (C) can take;
    Driving the steering device (15) capable of steering the left and right wheels (w) connected to the knuckle (12) in the same direction in the left and right direction, with the locking mechanism (16) in a locked state, A wheel turning step of turning the knuckle (12) around the first kingpin axis (13) to steer the wheel (w);
    After the lock mechanism (16) is unlocked, the steering device (15) connected to the knuckle (12) is driven, and this wheel is caused by friction between the wheel (w) and the road surface. The first knuckle (12) is rotated around the first kingpin shaft (13) and the second kingpin shaft (14) while switching the running mode while preventing the steering of (w). A driving mode switching step;
    A method for switching the travel mode of the vehicle that switches the travel mode of the vehicle (C) by alternately or any of the above.
  13. 　前記ロック機構（１６）をロック解除状態とした上で、前記転舵装置（１５）を固定状態とし、前記車輪（ｗ）を駆動源（Ｍ）で駆動することによって、前記ナックル（１２）を前記第二のキングピン軸（１４）周りに回動して、走行モードを切り替える、第二走行モード切替ステップをさらに備えた請求項１２に記載の車両の走行モードの切り替え方法。 The lock mechanism (16) is set in the unlocked state, the steered device (15) is set in a fixed state, and the wheel (w) is driven by a drive source (M), thereby the knuckle (12) is The vehicle travel mode switching method according to claim 12, further comprising a second travel mode switching step of rotating around the second kingpin axis (14) to switch the travel mode.
  14. 　前記駆動源（Ｍ）が、前記車輪に設けられたインホイールモータ、油圧シリンダ、空圧シリンダ、電動シリンダ、又は、モータと減速機の組み合わせのいずれかである請求項１３に記載の車両の走行モードの切り替え方法。
     
          The vehicle travel according to claim 13, wherein the drive source (M) is one of an in-wheel motor, a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, or a combination of a motor and a speed reducer provided on the wheel. How to switch modes.

PCT/JP2015/075406 2014-09-11 2015-09-08 Steering device and vehicle running mode switching method WO2016039312A1 (en)

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JP2015122851 2015-06-18
JP2015-122851 2015-06-18
JP2015-145034 2015-07-22
JP2015145034A JP2017007633A (en) 2015-06-18 2015-07-22 Steering device and switching method of traveling mode of vehicle

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