JP2010012930A - Lock preventing implement due to tire steering angle in steering wheel operation - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a lock preventing implement due to a tire steering angle in a steering wheel operation which is adapted to prevent the steering wheel from becoming inoperable due to the tire steering angle increased by shifting a pivotal position between a steering rack and a tie rod from the axis thereof. <P>SOLUTION: In a tire steering device comprising: the steering rack 2 disposed substantially parallel to a front member; a rack gear 13 disposed laterally shiftably in the steering rack 2; the lock preventing implement 8 whose one end is coupled to the rack gear 13; the tie rod 1 whose one end is couplingly pivoted to the other end of the lock preventing implement 8; a knuckle arm whose one end is coupled to the other end of the tie rod 1; and a lower arm of the front member couplingly pivoted to a mid-portion of the knuckle arm, the lock preventing implement is provided with a connection part in which the axis between the rack gear 13 and the tie rod 1 is shifted and connected to each other in the coupling between the rack gear 13 and the tie rod 1. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an accident prevention mechanism due to a tire turning angle in steering operation. Specifically, the present invention relates to an anti-locking tool due to a tire turning angle in steering operation that can prevent an accident that the tire cannot be returned by increasing the tire turning angle.

  In general, for steering of a wheel in a steering operation of an automobile, for example, as shown in FIG. 9, a steering rack 102 is arranged in parallel with a front member 101. A rack gear 103 is installed on the steering rack 102, and a pinion gear 105 that is rotatable by a column shaft 104 is screwed onto the rack gear 103. Further, one end of a tie rod 106 is connected and supported at both ends of a rack gear 103 provided in the steering rack 102, and the other end of the tie rod 106 is connected and supported by one end of a knuckle arm 108 that adjusts the cutting angle of the tire 107. . A link mechanism that is connected to and supported by the lower arm 109 of the front member 101 is provided in the middle of the knuckle arm 108.

  Here, the column shaft 104 is rotated by cutting the handle, and the pinion gear 105 is rotated by the rotation of the column shaft 104. The pinion gear 105 is screwed with the rack gear 103, so that the rack gear 103 can move in the left-right direction.

  The movement of the rack gear 103 moves the tie rod 106 connected and supported by the knuckle arm 108, and the knuckle arm 108 connected and supported by the lower arm 109 rotates to cut the tire.

  Here, as shown in FIG. 10, in order to maximize the tire turning angle, the knuckle arm 108 and the tie rod 106 are arranged in a straight line when the rack gear 103 provided on the steering rack 102 is moved rightward as much as possible. Will be.

  When the rack gear 103 provided on the steering rack 102 is moved in the left direction so that the knuckle arm 108 and the tie rod 106 return the tire to the straight line from the linear state, the knuckle arm 108 and the tie rod 106 serve as a pivot point for connecting the steering rack 102 and the tie rod 106. Such force is linearly applied to the connecting pivot point of the lower arm 109 and the knuckle arm 108 and between the knuckle arm 108 and the tie rod 106. When the force is applied linearly, the handle cannot be cut, or the handle is further cut by the force in the opposite direction due to the reaction, and the handle does not return.

  In order to avoid the state described in detail with reference to FIG. 10, the tire turning angle is limited so that the knuckle arm 108 and the tie rod 106 are not linear, but the tie rod 106 is moved by the steering rack 102. Since the amount is limited and the tire turning angle is limited, the driver cannot increase the tire turning angle by the steering wheel operation.

  Here, the present inventors have proposed a tire turning angle adjusting tool for increasing the turning angle of a tire in an existing vehicle, and is described in, for example, Patent Document 1. Specifically, as shown in FIG. 11, the tire turning angle adjuster 110 has a steering knuckle connecting hole 112 formed on one end side of a connecting plate portion 111 formed of a steel plate. A knuckle arm connection hole 113 is formed on the other end side, and a tie rod connection hole 114 is formed between the steering knuckle connection hole 112 and the knuckle arm connection hole 113. .

  The fastening angle 116 attached to the axial position of the knuckle arm 108 is removed from the tire turning angle adjusting tool 110, and the fastening bolt 116 is inserted into the steering knuckle connecting hole 112 of the tire turning angle adjusting tool 110. In this state, the steering knuckle 115 is fastened and fixed. On the other hand, the connection between the knuckle arm 108 and the tie rod end at the tip of the tie rod 106 is released, and the knuckle arm 108 and the knuckle arm connection hole 112 of the tire turning angle adjusting tool 110 are connected and fixed. The tie rod connecting hole 114 of the cutting angle adjusting tool 110 is connected and pivotally supported.

JP 2006-182085 A

  However, in the increase adjustment of the turning angle by the tire turning angle adjusting tool in Patent Document 1, the turning angle of the tire increases as the length of the knuckle arm becomes shorter, and the small turn seems to be effective by the increase in the turning angle of the tire. It is made into the composition.

  Here, FIG. 12 (FIG. 12A) is an explanatory view showing a steering link mechanism using a tire turning angle adjuster, and FIG. 12B is a tire turning angle in a steering link mechanism using a tire turning angle adjuster. FIG. 12C is an explanatory view showing a state in which the tire is returned from a state in which the tire turning angle is maximized in the steering link mechanism by the tire turning angle adjuster. As shown in each of FIGS. 2A and 2B, at the preset tire turning angle, the pivotal support position of the tie rod 106 and the knuckle arm 108 does not exceed the central axis of the steering rack 102. When the turning angle is increased and the tire is cut to the maximum in the direction of arrow C, the pivotal support position between the tie rod 106 and the knuckle arm 108 is fixed. When the tire is to be returned from this state, the pivot position of the tie rod 106 and the knuckle arm 108 exceeds the central axis of the steering rack 102. There is a risk of accidents due to the inability to operate the steering wheel.

  The present invention has been made in view of the above points, and can prevent the steering wheel from being disabled by increasing the turning angle of the tire by shifting the pivotal support position between the steering rack and the tie rod from the axis. An object of the present invention is to provide an anti-locking tool due to a tire turning angle in steering operation.

  In order to achieve the above object, an anti-locking device due to a tire turning angle in steering operation according to the present invention is disposed in a state in which the steering rack is disposed substantially parallel to the front member and is movable to the left and right of the steering rack. Rack gear, a lock preventer having one end connected to the rack gear, a tie rod having one end connected to the other end of the lock preventer, and one end connected to the other end of the tie rod. In a tire steering apparatus including a connected knuckle arm and a lower arm of a front member that is connected and supported in the middle of the knuckle arm, the lock prevention device is configured to connect the rack gear to a tie rod. And a tie rod are joined to each other in a state where the axes of the tie rods are displaced.

  Here, by connecting the tie rod and the rack gear in a state shifted from the axial center by the joint of the lock prevention tool, the tie rod and the knuckle arm are not linear when the tire is cut to the maximum extent. In addition, since the force for returning the tire is dispersed, the steering wheel can be operated without being locked when the tire is returned.

  In addition, the connecting portion has a structure in which a connecting female screw portion is perforated on the connecting surface with the tie rod, and a connecting male screw portion protrudes from the connecting surface with the rack gear. The connecting tie rod and the rack gear can be connected by screwing the connecting female screw portion of the connecting portion to the female screw portion and screwing the connecting male screw portion of the connecting portion to the existing female screw at the end of the rack gear.

  Further, when at least one of the connecting female screw portion or the connecting male screw portion is provided in a state of being shifted from the axis of the rack gear and the tie rod, when the tie rod and the rack gear are connected by the joint portion, It becomes possible to link and support the shaft center of the tie rod and the rack gear in a state where they are misaligned.

  In the anti-lock device due to the tire turning angle in the steering wheel operation of the present invention, the tie rod and the knuckle arm are straight even when the tire is cut to the maximum by shifting the pivotal support position of the tie rod and the rack gear from the axis. Therefore, the steering wheel can be operated without being locked when the tire is returned.

Hereinafter, embodiments of the present invention will be described with reference to the drawings to provide an understanding of the present invention.
FIG. 1 (FIG. 1 (A) shows a plan view, FIG. 1 (B) shows a front sectional view, and FIG. 1 (C) shows a bottom view.) FIG. FIG. 2 (FIG. 2 (A) shows a plan view, FIG. 2 (B) shows a front cross-sectional view, and FIG. 2 (C) shows a bottom view. ) Is an explanatory view showing another example of the lock prevention tool due to the tire turning angle in the steering operation to which the present invention is applied, and FIG. 3 is an illustration of the tie rod in the locking prevention tool by the tire cutting angle in the steering operation to which the present invention is applied. FIG. 4 is an explanatory view showing an example, and FIG. 4 is an explanatory view showing an example of a steering rack in a lock prevention device due to a tire turning angle in steering operation to which the present invention is applied.

  Here, the tie rod 1 is provided with a rack gear 13 included in the steering rack 2 at one end thereof and a rack gear connecting portion 4 that can be connected in all directions by the universal joint 3 and connected to a knuckle arm (not shown). A screw portion 5 is formed on the outer peripheral surface of the other end.

  Further, a male screw portion 6 is provided in a convex shape at the center position of the joint surface 5 of the rack gear coupling portion 4 of the tie rod 1 with the steering rack 2, that is, the central axis of the tie rod 1.

  Furthermore, a concave female screw portion 7 for fitting and screwing the male screw portion 6 of the rack gear connecting portion 4 is provided at the center position of the end surface of the steering rack 2, that is, on the central axis of the steering rack 2. .

  Here, the lock preventing tool 8 shown in FIG. 1 is interposed when the rack gear 13 of the steering rack 2 and the tie rod 1 are connected to each other, and is joined to the rack gear connecting portion 4 of the tie rod 1 in a columnar shape having substantially the same diameter. On one end face of the portion 9, there is provided a concave connecting female screw portion 10 for fitting and screwing with a male screw portion 6 protruding on the center line of the rack gear connecting portion 4. The connecting female screw portion 10 is provided at a position shifted from the center position of the joint portion 9.

  In addition, a connecting male screw portion 11 that can be fitted to the female screw portion 7 of the steering rack 2 protrudes from the center position of the other end face of the joint portion 9 of the lock prevention device 1, that is, the central axis. .

  As shown in FIG. 5, in the lock preventing device 8 having the above-described configuration, the connecting female provided on one end surface of the joint portion 9 of the lock preventing device 8 is connected to the male screw portion 6 of the rack gear connecting portion 4 provided on one end of the tie rod 1. The rack gear connecting portion 4 and the lock prevention tool 8 are connected in a state where the central axis is shifted by screwing the screw portion 10 into the fitting portion, and further, a connecting male projectingly formed on the central axis of the other end surface of the joint portion 9. By fitting and screwing the threaded portion 11 and the female threaded portion 7 of the steering rack 2, the tie rod 1 and the steering rack 2 are connected and pivotally supported with the center axis line shifted.

  Further, the lock prevention tool 8 shown in FIG. 2 protrudes on the center line of the rack gear connecting portion 4 on the axial center line of one end face of the cylindrical joint portion 9 having the same diameter as the rack gear connecting portion 4 of the tie rod 1. A concave connecting female screw portion 10 for fitting and screwing with the male screw portion 6 is provided.

  Further, on the other end surface of the joint portion 9 of the lock prevention tool 8, a connecting male screw that can be fitted to the female screw portion 7 of the rack gear 13 included in the steering rack 2 at a position shifted from the central axis thereof. The part 11 is protrudingly provided.

  Here, in the lock prevention device 8 having the above-described configuration, as shown in FIG. 6, the central axis of one end face of the joint portion 9 of the lock prevention device 8 is connected to the male screw portion 6 of the rack gear connecting portion 4 provided at one end of the tie rod 1. The rack gear connecting portion 4 and the lock preventing tool 8 are connected to each other by the center axis by fitting and screwing the connecting female screw portion 10 provided on the connecting portion 9, and further to the other end face of the joint portion 9 at a position shifted from the center axis line. As a result, the connecting male screw portion 11 and the female screw portion 7 of the rack gear 13 are fitted and screwed together so that the axis of the tie rod 1 and the rack gear 13 is shifted and supported. .

  FIG. 7 (FIG. 7 (A) shows the steering ring mechanism by the lock preventing tool in FIG. 1, and FIG. As shown in FIG. 2, the steering rack mechanism is provided in parallel with the front member 12.

  A rack gear 13 is included in the steering rack 2 so as to be movable left and right, and a pinion gear 15 that is rotatable by a column shaft 14 is screwed to the rack gear 13. Further, one end of the lock prevention tool 8 is connected to one end of the tie rod 1 at both ends of the rack gear 13 included in the steering rack 2, and the other end of the tie rod 1 is a knuckle arm 18 that adjusts the cutting angle of the tire 17. It is connected and pivotally supported at one end. The knuckle arm 18 is a link mechanism that is connected to and supported by the lower arm 19 of the front member 12 in the middle of the knuckle arm 18.

  Here, when the tie rod 1 and the steering rack 2 are connected, they are connected and supported with the center axis of the steering rack 2 being deviated with respect to the tie rod 1 through the lock preventer 8 of the present invention.

  Further, as shown in FIG. 8 (FIG. 8A shows an operation explanatory diagram in FIG. 7A and FIG. 8B shows an operation explanatory diagram in FIG. 7B), the handle is cut. As a result, the column shaft 14 is rotated, and the pinion gear 15 is rotated by the rotation of the column shaft 14. The pinion gear 15 is screwed with the rack gear 13, whereby the rack gear 13 included in the steering rack 2 can move in the left-right direction.

  Here, in order to maximize the tire turning angle, when the rack gear 13 of the steering rack 2 is moved rightward as much as possible, the knuckle arm 18 and the tie rod 1 are deviated from the central axis in the connected pivot. By being supported, the pivotal support points of the lower arm 19 and the knuckle arm 18, the knuckle arm 18 and the tie rod 1, and the tie rod 1 and the steering rack 2 are not arranged linearly.

  When the steering rack 2 is moved to the right in order to return the tire to the straight line from the state of FIG. 8, the force applied to the connecting pivot point of the steering rack 2 and the tie rod 1 is dispersed, and the knuckle arm 18 and the tie rod 1 The force applied to the connecting pivot point is also distributed in the direction of the central axis of the knuckle arm 18 and in the direction of the arrow in the drawing, so that the tire can be smoothly returned to the original state.

It is explanatory drawing which shows an example of the lock prevention tool by the turning angle of the tire in the steering wheel operation to which this invention is applied. It is explanatory drawing which shows the other example of the locking prevention tool by the turning angle of the tire in the steering wheel operation to which this invention is applied. It is explanatory drawing which shows an example of the tie rod in the lock prevention tool by the turning angle of the tire in the steering wheel operation to which this invention is applied. It is explanatory drawing which shows an example of the steering rack in the lock prevention tool by the tire turning angle in the steering wheel operation to which this invention is applied. It is explanatory drawing which shows the connection state of the tie rod and steering rack by the lock | rock prevention tool in FIG. It is explanatory drawing which shows the connection state of the tie rod and steering rack by the lock prevention tool in FIG. It is explanatory drawing which shows an example of the steering ring mechanism by the lock prevention tool by the turning angle of the tire in the steering wheel operation to which this invention is applied. It is explanatory drawing which shows the action state of the steering mechanism by the lock | rock prevention tool by the turning angle of the tire in the steering wheel operation which applied this invention. It is explanatory drawing which shows an example of the steering mechanism of the wheel in steering operation of a common motor vehicle. It is operation | movement explanatory drawing by the steering mechanism as an example of the steering mechanism of a wheel. 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 Tie rod 2 Steering rack 3 Universal joint 4 Rack gear connection part 5 Screw part 6 Male screw part 7 Female screw part 8 Lock prevention tool 9 Joining part 10 Connecting female screw part 11 Connecting male screw part 12 Front member 13 Rack gear 14 Column shaft 15 Pinion gear 17 Tire 18 Knuckle arm 19 Lower arm

Claims (3)

A steering rack arranged substantially parallel to the front member;
A rack gear arranged on the steering rack so as to be movable left and right;
An anti-lock device having one end connected to the rack gear;
A tie rod whose one end is connected to and supported by the other end of the lock prevention device;
A knuckle arm having one end connected to the other end of the tie rod;
In the middle of the knuckle arm, in the tire steering device constituted by the lower arm of the front member connected and pivotally supported,
The lock prevention device includes a joint portion that is joined to each other with the rack gear and the tie rod being displaced from each other when the rack gear and the tie rod are connected to each other. 2. The tire breakage during steering operation according to claim 1, wherein a connecting female screw portion is perforated on a connecting surface with the tie rod, and a connecting male screw portion protrudes on the connecting surface with the rack gear. Lock prevention device by corner. The lock prevention tool by the tire turning angle in the steering wheel operation according to claim 2, wherein at least one of the connecting female screw portion or the connecting male screw portion is provided in a state shifted from the axis of the rack gear and the tie rod.

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