JP2007118826A - Steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering device capable of compatibly establishing the maneuvering responsiveness and the maneuvering stability. <P>SOLUTION: A rack housing 12 is supported resiliently on a vehicle body 5 through an insulator 16, and the arrangement includes a pair of triangular, first projections 21 provided at the rack housing 12 in such a way as protruding toward the body frame 5a and a triangular, second projection 22 protruding from the body frame 5a to between the first projections 21. The first projections 21 and the second projection 22 have surfaces (slopes) confronting in the direction across the vehicle width which are inclined relative to the direction fore and aft of the vehicle. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a steering device that elastically supports a wheel on a vehicle body and steers the wheel.

As a conventional technique in consideration of steering response and turning stability, for example, there is a technique described in Patent Document 1. This steering device is provided for the front wheels, includes a variable elastic body as a support member for the steering rack member to the vehicle body, and controls the rigidity of the variable elastic body so as to increase as the steering angular velocity increases. Thus, both turning stability at a low steering angular velocity and steering response at a high steering angular velocity are to be achieved.
Japanese Patent Laid-Open No. 08-175402

However, in the above prior art, when the steering angular velocity is high, that is, when the steering angular velocity of the wheel is high, when the support rigidity of the steering rack member is increased, the support rigidity by the suspension member that supports the axle (wheel support member) In comparison, the rigidity of the steering rack member disposed rearward in the longitudinal direction of the vehicle is relatively increased, and as a result, the tire is displaced in the direction of turning more and tends to oversteer, which affects the steering stability. There is a possibility of coming out.
The present invention has been made paying attention to the above points, and an object of the present invention is to provide a steering device capable of achieving both steering response and steering stability.

As a result of intensive studies by the inventors, the influence of the support rigidity of the steering rack member on the improvement of the steering response is greatly shifted from a state where the steering angular velocity is zero, such as in the initial stage of steering, to a state where the steering angular velocity is generated. It was newly confirmed that it was only the initial stage of steering change.
That is, it has been newly found out that it is possible to achieve both steering stability and oversteer improvement by relatively increasing the support rigidity only at the initial stage of steering change and decreasing the support rigidity thereafter.

In order to solve the above problems based on this viewpoint, the present invention includes a wheel support member that rotatably supports a wheel, and a wheel support member that extends in the vehicle width direction in response to steering of the steering wheel. In a steering apparatus comprising: a steering rack member for inputting force; and a suspension member for connecting the wheel support member to the vehicle body so as to swing up and down.
The ratio of the support stiffness in the vehicle width direction of the steering rack member to the vehicle body to the support stiffness in the vehicle width direction of the suspension member to the vehicle body is changed to the state in which the steering angular velocity is generated from the state where the steering angular velocity is zero. Further, it is characterized by comprising a rigidity adjusting means for temporarily increasing.

  According to the present invention, the steering response is improved by temporarily increasing the rigidity ratio at the initial stage of the steering change, and the lateral force compliance steer increases with respect to the subsequent steering, thereby contributing to the steering stability. It is possible to provide a steering device capable of achieving both responsiveness and steering stability.

(First embodiment)
Next, a first embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic diagram for explaining the steering device of the present embodiment.
(Constitution)
First, the overall configuration will be described.
As shown in FIG. 1, a front wheel 1 that is a steered wheel is rotatably supported by a knuckle 2 that is a wheel support member. The knuckle 2 is connected to the vehicle body 5 so as to be vertically swingable by a suspension link 3 constituting a suspension member. Specifically, the knuckle 2 and the wheel 1 are supported by the vehicle body in a steerable manner by connecting the outer end of the suspension link 3 to the knuckle 2 via a ball joint 6. The inner end of the suspension link 3 is connected to the vehicle body 5 via a bush 7 provided with an elastic member. The bush 7 constitutes a support member that connects the suspension link 3 to the vehicle body 5 with elasticity. Mainly, the rigidity of the bush 7 determines the support rigidity of the suspension link 3 to the vehicle body 5 in the vehicle width direction.

  Further, the rotation of the steering wheel 8 that is rotated by the driver's steering can be transmitted to the rack shaft 13 of the steering rack member 14 via the steering shaft including the column shaft 9, the column coupling 10, and the intermediate shaft 11. It has become. That is, a pinion gear 15 is provided at the lower end portion of the intermediate shaft 11, and the rack shaft 13 extending in the vehicle width direction meshes with the pinion gear 15 so that the rotation of the steering wheel is controlled by the rack shaft 13. A linear motion mechanism is formed that converts the linear motion (movement in the vehicle width direction). This linear motion of the rack shaft 13 is transmitted to the knuckle arm 2a located behind the suspension link 3 in the vehicle front-rear direction via the side rod 17 connected to the end of the rack shaft 13, thereby the steering angle. The wheel 1 is steered by a steered angle corresponding to

  Here, the steering rack member 14 includes a rack shaft 13 that extends in the vehicle width direction and a rack housing 12 that guides the rack shaft 13 in the axial direction. The rack housing 12 is elastically supported by the vehicle body 5 via insulators 16 arranged at symmetrical positions. The insulator 16 constitutes a support member that elastically supports the steering rack member 14 on the vehicle body 5. Mainly, the rigidity of support of the steering rack member 14 to the vehicle body 5 in the vehicle width direction is determined by the rigidity of the insulator 16.

  As shown in FIG. 2, the insulator 16 includes an elastic body 16c interposed between an inner cylinder 16a and an outer cylinder 16b whose axes are directed vertically, and the outer cylinder 16b is connected to the rack housing 12 via a bracket. The inner cylinder 16a is fixed to the vehicle body 5 via a mounting bolt. A member of the vehicle body 5 (hereinafter referred to as a vehicle body frame 5a) for fixing the inner cylinder 16a is arranged in parallel with the rack housing 12, as shown in FIG.

In the first embodiment, a rigidity adjusting mechanism is provided between the rack housing 12 and the vehicle body frame 5 a between the left and right insulators 16.
As shown in FIGS. 2 and 3, the rigidity adjusting mechanism includes a pair of first protrusions 21 provided on the rack housing 12 and protruding toward the body frame 5a, and the pair of first protrusions from the body frame 5a. And a second protrusion 22 protruding toward the space 21. Each of the first protrusion 21 and the second protrusion 22 is composed of an elastic body 16c, and has a width in a plan view (as viewed from a direction orthogonal to the opposing direction of the first protrusion 21 and the second protrusion 22) toward the tip. The cross-sectional shape becomes narrower, and FIG. 3 illustrates the case of a triangular shape. Here, the first protrusion 21 and the second protrusion 22 have inclined surfaces inclined in the vehicle front-rear direction, and the first protrusion 21 and the second protrusion 22 face each other in the vehicle width direction. It is sufficient that at least one of the protrusions 22 has a lower end portion rigidity than the base portion.
With the above structure, the slope of the second protrusion 22 facing the vehicle width direction is disposed opposite the slope of the first protrusion 21 facing the vehicle width direction with a predetermined gap.

(Effects etc.)
In the steering device, when the vehicle is traveling straight, the first protrusion 21 and the second protrusion 22 are in a small state although there is no load even if they are not in contact with or in contact with each other. The mechanism does not work (state shown in FIG. 3A).
When the steering wheel 8 is steered from this state, as the rack shaft 13 moves in the left-right direction and changes the turning angle of the wheel 1, the lateral load from the knuckle arm 2a becomes a reaction force and the steering rack member. 14, the steering rack member 14 is displaced in the opposite direction (vehicle width direction) against the insulator 16. As a result of this displacement, the slope of the second protrusion 22 comes into contact with the slope of the first protrusion 21 and a reaction force is generated, so that the support rigidity of the steering rack member 14 is temporarily increased.

Subsequently, as the displacement due to the reaction force, the second protrusion 22 is relatively displaced in the lateral direction while being guided by the slope of the first protrusion 21, and as shown in FIG. The contact portion with the first protrusion 21 is only the tip portion having low lateral rigidity, and the support rigidity is lowered.
Thus, the rigidity adjustment mechanism temporarily increases the support rigidity of the steering rack member 14 at the initial stage when the steering is started and the turning is changed (the initial stage of the steering change). That is, the ratio of the rigidity of the steering rack member 14 to the rigidity supported by the suspension link 3 with respect to the vehicle body (hereinafter simply referred to as the rigidity ratio) temporarily increases and then decreases.

As a result, the rigidity adjustment mechanism temporarily increases the support rigidity of the steering rack member 14 at the beginning of turning of the steered wheels 1, thereby improving the steering response. For subsequent turning, the rigidity by the rigidity adjustment mechanism is reduced, and the rigidity becomes relatively low, thereby avoiding an oversteer tendency compared to the case where the steering rack member 14 has a high rigidity. In other words, the steering stability at the time of steering is improved by the amount that the oversteer tendency is improved.
Note that the rigidity adjusting mechanism does not operate in a straight traveling state, and therefore the rigidity of the insulator 16 may be determined based on conditions such as sound vibration.

FIG. 4 shows a time chart of the support rigidity when the steering rack member 14 travels straight and the support rigidity at the time of turning. 4A shows a straight traveling state where the stiffness adjusting mechanism is not acting, and FIG. 4B shows a steered state where the stiffness adjusting mechanism is acting.
Further, once the steering wheel 8 is steered to a predetermined steering angle to maintain the steering angle of the steering wheel 8, that is, when the steering angular velocity becomes zero, the displacement of the steering rack member 14 is slightly returned and the first protrusion 21 and the second protrusion 22 Even when the contact area is increased and the steering is further increased from that state, the pressing force between the first protrusion 21 and the second protrusion 22 is temporarily increased to slightly increase the support rigidity. After the steering rack member 14 is displaced, the state shown in FIG. 3 (b) is obtained again, and the rigidity is lowered. However, the rigidity at the start of turning is temporarily increased, although not as much as the steering change from the straight traveling state. The rigidity becomes smaller. However, since the operation is in a turning traveling state, the time during which the rigidity is temporarily increased is shortened.

In addition, since the displacement of the steering rack member 14 occurs earlier as the vehicle speed increases and the change in the steering angular velocity increases (the steeper steering wheel), the time during which the rigidity is temporarily increased by the rigidity adjusting mechanism is shortened. .
Here, in the above description, the pair of first protrusions 21 is provided on the rack housing 12 side and the second protrusion 22 is provided on the vehicle body frame 5a side. However, the pair of first protrusions 21 is provided on the vehicle body frame. The second protrusion 22 may be provided on the rack housing 12.

Further, the material may be set so that the rigidity of the tip portion is lower than the root portion in at least one of the first protrusion 21 and the second protrusion 22.
Further, the gap between the first protrusion 21 and the second protrusion 22 is such that the first protrusion 21 and the second protrusion 22 are operated only at cornering or lane change where a predetermined lateral force is applied during turning, for example, at high speeds. The clearance may be set so as to contact only, and may not be operated during low-speed traveling.

(Second Embodiment)
Next, a second embodiment will be described with reference to the drawings. Note that components similar to those of the above-described embodiment will be described with the same reference numerals.
(Constitution)
The basic configuration of this embodiment is the same as that of the first embodiment, but the rigidity adjustment mechanism is different.
In the present embodiment, a stiffness adjusting mechanism is provided in the insulator 16. In addition, you may use together with the rigidity adjustment mechanism described in the said 1st Embodiment.
The configuration of the rigidity adjusting mechanism of the second embodiment will be described. With respect to the elastic body 16c interposed between the inner cylinder 16a and the outer cylinder 16b in the insulator 16, both sides in the vehicle width direction and the vehicle longitudinal direction with respect to the inner cylinder 16a. In other words, the curlings 16d are provided at four positions in an oblique direction (between the vehicle width direction and the vehicle front-rear direction) so that the elastic body 16c remains on the surface.

With this configuration, the inner cylinder 16a and the outer cylinder 16b are connected by a substantially wall-shaped or columnar elastic body 16c portion (hereinafter referred to as a wall-shaped elastic body portion 23) extending in the vehicle width direction. .
In addition, since the rigidity of the insulator 16 whole becomes low by providing the currant 16d, an elastic body 16c having a higher rigidity than the case where the currant 16d is not provided is employed.
Other configurations are the same as those in the first embodiment.

(About effects)
When the steering wheel 8 is steered, the lateral load is input as a reaction force from the knuckle arm 2a to the steering rack member 14 as the rack shaft 13 moves in the left-right direction to change the turning angle of the wheel 1. Accordingly, the steering rack member 14 is displaced in the opposite direction against the insulator 16. The lateral force input at this time is received by the wall-like elastic body portion 23 and exhibits a supporting rigidity corresponding to the rigidity, and the rigidity becomes relatively high. However, as the steering angular velocity increases, the insulator 16 is increased. When the lateral force input to the pressure increases and exceeds a predetermined value, the wall-like elastic body portion 23 is buckled and the rigidity is lowered. FIG. 6 shows the rigidity of the insulator 16 with respect to the lateral force.

As described above, when the steering angular velocity is generated from the state in which the steering angular velocity is zero and the lateral force is applied to the steering rack member 14, the support rigidity of the steering rack member 14 is relatively temporary in the initial state in which the steering angular velocity is generated. The steering rigidity of the steering rack member 14 is lowered by the subsequent turning.
By such an operation, the same effects as those of the first embodiment can be obtained.
In the present embodiment, the rigidity ratio is temporarily increased at the initial stage of the steering change by adopting the above-described configuration to the insulator 16 that supports the steering rack member 14 and adjusting the support rigidity of the steering rack member 14. It is an embodiment in the case of adjusting so as to become lower.

(Third embodiment)
Next, a third embodiment will be described with reference to the drawings. Note that components similar to those of the above-described embodiment will be described with the same reference numerals.
(Constitution)
The basic configuration of this embodiment is the same as that of the second embodiment, but the rigidity adjusting means is different.
As shown in FIGS. 7 and 8, the insulator 16 of this embodiment has a cylindrical hollow portion 16e formed in an elastic body 16c, and a magnetic fluid 24 is sealed in the hollow portion 16e. The hollow portion 16e is a sealed space arranged concentrically with the inner cylinder 16a. The magnetic fluid 24 has a viscosity that changes depending on the applied magnetic force. The larger the applied magnetic force, the higher the viscosity.

  In addition, an application coil 25 arranged coaxially with the insulator 16 is disposed on the outer periphery of the insulator 16. The coil 25 applies a magnetic force corresponding to the current supplied from the current supply device 26 to the magnetic fluid 24. The current supply device 26 continuously supplies current in an amount corresponding to a command from the rigidity adjustment controller 27. Note that the current supply device 26 uses a generator driven by a battery or an engine as a power source. The coil 25 and the current supply device 26 constitute a magnetic field adjusting unit.

The rigidity adjusting controller 27 outputs a command value to the current supply device 26 based on a signal from a steering angle sensor 28 provided on a steering shaft or the like and a signal from a vehicle speed sensor 29. The steering angle sensor 28 constitutes a steering angle detection means.
The stiffness adjustment controller 27 includes a steering angle change determination unit 27A, a reference control command output unit 27B, and a stiffness adjustment unit 27C. The stiffness adjusting controller 27 constitutes stiffness control means.

The steering angle change determination unit 27A operates every predetermined sampling time, and outputs an operation command to the reference control command output unit 27B when it is determined that the steering angular velocity is zero based on the input steering angle.
If it is determined that this is not the case, an operation signal is output to the stiffness adjuster 27C. Note that a steering angle state in a range near the steering angle zero (for example, ± 5 degrees) is regarded as a dead zone and the steering angular velocity is zero.

When the operation signal is input, the reference control command output unit 27B outputs a command value for supplying a reference current value as a reference to the current supply device 26.
When the actuation signal is input, the stiffness adjusting unit 27C outputs a first current command value larger than the reference current value to the current supply device 26, and when a predetermined initial time (for example, 1 second) elapses from the output, A second current command value smaller than the reference value is output to the current supply device 26.

  In the present embodiment, the initial time is set and changed in the range of, for example, 0.1 second to 1.5 seconds based on the steering angular speed and the vehicle speed when the stiffness adjusting unit 27C starts operating. Specifically, as shown in FIGS. 10 and 11, the initial time is set shorter as the steering angular velocity is higher and the vehicle speed is higher. This is because the lateral acceleration increases as the steering angular velocity increases and the vehicle speed increases, and the time that the steering rack support rigidity contributes to the steering response is short.

(Effects etc.)
In a normal state such as a straight traveling state, a state where a constant reference current value is applied to the coil 25 is maintained, the magnetic fluid 24 in the insulator 16 is maintained in a constant viscous state, and the rigidity of the insulator 16 is constant. (See FIG. 12C).
When the steering wheel 8 is rotated and steered from this state, the stiffness adjusting unit 27C is activated, and the current supplied to the coil 25 temporarily increases only for the initial time as shown in FIG. After that, the current supplied to the coil 25 decreases. When the steering angular velocity becomes zero, the reference control command output unit 27B operates to supply the reference current value, and the insulator 16 returns to the initial rigidity.

When the steering wheel 8 is steered and the wheel 1 starts turning by changing the rigidity of the insulator 16 as described above, the rigidity of the insulator 16 is temporarily increased only during the initial period as shown in FIG. As the steering angle increases quickly as the support rigidity at the steering rack member 14 increases and the steering angle increases, a quick response is obtained.
Subsequently, when the initial time elapses, the current decreases, the rigidity of the insulator 16 decreases, and when the support rigidity of the steering rack member 14 decreases, the lateral force compliance understeer increases, thereby turning the actual rudder back in the understeer direction. The vehicle heads in a stable direction.

  The above description has been made assuming that the vehicle is steered from a straight traveling state. For example, from a state in which the vehicle is steered by a predetermined angle to maintain the steering angle and is in a steady turn (steering angular velocity = 0 state), Even when the steering angle speed is increased or reduced and a steering angular velocity exceeding a predetermined value is generated, the rigidity of the insulator 16 is temporarily increased for the initial time from the start of the steering change, and the steering immediately after the steering change is started. The responsiveness is enhanced, and the lateral steering compliance understeer is attached to the subsequent steering, and the vehicle is stabilized.

Here, in order to reduce energy consumption, control may be performed so that current does not flow through the coil 25 in a normal state, but current flows only during the initial period.
Moreover, in the said embodiment, although the case where the hollow part 16e was formed in the cylindrical shape concentric with the inner cylinder 16a was illustrated, since at least lateral rigidity should just be adjusted, a hollow part is each in the vehicle width direction both sides of the inner cylinder 16a. 16e may be formed.

(Fourth embodiment)
Next, a fourth embodiment will be described with reference to the drawings. Note that components similar to those of the above-described embodiment will be described with the same reference numerals.
The basic configuration of the present embodiment is the same as that of the fourth embodiment, but the rigidity adjusting means provided in the insulator 16 is different.
As shown in FIG. 13, the insulator 16 of this embodiment has a hollow portion 16e formed of a cylindrical cavity in an elastic body 16c. The hollow portion 16e is a sealed space arranged concentrically with the inner cylinder 16a. The hollow portion 16e is connected to the pump 31 via the pressure control valve 30 to increase the pressure in the hollow portion 16e supplied with fluid from the pump 31, and discharge the fluid in the hollow portion 16e to the reservoir tank 32. This makes it possible to reduce the pressure. The reservoir tank 32 temporarily accumulates in order to return the fluid that is no longer needed during decompression, but may be omitted if the fluid is air. Moreover, when using oil as a fluid, you may utilize the hydraulic pressure of a braking device. The pressure control valve 30 and the pump 31 constitute pressure adjusting means.

The pressure control valve 30 adjusts the pressure of the hollow part 16 e, that is, the rigidity of the hollow part 16 e, that is, the rigidity of the insulator 16, based on a command from the rigidity adjustment controller 27.
The basic configuration of the rigidity adjustment controller 27 is the same as that of the third embodiment, and only outputs a command value to the pressure control valve 30 as a pressure value instead of a current. To do.
Other configurations are the same as those in the above embodiment.

(Effects etc.)
In a normal state such as a straight traveling state, the hollow portion 16e is held at a constant reference pressure, so that the rigidity of the insulator 16 is constant.
When the steering wheel 8 is rotated and steered from this state, the rigidity adjusting portion 27C is operated, and after the pressure of the hollow portion 16e is temporarily increased only for the initial time as in FIG. The pressure of 16e becomes small. Then, when the steering angular velocity becomes zero, the reference control command output unit 27B operates to become the reference pressure, and the insulator 16 returns to the initial rigidity.
Accordingly, the same operations and effects as the third embodiment are achieved.

Here, in the third and fourth embodiments, the case where the rigidity ratio is changed by adjusting the rigidity of the insulator 16 that supports the steering rack member 14 is illustrated, but with respect to the bush 7 of the suspension link 3. A rigidity adjusting mechanism that adjusts the rigidity of the elastic body 16c with the magnetic fluid 24 or the fluid may be employed. In this case, the control by the stiffness adjustment controller may be controlled such that the stiffness is lowered for a predetermined initial time from the start of the steering change and then the stiffness is increased.
In all the above embodiments, the case where the steered wheel is the front wheel has been described as an example. However, the present invention can be applied even when the steered wheel is the rear wheel.

It is a mimetic diagram showing composition of a steering device concerning an embodiment based on the present invention. It is a figure explaining the rigidity adjustment mechanism which concerns on 1st Embodiment based on this invention. It is a figure explaining the effect | action of the rigidity adjustment mechanism which concerns on 1st Embodiment based on this invention. It is a figure which shows the time chart explaining the operation | movement which concerns on 1st Embodiment based on this invention. It is a figure explaining the rigidity adjustment mechanism which concerns on 2nd Embodiment based on this invention. It is the figure which showed the rigidity which considered the buckling of the insulator which concerns on 2nd Embodiment based on this invention. It is a figure explaining the rigidity adjustment mechanism which concerns on 3rd Embodiment based on this invention. It is a figure explaining the rigidity adjustment mechanism which concerns on 3rd Embodiment based on this invention. It is a figure which shows the structure of the controller for rigidity adjustment. It is a figure which shows the relationship between a vehicle speed and initial time. It is a figure which shows the relationship between steering angular velocity and initial time. It is a figure explaining the effect | action which concerns on 3rd Embodiment based on this invention, Comprising: (a) is a time chart of an electric current, (b) is a time chart of support rigidity, (c) is the support rigidity of normal time. A time chart is shown. It is a figure explaining the structure which concerns on 4th Embodiment based on this invention.

Explanation of symbols

1 wheel 2 knuckle (wheel support member)
2a Knuckle arm 3 Suspension link 5 Car body 5a Car body frame 7 Bush (suspension link support member)
8 Steering wheel 12 Rack housing 13 Rack shaft 14 Steering rack member 16 Insulator 16c Elastic body 16d Currant 16e Hollow part 21 First protrusion 22 Second protrusion 23 Wall-like elastic part 24 Magnetic fluid 25 Coil 26 Current supply device 27 For rigidity adjustment Controller 27A Steering angle change determination unit 27B Reference control command output unit 27C Rigidity adjustment unit 28 Steering angle sensor 29 Vehicle speed sensor 30 Pressure control valve 31 Pump

Claims (6)

A wheel support member that rotatably supports the wheel, a steering rack member that extends in the vehicle width direction and inputs a force in the steering direction to the wheel support member according to steering of the steering wheel, and the wheel support member swings up and down In a steering device comprising a suspension member that is coupled to the vehicle body as possible,
The ratio of the support stiffness in the vehicle width direction of the steering rack member to the vehicle body to the support stiffness in the vehicle width direction of the suspension member to the vehicle body is changed to the state in which the steering angular velocity is generated from the state where the steering angular velocity is zero. A steering apparatus characterized by comprising rigidity adjusting means for temporarily increasing. A wheel support member that rotatably supports the wheel, a steering rack member that extends in the vehicle width direction and inputs a force in the steering direction to the wheel support member according to steering of the steering wheel, and the steering rack member is elastic to the vehicle body In a steering device comprising a rack support member to be supported,
A steering apparatus, comprising: a rigidity adjusting mechanism that temporarily increases the rigidity of the rack support member in the vehicle width direction at an initial stage of a steering change in which the steering angular speed is shifted from a state where the steering angular speed is zero to a state where a steering angular speed is generated. A wheel support member that rotatably supports the wheel, a steering rack member that extends in the vehicle width direction and inputs a force in the steering direction to the wheel support member according to steering of the steering wheel, and the wheel support member swings up and down In a steering device comprising a suspension member that is coupled to the vehicle body as possible,
A rigidity adjusting mechanism that adjusts at least one of the rigidity in the vehicle width direction of the suspension member to the vehicle body and the rigidity in the vehicle width direction of the steering rack member to the vehicle body;
Steering angle detection means for detecting the steering angle of the steering;
Based on the detection by the steering angle detection means, if it is determined that the steering change is in the initial stage when the steering angular velocity is changed from the zero steering angular velocity state, the vehicle width of the steering rack member with respect to the support rigidity in the vehicle width direction of the suspension member to the vehicle body And a rigidity control means for temporarily increasing the ratio of the supporting rigidity in the direction via the rigidity adjusting mechanism.   The rigidity adjusting mechanism includes: an elastic body; a magnetic fluid enclosed in the elastic body, the rigidity of which is variable by a magnetic field; and a magnetic field adjusting unit that adjusts a magnetic field applied to the magnetic fluid. 3. The steering apparatus described in 3.   The steering apparatus according to claim 3 or 4, wherein the rigidity adjusting means includes an elastic body having a cavity therein and a pressure adjusting means for adjusting the pressure of the cavity in the elastic body.   The said rigidity adjustment means is comprised from an elastic body, and the said elastic body is comprised by providing the buckling part which buckles with respect to a predetermined or more lateral force, The any one of Claims 3-5 characterized by the above-mentioned. The steering device described in the item.

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