JP2017007633A - Steering device and switching method of traveling mode of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To switch a traveling mode to a special traveling mode from a normal traveling mode by a simple device constitution.SOLUTION: A steering device is constituted by comprising: a knuckle 12 which is arranged at a chassis via a suspension device 11; a first king pin shaft 13 which turns the knuckle 12 to a turning direction with respect to the suspension device 11; a second king pin shaft 14 which turns a wheel w to an angle corresponding to each traveling mode of a vehicle C with respect to the knuckle 12; a turning device 15 which can turn the wheel w in the same left-and-right direction around the first king pin shaft 13; and a lock mechanism 16 which can lock a turn of the wheel w around the second king pin shaft 14 at a position corresponding to each traveling mode.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a steering device capable of switching a traveling mode between a normal traveling mode and a special traveling mode such as on-site rotation, and a method for switching a traveling mode of a vehicle.

  Ackerman-Jantou type is used to steer the wheels using a steering link mechanism that connects the left and right wheels (hereinafter collectively referred to as "wheels" including tires, wheels, hubs, in-wheel motors, etc.) There is a steering device called. This steering device has a tie rod and a knuckle arm, and acts so that the left and right wheels have the same center of rotation when the vehicle rotates.

  As this steering apparatus, there exists a thing of the structure shown in patent document 1, for example. This steering device is provided with a steering link mechanism for left and right wheels using tie rods and knuckle arms on at least one of the front wheel side and rear wheel side, and the tie rod length, the distance between the left and right tie rods, or the angle between each wheel and the knuckle arm. By providing an actuator that changes any one of them, normal travel, parallel movement, and all the small travels are performed smoothly, and excellent responsiveness is ensured.

  The steering device shown in Patent Document 2 is arranged between the left and right wheels of the front and rear wheels, and can rotate around the axis, and the rotation direction of the divided steering shaft can be divided between the left and right divided steering shafts. Forward / reverse switching means for switching in the forward / reverse direction is provided. This switching means enables a steering angle of 90 degrees, lateral movement, and the like.

  Patent Document 3 discloses a technique of a four-wheel steered vehicle in which an actuator is operated in accordance with the steering of the front wheels to steer the rear wheels. Further, Patent Document 4 discloses a technique of a steering device in which toe adjustment of left and right wheels is performed by moving a rack housing connecting the left and right wheels in the front-rear direction to improve running stability.

  According to a general Ackermann-Jantou type steering link mechanism, during normal driving, lines extending vertically from the rotation line of each wheel (the center line in the width direction of the wheel) gather in the center of rotation of the vehicle. Smooth running is possible. However, when the lateral movement of the vehicle (transverse movement in the lateral direction with the vehicle facing in the front-rear direction) is obtained, steering the wheel in a direction of 90 degrees with respect to the front-rear direction is a problem with the length of the steering link. It is difficult to interfere with other members. Further, even if one of the left and right wheels is steered at 90 degrees, the other wheel is not completely parallel to the one wheel, and smooth running is difficult.

  Also, in this type of vehicle, the front wheels, which are the main steered wheels, are usually steered in a predetermined traveling direction of the vehicle, and the rear wheels, which are the follower steered wheels, are designed to be parallel to the longitudinal direction of the vehicle. Has been. For this reason, when the front wheel of this vehicle is steered and rotated, the rotation center of the front wheel and the rear wheel is not at the same position. For this reason, at low vehicle speeds, the vehicle rotates in a posture in which the rear wheels enter the inside of the rotation circle due to the inner wheel difference, and at high vehicle speeds, the vehicles rotate in a posture in which the front wheels enter the inside of the rotation circle by centrifugal force. That is, there is a problem that even if the front wheels are steered in the rotational direction that is the traveling direction of the vehicle, it is not possible to steer the vehicle so that the posture of the vehicle coincides with the rotational direction. Therefore, there is a vehicle having a four-wheel steering device that improves traveling performance by turning not only front wheels but also rear wheels.

  As a vehicle having a four-wheel steering device (a so-called 4WS vehicle), for example, the technique described in Patent Document 1 allows the vehicle to move in the lateral direction, turn around, and the like. However, in order to change the length of the tie rod, the distance between the left and right tie rods, or the angle between the wheel and the knuckle arm, many actuators are provided, and complicated control of each actuator is required. Further, the technique described in Patent Document 2 has a complicated structure due to its mechanism, and uses a large number of gears to steer the wheels by the rotation of the rack bar. For this reason, rattling is likely to occur between the gears, and it is difficult to smoothly steer the wheels.

  Moreover, although the technique of patent document 3 is an example of the conventional four-wheel steering apparatus and enables rear-wheel steering, lateral movement is difficult only with this mechanism. Furthermore, the technique of Patent Document 4 has a problem that it can not adjust to a lateral movement or a small turn of the vehicle while toe adjustment is possible.

  In order to solve the problems of the steering devices described in Patent Documents 1 to 4, the inventor of the present application has two rack bars that can move in opposite directions as shown in Patent Document 5, A steering device was invented in which each of the left and right wheels is connected via a tie rod and the rack bar can be moved in the opposite direction with respect to the synchronous gear box by a synchronous gear held by the synchronous gear box. The two rack bars are each provided with a pinion gear that meshes with the rack bar, and a coupling mechanism is provided between the two pinion gears so that the rotation shafts of both the pinion gears can be coupled or separated. When this coupling mechanism is coupled, both rack bars can be moved together in the same direction by the same distance, that is, the left and right wheels can be steered in the same direction. On the other hand, when this coupling mechanism is separated, both rack bars can be moved in the opposite direction by the same distance, that is, the left and right wheels can be steered in the opposite direction.

  Here, turning the left and right wheels in the same direction corresponds to normal turning in a general vehicle. Further, turning the left and right wheels in the reverse direction corresponds to switching the travel mode from the normal travel mode to a special travel mode such as spot rotation or lateral movement. Both the normal turning and the switching of the traveling mode are transmitted to the wheel side through a tie rod as a rotation around one kingpin axis of a knuckle provided on each wheel. If this steering device is mounted on a vehicle, a special travel mode such as in-situ rotation and lateral movement can be performed, and a change from the normal travel mode to the special travel mode can be performed smoothly.

Japanese Patent Laid-Open No. 04-262971 Japanese Patent No. 4635754 Utility Model Registration No. 2600374 Japanese Patent Laid-Open No. 2003-127876 JP2015-44565A

  The steering device according to Patent Document 5 enables the left and right wheels to be steered in both the left and right directions and the reverse direction, and includes a complicated gear mechanism. For this reason, the steering device has several problems to be solved such as an increase in weight and an increase in manufacturing cost.

  Accordingly, an object of the present invention is to switch from the normal travel mode to the special travel mode with a simple device configuration.

  In order to solve this problem, in the present invention, a knuckle provided in a chassis via a suspension device, a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device, With respect to the knuckle, a second kingpin shaft that rotates the wheel to an angle corresponding to each driving mode of the vehicle, and a steering device that can steer the wheel in the same direction left and right around the first kingpin shaft, A steering device is provided that includes a lock mechanism that can lock the rotation of the wheel around the second kingpin axis at a position corresponding to each travel mode.

  In this way, by dividing the kingpin axis into the first kingpin axis and the second kingpin axis, the first kingpin axis is involved in normal steering while the second kingpin axis is in the travel mode. Can be involved in switching. In this case, since the tie rod of the steering device is connected to the first kingpin shaft side and the steering device only has to perform normal steering, the configuration generally used as the steering device of this steering device is A simple rack and pinion type can be employed. For this reason, while being able to aim at the weight reduction and manufacturing cost reduction of a steering apparatus, the mounting property to a vehicle can also be improved. The first kingpin shaft and the second kingpin shaft are either of a configuration that actually includes a shaft body or a configuration that does not actually have a shaft body and rotates around a predetermined rotation axis. Also good.

  Further, by providing a lock mechanism and setting the rotation around the second kingpin axis in a locked state, the steering angle can be adjusted to adjust the turning angle of the left and right wheels in each travel mode. Furthermore, by turning the rotation around the second kingpin axis and performing the steering operation, the knuckle is moved around the second kingpin axis while the wheel cannot be steered by friction with the road surface. It can rotate and can switch a driving mode.

  In the above configuration, it is preferable that a drive source for turning the wheel around the second kingpin axis is further provided in at least one of the front and rear wheels. Thus, by providing the drive source, the driving force by the drive source can be used in combination with the switching of the travel mode, and the travel mode can be switched more smoothly.

  In each of the above configurations, the first kingpin shaft and the second kingpin shaft are arranged so that the scrub radius of the second kingpin shaft is larger than the scrub radius of the first kingpin shaft. Is preferable.

  The scrub radius is the distance between the point at which the kingpin axis intersects the ground and the center of the tire's ground contact surface. The scrub radius, along with the position and inclination of the kingpin axis, affects the vehicle's running characteristics and turning characteristics. It has a big impact. Specifically, when the scrub radius is increased, the driving mode switching characteristics are improved, while the vehicle driving characteristics may be deteriorated. As described above, the kingpin shaft is composed of the first kingpin shaft and the second kingpin shaft separately, the first kingpin shaft is used for the wheel steering operation, and the second kingpin shaft is used for switching the traveling mode. By making each function function, it is possible to achieve both ensuring of traveling characteristics and ensuring of switching characteristics of traveling modes.

  In each said structure, the said drive source can be either an in-wheel motor provided in the said wheel, a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, or the combination of a motor and a reduction gear.

  In the present invention, a knuckle provided on the chassis via the suspension device is provided with a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device, and a wheel with respect to the knuckle. A second kingpin shaft that rotates in a direction corresponding to the travel mode of the vehicle is provided, and the rotation of the wheel around the second kingpin shaft is locked at a position corresponding to each travel mode that the vehicle can take. A lock mechanism capable of turning the left and right wheels connected to the knuckle in the same direction, and driving the steering device to the first knuckle. A wheel turning step for turning the wheel by turning around the kingpin axis, and driving the turning device connected to the knuckle after the lock mechanism is in an unlocked state, The first knuckle is rotated around the first kingpin axis and the second kingpin axis to prevent the wheel from being turned by friction between the wheel and the road surface, and the driving mode is switched. A vehicle driving mode switching method for switching the vehicle driving mode by alternately or any one of the driving mode switching step is configured.

  According to this travel mode switching method, the vehicle travel mode can be easily changed from the normal travel mode to the special travel mode such as the lateral travel mode using a general steering device that steers the left and right wheels in the same direction. As described above, the weight of the steering device and the manufacturing cost can be reduced, and the mounting property on the vehicle can be improved.

  The lock mechanism is in an unlocked state, the steered device is in a fixed state, and the wheels are driven by a drive source to rotate the knuckle around the second kingpin axis, thereby driving mode It is preferable to further include a second traveling mode switching step. As described above, the driving mode can be switched more smoothly by using the driving force of the driving source together with the switching of the driving mode.

  Also in the switching method, the drive source can be any of an in-wheel motor, a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, or a combination of a motor and a speed reducer provided on the wheel.

  In the present invention, a knuckle provided on the chassis via a suspension device, a first kingpin shaft for rotating the knuckle in a steering direction with respect to the suspension device, and a wheel for the knuckle A second kingpin shaft that rotates at an angle corresponding to each travel mode, a steering device that can steer the wheels in the same direction left and right around the first kingpin shaft, and a second kingpin shaft A steering device is provided that includes a lock mechanism that can lock the rotation of the wheel at a position corresponding to each travel mode.

  In this way, by dividing the kingpin axis into the first kingpin axis and the second kingpin axis, the first kingpin axis is involved in normal steering while the second kingpin axis is in the travel mode. Can be involved in switching. In this case, it is only necessary to connect the tie rod of the steering device to the first kingpin shaft side so that the steering device bears only normal steering. A rack-and-pinion type that is commonly used can be employed. For this reason, the structure can be simplified, problems such as an increase in apparatus weight and manufacturing cost can be avoided, and mounting on a vehicle can be improved.

  Further, by providing a lock mechanism and performing the steering operation after setting the rotation around the second kingpin axis to the locked state, the turning angle of the left and right wheels in each travel mode can be adjusted. In addition, by turning the rotation around the second kingpin axis and performing the steering operation, the knuckle is moved around the second kingpin axis while the wheel cannot be steered by friction with the road surface. It can rotate and can switch a driving mode.

1 shows a first embodiment (drive wheel side) of a steering device according to the present invention, (a) is a front view, and (b) is a side view. 1 is a perspective view of the steering device shown in FIG. 2 shows a second embodiment (driven wheel side) of the steering device according to the present invention, in which (a) is a front view, (b) is a plan view, (c) is a side view, and (d) is a perspective view. FIG. 1 and FIG. 3 are schematic views of a vehicle equipped with the steering device. FIG. 4 is a plan view showing a state where the vehicle shown in FIG. (A)-(h) is a top view which shows a series of procedures which switch a driving mode from normal driving mode to a horizontal movement mode. (A)-(h) is a top view which shows a series of procedures which switch driving | running | working mode from lateral direction movement mode to normal driving mode. Sectional drawing which follows the AA line in FIG.3 (c) is shown, (a) is a locked state, (b) is a lock release state. The shaft support member is shown, (a) is a front view, (b) is a bottom view, (c) is a side view, (d) is a main part of (c), (e) is a main part of (b). The knuckle is shown, (a) is a front view, (b) is a bottom view, (c) is a side view, (d) is a plan view, (e) is the main part of (a), and (f) is (b). The main part of The lock member is shown, (a) is a front view in the locked state, (b) is a plan view in the locked state, (c) is a front view in the unlocked state, and (d) is a plan view in the unlocked state. (A) is a bottom view in the normal travel mode, (b) is a main part of (a), (c) is a bottom view in the in-situ rotation mode, (d) is a main part of (c), (E) is a bottom view in the lateral movement mode, (f) is a main part of (e). The top view which shows the state (right-turn state) which made the vehicle shown in FIG. 4 the normal driving mode The top view which shows the state which made the vehicle shown in FIG. 4 the spot rotation mode The top view which shows the state which made the vehicle shown in FIG. 4 the horizontal direction movement mode FIG. 4 is a plan view showing a state where the vehicle shown in FIG.

  The configuration of the steering device according to the present invention, the method for switching the traveling mode of the vehicle C (see FIG. 4) on which the steering device is mounted, and each traveling mode of the vehicle C will be described in order.

(1) Configuration of Steering Device FIG. 1 and FIG. 2 show a first embodiment of a steering device according to the present invention, and FIG. 3 shows a second embodiment. 1 (a) is a front view, (b) is a side view, FIG. 2 is a perspective view, FIG. 3 (a) is a front view, (b) is a plan view, (c) is a side view, and (d) is a perspective view. FIG. The steering device 10 according to the first embodiment is employed on the side of a drive wheel provided with a drive source (in-wheel motor M in the present embodiment) in the wheel w, and the steering device 30 according to the second embodiment includes a drive source Adopted on the driven wheel side that is not equipped with. In the following, the steering device 10 according to the first embodiment is referred to as a driving wheel steering device (hereinafter denoted by reference numeral 10), and the steering device 30 according to the second embodiment is referred to as a driven wheel steering device (hereinafter referred to as They are respectively referred to as 30).

  These steering devices 10 and 30 are employed, for example, in a vehicle C shown in FIG. The vehicle C is a two-seater (side-by-side two-seater) ultra-compact mobility. Note that the use of the steering devices 10 and 30 according to the present invention is not limited to this ultra-compact mobility, and can also be applied to ordinary vehicles. The rear wheels RR and RL of the vehicle C are drive wheels provided with an in-wheel motor M, and the front wheels FR and FL are driven wheels provided with no in-wheel motor M.

  That is, as shown in FIG. 5, a driving wheel steering device 10 is provided on the rear wheels RR, RL side, and a driven wheel steering device 30 is provided on the front wheels FR, FL side. The drive wheel steering device 10 employs a steer-by-wire system in which steering is performed based on an operation such as switching of a driving mode of the driver, while the driven wheel steering device 30 is operated by the driver's steering 1. A normal rack and pinion system that performs steering based on the above is adopted.

  As shown in FIGS. 1 and 2, the drive wheel steering device 10 is provided, for example, on a chassis (not shown) of the vehicle C shown in FIG. 4 via a suspension device 11 (upper arm 11a, lower arm 11b). With respect to the knuckle 12 and the suspension device 11, the first kingpin shaft 13 that rotates the knuckle 12 in the turning direction, and the wheel w with respect to the knuckle 12 is rotated in the direction corresponding to each travel mode of the vehicle C. The second kingpin shaft 14 to be moved, the turning device 15 (see FIG. 5) capable of turning the wheel w around the first kingpin shaft 13 in the left-right direction, and the wheel w around the second kingpin shaft 14 The lock mechanism 16 that can lock the rotation at a position corresponding to each travel mode is a basic configuration. In addition, the steering direction of the wheel w corresponding to various driving modes of the vehicle C will be described in detail in item (3).

  The knuckle 12 is connected to a tie rod 17 so as to be rotatable around a first kingpin shaft 13 having rotating shafts 13a and 13b at upper and lower ends of the knuckle 12. The tie rod 17 is connected to a steering device 15 (see FIG. 5 and the like) that steers the wheel w. By driving the steering device 15 and moving the tie rod 17, the knuckle 12 can be rotated around the first kingpin shaft 13 to steer the wheel w. The shape of the connecting portion of the knuckle 12 with the tie rod 17 is appropriately determined in consideration of whether the wheel w to which the knuckle 12 is attached does not interfere with the driving wheel or the driven wheel, or with peripheral members. can do.

  As this steering device 15, as shown in FIG. 5, the left and right wheels w are moved by moving the rack 15a connected to the left and right wheels w via the tie rods 17 by the driver's steering operation. A rack and pinion system that steers the wheel in the same direction can be adopted. In addition, as the steering device 15, a method in which the steering 1 and the steering device 15 are mechanically directly connected, or the steering 1 and the steering device 15 are not directly connected, and an actuator or the like based on a steering operation. Any of the steer-by-wire systems that drive the rack 15a and the like of the steered device 15 with the driving force can be employed. When the driving wheel steering device 10 is provided on the rear wheels RR, RL side, the steering device 15 is driven by the driving force of an actuator (not shown).

  An in-wheel motor M is incorporated in the wheel w on which the drive wheel steering device 10 is provided. By driving the in-wheel motor M, the vehicle C can be driven by rotating the wheel w, and, as will be described in detail in item (2), a driven wheel steering device 30 provided on the driven wheel side. It is possible to assist in switching the driving mode.

  The second kingpin shaft 14 has rotating shafts 14 a and 14 b closer to the center of the knuckle 12 than the first kingpin shaft 13, and the wheel w can be rotated on the second kingpin shaft 14. Is provided. The distance (hereinafter referred to as the scrub radius) between the point at which each kingpin shaft 13, 14 intersects the ground and the center of the ground contact surface of the tire is the first scrub radius r2 of the second kingpin shaft 14. The kingpin shafts 13 and 14 are arranged so as to be larger than the scrub radius r1 of the kingpin shaft 13.

  In general, the position and inclination of the kingpin shaft and the size of the scrub radius greatly affect the running characteristics and turning characteristics of the vehicle C. Specifically, when the scrub radius is increased, the traveling characteristics of the vehicle C may be deteriorated while the switching characteristics of the traveling mode are improved. As described above, the kingpin shaft is composed of the first kingpin shaft 13 and the second kingpin shaft 14 separately, the first kingpin shaft 13 is used for the steering operation of the wheel w, and the second kingpin shaft 14 travels. By functioning for mode switching, and further, the scrub radius r2 of the second kingpin shaft 14 is configured to be larger than the scrub radius r1 of the first kingpin shaft 13, thereby ensuring running characteristics. It is possible to ensure both of the driving mode switching characteristics.

  The knuckle 12 is provided with a lock mechanism 16 that fixes the rotation of the wheel w around the second kingpin shaft 14. The lock mechanism 16 has an insertion hole and a lock body 18 fixed to the knuckle 12, and a plurality of engagement recesses 19a, 19b, and 19c inserted into the insertion hole. It has a lock bar 20 provided and a solenoid operating part 21 that operates the lock part main body 18. An engagement protrusion (not shown) that can be engaged with the engagement recesses 19a, 19b, and 19c is provided in the lock body 18.

  By inserting the lock bar 20 into the insertion hole and operating the solenoid operating portion 21 in a state where any one of the engagement recesses 19a, 19b, 19c is located in the lock portion main body 18, the engagement recess 21 is operated. It is possible to freely engage or release (lock or unlock) the engagement protrusions 19a, 19b, and 19c. Here, the engagement recess 19a corresponds to the in-situ rotation mode, the engagement recess 19b corresponds to the small turn mode, and the engagement recess 19c corresponds to the lateral movement mode. The steering device 10 shown in FIG. 1 shows a state of a normal travel mode, and although not shown in the figure, an engagement recess corresponding to the normal travel mode is provided in the lock portion main body 18. In this state, the engaging recess and the engaging protrusion are engaged.

  A steering device connected to the knuckle 12 by operating the solenoid operating portion 21 to bring the lock portion main body 18 into the unlocked state (the engagement recesses 19a, 19b, 19c are disengaged from the engagement protrusions). 15 (for example, the rack 15a in the configuration shown in FIG. 5), and while preventing the wheel w from turning by friction between the wheel w and the road surface, the knuckle 12 is moved around the first kingpin shaft 13 and The travel mode can be switched by rotating around the second kingpin shaft 14 (first travel mode switching step).

  Moreover, after setting to the unlocked state, the steering device 15 is set in a fixed state (a state in which the rack 15a is not movable), and the wheel k is driven by the in-wheel motor M (drive source), whereby the knuckle 12 is moved to the second state. It is also possible to turn around the kingpin shaft 14 and switch the running mode (second running mode switching step).

  The driving of the steering device 15 or the in-wheel motor M is stopped at the timing when any one of the engaging recesses 19a, 19b, and 19c is located in the lock portion main body 18. After this stop, the solenoid operating part 21 is actuated again, and any one of the engaging recesses 19a, 19b, 19c is engaged with the engaging protrusion in the lock part main body 18. Thereby, the switching to the travel mode corresponding to the position of each engagement recess 19a, 19b, 19c is completed. The number of the engagement recesses 19a, 19b, and 19c is changed as appropriate according to the number of travel modes employed in the vehicle C.

  In this embodiment, the lock mechanism 16 is composed of the lock unit main body 18, the lock bar 20, and the solenoid operating unit 21, but other fixed devices such as a rotating disk and a fixing pin for fixing the rotation of the rotating disk, for example. A structure can also be adopted. Moreover, in order to improve the certainty of a lock | rock, two or more fixing structures can also be used together. Further, instead of the in-wheel motor M, any one of a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, or a combination of a motor and a speed reducer can be employed as the drive source.

  As shown in FIG. 3, the driven-wheel steering device 30 is, for example, the vehicle C (see FIG. 4) via the suspension device 11 (upper arm 11a, lower arm 11b) as shown in FIG. A knuckle 12 provided in a chassis (not shown), a first kingpin shaft 13 that rotates the knuckle 12 in a turning direction with respect to the suspension device 11, and a wheel w with respect to the knuckle 12 are connected to each of the vehicles C. A second kingpin shaft 14 that rotates in a direction corresponding to the traveling mode, a steering device 15 (see FIG. 5) that can steer the wheel w around the first kingpin shaft 13 in the same direction, and a second The lock mechanism 16 that can lock the rotation of the wheel w around the kingpin shaft 14 at a position corresponding to each of the travel modes has a basic configuration.

  The knuckle 12 is connected to a tie rod 17 so as to be rotatable around a first kingpin shaft 13 having rotating shafts 13a and 13b at upper and lower ends of the knuckle 12. The tie rod 17 is connected to a steering device 15 (see FIG. 5 and the like) that steers the wheel w. By driving the steering device 15 and moving the tie rod 17, the knuckle 12 can be rotated around the first kingpin shaft 13 to steer the wheel w. A shaft support member 31 is fixed to the wheel, and the knuckle 12 is held by the shaft support member 31 so as to be rotatable around the first kingpin shaft 13.

  As the steering device 15, the rack 15 a connected to the left and right wheels w via the tie rods 17 is moved left and right by the driver's steering operation in the same manner as the drive wheel steering device 10. A rack and pinion system that steers w in the same direction can be employed. Further, as the steering device 15, a method in which the steering 1 and the steering device 15 are mechanically directly connected, or the steering 1 and the steering device 15 are not directly connected, and the actuator is based on the steering operation. Any of the steer-by-wire systems that drive the rack 15a and the like of the steering device 15 with a driving force such as can be employed.

  The knuckle 12 is provided with a lock mechanism 16 that is coaxial with the second kingpin shaft 14 and fixes the rotation of the wheel w (the shaft support member 31) around the second kingpin shaft 14. The lock mechanism 16 can freely lock or unlock the angle of the wheel w with respect to the knuckle 12 at any position corresponding to the normal travel mode, the spot rotation mode, the lateral movement mode, and the small turn mode. It is like that.

  The second kingpin shaft 14 has rotating shafts 14 a and 14 b (see FIG. 1A) closer to the center of the knuckle 12 than the first kingpin shaft 13. The wheel w (the shaft support member 31) is rotatably provided. Similarly to the drive wheel steering device 10, the kingpin shafts 13, 14 are arranged such that the scrub radius r2 of the second kingpin shaft 14 is larger than the scrub radius r1 of the first kingpin shaft 13. Has been placed.

  The lock mechanism 16 is brought into the unlocked state, the steering device 15 (for example, the rack 15a in the configuration shown in FIG. 5) connected to the knuckle 12 is driven, and the friction between the wheel w and the road surface causes the wheel w to move. The traveling mode can be switched by rotating the knuckle 12 around the first kingpin shaft 13 and the second kingpin shaft 14 while preventing the turning (first traveling mode switching step).

(2) About the switching method of the driving mode of a vehicle A series of procedures of the switching method of the driving mode of the vehicle C are demonstrated using FIG.6 and FIG.7. The vehicle C according to this description includes a driven wheel that does not include the in-wheel motor M on the front wheels FR and FL, and a drive wheel that includes the in-wheel motor M on the rear wheels RR and RL. A driven wheel steering device 30 is provided, and a driving wheel steering device 10 is provided on the rear wheels RR and RL side. The driven wheel steering device 30 is driven based on the operation of the driver's steering 1, while the drive wheel steering device 10 is driven by an actuator (not shown).

(A) Switching from the normal travel mode to the lateral movement mode (FIG. 6)
Switching from the normal travel mode (this figure (a)) to the lateral movement mode (this figure (h)) will be described. In the normal travel mode, the lock mechanisms 16 (see FIGS. 3 and 8) provided in the drive wheel steering device 10 and the driven wheel steering device 30 are both locked at the lock position corresponding to the normal travel mode. It is in a state (this figure (a)).

  First, after releasing the lock mechanism 16 of the left front wheel FL, the steering 1 is operated leftward. Then, the rack bar 15a of the steering device 15 moves rightward, and the right front wheel FR turns leftward. Since the locking mechanism 16 of the left front wheel FL is released, the knuckle 12 of the left front wheel FL freely rotates around either the first kingpin shaft 13 or the second kingpin shaft 14. To get. However, since it cannot be steered by friction with the road surface, only the knuckle 12 rotates around both kingpin shafts 13 and 14 with respect to the left front wheel FL. For this reason, the position of the knuckle 12 will be in the state shifted | deviated from the lock position corresponding to normal driving mode (this figure (b)).

  Next, when the right front wheel FR is steered to a left by a certain steering angle, the lock mechanism 16 of the right front wheel FR is released and the steering 1 is operated rightward. At this time, since the locking mechanism 16 of both the left and right front wheels FL and FR is released, only the knuckles 12 and 12 around the kingpin shafts 13 and 14 are steered without turning the left and right front wheels FL and FR. To turn. When the knuckle 12 of the left front wheel FL reaches a position corresponding to the normal travel mode, the lock mechanism 16 of the left front wheel FL is brought into a locked state. Subsequently, when the steering wheel 1 is operated to the right, the left front wheel FL is steered to the right, while the right front wheel FR is not steered, and only the knuckle 12 is rotated around the kingpin shafts 13 and 14, and the left and right front wheels are steered. FL and FR form a square shape (this figure (c)).

  Further, the in-wheel motors provided on the left and right rear wheels RL and RR, respectively, with the position of the steering wheel 1 (operated to the right) being fixed after releasing the lock mechanism 16 of the left and right front wheels FL and FR. Drive M in the reverse direction. At this time, since the position of the steering wheel 1 is fixed, the knuckles 12 of the left and right front wheels FL and FR cannot be rotated around the first kingpin shaft 13, and the left and right front wheels FL and FR are the second kingpin. It rotates around the shaft 14 in the left-right direction (the direction in which the turning angle of the left and right front wheels FL, FR increases).

  When the knuckle 12 of the right front wheel FR reaches the position corresponding to the lateral movement mode, only the lock mechanism 16 of the right front wheel FR is locked (this figure (d)). At the same time that the locking mechanism 16 of the right front wheel FR is locked, the driving of the in-wheel motor M is stopped.

  Further, when the steering 1 is operated to the left, the knuckle 12 of the left front wheel FL with the unlocked state rotating around the kingpin shafts 13 and 14, while the right front wheel FR in the locked state rotates to the left. Rudder. When the turning angle of the right front wheel FR becomes 90 degrees with respect to the longitudinal direction of the vehicle (when the steering wheel 1 is in a neutral state), the lock state 16 of the right front wheel FR is released (this figure (e) )). From this state, the steering 1 is further operated to the left, and when the knuckle 12 of the left front wheel FL reaches a position corresponding to the lateral movement mode, the lock mechanism 16 of the left front wheel FL is brought into a locked state. At this time, only the knuckle 12 rotates around the kingpin shafts 13 and 14 without turning the right front wheel FR (this figure (f)).

  Further, when the steering 1 is operated to the right, the left front wheel FL is steered to the right, and when the turning angle of the left front wheel FL becomes 90 degrees with respect to the longitudinal direction of the vehicle (the steering 1 is in a neutral state). The locking mechanism 16 of the right front wheel FR is set to the locked state. As a result, the left and right front wheels FL and FR are steered in a direction corresponding to the lateral movement mode (this figure (g)).

  Finally, while maintaining the neutral state of the driving steering device 10, the lock mechanism 16 of the left and right rear wheels RL and RR is released, and the in-wheel motor M is driven in the backward direction. At this time, since the left and right front wheels FL and FR are steered sideways, the vehicle cannot move backward, and the knuckle 12 of the left and right rear wheels RL and RR rotates around the first kingpin shaft 13. As the in-wheel motor M is driven, the left and right rear wheels RL and RR are moved in the left and right direction around the second kingpin shaft 14 (the direction in which the turning angle of the left and right rear wheels RL and RR is increased). Steer. When the turning angle of the left and right rear wheels RL and RR becomes 90 degrees with respect to the longitudinal direction of the vehicle, the lock mechanism 16 of the left and right rear wheels RL and RR is set in the locked state and the in-wheel motor M is driven. To stop. Thereby, it can be set as the horizontal movement mode in which all the wheels FL, FR, RL, RR before and after the left and right were steered 90 degrees in the horizontal direction ((h) in this figure).

(B) Switching from the lateral movement mode to the normal travel mode (FIG. 7)
Switching from the lateral movement mode (this figure (a)) to the normal travel mode (this figure (h)) will be described. In the lateral movement mode, the lock mechanism 16 (see FIGS. 3 and 8) provided in the driving wheel steering device 10 and the driven wheel steering device 30 is locked at the lock position corresponding to the lateral movement mode. It is in the state (this figure (a)).

  First, while maintaining the neutral state of the drive steering device 10, the lock mechanism 16 of the left and right rear wheels RL and RR is released, and the in-wheel motor M is driven in the forward direction. At this time, since the left and right front wheels FL and FR are steered sideways, the vehicle cannot move forward, and the knuckle 12 of the left and right rear wheels RL and RR rotates around the first kingpin shaft 13. As the in-wheel motor M is driven, the left and right rear wheels RL and RR are steered in the front-rear direction around the second kingpin shaft 14 (the direction in which the left and right rear wheels RL and RR are parallel to each other). To do. When the left and right rear wheels RL and RR become 0 degrees with respect to the longitudinal direction of the vehicle, the locking mechanism 16 of the left and right rear wheels RL and RR is locked and the driving of the in-wheel motor M is stopped (this book (B).

  Next, when the steering mechanism 1 is operated to the left after releasing the lock mechanism 16 of the right front wheel FR, the left front wheel FL in the locked state is steered leftward. Since the locking mechanism 16 of the right front wheel FR is released, the knuckle 12 of the right front wheel FR freely rotates around any of the first kingpin shaft 13 and the second kingpin shaft 14. To get. However, since it cannot be steered due to friction with the road surface, only the knuckle 12 rotates about both kingpin shafts 13 and 14 with respect to the right front wheel FR. For this reason, the position of the knuckle 12 is shifted from the lock position corresponding to the lateral movement mode (this figure (c)).

  When the left front wheel FL is steered to the left to some extent, the lock mechanism 16 of the left front wheel FL is released and the steering 1 is operated rightward. At this time, since the locking mechanisms 16 of the left and right front wheels FL and FR are both released, only the knuckle 12 rotates around the kingpin shafts 13 and 14 without turning any of the left and right front wheels FL and FR. Move. Then, when the knuckle 12 of the right front wheel FR reaches a position corresponding to the lateral movement mode (when the steering wheel 1 is in a neutral state), the lock mechanism 16 of the right front wheel FR is set to the locked state (this (D).

  Subsequently, when the steering wheel 1 is operated to the right, the left front wheel FL does not steer but only the knuckle 12 rotates around the kingpin shafts 13 and 14, while the right front wheel FR steers right (this figure). (E)). In this state, the lock mechanism 16 of the right front wheel FR is released, and the in-wheel motor M provided on each of the left and right rear wheels RL and RR is maintained with the position of the steering 1 (turned to the right) being fixed. Is driven in the forward direction. At this time, since the position of the steering wheel 1 is fixed, the knuckles 12 of the left and right front wheels FL and FR cannot be rotated around the first kingpin shaft 13, and the left and right front wheels FL and FR are the second kingpin. It rotates around the shaft 14 in the front-rear direction (the direction in which the left and right front wheels FL, FR approach in parallel).

  When the knuckle 12 of the left front wheel FL reaches a position corresponding to the normal travel mode, only the lock mechanism 16 of the left front wheel FL is locked (this figure (f)). At the same time that the locking mechanism 16 of the left front wheel FL is locked, the driving of the in-wheel motor M is stopped.

  Further, when the steering 1 is operated to the left, the left front wheel FL in the locked state is steered to the left, while the knuckle 12 of the right front wheel FR with the unlocked state is rotated around the kingpin shafts 13 and 14. Move. When the knuckle 12 of the right front wheel FR is in a position corresponding to the normal travel mode, the left and right front wheels FL, FR lock mechanism 16 is brought into the locked state, so that all the left and right front and rear wheels FL, FR, RL and RR can be set to the normal travel mode (this figure (g)). In this locked state, if the steering wheel 1 is operated to the right to be in the neutral state, the left and right front wheels FL and FR can be brought into a straight traveling state ((h) in this figure).

  The lock mechanism 16 around the second kingpin shaft 14 employed in the vehicle C (see FIG. 4) will be described with reference to FIGS. The lock mechanism 16 includes the shaft support member 31, the knuckle 12, and the lock device 32 as main components. 8 shows the main part of the lock mechanism 16 (near the lock device 32), FIG. 9 shows the shaft support member 31, FIG. 10 shows the knuckle 12, FIG. 11 shows the lock device 32, and FIG. Respectively.

  The shaft support member 31 has a main body portion 31a extending in the direction of the rotation axis of the wheel w, and a shaft portion 31b extending in the vertical direction protrudes from the main body portion 31a (FIG. 9A). (See (b)). The shaft portion 31b is inserted into a through hole 12d formed in the knuckle 12 described later, and is rotatable around the second kingpin shaft 14. A lock groove 33 (33a, 33b, 33c) having a semicircular cross section is formed on the outer peripheral surface of the lower end of the shaft portion 31b at a position corresponding to the turning angle of the wheel w in each travel mode of the vehicle C. (See FIGS. 9B and 9C). In this embodiment, the lock groove 33a corresponds to the normal travel mode, the lock groove 33b corresponds to the in-situ rotation mode, and the lock groove 33c corresponds to the lateral movement mode.

  In the case of the vehicle C having three types of travel modes, lock grooves 33a, 33b, and 33c are formed at three locations. The number of the lock grooves 33a, 33b, and 33c depends on the type of travel mode that the vehicle C has. Correspondingly increase or decrease accordingly. A fitting projection 31c is formed at the end of the main body 31a (see FIGS. 9A and 9B), and the fitting member 31c is fitted into the wheel, so that the shaft support member 31 is moved to the wheel w. (See FIG. 3).

  The knuckle 12 has a U-shaped body portion 12a in side view, and a shaft portion 12b that is rotatable around the first kingpin shaft 13 projects in the vertical direction on the body portion 12a (see FIG. 10 (a) (c)). The upper arm 11a and the lower arm 11b (see FIG. 3) are connected to spherical portions formed at the tip of the shaft portion 12b. An extension part 12c extends in the middle of the main body part 12a, and a tie rod 17 (see FIG. 3) is connected to the tip of the extension part 12c.

  A pair of through holes 12 d and 12 d into which a shaft portion 31 b protruding from the shaft support member 31 is inserted is formed in the main body portion 12 a of the knuckle 12. Of the pair of through holes 12d, 12d, a lock groove 12e having a semicircular cross section is formed in one place on the inner peripheral surface of the lower through hole 12d (see FIGS. 10E and 10F). The shaft portion 31b of the shaft support member 31 inserted into the through-hole 12d is rotated around the second kingpin shaft 14, and one of the lock grooves 33a, 33b, 33c formed on the outer peripheral surface of the shaft portion 31b. When the positions of the lock grooves 12e (see FIGS. 10B and 10E) formed on the inner peripheral surface of the through hole 12d are aligned, one circular lock hole is formed.

  The lock device 32 includes a cylindrical housing 34 with a bottom, and a solenoid coil 35 and a lock plunger 36 are provided inside the housing 34. A lock pin 36 a is formed at the tip of the lock plunger 36. A biasing member (not shown) is interposed between the lock plunger 36 and the housing 34.

  When the solenoid coil 35 is not operated, the lock pin 36a protrudes from the housing 34 by the urging force of the urging member (see FIG. 11A), and the lock pin 36a is inserted into the shaft portion 31b and the through hole 12d. It inserts in the circular lock hole formed between the surrounding surfaces (refer Fig.8 (a)). When the lock pin 36a is inserted into the lock hole, the knuckle 12 cannot rotate around the second kingpin shaft 14 (locked state).

  On the other hand, when the solenoid coil 35 is operated, the lock plunger 36 is attracted to the inside of the housing 34 by the magnetic force of the solenoid coil 35 (see FIG. 11C), and the lock pin 36a is retracted from the lock hole ( (Refer FIG.8 (b)). As a result, the knuckle 12 becomes rotatable around the second kingpin shaft 14 (unlocked state).

  As shown in FIG. 12, in the normal travel mode, the lock hole formed by the lock groove 33a formed in the shaft portion 31b and the lock groove 12e formed in the inner peripheral surface of the through hole 12d (this figure). (See (b)), in the in-situ rotation mode, in the lock hole formed by the lock groove 33b formed in the shaft portion 31b and the lock groove 12e formed in the inner peripheral surface of the through hole 12d (this figure). (See (d)), in the lateral movement mode, in the lock hole formed by the lock groove 33c formed in the shaft portion 31b and the lock groove 12e formed in the inner peripheral surface of the through hole 12d (this figure). (See (f)), the lock pin 36a (see FIG. 8 (a)) is inserted, and the knuckle 12 is locked at the turning angle of the wheel w corresponding to each travel mode. In addition, in each figure of FIG. 12, illustration of the locking device 32 (except for the lock pin 36a) is abbreviate | omitted.

  The travel mode switching procedures shown in FIGS. 6 and 7 are merely examples. In the same procedure as this procedure, for example, the driving mode can be switched between the normal driving mode and the spot rotation mode. In addition, when switching the driving mode between the normal driving mode and the lateral movement mode, instead of switching directly between the two modes, for example, in the middle of the mode switching, Other driving modes may be interposed. Between the driving modes (for example, the normal driving mode and the lateral movement mode) having a large difference in the turning angle of the wheels w, the driving mode (for example, the in-situ rotation mode) having an intermediate steering angle between the two driving modes is interposed. This is because the driving mode can be switched more smoothly.

  In the travel mode switching procedure shown in FIGS. 6 and 7, the driving force of the in-wheel motor M provided on the driving wheel is used as an assist for switching the traveling mode of the driven wheel. The driving mode of the driven wheels is switched without receiving assistance from the driving force of the in-wheel motor M by appropriately performing locking and unlocking by the lock mechanism 16 while turning the wheel w left and right by the device 30. Sometimes you can. In addition, there is a case where the driving mode of the driving wheel can be switched without using the driving force of the in-wheel motor M, similarly to the switching of the driving mode of the driven wheel.

(3) About each driving mode The driving mode of the vehicle C (refer FIG. 4) is demonstrated using the top view shown to FIGS. The white triangle described in each figure indicates the front of the vehicle C, and the white arrow indicates the traveling direction of the vehicle C in each travel mode (or steered state). Each of these drawings shows details of the control system and the drive system between the drive wheel steering device 10 and the driven wheel steering device 30 in order to pay attention to the steering direction of the wheel w in each travel mode. Is omitted. Further, in the vehicle C shown here, the in-wheel motor M is provided only on the left and right rear wheels RL and RR, but the in-wheel motor is provided only on the left and right front wheels FL and FR or on all the wheels FL, FR, RL and RR. It can also be set as the structure which provided M.

(A) Normal driving mode (Fig. 13)
The normal travel mode is a mode in which the front wheels FL and FR are steered in the same direction in the left and right during normal travel, as in a general vehicle. In the normal travel mode, the lock mechanism 16 of the driving wheel steering device 10 and the driven wheel steering device 30 (not shown in this figure and FIGS. 14 to 16 described later. FIGS. 1 and 3). Is locked at a position corresponding to the normal travel mode. This lock prevents the knuckle 12 from rotating about the second kingpin shaft 14. When the steering 1 is operated in this state, the front wheels FL and FR can be steered left and right. For example, when the in-wheel motor M provided on the rear wheels RL and RR is driven in a state where the front wheels FL and FR are steered to the right as shown in FIG. 13, as shown by white arrows in the figure, The vehicle C can turn right.

(B) In-situ rotation mode (FIG. 14)
The spot rotation mode is a mode in which the direction of the vehicle C is changed at the same position. The in-situ rotation mode differs from the case of the lateral movement mode described in FIG. 6 in that the steering angle of each wheel w (FL, FR, RL, RR) is different, but from the normal traveling mode to the in-situ rotation mode. Switching can be performed in the same procedure. In the spot rotation mode, the lock mechanism 16 of the driving wheel steering device 10 and the driven wheel steering device 30 is locked at a position corresponding to the spot rotation mode. When at least one of the in-wheel motors M provided on the rear wheels RL and RR is driven in this state, the vehicle C rotates about the rotation center P1 and the direction of the vehicle C can be changed. The steering 1 can be operated even in the in-situ rotation mode, and the position of the rotation center P1 of the vehicle C can be shifted by this steering operation.

(C) Lateral movement mode (FIG. 15)
The lateral movement mode is a mode in which the vehicle C is moved in a direction orthogonal to the straight traveling direction of the vehicle 1 by 90 degrees with the vehicle C facing forward. As described with reference to FIG. 6, in the lateral movement mode, the lock mechanism 16 of the driving wheel steering device 10 and the driven wheel steering device 30 is locked at a position corresponding to the lateral movement mode. When at least one of the in-wheel motors M provided on the rear wheels RL and RR is driven in this state, the vehicle C can be moved to the side in the normal traveling direction. Note that the steering 1 can also be operated in this lateral movement mode, and by this steering operation, the movement direction of the vehicle C can be adjusted to a direction slightly deviated from right to left.

(D) Small turning mode (FIG. 16)
The small turn mode is a mode in which the direction of the vehicle C is changed at substantially the same position. The small turning mode is different from the case of the lateral movement mode described in FIG. 6 in that the turning angle of the front wheels FL and FR and the rear wheels RL and RR are not steered. Can be performed in substantially the same procedure. In the small turning mode, the lock mechanism 16 of the driving wheel steering device 10 and the driven wheel steering device 30 is locked at a position corresponding to the small turning mode. In this state, when at least one of the in-wheel motors M provided on the front wheels FL and FR is driven, the vehicle C rotates about the rotation center P2 and the direction of the vehicle C can be changed. In this small turn mode, the steering 1 can be operated, and the position of the rotation center P2 of the vehicle C can be shifted by this steering operation.

  The steering device 10 and 30 and the driving mode switching method of the vehicle C according to the above embodiment is merely an example, and the present invention in which switching from the normal driving mode to the special driving mode is performed with a simple device configuration. As long as the problem can be solved, it is also allowed to change a part of the configuration of each of the steering devices 10 and 30 and to add another step to the steps of the traveling mode switching method.

DESCRIPTION OF SYMBOLS 1 Steering 10 (For drive wheels) Steering device 11 Suspension device 11a Upper arm 11b Lower arm 12 Knuckle 12a Main body part 12b Shaft part 12c Extension part 12d Through-hole 12e Locking groove 13 First king pin axis 14 Second king pin axis 15 Roll Steering device 16 Locking mechanism 17 Tie rod 18 Locking portion main body 19a, 19b, 19c Engaging recess 20 Lock bar 21 Solenoid operating portion 30 (for driven wheel) Steering device 31 Shaft support member 31a Body portion 31b Shaft portion 31c Fitting protrusion 32 Lock Devices 33a, 33b, 33c Lock groove 34 Housing 35 Solenoid coil 36 Lock plunger 36a Lock pin r1 Scrub radius r2 (of the first kingpin shaft) Scrub radius C Vehicle M Drive source (in-wheel motor) )
w Wheel FR Right front wheel FL Left front wheel RR Right rear wheel RL Left rear wheel

Claims (7)

A knuckle (12) provided on the chassis via a suspension (11);
A first kingpin shaft (13) for rotating the knuckle (12) in a steering direction with respect to the suspension device (11);
A second kingpin shaft (14) for rotating the wheel (w) to an angle corresponding to each travel mode of the vehicle (C) with respect to the knuckle (12);
A turning device (15) capable of turning the wheel (w) in the same direction left and right around the first kingpin shaft (13);
A lock mechanism (16) capable of locking the rotation of the wheel (w) around the second kingpin shaft (14) at a position corresponding to each of the travel modes;
Steering device with   The steering apparatus according to claim 1, further comprising a drive source (M) for turning the wheel (w) around the second kingpin shaft (14) on at least one of the front and rear wheels (w).   The first kingpin shaft (13) and the second kingpin shaft (14) and the first kingpin shaft (13) and the scrub radius (r1) of the first kingpin shaft (13) are larger than the scrub radius (r1). The steering apparatus according to claim 1 or 2, wherein a second kingpin shaft (14) is arranged.   The drive source (M) is any one of an in-wheel motor, a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, or a combination of a motor and a speed reducer provided on the wheel (w). The steering device according to any one of claims. A first kingpin shaft (13) for rotating the knuckle (12) in a turning direction relative to the suspension device (11) on a knuckle (12) provided on the chassis via the suspension device (11); A second kingpin shaft (14) is provided for rotating the wheel (w) in a direction corresponding to the travel mode of the vehicle (C) with respect to the knuckle (12), and the second kingpin shaft (14). A lock mechanism (16) capable of locking the rotation of the surrounding wheel (w) at a position corresponding to each travel mode that the vehicle (C) can take;
Driving the steering device (15) capable of steering the left and right wheels (w) connected to the knuckle (12) in the same direction in the left and right direction, with the locking mechanism (16) in a locked state, A wheel turning step of turning the knuckle (12) around the first kingpin axis (13) to steer the wheel (w);
After the lock mechanism (16) is unlocked, the steering device (15) connected to the knuckle (12) is driven, and this wheel is caused by friction between the wheel (w) and the road surface. The first knuckle (12) is rotated around the first kingpin shaft (13) and the second kingpin shaft (14) while switching the running mode while preventing the steering of (w). A driving mode switching step;
A method for switching the travel mode of the vehicle that switches the travel mode of the vehicle (C) by alternately or any of the above.   The lock mechanism (16) is set in the unlocked state, the steered device (15) is set in a fixed state, and the wheel (w) is driven by a drive source (M), thereby the knuckle (12) is The vehicle travel mode switching method according to claim 5, further comprising a second travel mode switching step of rotating around the second kingpin axis (14) to switch the travel mode.   The vehicle travel according to claim 6, wherein the drive source (M) is any one of an in-wheel motor, a hydraulic cylinder, a pneumatic cylinder, an electric cylinder, or a combination of a motor and a speed reducer provided on the wheel. How to switch modes.

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