JP2008162424A - Mechanism for preventing accident caused by tire turning angle in steering wheel operation - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering bush for preventing an accident caused by a tire turning angle in a steering wheel operation for preventing the impossibility of steering wheel operation caused by an increase of the tire turning angle by correcting the center axis of a steering rack. <P>SOLUTION: In the mechanism for preventing the accident, a tie rod returning elastic part 13 having an urging force for returning a tie rod on the center axis of a steering rack 2 during the turn-back of a tire is provided on the tie rod 1 in a steering device in which the steering rack 2 housing a steering gear with the tip of the tie rod 1 being connected to and pivotably supported by a knuckle 19 is fitted to a front member 3 on a vehicle body side by the cylindrical steering bush 4 externally fitted to the outer circumferential surface of the steering rack 2. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an accident prevention tool due to a tire turning angle in steering operation. More specifically, the present invention relates to an accident prevention mechanism due to a tire turning angle in a steering operation that occurs when the tire turning angle is increased by forcibly returning the position of the tie lot.

  In general, the steering of the wheel in the steering operation of the automobile is performed by moving the tie rod 101 parallel to the front wheel axis line to the left and right by the steering gear 103 directly connected to the handle 102 as shown in FIG. The knuckle arm 104 that is pivotally connected to the vehicle has an opening angle so that the traveling angle of the front wheel 105 can be freely operated.

  Accordingly, the hub 106 on which the tire is mounted is attached to the knuckle spindle of the steering knuckle pivotally supported by the axle so that the steering angle can be changed to the outside or the inside with respect to the traveling direction. The knuckle arm 104 is connected, and the knuckle arm 104 is connected to and supported by the tie rod 101 to provide a link mechanism.

  In such a mechanism, the amount of movement of the tie rod 101 by the steering gear 103 is limited, and the tire angle is determined by the link mechanism between the tie rod 101 and the knuckle arm 104. The current situation is that the cutting angle cannot be increased.

  Therefore, the present applicant has applied for a patent for a tire turning angle adjusting tool as shown in FIG. 10 so that the turning angle of a tire can be increased in an existing vehicle. In the tire turning angle adjusting tool 110 according to the present invention, a steering knuckle connecting hole 112 is formed at one end side of a connecting plate portion 111 formed of a steel plate, and a knuckle-arm connecting portion is connected to the other end side of the connecting plate portion 111. A hole portion 113 is formed, and a tie rod connecting hole portion 114 is formed between the steering knuckle connecting hole portion 112 and the knuckle arm connecting hole portion 113.

  Therefore, the fastening angle bolt attached to the axial position of the steering knuckle 106 is removed from the tire turning angle adjusting tool 110 having the above configuration, and the fastening angle is fixed to the steering knuckle connecting hole 112 of the tire turning angle adjusting tool 110. The bolts 115 are inserted and fastened to the steering knuckle 106. On the other hand, the connection between the knuckle arm 108 and the tie rod end at the tip of the tie rod 109 is released, and the knuckle arm 108 and the knuckle arm connecting hole portion of the tire turning angle adjusting tool 110 are connected and fixed. -It is set as the structure which supports the end 110 and the tie-rod connection hole part 114 of the tire turning angle adjusting tool 110 (refer patent document 1).

JP 2006-182085 A

  In the increase adjustment of the turning angle by the tire turning angle adjuster, the shorter the knuckle arm length, the larger the tire turning angle, and the smaller the turning angle becomes, the more effective the turning angle becomes.

  However, as shown in FIGS. 11A, 11B, and 11C, the cylindrical steering rack 120 in which the tie rod and the steering gear are housed is attached to the vehicle body 122 by a steering bush 121 made of, for example, a ring-shaped rubber member. .

  Therefore, at the preset tire turning angle, the pivotal support position of the tie rod 101 and the knuckle arm 104 does not exceed the central axis of the steering rack 120. However, the tire turning angle adjustment tool increases the turning angle. When the tire is cut to the maximum in the direction of arrow A, the pivotal support position of the tie rod 101 and the knuckle arm 104 exceeds the central axis of the steering rack 120 as shown in FIG. Therefore, when trying to return the tire in the direction of arrow B in order to return the tire from this state, the pivot position of the tie rod 101 and the knuckle arm 104 exceeds the central axis of the steering rack 120. It is possible that the tire could not be returned and an accident occurred due to the inability to operate the steering wheel.

  The present invention was devised in view of the above points, and prevents the steering wheel from being disabled by increasing the turning angle of the tire by forcibly returning the tie lot to its original position by the biasing force of the elastic member. It is an object of the present invention to provide an accident prevention mechanism due to a tire turning angle in steering operation.

  In order to achieve the above-mentioned object, the steering bush according to the present invention for preventing accidents due to the turning angle of a tire in a steering operation includes a steering rack including a steering gear whose pivot end is connected to a knuckle. In the steering device attached to the front member on the vehicle body side by a cylindrical steering bush fitted on the outer peripheral surface of the tire, when the tire is turned back, the tie lot is pushed back to a position exceeding the center axis of the steering rack. It is set as the structure which provided the part.

  Here, when the tire is cut back, the tie-lot return elastic portion is provided in a portion that restricts steering by a steering device provided in the tie-lot, knuckle arm, steering stopper, knuckle stopper, etc. By pushing back the tylot to a position beyond the central axis of the steering rack by the urging force of the part, it is possible to perform a steering operation for smoothly returning the tire.

  Further, even when the turning angle is increased by a turning angle adjuster with respect to the steering where the turning angle of the tire is limited, the elastic member for returning the tie-lot contacts the front member when the tire is cut to the maximum. The tyrot, knuckle arm, steering stopper, or knuckle stopper is provided in a portion that restricts steering by a steering device, so that the pivoting position of the tielot and the knuckle arm is applied to the urging force of the elastic part for returning the tielot. It is compressed while resisting and enters the state where the center axis of the steering rack enters the front member side, but when trying to return the tire to return the tire from this state, the elastic part for returning the tire The pivoting position of the tie rod and knuckle arm is pushed back by the biasing force. It is intended that it becomes possible to perform a steering operation to return the tire smoothly in order to return to the central axis position of the steering rack is.

  The steering bush is formed with a holding hole portion having an inner diameter through which the steering rack can be inserted, and the holding hole portion is formed in a state where the central axis is shifted toward the front member attached to the vehicle body. By this, the center axis of the holding hole portion of the steering bush is formed in a state shifted to the vehicle body side, so that the axis of the tie rod contained in the steering rack enters the vehicle body side from the pivot point of the knuckle, When the tire is cut to the maximum extent, the axis of the tire does not exceed the pivot point of the knuckle, so that the tire can be returned without any trouble.

  In addition, since a flange portion is provided around both ends of the outer periphery of the steering bush, when the steering bush is attached to the front member between the flange portions, a fitting portion into which the steering bush receiving portion and the pressing metal fitting are inserted. Thus, the steering rack can be firmly attached to the front member via the steering bush.

  Further, by forming a cut portion from the outer peripheral surface of the steering bush to the holding hole portion, the steering bush can be easily attached from the cut portion when the steering bush is externally fitted to the outer peripheral surface of the steering rack. It can be attached.

  According to the accident prevention device of the present invention, even when the turning angle is increased by a turning angle adjusting tool or the like with respect to the steering whose tire turning angle is limited, the tyrot is used for returning the steering wheel when the steering wheel is turned back. By returning to a state exceeding the central axis of the steering rack by the urging force of the steering wheel, the steering wheel can be operated without being locked when the tire is returned.

  Further, by providing the elastic portion for returning the tie lot to a portion that restricts steering by a steering device such as a tie lot, a knuckle arm, a steering stopper, or a knuckle stopper that comes into contact with the front member when the handle is cut to the maximum extent, Even when the center axis of the steering rack enters the front member side, the pivoting position of the tie rod and the knuckle arm is pushed back by the urging force of the elastic part for returning the tylot, so that the center axis of the steering rack is This makes it possible to perform a steering operation for smoothly returning the tire in order to return to the position beyond it.

  Even if the turning angle is increased by a turning angle adjuster or the like with respect to the steering where the turning angle of the tire is restricted, the steering rack is arranged as close as possible to the front member on the vehicle body side by the steering bush. The turning angle of the tire increases and the urging force of the elastic part for returning the tie lot can be performed without being locked when the tire is returned due to a synergistic effect.

  Further, when a steering rack is attached to the front member by forming a fitting portion on the outer peripheral surface of the steering bush, a steering bush receiving portion and a pressing metal fitting provided on the front member are fitted in the fitting portion to fit the steering bush. The steering rack can be firmly attached to the front member without falling off.

Hereinafter, embodiments of the present invention will be described with reference to the drawings to provide an understanding of the present invention.
FIG. 1 is a perspective view showing an example of an accident prevention tool to which the present invention is applied, and FIGS. 2A and 2B are explanatory views of an elastic portion for returning a tielot in the accident prevention tool to which the present invention is applied.

  Here, the steering rack 2 provided with tie lots 1 on both sides thereof is attached to a front member 3 attached to the vehicle body side. Tires (not shown) are mounted on both side ends of the front member 3, and the tire turning angle is adjusted by the tie-lot 1.

  Here, a steering bush 4 is fitted on the outer peripheral surface of the steering rack 2. The steering bush 4 is attached in such a state that the cut 5 is opened and the outer peripheral surface of the steering rack 2 is extrapolated.

  In this case, one of the steering bushes 4 is fitted on the outer peripheral surface of the steering rack 2 between the steering bush holding plates 6 that are provided around the outer periphery of the steering rack 2 at substantially the same interval as the width of the steering bush 4, whereby the steering bush 4 is The position is fixed to the rack 2 without shifting in the left-right direction.

  The steering bush 4 is attached to a steering rack connecting portion 7 disposed in both directions of the front member 3 in a state where the steering bush 4 is attached to the outer peripheral surface of the steering rack 2, and the steering rack connecting portion 7 includes a steering bush. A receiving portion 8 is formed.

  The steering bush receiving portion 8 and the press fitting are fitted by the fastening bolt 12 in a state in which the outer peripheral surface of the steering bush 4 is fitted into the steering bush receiving portion 8 and is held by the press fitting 11 which is bent and formed in a semicircular shape. By connecting 11, the steering bush 4 is attached to the steering rack connecting portion 7 arranged in both directions of the front member 3, so that the steering rack 2 is attached to the front member 3 at a predetermined interval.

  Here, the steering bush receiving portion 8 and the presser fitting 11 formed on the steering rack connecting portion 7 are fitted in the fitting portion 9 formed on the outer peripheral surface of the steering bush 4 so as to be fitted to each other. The steering bush 4 is not dropped by the vibration of the vehicle body from the steering bush receiving portion 8 and the presser fitting 11, and the steering bush 4 is fixed to the steering rack 2 by the steering bush holding plate 6. It is possible to prevent the rack 2 from shifting in the left-right direction.

  Next, a tie-lot return elastic portion 13 is provided between the front member 3 and the tie lot 1 provided on both sides of the steering rack 2 by its urging force.

As shown in FIG. 2 (a), the tyrot return elastic portion 13 has a structure in which a spring member 14 is encapsulated by a synthetic resin member 15 such as rubber having excellent shock and vibration absorption. Alternatively, as shown in FIG. 2 (b), the tyrot return elastic portion 13 is formed in a spherical shape by an elastic member 16 such as rubber having excellent shock and vibration absorption.
One end of the tie-lot return elastic portion 13 is fixed to the front member 3 or the tie-lot 1 and is in contact with the front member 3 so as to be positioned beyond the central axis.

  In addition, the elastic part for returning the tie lot may have an elastic force by itself being formed of a spring, a leaf spring, rubber, or urethane, as shown in FIGS. I do not care.

  Therefore, in the case of the elastic part 13 for returning the tielot as shown in FIG. 2 (a), as shown in FIGS. 3 (a) and 3 (b), the turning angle is increased by the tire turning angle adjuster, and the direction of the arrow is increased. When the tire is cut to the maximum extent, the pivotal position of the tylo, 1 and the knuckle arm (not shown) is such that the spring member 14 of the tyrot return elastic portion 13 resists the urging force. The center axis of the steering rack 2 enters the front member 3 side while being compressed, and when the tire is returned to return the tire from this state, the elastic part for returning the tire The urging force of 13 pushes back the pivot position between the tie rod 1 and the knuckle arm, and the steering operation is performed to smoothly return the tire in order to cross the central axis of the steering rack 2. Ukoto in which it becomes possible.

  In the case of the elastic part 13 for returning the tire as shown in FIG. 2 (b), as shown in FIGS. 4 (b) and (b), the cutting angle is increased by the tire cutting angle adjuster, and the direction of the arrow is increased. When the tire is cut to the maximum extent, the spherical tie-lot return elastic portion 13 has a pivotal support position between the tie lot 1 and a knuckle arm (not shown) while resisting the elastic force. It is deformed into a flat shape so that the center axis of the steering rack 2 enters the front member 3 side. If an attempt is made to return the tire to return the tire from this state, the elasticity for returning the tire The pivoting position between the tie rod 1 and the knuckle arm is pushed back by the elastic force of the portion 13, and the steering operation is performed to smoothly return the tire in order to cross the central axis of the steering rack 2. Bet in which it is possible.

  In the present embodiment, one end of the elastic portion 13 for returning the tie lot is fixed to the steering rack 2, but it is not necessarily fixed to the steering rack 2 side. For example, it is fixed to the tie lot 1 side. Both ends of the return elastic portion 13 may be fixed to the steering rack 2 and the tie-lot 1, but the tie-lot 1 always moves to the left and right each time the handle is turned, so that the movement is not hindered. In addition, it is desirable that one end of the tie-lot return elastic portion 13 is fixed to the steering rack 2.

FIG. 5 is an explanatory view showing another embodiment of the elastic part for returning the tire.
At the pivotal support position between the tie lot 1 and the knuckle arm of the steering rack 2, the central portion of the steering rack 2 is always crossed by the tyrot return elastic portion 13 made of a spring member attached to the position opposite to the front member 3. This is a pulling mechanism.

  Therefore, when the cutting angle is increased by the tire cutting angle adjusting tool and the tire is cut to the maximum in the direction of the arrow, the pivotal support position of the tylo, 1 and the knuckle arm (not shown) is It is pulled while resisting the urging force of the elastic portion 13 for returning the tire, and the central axis of the steering rack 2 enters the front member 3 side. From this state, the tire is returned to return the tire. In this case, the steering operation for smoothly returning the tire is performed because the pivoting position of the tie rod 1 and the knuckle arm is pulled back by the urging force of the tyrot return elastic portion 13 and crosses the central axis of the steering rack 2. It can be done.

  In the present embodiment, the elastic member 13 for returning the tire lot is provided between the front member 3 and the tire 1, but when the tire is cut to the maximum depending on the vehicle type, for example, a knuckle arm, a steering wheel, etc. A mechanism provided in a portion that restricts steering by a steering device provided in a stopper or a knuckle stopper (not shown) may be used.

Next, FIGS. 6A and 6B are explanatory views showing other examples of accident prevention tools to which the present invention is applied.
Here, the steering rack 2 is attached to the front member 3 on the vehicle body side by a steering bush 4. As shown in FIGS. 7A and 7B, the steering bush 4 is formed in a cylindrical shape having a certain width from a synthetic resin material such as rubber. The steering bush 1 is formed so that the shape of the holding hole portion 2 is substantially the same as the shape along the outer peripheral edge of the steering rack so as to hold the outer peripheral surfaces on both sides of the steering rack (not shown). It is.

  And the fitting part 9 is formed between the said flange parts 17 and 17 by providing the flange part 17 along the both outer periphery of the said steering bush 4. As shown in FIG. Further, a cut portion 5 is formed on the outer peripheral surface of the steering bush 4 by cutting at right angles to the circumferential direction. When the steering rack is held, the cut portion 5 is opened so that it can be easily fitted onto the steering rack.

  Then, as shown in FIGS. 6A and 6B, the steering bush 1 is attached by the steering bush receiving portion 8 and the presser fitting 11 of the steering rack connecting portion 7 of the front member 3 on the vehicle body side. The steering bush receiving portion 8 and the holding metal fitting 11 have the same width as the width of the fitting portion 12 of the steering bush 4, and the steering bush 4 in order to grip the outer peripheral surface of the steering bush 4 in a close contact state. A semicircular arc shape having substantially the same diameter is used.

  And it is set as the structure joined by the fastening member 12 in the state which fitted the said steering bush 4. As shown in FIG. Therefore, the steering bush 4 inserted by the steering bush receiving portion 8 and the presser fitting 11 is firmly held without any gap between the outer periphery.

  Here, the center line position of the holding hole portion 18 of the steering bush 4 is formed in a state shifted to the vehicle body side. That is, the outer peripheral shape of the steering bush 4 and the inner peripheral shape of the holding hole portion 18 are determined in advance by the inner diameter of the steering bush receiving portion 8 and the pressing metal 11 and the outer diameter of the steering rack 2. Therefore, in order to bring the steering bush 4 closer to the vehicle body side, the center line position of the holding hole 18 is formed in a state of being shifted to the front member 3 on the vehicle body side.

  Specifically, the maximum diameter of the steering bush 4 in FIG. 7 (a) is 69 mm, the maximum diameter up to the surface of the fitting portion 9 is 61 mm, and the holding hole portion 18 diameter is 46 mm. The center line position of the holding hole portion 18 of the steering bush 4 is shifted to the vehicle body side by about 5 mm.

  As a result, the thickness of the steering bush 4 on the vehicle body side is about 3 mm, and the central axis of the steering rack 2 is arranged in the state of being close to the front member 6 on the vehicle body side by about 5 mm.

  Note that the steering bush described in detail in this embodiment is not necessarily formed of a synthetic resin material such as rubber, and may be any material such as light metal such as aluminum or wood, but is attached to the steering bush. In consideration of ease and the like, it is desirable to form the rubber material having excellent elasticity and moldability.

  Therefore, as shown in FIGS. 8 (a) and 8 (b), the steering rack 2 is attached by the steering bush 4 so as to be close to the vehicle body side by about 5 mm as compared with the prior art, and one end of the elastic return portion 13 for returning the tire is provided. Is fixed to the front member 3, and the other end abuts the tie lot 1 so that it is positioned beyond the central axis of the front member 3. As a result, the axis of the tie rod 1 contained in the steering rack 2 becomes a position where it enters the front member 3 side of the vehicle body from the pivotal support point 20 of the knuckle 19, and by the urging force or the elastic force of the elastic part 13 for returning the tie rod. The connecting position between the tie lot 1 and the knuckle 19 is forced to a position beyond the central axis of the front member 3.

  Therefore, when the tire is cut to the maximum, the axis of the tie lot 1 does not exceed the pivotal support point 20 of the knuckle 19 and the tie lot 1 and the knuckle 19 are urged by the urging force or the elastic force of the tyrot return elastic portion 13. Is pushed to a position beyond the central axis of the front member 3 so that the tire can be returned without any trouble.

  As a result, the steering rack 2 is attached to the vehicle body side by the steering bush 4, and the connection position of the tie lot 1 and the knuckle 19 by the tyrot return elastic portion 13 exceeds the central axis of the front member 3. Even when the tire turning angle is increased by the tire turning angle adjusting tool due to the synergistic effect caused by being pushed to a different position, the tire can be switched smoothly without any trouble.

It is a perspective view which shows an example of the accident prevention tool to which this invention is applied. It is explanatory drawing which shows an example of the elastic part for tie-lot return in the accident prevention tool to which this invention is applied. It is operation | movement explanatory drawing in the case of attaching the elastic part for tie-lot return in the accident prevention tool to which this invention is applied. It is operation | movement explanatory drawing at the time of attaching the other elastic part for tylot return in the accident prevention tool to which this invention is applied. It is operation | movement explanatory drawing at the time of attaching the other elastic part for tylot return in the accident prevention tool to which this invention is applied. It is explanatory drawing which shows the other example of the accident prevention tool to which this invention is applied. It is a perspective view which shows an example of the steering bush in the accident prevention tool to which this invention is applied. It is sectional explanatory drawing which shows the attachment state of the steering bush in the accident prevention tool to which this invention is applied. It is a mechanism figure which shows an example of the steering wheel operation by the conventional steering. It is explanatory drawing which shows an example of the tire turning angle adjusting tool in the conventional steering wheel operation. It is explanatory drawing which shows an example of the malfunction of steering wheel operation by the tire turning angle increase.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Tylot 2 Steering rack 3 Front member 4 Steering bush 5 Notch part 6 Steering bush latching plate 7 Steering rack connection part 8 Steering bush receiving part 9 Fitting part 11 Holding metal 12 Fastening member 13 Elastic part 14 for returning to tylot Spring member 15 Synthetic resin member 16 Elastic member 17 Gutter 18 Holding hole 19 Knuckle 20 Pivot point

Claims (5)

In a steering apparatus in which a steering rack in which a steering gear having a tie-lot tip connected to a knuckle is included is attached to a front member on a vehicle body side by a cylindrical steering bush that is externally fitted to the outer peripheral surface of the steering rack.
A mechanism for preventing an accident due to a tire turning angle in steering operation, comprising: a tie-lot return elastic portion for pushing back the tie-lot to a position beyond the center axis of the steering rack when the tire is turned back. 2. The accident prevention mechanism according to a tire turning angle in steering operation according to claim 1, wherein an elastic portion for returning the tire is provided at a portion that restricts steering by the steering device when the turning angle of the tire is increased. The steering bush is formed with a holding hole portion having an inner diameter through which a steering rack can be inserted, and the holding hole portion is formed in a state where a central axis is shifted toward a front member attached to the vehicle body. The accident prevention mechanism according to claim 1 or 2, wherein the steering angle is a tire turning angle. A flange portion is provided around both ends of the outer periphery of the steering bush to form a fitting portion into which the steering bush receiving portion and the pressing metal fitting are fitted when the steering bush is attached to the front member between the flange portions. The accident prevention mechanism according to claim 3, wherein the accident angle is caused by a tire turning angle in the steering operation. The accident prevention mechanism according to a tire turning angle in steering operation according to claim 3 or 4, wherein a cut portion is formed from the outer peripheral surface of the steering bush to the holding hole portion.

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