JP2009190633A - Steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering device reduced in size without sophistication of a structure, and increase in weight and manufacturing cost. <P>SOLUTION: The steering device 1 comprises: a steering means 6 steering a supporting means 2 rotatably steering wheels 8, 9; a moving means 18 moved in a vehicle width direction by a gear wheel driven by steering of the steering wheels; a holding means 14 holding the moving means 18 so as to move in the vehicle width direction; and a coupling means 17 rockably coupled to a vehicle width direction inside part of the steering means 6, and rockably coupled to the moving means 18. The coupling means 17 is rockably coupled to the holding means 14. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a steering apparatus suitable for being applied to vehicles such as passenger cars, trucks, and buses.

  In a so-called center take-off type steering device applied on the front side of a vehicle, a knuckle constituting a suspension device is connected to a vehicle body side via a shock absorber and a spring, and a vehicle width of a tie rod constituting a steering device. A structure in which the outer side in the direction is connected to the strut outer shell of the shock absorber via the knuckle arm and the inner side in the vehicle width direction of the tie rod is connected to the rack bar of the steering device at the center position in the vehicle width direction is generally adopted. Yes. In such a steering apparatus, when a driver inputs a steering force with a steering wheel, for example, a turning force generated by a pinion-type assist force generator is transmitted from the pinion to the rack bar, and the rack bar is attached to the rack housing. The tie rod moves in the vehicle width direction along with the movement, and the tie rod also moves in the vehicle width direction, whereby the knuckle is steered.

In the steering device having such a configuration, since the tie rod is connected to the center portion of the rack bar in the vehicle width direction, the size of the rack bar and the rack housing that holds the rack bar are to be reduced when the steering device is downsized. In particular, the dimension in the vehicle width direction becomes a problem, and it is required to make the dimension in the vehicle width direction of the rack housing as small as possible so that the rack housing does not interfere with other in-vehicle devices in the vehicle. In order to satisfy such a requirement, it is conceivable to make the amount of movement of the rack bar in the vehicle width direction as small as possible with respect to the turning angle of the knuckle. As a technique for changing the steering gear ratio in the steering apparatus, there is a technique described in Patent Document 1, for example.
Japanese Patent Laid-Open No. 9-39823

  However, in the prior art described in Patent Document 1, the rack bar is located on the output side after changing the steering gear ratio, and reducing the movement amount of the rack bar in the vehicle width direction is not possible. In addition to being unable to reduce the width of the rack housing that holds the rack bar in the vehicle width direction, a plurality of racks and levers with gears are separately required. This causes an increase in manufacturing cost and a problem that the steering device cannot be miniaturized.

  In view of the above problems, an object of the present invention is to provide a steering device that can be reduced in size without increasing the complexity of the structure and increasing the weight and manufacturing cost.

In order to solve the above problem, the steering device according to the present invention is:
Steering means for turning support means for rotatably supporting the wheels, moving means for moving in the vehicle width direction by a gear driven by steering of the steering wheel, and making the moving means movable in the vehicle width direction A holding means for holding; and a connecting means that is swingably connected to an inner portion in the vehicle width direction of the steering means and swingably connected to the moving means, and the connecting means is connected to the holding means. It is characterized in that it is connected in a swingable manner.

  The support means is a knuckle, the steering wheel is a steering wheel, the gear is a pinion, the moving means is a rack bar, the holding means is a rack housing, and the steering means Indicates a tie rod.

  According to this, the first distance between the first connection point of the connection means with respect to the moving means and the second connection point of the connection means with respect to the holding means, and the rotation of the second connection point and the connection means. The vehicle width direction of the moving means with respect to the movement amount in the vehicle width direction of the steered means by appropriately changing the mutual positional relationship including the magnitude relationship with the second distance to the third connecting point with respect to the steering means. The ratio of the movement amount can be changed. Thereby, the amount of movement of the moving means in the vehicle width direction can be reduced, and the steering device can be downsized.

Here, as a specific form of the steering device,
Preferably, the steering means is provided with a pair of left and right, the third connection point is provided with a pair of left and right, and the connection means is positioned at the center of the holding means in the vehicle width direction.

  According to this, the steering device according to the present invention can be configured in a so-called center take-off type steering device in which the inner portion in the vehicle width direction of the steering means is positioned near the center in the vehicle width direction of the holding means. .

Furthermore, in the steering device,
It is preferable that the third connection point is positioned to be offset outward in the vehicle width direction with respect to the vehicle width direction center of the connection means.

  According to this, in the pair of left and right support means steered by the pair of left and right steering means of the steering device, the turning angle of the front wheel on the outside of the turn is set to the turning angle of the front wheel on the inside of the turn. When turning by turning the front wheel, the center of the rear wheel and the pair of left and right front wheels can be crossed at the same location on the horizontal plane to prevent the vehicle from slipping and smooth turning performance. Can be realized.

In addition, in the steering device,
It is preferable that the first connecting point includes an absorbing unit that absorbs a displacement of the connecting unit in the vehicle front-rear direction with respect to the moving unit.

  According to this, when the connecting means swings around the second connecting point with respect to the holding means, the displacement in the vehicle front-rear direction of the connecting means generated at the first connecting point is absorbed by the absorbing means. Thus, it is possible to prevent the moving means from being displaced in the vehicle front-rear direction by the connecting means, and a force in the twisting direction acting between the holding means and the moving means of the steering device.

Here, as a specific form of the steering device,
The first connection point, the second connection point, and the third connection point are arranged in the order of the first connection point, the second connection point, and the third connection point in the vehicle longitudinal direction. Is preferred.

  According to this, in the connection means having the second connection point as the center of oscillation, it is easier to arrange the first connection point and the third connection point across the second connection point. The steering device can be configured.

Here, in the steering device,
It is preferable that the moving means includes a protrusion that protrudes on the opposite side of the third connection point, and the connecting means and the moving means are connected at the protrusion.

  According to this, the 1st connection point is made to protrude on the opposite side to the 3rd connection point, and the amount of projection of the 3rd connection point with respect to the 2nd connection point in the above-mentioned holding means in the direction of vehicles back and forth is controlled. The degree of freedom in arrangement of the connecting means in the steering device can be increased.

Furthermore, in the steering device,
An angle formed by a straight line connecting the second connection point and the third connection point with respect to the vehicle width direction center of the connection means is a predetermined angle, and the connection means of the connection means according to the movement of the movement means in the vehicle width direction. An angle with respect to the holding means is a swing angle, a distance between the first connection point and the second connection point is a first distance, and a distance between the second connection point and the third connection point is a second distance. In this case, it is preferable that the swing angle and the predetermined angle and the first distance and the second distance satisfy a predetermined relationship.

Here, in the steering device,
The predetermined relationship is that when the connecting means is swung around the second connecting point by the swing angle, the third connecting point has a movement amount in the vehicle width direction of the first connecting point. It is preferable that the movement amount in the vehicle width direction is large.

  According to this, it is possible to reduce the movement amount in the vehicle width direction of the moving means relative to the movement amount in the vehicle width direction of the steering means necessary for turning the support means. As a result, the size of the steering device can be reduced by reducing the size of the holding means, particularly in the vehicle width direction.

Furthermore, in the steering device,
In the predetermined relationship, when the connecting means is swung around the second connecting point by the swinging angle, the movement amount in the vehicle width direction of the third connecting point on the swinging angle direction side is It is preferable that the amount of movement in the vehicle width direction of the third connection point on the side opposite to the swing angle direction is smaller.

  According to this, in the pair of left and right support means steered by the pair of left and right steering means of the steering device, the turning angle of the front wheel on the outside of the turn is set to the turning angle of the front wheel on the inside of the turn. When turning by turning the front wheels, the rear wheel center and the pair of left and right front wheel centers can be crossed at the same location on the horizontal plane to make the vehicle skid. Thus, smooth turning performance can be reliably realized.

Alternatively, as another specific form of the steering device,
According to this, in the connection means having the second connection point as a swing center, the first connection point and the third connection point in any direction of the vehicle front-rear direction with respect to the second connection point. By arranging the above, the steering device can be configured more easily.

Here, in the steering device,
Preferably, the holding means includes a protrusion that protrudes on the opposite side of the third connection point, and the connection means and the holding means are connected at the protrusion.

  According to this, the 2nd connection point is made to protrude on the opposite side to the 3rd connection point, and the amount of protrusion of the 3rd connection point with respect to the 2nd connection point in the holding means in the direction of vehicles back and forth is controlled. The degree of freedom in arrangement of the connecting means in the steering device can be increased.

Furthermore, in the steering device,
An angle formed by a straight line connecting the first connection point and the third connection point with respect to the vehicle width direction center of the connection means is a predetermined angle. An angle with respect to the holding means is a swing angle, a distance between the first connection point and the second connection point is a first distance, and a distance between the second connection point and the third connection point is a second distance. In this case, it is preferable that the swing angle and the predetermined angle and the first distance and the second distance satisfy a predetermined relationship.

Here, in the steering device,
The predetermined relationship is that when the connecting means is swung around the second connecting point by the swing angle, the third connecting point has a movement amount in the vehicle width direction of the first connecting point. It is preferable that the movement amount in the vehicle width direction is large.

  According to this, it is possible to reduce the movement amount in the vehicle width direction of the moving means relative to the movement amount in the vehicle width direction of the steering means necessary for turning the support means. As a result, the size of the steering device can be reduced by reducing the size of the holding means, particularly in the vehicle width direction.

Furthermore, in the steering device,
In the predetermined relationship, when the connecting means is swung around the second connecting point by the swinging angle, the movement amount in the vehicle width direction of the third connecting point on the swinging angle direction side is It is preferable that the amount of movement in the vehicle width direction of the third connection point on the side opposite to the swing angle direction is smaller.

  According to this, in the pair of left and right support means steered by the pair of left and right steering means of the steering device, the turning angle of the front wheel on the outside of the turn is set to the turning angle of the front wheel on the inside of the turn. When turning by turning the front wheels, the rear wheel center and the pair of left and right front wheel centers can be crossed at the same location on the horizontal plane to make the vehicle skid. Thus, smooth turning performance can be reliably realized.

  ADVANTAGE OF THE INVENTION According to this invention, the steering apparatus which can achieve size reduction without causing the complexity of a structure and the increase in a weight or manufacturing cost can be provided.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic view showing an embodiment of a steering apparatus according to the present invention. As shown in FIG. 1, the steering device 1 of the first embodiment and a part of the suspension device connected thereto are a knuckle 2, a shock absorber 3, a spring 4, a lower arm 5, a tie rod 6, and a knuckle arm. 7, tire 8, wheel 9, ball joint 10, lower spring seat 11, upper spring seat 12, ball joint 13, rack housing 14, ball joint 15, assist force generator 16, A bracket 17 and a rack bar 18 are provided. In FIG. 1, FR indicates the front in the vehicle front-rear direction, IN indicates the inner side in the vehicle width direction, and UP indicates the upper side.

  The knuckle 2 rotatably supports the tire 8 and the wheel 9, and the lower end portion thereof is connected to the outer end portion in the vehicle width direction of the A arm-shaped lower arm 5 through the ball joint 10, and the upper end thereof The portion is connected to the lower end portion of the strut outer shell 3 a constituting the cylinder of the shock absorber 3.

  The shock absorber 3 has an upper end portion of the rod 3b connected to the vehicle body via a bush (not shown), and a lower end portion of the strut outer shell 3a connected to an upper end portion of the knuckle 2, so that the tire 8 and the wheel 9 The damping force prevents the knuckle 2 from continuing to vibrate due to the vibration from the road surface transmitted via 2, and connects the knuckle 2 to the vehicle body side.

  The spring 4 is provided in a disc shape on the side of the vehicle body near the upper end portion of the rod 3b and the lower spring seat 11 provided in a disc shape near the upper end portion of the outer peripheral surface of the strut outer shell 3a of the shock absorber 3. It is sandwiched between the upper spring seat 12 and formed so as to swirl around the rod 3b, so that vibration transmitted from the tire 8 and the wheel 9 to the vehicle body side via the knuckle 2 is reduced.

  The lower arm 5 is configured by a so-called A arm that extends in the vehicle width direction and is formed so that the inner side in the vehicle width branches into a bifurcated shape. The outer end in the vehicle width direction, that is, the apex side of the A arm The knuckle 2 is connected to the lower end of the knuckle 2 via a ball joint 10, and is pivotally connected to the vehicle body side via a bush at two locations on the inner side in the vehicle width, that is, on the opposite side of the apex of the A arm. The knuckle 2 and the vehicle body are connected.

  The tie rod 6 extends in the vehicle width direction, and the center side end portion in the vehicle width direction is connected to both sides of the front end portion in the vehicle front-rear direction of the bracket 17 via the ball joint 13, and the rear end portion of the bracket 17 is the rack housing. 14 is connected to a protrusion 18a protruding rearward of a rack bar 18 that is held movably in the vehicle width direction. A vehicle width direction outer side end portion of the tie rod 6 is connected to a vehicle front side end portion of the knuckle arm 7 via a ball joint 15. An intermediate portion of the bracket 17 in the vehicle front-rear direction is connected to the upper surface of the rack housing 14.

  Further, the knuckle arm 7 extends in the vehicle front-rear direction, and the vehicle front side end portion is connected to the vehicle width direction outer side end portion of the tie rod 6 via the ball joint 15. In addition, the vehicle rear side end portion of the knuckle arm 7 is formed in a hollow cylindrical shape, the hollow cylindrical portion 7a is joined to the strut outer shell 3a, and the knuckle arm 7 is connected to the strut outer shell 3a.

  The rack housing 14 constitutes a part of an electric power steering device (not shown). When a steering force is input by a steering wheel (not shown), the steering force is transmitted to the steering shaft, and the steering is performed. When the assist force generator 16 generates an assist force based on the force, the assist force is transmitted to the pinion inside the assist force generator 16 to generate a turning force, and the pinion and the rack bar 18 extending in the vehicle width direction mutually. As a result, the rack bar 18 is stroked in the vehicle width direction.

  The stroke of the rack bar 18 in the vehicle width direction is increased by the bracket 17, and the tie rod 6 is also stroked in the vehicle width direction by the increased stroke, and is steered to the knuckle 2 through the tie rod 6 and the strut outer shell 3 a. The force is transmitted, and the tire 8 and the wheel 9 are steered.

  In the center take-off type steering apparatus 1, in order to suppress the displacement of the knuckle 2 in the toe direction during bounding and rebounding, the tie rod 6 is substantially aligned in the vehicle width direction of the rack housing 14 in order to make the tie rod 6 as long as possible. It is drawn from the center.

  Further, the tie rod 6 and the rack housing 14 are arranged above the vehicle from the viewpoint of preventing interference with the powertrain system of the vehicle, and the joint point of the knuckle arm 7 to the strut outer shell 3a is on the vehicle upper side. To position.

  Furthermore, the lower spring seat 11 is required to be positioned as low as possible in the vehicle in order to make the stroke of the spring 4 as long as possible. The joint of the lower spring seat 11 with the strut outer shell 3a and the knuckle arm 7 with respect to the strut outer shell 3a are required. The joint location is positioned close to the vertical direction.

  In addition, in the place mentioned above, the tire 8 and the wheel 9 comprise a wheel, and the knuckle 2 comprises the support means which supports a wheel rotatably. Further, the tie rod 6 constitutes a turning means for turning the knuckle 2, and the rack bar 18 constitutes a moving means that is moved in the vehicle width direction by a pinion driven by steering of the steering wheel.

  Further, the rack housing 14 constitutes holding means for holding the rack bar 18 so as to be movable in the vehicle width direction. In addition, the bracket 17 constitutes connecting means that is swingably connected to the inner portion of the tie rod 6 in the vehicle width direction and is swingably connected to the rack bar 18. Further, the bracket 17 is pivotably connected to the rack housing 14.

  Here, the bracket 17 will be described in more detail with reference to the drawings. FIG. 2 is an exploded schematic view showing a part of one embodiment of the steering apparatus according to the present invention. As shown in FIG. 2A, the rack bar 18 and the rack housing 14 extend in the vehicle width direction, and the bracket 17 extends in the vehicle front-rear direction. Here, the bracket 17 has a trapezoidal columnar shape having a trapezoidal bottom that is axisymmetric with respect to the center in the vehicle width direction when the bracket 17 is in a neutral position, and the front end in the vehicle front-rear direction is in relation to the rear end. The vehicle has a long length in the vehicle width direction.

  A columnar pin 17a that protrudes downward is formed in the middle portion of the bottom surface of the bracket 17 in the vehicle longitudinal direction, and a columnar pin that protrudes downward also on the bottom surface of the rear end portion. 17b is formed. The rack housing 14 has a substantially cylindrical shape centered in the vehicle width direction, and a pin receiving hole 14a into which the pin 17a of the bracket 17 described above is swingably engaged is formed on the upper surface thereof. On the rear surface, a horizontally elongated slit hole 14b is formed which is longer than the stroke in the vehicle width direction of the rack bar 18 and is formed in the vehicle width direction by a margin length.

  Further, a rack surface indicated by diagonal lines in FIG. 2A is formed in front of the rack bar 18 and a protrusion 18a protruding rearward of the vehicle is provided on the rear side of the vehicle, and an upper surface of the protrusion 18a. A pin receiving hole 18b into which the pin 17b of the bracket 17 is slidably engaged is formed.

  After the rack bar 18 is assembled in the rack housing 14 having such a configuration, the protrusion 18a of the rack bar 18 protrudes rearward from the slit hole 14b, and then the pin 17a of the bracket 17 is inserted into the pin receiving hole 14a of the rack housing 14. By engaging and engaging the pin 17b of the bracket 17 with the pin receiving hole 18b of the protrusion 18a of the rack bar 18, the steering device 1 of the first embodiment is configured.

  That is, the first connection point C1 of the bracket 17 with respect to the rack bar 18 is constituted by the center of the pin 17b and the pin receiving hole 18b as viewed from above, and the second connection point C2 of the bracket 17 with respect to the rack housing 14 is defined with the pin 17a and the pin receiving hole. The third connection point C3 of the bracket 17 with respect to the tie rod 6 is formed by the center of the ball joint 13 as viewed from above.

  Furthermore, the mutual positional relationship in the upper view of the elements constituting the steering device 1 of the first embodiment will be described with reference to the drawings. FIG. 3 is a schematic view showing an embodiment of the steering device according to the present invention as viewed from above. In FIG. 3, for convenience of explanation, all components are shown by solid lines. FIG. 4 is a schematic diagram showing a partial positional relationship of an embodiment of the steering apparatus according to the present invention as viewed from above. In FIG. 4, the positions of the bracket 17 and the connecting points C1 to C3 before the swing are indicated by solid lines, and the positions after the swing are indicated by broken lines.

  As shown in FIG. 3, the first connection point C1 of the bracket 17 to the rack bar 18, the second connection point C2 of the bracket 17 to the rack housing 14, and the third connection point C3 of the bracket 17 to the tie rod 6 are In the front-rear direction, the first connection point C1, the second connection point C2, and the third connection point C3 are arranged in this order toward the front of the vehicle.

  Further, as shown in FIG. 4, the first distance L1 between the first connection point C1 of the bracket 17 with respect to the rack bar 18 and the second connection point C2 of the bracket 17 with respect to the rack housing 14 is defined as the second connection point C2 and the bracket. It is shorter than the second distance L2 between the third tie rod 6 and the third connection point C3.

As shown in FIG. 3, the steering device 1 includes a pair of left and right tie rods 6, a pair of left and right third connection points C <b> 3 with respect to the tie rod 6 of the bracket 17, and a center in the vehicle width direction of the bracket 17 and the rack housing 14. Is located. Further, the third connection point C3 is positioned offset from the center in the vehicle width direction of the bracket 17 to the outside in the vehicle width direction.
In FIG. 4, the left and right pair of third connection points C3 are C3B on the left side and C3A on the right side.

  Further, as shown in FIG. 3, at the first connection point C1, the pin receiving hole 18b of the protrusion 18a of the rack bar 18 that engages with the pin 17b of the bracket 17 is formed into a slit shape extending in the vehicle front-rear direction. The pin receiving hole 18b constitutes an absorbing means that absorbs the displacement of the bracket 17 in the vehicle longitudinal direction with respect to the rack bar 18.

  In addition, as shown in FIG. 3, the protrusion 18a of the rack bar 18 is configured to protrude rearward of the vehicle, that is, opposite to the third connection point C3, and the bracket 17 and the rack bar 18 are connected to each other at the protrusion 18a. Has been.

  Furthermore, in FIG. 4, the angle formed by the straight line L2 connecting the second connection point C2 and the third connection point C3 with respect to the vehicle width direction center φ of the bracket 17 indicated by the alternate long and short dash line in FIG. When the swing angle θ1 of the bracket 17 with respect to the rack housing 14 accompanying the movement of the rack bar 18 in the vehicle width direction is set, the swing angle θ1 and the predetermined angle θ2 satisfy the following predetermined relationship.

  That is, in this predetermined relationship, when the bracket 17 is swung around the second connecting point C2 by the swinging angle θ1, the third connecting point with respect to the movement amount r in the vehicle width direction of the first connecting point C1. The vehicle width direction movement amount B of the point C3B and the vehicle width direction movement amount A of the third connection point C3A are large. Further, when the bracket 17 is swung around the second connection point C2 by the swing angle θ1, the vehicle width direction movement amount A of the third connection point C3A on the swing angle direction side is opposite to the swing angle direction. The moving amount B in the vehicle width direction of the third connecting point C3B on the side is smaller. The third connection point C3A is located outside the turning, and the third connection point C3B is located inside the turning.

  The predetermined relationship will be described in more detail below with reference to FIG. In FIG. 4, FR indicates the front in the vehicle front-rear direction, UP indicates the upper side, IN indicates the inner side in the vehicle width direction, and the axis parallel to the vehicle width direction and passing through the second connection point C2 is the X axis. The X coordinate of the third connection point C3B before the swing on the opposite side to the angular direction is −L2sin θ2, and the X coordinate of the third connection point C3B ′ after the swing is −L2sin (θ2−θ1). The amount B of movement in the vehicle width direction of the third connection point C3B opposite to the moving angle direction is obtained as B = −L2sin (θ2−θ1) + L2sinθ2.

  Further, the X coordinate of the third connection point C3A before the swing on the swing angle direction side is L2sin θ2, and the X coordinate of the third connection point C3A after the swing is L2cos (π / 2−θ1-θ2). Therefore, the movement amount A in the vehicle width direction of the third connecting point C3A on the swing angle direction side is obtained as A = L2cos (π / 2−θ1−θ2) −L2sinθ2. Further, the movement amount r in the vehicle width direction of the first connection point C1 is obtained as r = L1sin θ1.

  That is, in order to reduce the vehicle width direction movement amount r of the first connection point C1 with respect to the vehicle width direction movement amount A of the third connection point C3A by the bracket 17, L2cos (π / 2−θ1-θ2) − It is necessary to determine the first distance L1, the second distance L2, the swing angle θ1, and the predetermined angle θ2 so as to satisfy the predetermined relationship of L2sin θ2> L1sin θ1.

  Similarly, in order to reduce the vehicle width direction movement amount r of the first connection point C1 with respect to the vehicle width direction movement amount B of the third connection point C3B by the bracket 17, L2 cos (π / 2−θ1-θ2). ) -L2sin θ2> L1sin θ1 The first distance L1, the second distance L2, the swing angle θ1, and the predetermined angle θ2 need to be determined so as to satisfy the predetermined relationship.

  Further, in order to make the vehicle width direction movement amount A of the third connection point C3A on the outer side of the turn smaller than the movement amount B of the third connection point C3B on the inner side of the turn, L2sin θ2-L2sin (θ2-θ1). It is necessary to determine the first distance L1, the second distance L2, the swing angle θ1, and the predetermined angle θ2 so as to satisfy the predetermined relationship of> L2cos (π / 2−θ1−θ2) −L2sin θ2.

  According to the steering device 1 of the first embodiment described above, the following operational effects can be obtained. That is, the bracket 17 that swings around the second connection point C2 connects the tie rod 6 and the rack bar 18, and the front end of the bracket 17 is swingably connected to the inner portion of the tie rod 6 in the vehicle width direction. 17 is connected to the rack bar 18 in a swingable manner, and the bracket 17 is connected to the rack housing 14 in a swingable manner, whereby the first connection point C1 and the second connection point C2 in the bracket 17 are connected. The tie rod 6 is moved in the vehicle width direction by appropriately changing the mutual positional relationship including the first distance L1 between the second connecting point C2 and the second distance L2 between the second connecting point C2 and the third connecting point C3. The ratio of the movement amount A or B in the vehicle width direction of the rack bar 18 to the amount r can be changed. Thereby, the moving amount r of the rack bar 18 in the vehicle width direction can be reduced, and the steering device 1 can be reduced in size.

  Further, a pair of left and right tie rods 6 are provided, a pair of left and right third connection points C3 are provided, and the bracket 17 is positioned in the center of the rack housing 14 in the vehicle width direction. The present invention can be applied to the center take-off type steering device 1 positioned near the center in the vehicle width direction.

  In addition, the third connection point C3 is positioned offset from the center in the vehicle width direction of the bracket 17 to the outside in the vehicle width direction, so that the pair of left and right wheels steered by the pair of left and right tie rods 6 of the steering device 1 are used. In the knuckle 2, the turning angle of the front wheel on the outside of the turn can be made smaller than the turning angle of the front wheel on the inside of the turn. The center of the pair of front wheels can be crossed at the same place on the horizontal plane to prevent the vehicle from slipping and to achieve smooth turning performance.

  Further, at the first connection point C1, as a means for absorbing the displacement of the bracket 17 in the vehicle longitudinal direction with respect to the rack bar 18, a pin receiving hole 18b that engages with the pin 17b of the bracket 17 having a slit shape extending in the vehicle longitudinal direction. Is provided on the protrusion 18a of the rack bar 18, so that when the bracket 17 swings around the second connection point C2 with respect to the rack housing 14, the displacement of the bracket 17 in the vehicle longitudinal direction that occurs at the first connection point C1. It is possible to prevent the rack bar 18 from being displaced in the vehicle front-rear direction by the bracket 17 and the force in the twisting direction acting between the rack housing 14 and the rack bar 18 of the steering device 1.

  Furthermore, the first connection point C1, the second connection point C2, and the third connection point C3 are arranged in the order of the first connection point C1, the second connection point C2, and the third connection point C3 in the vehicle longitudinal direction. By doing so, the first connection point C1 and the third connection point C3 can be arranged across the second connection point C2 in the bracket 17 having the second connection point C2 as the center of swinging. The greatly displaced portion can be distributed in the vehicle front-rear direction, and the steering apparatus 1 can be configured more easily.

  In addition, the rack bar 18 includes a protrusion 18a that protrudes on the opposite side of the third connection point C3, and the bracket 17 and the rack bar 18 are connected to each other at the protrusion 18a. The bracket 17 in the steering device 1 is made to protrude to the opposite side of the three connection points C3, here rearward of the vehicle, to suppress the amount of protrusion of the third connection point C3 in the rack housing 14 in the vehicle front-rear direction relative to the second connection point C2. The degree of freedom in arrangement can be increased.

  Further, the angle formed by the straight line connecting the second connection point C2 and the third connection point C3 with respect to the center of the bracket 17 in the vehicle width direction is a predetermined angle θ2, and the bracket 17 accompanying the movement of the rack bar 18 in the vehicle width direction is used. When the swing angle θ1 with respect to the rack housing 14 is set, the first distance L1 and the second distance L2, and the swing angle θ1 and the predetermined angle θ2 satisfy the above-described predetermined relationship, whereby the knuckle 2 is steered. The amount of movement r in the vehicle width direction of the rack bar 18 can be made smaller than the amount of movement A and B in the vehicle width direction of the third connection point C3 with respect to the bracket 17 of the tie rod 6 that is necessary for the operation. The size of the rack housing 14, particularly in the vehicle width direction, can be reduced to reduce the size of the steering device 1. At the same time, the amount of movement A and B of the third connection point C3B with respect to the amount of movement r of the rack bar 18 in the vehicle width direction can be increased to increase the turning angle, thereby reducing the minimum turning curve radius. .

  In addition, when the bracket 17 is swung around the second connection point C2 by the swing angle θ1, the movement amount A in the vehicle width direction of the third connection point C3A on the swing angle direction side, that is, the outer side of the turn is swung. In the pair of left and right knuckles 2 that are steered by the pair of left and right tie rods 6 of the steering device 1 by making it smaller than the amount of movement B in the vehicle width direction of the third connection point C3B opposite to the angular direction, that is, inside the turn It is possible to make the turning angle of the outer front wheel smaller than the turning angle of the front wheel inside the turn. In this way, when turning by turning the front wheel, the center of the rear wheel and the pair of left and right front wheels are crossed at the same location on the horizontal plane to prevent the vehicle from slipping and to ensure smooth turning performance. Can do. In other words, the value obtained by subtracting the turning angle of the front wheel outside the turn from the turning angle of the front wheel inside the turn is divided by the value obtained by subtracting the ideal turning angle of the front wheel outside the turn from the turning angle of the front wheel inside the turn. Ackerman achievement rate obtained by multiplying the value by 100 can be increased.

  In Example 1 mentioned above, although the 1st connection point C1 was arrange | positioned at the vehicle back of the 2nd connection point C2, the 2nd connection point C2 can also be arrange | positioned at the vehicle back of the 1st connection point C1. The second embodiment will be described below. The main difference from the steering device 1 shown in the first embodiment is only the manner in which the bracket 17 is connected to the rack bar 18 and the rack housing 14, and the same components are denoted by the same reference numerals. , I will omit the duplicate explanation.

  In the steering device 1 of the second embodiment, the vehicle width direction movement direction of the third connection point C3 is the same as the vehicle width direction movement direction of the first connection point C1, so the vehicle width of the tie rod 6 is Although it is necessary to position the outer end in the direction behind the strut outer shell 3a and to extend the knuckle arm 7 from the strut outer shell 3a to the rear of the vehicle, the illustration thereof is omitted.

  The tie rod 6 extends in the vehicle width direction, and the center side end portion in the vehicle width direction is connected to both sides of the front end portion in the vehicle front-rear direction of the bracket 17 via the ball joint 13, and the rear end portion of the bracket 17 is the rack housing. 14 is connected to a rack bar 18 which is held movably in the vehicle width direction. The vehicle width direction outer side end portion of the tie rod 6 is connected to the vehicle rear side end portion of the knuckle arm 7 via a ball joint 15. A rear end portion of the bracket 17 in the vehicle front-rear direction is connected to a protrusion 14 c protruding rearward of the rack housing 14 so as to be swingable.

  The stroke of the rack bar 18 in the vehicle width direction is increased by the bracket 17 and the tie rod 6 is also stroked in the vehicle width direction by the increased stroke, and the steering force is applied to the knuckle 2 via the tie rod 6 and the strut outer shell 3a. Is transmitted, and the tire 8 and the wheel 9 are steered.

  Here, the bracket 17 will be described in more detail with reference to the drawings. FIG. 2 is an exploded schematic view showing a part of one embodiment of the steering apparatus according to the present invention. As shown in FIG. 2B, the rack bar 18 and the rack housing 14 extend in the vehicle width direction, and the bracket 17 extends in the vehicle front-rear direction. Here, the bracket 17 has a trapezoidal columnar shape having a trapezoidal bottom that is axisymmetric with respect to the center in the vehicle width direction when the bracket 17 is in a neutral position, and the front end in the vehicle front-rear direction is in relation to the rear end. The vehicle has a long length in the vehicle width direction.

  Further, a rack surface indicated by diagonal lines in FIG. 2B is formed in front of the rack bar 18 in the vehicle, and a pin 18c protruding upward is provided on the upper surface. At the same time, the rack housing 14 has a substantially cylindrical shape centered in the vehicle width direction, and includes a protrusion 14c protruding rearward of the vehicle, and the protrusion 14c has a pin 14d protruding upward. I have. In addition, on the upper surface, the pin 18c of the rack bar 18 described above is inserted, and the rack bar 18 allows the pin 18c to move in the vehicle width direction as the rack bar 18 moves in the vehicle width direction. A horizontally elongated slit hole 14e formed in the vehicle width direction is formed longer than the stroke in the vehicle width direction by a margin length.

  A pin receiving hole 17c that is engaged with the pin 18c of the rack bar 18 is provided in the middle portion of the bottom surface of the bracket 17 in the vehicle front-rear direction, and the pin 14d of the rack housing 14 is provided at the rear end portion of the bottom surface of the bracket 17. A pin receiving hole 17d to be engaged is provided. The rack bar 18 formed in this way is assembled into the rack housing 14, and the pin 18c of the rack bar 18 is inserted from the inside to the outside of the slit hole 14e, and then the pin 18c of the rack bar 18 is inserted into the pin receiving hole 17c of the bracket 17. And the pin 14d of the rack housing 14 is engaged with the pin receiving hole 17d of the bracket 17, whereby the steering apparatus 1 of the second embodiment is configured.

  That is, the first connection point C1 of the bracket 17 with respect to the rack bar 18 is formed by the center of the pin 18c and the pin receiving hole 17c as viewed from above, and the second connection point C2 of the bracket 17 with respect to the rack housing 14 is The third connection point C3 of the bracket 17 with respect to the tie rod 6 is formed by the center of the ball joint 13 as viewed from above.

  Furthermore, the mutual positional relationship in the upper view of the elements constituting the steering device 1 of the second embodiment will be described with reference to the drawings. FIG. 5 is a schematic view showing an embodiment of the steering device according to the present invention as viewed from above. In FIG. 5, all components are shown by solid lines for convenience of explanation. FIG. 6 is a schematic diagram showing a partial positional relationship of an embodiment of the steering apparatus according to the present invention as viewed from above. In FIG. 6, the positions of the bracket 17 and the connecting points C1 to C3 before the swing are indicated by solid lines, and the positions after the swing are indicated by broken lines.

  As shown in FIG. 5, a first connection point C1 of the bracket 17 to the rack bar 18, a second connection point C2 of the bracket 17 to the rack housing 14, and a third connection point C3 of the bracket 17 to the tie rod 6 are In the front-rear direction, the second connection point C2, the first connection point C1, and the third connection point C3 are arranged in this order toward the front of the vehicle.

  Furthermore, as shown in FIG. 6, the first distance L1 between the first connection point C1 of the bracket 17 to the rack bar 18 and the second connection point C2 of the bracket 17 to the rack housing 14 is defined as the first connection point C1 and the bracket. It is shorter than the second distance L2 between the third tie rod 6 and the third connection point C3.

As shown in FIG. 5, the steering device 1 includes a pair of left and right tie rods 6, a pair of left and right third connection points C <b> 3 with respect to the tie rod 6 of the bracket 17, and the center of the bracket 17 and the rack housing 14 in the vehicle width direction. Is located. Further, the third connection point C3 is positioned offset from the center in the vehicle width direction of the bracket 17 to the outside in the vehicle width direction.
In FIG. 6, the pair of left and right third connection points C3 are C3B on the left side and C3A on the right side.

  Further, as shown in FIG. 5, at the first connection point C1, the pin receiving hole 17c of the bracket 17 that engages with the pin 18c of the rack bar 18 is formed into a slit shape extending in the vehicle front-rear direction, whereby this pin receiving hole. 17c constitutes an absorbing means for absorbing the displacement of the bracket 17 in the vehicle longitudinal direction with respect to the rack bar 18.

  In addition, as shown in FIG. 5, the protrusion 14c of the rack housing 14 is configured to protrude rearward of the vehicle, that is, opposite to the third connection point C3, and the bracket 17 and the rack housing 14 are connected to each other at the protrusion 14c. Has been.

  Furthermore, in FIG. 6, the angle formed by the straight line L2 connecting the first connection point C1 and the third connection point C3 with respect to the vehicle width direction center φ of the bracket 17 indicated by the alternate long and short dash line in FIG. When the angle of the bracket 17 with respect to the rack housing 14 accompanying the movement of the rack bar 18 in the vehicle width direction is the swing angle θ1, the first distance L1 and the second distance L2, and the swing angle θ1 and the predetermined angle θ2 are as follows. Satisfy the predetermined relationship.

  That is, in this predetermined relationship, when the bracket 17 is swung around the second connecting point C2 by the swinging angle θ1, the third connecting point with respect to the movement amount r in the vehicle width direction of the first connecting point C1. The vehicle width direction movement amount B of the point C3B and the vehicle width direction movement amount A of the third connection point C3A are large. Further, when the bracket 17 is swung around the second connection point C2 by the swing angle θ1, the vehicle width direction movement amount A of the third connection point C3A on the swing angle direction side is opposite to the swing angle direction. The moving amount B in the vehicle width direction of the third connecting point C3B on the side is smaller. The third connection point C3A is located outside the turning, and the third connection point C3B is located inside the turning.

  The predetermined relationship will be described in more detail below with reference to FIG. In FIG. 6, FR indicates the front in the vehicle front-rear direction, UP indicates the upper side, IN indicates the inner side in the vehicle width direction, and the axis parallel to the vehicle width direction and passing through the second connection point C2 is the X axis. Since the X coordinate of the third connection point C3B before the swing on the opposite side to the angular direction is −L2sin θ2, and the X coordinate of the third connection point C3B ′ after the swing is L1sin θ1-L2sin (θ2-θ1), The movement amount B in the vehicle width direction of the third connection point C3B opposite to the swing angle direction is obtained as B = L1sin θ1−L2sin (θ2−θ1) + L2sin θ2.

  Further, the X coordinate of the third connection point C3A before the swing on the swing angle direction side is L2sin θ2, and the X coordinate of the third connection point C3A after the swing is L1sin θ1 + L2 cos (π / 2−θ1−θ2). Therefore, the vehicle width direction movement amount A of the third connecting point C3A on the swing angle direction side is obtained as A = L1sin θ1 + L2 cos (π / 2−θ1−θ2) −L2sin θ2. Further, the movement amount r in the vehicle width direction of the first connection point C1 is obtained as r = L1sin θ1.

  That is, in order to reduce the vehicle width direction movement amount r of the first connection point C1 with respect to the vehicle width direction movement amount A of the third connection point C3A by the bracket 17, L1sin θ1 + L2cos (π / 2−θ1-θ2) − It is necessary to determine the first distance L1, the second distance L2, the swing angle θ1, and the predetermined angle θ2 so as to satisfy the predetermined relationship of L2sin θ2> L1sin θ1.

  Similarly, in order to reduce the vehicle width direction movement amount r of the first connection point C1 with respect to the vehicle width direction movement amount B of the third connection point C3B by the bracket 17, L1sinθ1-L2sin (θ2-θ1) + L2sinθ2 It is necessary to determine the first distance L1, the second distance L2, the swing angle θ1, and the predetermined angle θ2 so as to satisfy the predetermined relationship of> L1sin θ1.

  Further, in order to make the vehicle width direction movement amount A of the third connection point C3A on the outer side of the turn smaller than the movement amount B of the third connection point C3B on the inner side of the turn, L2sin θ2-L2sin (θ2-θ1). It is necessary to determine the first distance L1, the second distance L2, the swing angle θ1, and the predetermined angle θ2 so as to satisfy the predetermined relationship of> L2cos (π / 2−θ1−θ2) −L2sin θ2.

According to the steering apparatus 1 of the second embodiment described above, the following operational effects can be obtained.
That is, in the bracket 17 having the second coupling point C2 as the center of swing, the first coupling point C1 and the third coupling point C3 are arranged in any direction in the vehicle front-rear direction with respect to the second coupling point C2. Thus, the steering device 1 can be configured more easily.

  In addition, the rack housing 14 includes a protrusion 14c that protrudes on the opposite side of the third connection point C3, and the bracket 17 and the rack housing 14 are connected at the protrusion 14c, whereby the second connection point C2 is connected to the third connection point C2. By projecting to the opposite side of the point C3, the amount of protrusion in the vehicle front-rear direction of the third connection point C3 with respect to the second connection point C2 in the rack housing 14 is suppressed, and the degree of freedom in arrangement of the bracket 17 in the steering device 1 is increased. Can be increased.

  Further, when the swing angle θ1 and the predetermined angle θ2 and the first distance L1 and the second distance L2 satisfy the predetermined relationship, the bracket 17 is swung around the second connection point C2 by the swing angle θ1. The vehicle width direction movement amount A or B of the third connection point C3 can be increased with respect to the vehicle width direction movement amount r of the first connection point C1.

  According to this, the vehicle width direction movement amount r of the rack bar 18 can be reduced with respect to the vehicle width direction movement amounts A and B of the tie rod 6 necessary for turning the knuckle 2, and the rack bar Accordingly, the size of the steering device 1 can be reduced by reducing the size of the rack housing 14, particularly in the vehicle width direction. At the same time, the amount of movement A and B of the third connection point C3B with respect to the amount of movement r of the rack bar 18 in the vehicle width direction can be increased to increase the turning angle, thereby reducing the minimum turning curve radius. .

  Further, when the bracket 17 is swung around the second connection point C2 by the swing angle θ1, the vehicle width direction movement amount A of the third connection point C3A on the swing angle direction side is opposite to the swing angle direction. Since the amount of movement B in the vehicle width direction of the third connection point C3B on the side can be smaller, the steering of the front wheels outside the turn in the pair of left and right knuckles 2 steered by the pair of left and right tie rods 6 of the steering device 1 is possible. It is possible to make the angle smaller with respect to the turning angle of the front wheel on the inside of the turn, so that when turning by turning the front wheel, the center of the rear wheel and the pair of left and right front wheels Can be crossed at the same place on the horizontal plane to prevent the vehicle from slipping and to ensure smooth turning performance. In other words, the value obtained by subtracting the turning angle of the front wheel outside the turn from the turning angle of the front wheel inside the turn is divided by the value obtained by subtracting the ideal turning angle of the front wheel outside the turn from the turning angle of the front wheel inside the turn. The Ackermann achievement rate obtained by multiplying the value by 100 can be increased.

  Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various modifications and substitutions are made to the above-described embodiments without departing from the scope of the present invention. be able to.

  In the embodiment described above, the lower arm 5 is a so-called A-arm, but other shapes can be used as long as the rigidity for supporting the knuckle 2 can be ensured. It can also be an arm.

  Note that whether to select the first embodiment or the second embodiment described above depends on the ease of installation of the pins and pin receiving holes constituting the first connection point C1 or the second connection point C2, and the first connection. The amount of movement A or B in the vehicle width direction of the third connection point C3 is increased with respect to the amount of movement r in the vehicle width direction of the point C1, and the knuckle arm 7 and tie rod 6 are It can be appropriately selected depending on which is advantageous in consideration of interference with other in-vehicle devices by being positioned rearward.

  The present invention relates to a steering apparatus that is suitable for use mainly in a front side steering apparatus of a vehicle, and causes a complicated structure and an increase in weight and manufacturing cost due to a relatively simple configuration and minor changes. Therefore, the present invention is useful when applied to various vehicles such as ordinary passenger cars, trucks, and buses.

It is a mimetic diagram showing one embodiment of a steering device concerning the present invention. It is a schematic diagram which decomposes | disassembles and shows a part of one Embodiment of the steering device which concerns on this invention. It is a mimetic diagram showing a part of one embodiment of the steering device concerning the present invention seeing from the upper part. It is a schematic diagram which shows a part mutual positional relationship of one Embodiment of the steering device concerning this invention seeing from upper direction. It is a mimetic diagram showing a part of one embodiment of the steering device concerning the present invention seeing from the upper part. It is a schematic diagram which shows a part mutual positional relationship of one Embodiment of the steering device concerning this invention seeing from upper direction.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Steering device 2 Knuckle 3 Shock absorber 3a Strut outer shell 3b Rod 4 Spring 5 Lower arm 6 Tie rod 7 Knuckle arm 7a Hollow cylindrical part 8 Tire 9 Wheel 10 Ball joint 11 Lower spring seat 12 Upper spring seat 13 Ball joint 14 Rack housing 14a Pin receiving hole 14b Slit hole 14c Protruding part 14d Pin 14e Slit hole 15 Ball joint 16 Assist force generating part 17 Bracket 17a Pin 17b Pin 17c Pin receiving hole 17d Pin receiving hole 18 Rack bar 18a Protruding part 18b Pin receiving hole 18c Pin

Claims (14)

  Steering means for turning support means for rotatably supporting the wheels, moving means for moving in the vehicle width direction by a gear driven by steering of the steering wheel, and making the moving means movable in the vehicle width direction A holding means for holding; and a connecting means that is swingably connected to an inner portion in the vehicle width direction of the steering means and swingably connected to the moving means, and the connecting means is connected to the holding means. A steering apparatus characterized by being connected to be swingable.   2. The steering apparatus according to claim 1, wherein the steering unit includes a pair of left and right steering units, a pair of left and right third connection points, and the connection unit is positioned at the center of the holding unit in the vehicle width direction.   The steering apparatus according to claim 2, wherein the third connection point is located offset in the vehicle width direction outside with respect to the vehicle width direction center of the connection means.   4. The steering device according to claim 2, further comprising an absorbing unit that absorbs a displacement of the connecting unit in the vehicle front-rear direction with respect to the moving unit at the first connecting point. 5.   The first connection point, the second connection point, and the third connection point are arranged in the order of the first connection point, the second connection point, and the third connection point in the vehicle longitudinal direction. The steering apparatus according to claim 4.   The steering apparatus according to claim 5, wherein the moving unit includes a protrusion that protrudes opposite to the third connection point, and the connection unit and the moving unit are connected to each other at the protrusion. .   An angle formed by a straight line connecting the second connection point and the third connection point with respect to the vehicle width direction center of the connection means is a predetermined angle. An angle with respect to the holding means is a swing angle, a distance between the first connection point and the second connection point is a first distance, and a distance between the second connection point and the third connection point is a second distance. The steering apparatus according to claim 6, wherein the swing angle, the predetermined angle, and the first distance and the second distance satisfy a predetermined relationship.   The predetermined relationship is that when the connecting means is swung around the second connecting point by the swing angle, the third connecting point has a movement amount in the vehicle width direction of the first connecting point. The steering apparatus according to claim 7, comprising a large amount of movement in the vehicle width direction.   In the predetermined relationship, when the connecting means is swung around the second connecting point by the swinging angle, the movement amount in the vehicle width direction of the third connecting point on the swinging angle direction side is The steering apparatus according to claim 7 or 8, including a movement amount in a vehicle width direction of the third connection point on the opposite side to the swing angle direction.   The first connection point, the second connection point, and the third connection point are arranged in the order of the second connection point, the first connection point, and the third connection point in the vehicle longitudinal direction. The steering apparatus according to claim 5.   The steering device according to claim 10, wherein the holding means includes a protrusion that protrudes on the opposite side of the third connection point, and the connection means and the holding means are connected to each other at the protrusion. .   An angle formed by a straight line connecting the first connection point and the third connection point with respect to the vehicle width direction center of the connection means is a predetermined angle. An angle with respect to the holding means is a swing angle, a distance between the first connection point and the second connection point is a first distance, and a distance between the second connection point and the third connection point is a second distance. The steering apparatus according to claim 11, wherein the swing angle, the predetermined angle, and the first distance and the second distance satisfy a predetermined relationship.   The predetermined relationship is that when the connecting means is swung around the second connecting point by the swing angle, the third connecting point has a movement amount in the vehicle width direction of the first connecting point. The steering apparatus according to claim 12, comprising a large amount of movement in the vehicle width direction.   In the predetermined relationship, when the connecting means is swung around the second connecting point by the swinging angle, the movement amount in the vehicle width direction of the third connecting point on the swinging angle direction side is The steering apparatus according to claim 12 or 13, further comprising a movement amount in the vehicle width direction of the third connection point opposite to the swing angle direction.

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