JP5226999B2 - Vehicle steering device - Google Patents

Description

  The present invention relates to a vehicle steering apparatus that appropriately controls left and right steering wheels.

  In recent years, various steering device technologies have been proposed and put into practical use in vehicles in order to realize efficient steering.

For example, in Japanese Patent Application Laid-Open No. 2005-306246, in a rack and pinion type steering apparatus that converts a rotational movement of a pinion into a linear movement in the vehicle width direction of the rack so as to give a steering angle to a wheel, the rack is A shaft rod holding member that holds the other end of the left and right shaft rods, one end of which is connected to the left and right wheels via tie rods, and the shaft rod holding member is rotatably held inside the pinion A rack length variable mechanism that is formed with a housing formed with a rack gear that meshes with the pinion gear of the rack, moves the left and right shaft rods in the vehicle width direction with respect to the housing, and changes the distance between the other ends of the left and right shaft rods. A steering apparatus is disclosed.
JP-A-2005-306246

  By the way, in the technique of the steering device disclosed in Patent Document 1 described above, when a strong lateral force is applied to one of the wheels, the force holds the shaft rod holding member and the force that rotates the shaft rod holding member. It acts by dividing it into the force that moves the housing in the vehicle width direction. The force for rotating the shaft rod holding member is transmitted as the force for steering the other wheel by the rotation of the shaft rod holding member, and as a result of this steering, the lateral force acting on one wheel and the other wheel is equalized. Works. The force that moves the housing in the vehicle width direction acts as a steering reaction force through the pinion gear. Therefore, in the steering device disclosed in Patent Document 1 described above, the force applied to one of the wheels cannot be converted so that the lateral force applied to both wheels can be made equal efficiently. There is a problem of generating.

  The present invention has been made in view of the above circumstances, and with an easy control and structure, an optimum steering angle at which the lateral force acting on the steered wheels is equal can be efficiently generated without generating unnecessary steering reaction force, and An object of the present invention is to provide a vehicle steering apparatus that can be obtained with good responsiveness.

The present invention includes a first rod that is connected to a steering input shaft and is moved, a second rod that is connected to the left wheel side of the steered wheel and is moved in the vehicle width direction, and is connected to the right wheel side of the steered wheel. A third rod that is moved in the vehicle width direction, a rotation shaft that is rotatably supported perpendicular to the first rod, a rotation center that is the rotation shaft, and the second rod and the Intervened between the third rod and the second rod and the third rod to move relative to each other in the vehicle width direction, and the road surface reaction according to the difference in the road surface reaction force acting on the left and right wheels. a rotary member to configure the lateral force of the left and right wheels are balanced equally Rukoto made me rotated by the difference of the force,
It is characterized by having.

  According to the vehicle steering apparatus of the present invention, the optimum steering angle at which the lateral force acting on the steered wheels is equal can be achieved with simple control and structure, efficiently without causing unnecessary steering reaction force, and responsiveness. It can be obtained well.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 6 show a first embodiment of the present invention, FIG. 1 is an overall configuration diagram of a front wheel steering system, FIG. 2 is a schematic configuration diagram inside a steering gear box, FIG. 3 is a flowchart of a front wheel steering control program, 4 is a characteristic diagram of the motor rotation angle set according to the steering wheel angle and the vehicle speed, FIG. 5 is an explanatory view showing the state of the steered wheels during steering, and FIG. 6 is an explanation of the force acting on each steered wheel in FIG. FIG.

  In FIG. 1, reference numeral 1 denotes a vehicle steering device. Steering force input from a steering wheel 2 is transmitted to a steering mechanism in a steering gear box 5 via a steering shaft 3 and a pinion shaft 4, and left and right steerings are performed. A steering force for turning the wheels 6L and 6R is transmitted from the left and right tie rods 7L and 7R to the left and right knuckle arms 8L and 8R.

  Reference numeral 10 denotes an electric power steering motor that realizes column assist type electric power steering. A drive gear 11 provided on the output shaft 10 a of the electric power steering motor 10 is connected to a driven gear 12 provided on the steering shaft 3. The steering assist force by the electric power steering motor 10 is transmitted. This steering assist force is set, for example, by a characteristic map that is set in advance according to the steering torque by the driver and the vehicle speed. Needless to say, other well-known types, that is, a rack assist type and a pinion assist type can be adopted as the type of the electric power steering.

  As shown in the top view of FIG. 2A and the front view of FIG. 2B, the steering gear box 5 is connected via a pinion shaft 4 connected to the steering shaft 3 and a rack and pinion mechanism 13. The first rod 14 is moved in the vehicle width direction, the one end is connected to the left tie rod 7L, the second rod 15 is moved in the vehicle width direction, and the one end is connected to the right tie rod 7R. A third rod 16 that is moved in the vehicle width direction, and a rotary shaft 17 provided perpendicular to the second rod 15 and the third rod 16 are rotatably supported by the first rod 14, The second rod 15 and the third rod 16 are interposed between the opposite portions of the opposite side of the wheel side between the second rod 15 and the third rod 16 so that the second rod 15 and the third rod 16 can be relatively moved in the vehicle width direction. Toe control gear 18 as a rotating member and Toko A toe control motor 19 fixed to the first rod 14 with the rotating shaft 17 of the trawl gear 18 as a motor shaft, and a clutch 20 as a prohibiting means for prohibiting rotation of the toe control gear 18 are mainly provided. .

  The rack and pinion mechanism 13 of the first rod 14 is configured such that a pinion gear 4 a at the end of the pinion shaft 4 is meshed with a rack gear 14 a formed on the left side portion of the first rod 14.

  Further, a second rack gear 15a and a third rack gear 16a are formed to face each other rod at the other end of the second rod 15 and the third rod 16, and the pinion gear A toe control gear 18 is engaged with the second rack gear 15a and the third rack gear 16a to constitute a rack and pinion mechanism.

  The toe control motor 19 is driven by a signal from a toe control motor drive unit 26 to which a control signal is input by a steering control unit 25 described later, and the clutch 20 is also input by a control signal from the steering control unit 25. It is driven by the clutch drive unit 27.

  Steering control executed by the steering control unit 25 of the vehicle steering device 1 is performed by executing a front wheel steering control program, which will be described later. In normal times, the vehicle speed V from the vehicle speed sensor 31 and the steering wheel angle sensor 32 are used. The toe control motor 19 is controlled by outputting the motor rotation angle θM of the toe control motor 19 to the toe control motor drive unit 26 with reference to the signal from the motor angle sensor 33 in accordance with the steering wheel angle θH. Further, in the case of any abnormality (failure), a signal is output to the clutch drive unit 27 to operate the clutch 20 and prohibit the rotation of the rotary shaft 17 of the toe control gear 18. Thereby, since rotation of the toe control gear 18 is prohibited at the time of a failure, when the steering wheel 2 is rotated by the driver and the first rod 14 is moved in the vehicle width direction, the second is accompanied by this movement. The rod 15 and the third rod 16 are integrally moved in the vehicle width direction. That is, the steering control unit 25 is configured to have a function as control means.

  In the steering device 1 configured as described above, when steering is performed by the steering wheel 2, the first rod 14 in the steering gear box 5 is connected to the rack and pinion mechanism via the steering shaft 3 and the pinion shaft 4. 13 is translated in the vehicle width direction, and the toe control gear 18 is also moved. At this time, if the road surface reaction forces on the left and right wheels 6L and 6R are equal, no moment is applied to the toe control gear 18, and the left and right wheels 6L and 6R are steered equally.

  Conversely, when the road surface reaction forces on the left and right wheels 6L and 6R are different, a moment proportional to the difference in road surface reaction force acts on the toe control gear 18, the toe control gear 18 rotates, and the left and right wheels 6L and 6R rotate. The rudder amount changes. Since the road surface reaction force increases as the turning amount increases, the lateral forces of the left and right wheels 6L and 6R are equally balanced.

Next, the above-described front wheel steering control program will be described with reference to the flowchart of FIG.
First, in step (hereinafter abbreviated as “S”) 101, necessary parameters, that is, vehicle speed V, steering wheel angle θH, and motor rotation angle θM are read.

  Next, the process proceeds to S102, where it is determined whether or not the control state is normal (for example, when the motor rotation angle θM does not indicate an abnormal value). If the control state is normal, the process proceeds to S103 and the toe control motor 19 is reached. The motor rotation angle θM is set and a signal is output to the toe control motor drive unit 26 to exit the program. The setting of the motor rotation angle θM of the toe control motor 19 in S103 is executed, for example, by referring to a preset characteristic map of the vehicle speed V and the steering wheel angle θH as shown in FIG. This characteristic map of the vehicle speed V and the steering wheel angle θH is obtained by previously determining the characteristics of the steering angle of the left and right wheels so that the lateral forces of the left and right wheels are equal to each other by experiments and calculations.

The final steering angles θfl and θfr of the left and right steered wheels 5L and 5R are expressed by the following equations (1) and (2), respectively.
θfl = (θH / n) + (θM / m) (1)
θfr = (θH / n) − (θM / m) (2)
Here, n is a reduction ratio from the steering wheel 2 to the first rod 14, and m is a reduction ratio from the first rod 14 to the second and third rods 15 and 16.

  On the other hand, if it is determined in S102 that the operation is not normal, the process proceeds to S104, where a signal is output to the clutch drive unit 27 to operate the clutch 20 and the rotation of the toe control gear 18 is prohibited to exit the program.

  Thus, according to the first embodiment, the steering force input from the steering wheel 2 is transmitted to the first rod 14 via the rack and pinion mechanism 13, and the second and third rods 15 are transmitted. The second and third rods 15 and 16 are moved from the toe control gear 18 rotatably supported by the first rod 14 via the rack and pinion mechanism. The left and right wheels 6L and 6R are steered by being transmitted as a force moving in the width direction. For this reason, even when the road surface reaction forces acting on the left and right wheels 6L, 6R are different, the moment generated thereby is obtained by simply rotating the toe control gear 18 and the relative position between the second rod 15 and the third rod 16. Since the steering angle of the left wheel 6L and the right wheel 6R is appropriately adjusted and the lateral forces of the left and right wheels 6L, 6R are set to be equally balanced, an unnecessary steering reaction force is generated at the optimum steering angle. It can be obtained efficiently and responsively.

  Here, as shown in FIG. 5 (a), as an example of the case where the left and right lateral forces of the steered wheels are different, a case where the vehicle is turned by generating a lateral force only on the left wheel side, and FIG. As shown, the case where the lateral forces on the left and right of the steered wheels are equal is considered.

  For the lateral force Ffl1 of the left wheel in FIG. 5A, the cornering force is Yfl1 and the cornering drag is Dfl1. On the right wheel, the lateral force, cornering force, and cornering drag are zero.

  In FIG. 5B, the cornering force is Yfl2 for the left wheel lateral force Ffl2, the cornering drag is Dfl2, and the cornering force is Yfr2 for the right wheel lateral force Ffr2, and the cornering drag is Dfr2.

  5A and 5B, when the lateral force is equal (Ffl1 = Ffl2 + Ffr2) and compared, the cornering force is as shown in FIG. ) Is larger by ΔY (= Yfl2 + Yfr2-Yfl1), but the cornering drag in FIG. 5A is larger by ΔD (= Dfl1-Dfl2-Dfr2).

  In other words, cornering drag can be reduced by turning with the lateral force of the left and right wheels being equal, an efficient turning characteristic can be obtained, and the steering gain can be improved. By reducing the cornering drag, the running resistance can be reduced, and the traction performance and the fuel consumption can be improved. In addition, since the load on the tire is reduced, uneven wear can be effectively prevented.

  Further, according to the first embodiment, the relative position between the second rod 15 and the third rod 16 can be variably controlled by controlling the rotation of the toe control gear 18 with the toe control motor 19. Therefore, even when it is difficult to properly maintain the rotation angle of the toe control gear 18 due to braking or road surface conditions, the steering angle can be controlled to an appropriate steering angle, and a stable steering mechanism can be realized. Is possible.

  Furthermore, according to the first embodiment, only the toe control motor 19 is employed, and the rack and pinion mechanism is interposed between the second rod 15 and the third rod 16. Since the steering angle between the left and right wheels can be optimally controlled only by the toe control gear 18, the structure is simple, the number of parts is small, and a small and light weight can be realized. Since the control is only for the toe control motor 19, it can be realized with simple control and has good responsiveness.

  Further, at the time of failure, the clutch 20 prohibits the toe control gear 18 from rotating, and the first, second, and third rods 14, 15, and 16 are moved integrally with the rotation of the steering wheel 2. Steering is surely performed.

  Next, FIG. 7 is a schematic configuration diagram in the steering gear box according to the second embodiment of the present invention. The second embodiment is different from the first embodiment in that the toe control motor and the clutch are omitted, and the steering angle is appropriately maintained by the minimum configuration. Since it is the same as that of the 1st form, the same code | symbol is described with respect to the same structure, and description is abbreviate | omitted.

  That is, as shown in FIG. 7, reference numeral 40 denotes a steering gear box according to the second embodiment. Inside the steering gear box 40, a top view of FIG. 7 (a) and a front view of FIG. 7 (b) are shown. As shown, a pinion shaft 4 connected to the steering shaft 3 is connected to a first rod 14 connected via a rack and pinion mechanism 13 and moved in the vehicle width direction, and one end is connected to the left tie rod 7L. The second rod 15 moved in the vehicle width direction, the third rod 16 connected at one end to the right tie rod 7R and moved in the vehicle width direction, the second rod 15 and the third rod 16 A rotating shaft 17 provided perpendicularly to the first rod 14 is rotatably supported by the first rod 14, and is interposed between the second rod 15 and the third rod 16 on the opposite side of the wheel side. The second rod 15 and the third A toe control gear 18 to freely relative movement in the vehicle width direction of the head 16 are provided main.

  Thus, depending on vehicle specifications, a simpler configuration within the steering gear box 40 ensures an optimum steering angle at which the lateral forces of the left and right steering wheels are substantially the same while ensuring excellent responsiveness. The present invention provides a steering device that is simpler, smaller, lighter and less expensive. In consideration of failure, a clutch that prohibits rotation of the toe control gear 18 may be provided on the first rod 14.

  Next, FIGS. 8 and 9 show a third embodiment of the present invention, FIG. 8 is a schematic configuration diagram inside the steering gear box, and FIG. 9 is an enlarged view of a portion IX in FIG. The third embodiment is different from the first embodiment in that the rotation control of the toe control gear is performed not by the electric motor but by the elastic body, and other configurations and operations are the same as those of the first embodiment. Therefore, the same components are denoted by the same reference numerals, and description thereof is omitted.

  That is, as shown in FIG. 8, reference numeral 50 denotes a steering gear box according to the third embodiment, and in the steering gear box 50, a top view of FIG. 8 (a) and a front view of FIG. 8 (b) are shown. As shown, a pinion shaft 4 connected to the steering shaft 3 is connected to a first rod 14 connected via a rack and pinion mechanism 13 and moved in the vehicle width direction, and one end is connected to the left tie rod 7L. The second rod 15 moved in the vehicle width direction, the third rod 16 connected at one end to the right tie rod 7R and moved in the vehicle width direction, the second rod 15 and the third rod 16 A rotating shaft 17 provided perpendicularly to the first rod 14 is rotatably supported by the first rod 14, and is interposed between the second rod 15 and the third rod 16 on the opposite side of the wheel side. The second rod 15 and the third A toe control gear 18 to freely relative movement in the vehicle width direction of the head 16 are provided main.

  Then, as shown in FIG. 9A, a hook-shaped hook member 51 extends from the front surface of the toe control gear 18 toward the side surface of the first rod 14, and the tip of the hook member 51 is The elastic members 53 and 53 such as hard rubber materials provided on the stoppers 52 and 52 provided on the side surfaces of the first rod 14 are sandwiched.

  FIG. 9B schematically shows the functions of the stoppers 52 and 52 and the elastic bodies 53 and 53 with respect to the flange member 51. The spring-damper function of the elastic bodies 53 and 53 has a hook member function. The rotation control of 51 (toe control gear 18) is performed. Furthermore, since the movement of the eaves member 51 is possible only between the stoppers 52, 52, the stoppers 52, 52 are provided as regulating means for regulating the rotation angle of the toe control gear 18 within a preset range. Is. Such stoppers 52 and 52 for restricting the rotation angle of the toe control gear 18 within a preset range can of course be employed in the first and second embodiments described above and the fourth embodiment described later. is there.

  In this way, by configuring the rotation control unit using the elastic body, the rotation control of the toe control gear 18 is realized at a lower cost, in a smaller size and lighter.

  Next, FIG. 10 is a schematic configuration diagram in the steering gear box according to the fourth embodiment of the present invention. In the fourth embodiment, the rotation force of the toe control gear is controlled by transmitting the driving force of the toe control motor to one of the second and third rods. Unlike the first embodiment, the other configurations and operations are the same as those in the first embodiment, so the same reference numerals are given to the same configurations and the description thereof is omitted.

  That is, as shown in FIG. 10, reference numeral 60 denotes a steering gear box according to the fourth embodiment. Inside the steering gear box 60, a top view of FIG. 10 (a) and a front view of FIG. 10 (b) are shown. As shown, a pinion shaft 4 connected to the steering shaft 3 is connected to a first rod 14 connected via a rack and pinion mechanism 13 and moved in the vehicle width direction, and one end is connected to the left tie rod 7L. The second rod 15 moved in the vehicle width direction, the third rod 16 connected at one end to the right tie rod 7R and moved in the vehicle width direction, the second rod 15 and the third rod 16 A rotating shaft 17 provided perpendicularly to the first rod 14 is rotatably supported by the first rod 14, and is interposed between the second rod 15 and the third rod 16 on the opposite side of the wheel side. And the second rod 15 A toe control motor 19 having a motor shaft as a toe control gear 18 that allows relative movement of the third rod 16 in the vehicle width direction and a pinion shaft 62 of a pinion gear 62 that meshes with a rack gear 61 formed on the third rod 16. And a clutch 20 which can prohibit the rotation of the toe control gear 18 is mainly provided.

  The driving force of the toe control motor 19 is transmitted via the third rod 16 so that the rotation control of the toe control gear 18 is performed. According to the fourth embodiment, it is possible to obtain the same effect as that described in the first embodiment. The rack gear 61 may be formed not on the third rod 16 but on the second rod 15, and the toe control motor 19 may be provided on the second rod 15 side to engage the pinion gear 62.

  Next, FIG. 11 is a schematic configuration diagram in the steering gear box according to the fifth embodiment of the present invention. The fifth embodiment is different from the first embodiment in that the toe control gear is changed to a link (toe control link), and other configurations and operations are the same as the first embodiment. Are denoted by the same reference numerals, and description thereof is omitted.

  That is, as shown in FIG. 11, reference numeral 70 denotes a steering gear box according to the fifth embodiment. Inside the steering gear box 70 is a top view of FIG. 11 (a) and a front view of FIG. 11 (b). As shown, a pinion shaft 4 connected to the steering shaft 3 is connected to a first rod 14 connected via a rack and pinion mechanism 13 and moved in the vehicle width direction, and one end is connected to the left tie rod 7L. The second rod 15 moved in the vehicle width direction, the third rod 16 connected at one end to the right tie rod 7R and moved in the vehicle width direction, the second rod 15 and the third rod 16 A substantially central rotating shaft 71 provided perpendicularly to the first rod 14 is rotatably supported by the first rod 14, and the opposite portion on the opposite side of the wheel side between the second rod 15 and the third rod 16. Provided in the second lock The toe control link 72 as a rotating member that allows relative movement of the 15 and the third rod 16 in the vehicle width direction, and the rotating shaft 71 of the toe control link 72 is fixed to the first rod 14 as a motor shaft. A toe control motor 19 and a clutch 20 that can prohibit the rotation of the toe control link 72 are mainly provided.

  The toe control link 72 has one end rotatably connected to the second rod 15, the other end rotatably connected to the third rod 16, and a substantially central portion connected to the first rod 14. The link is pivotally supported.

  As shown in the fifth embodiment, it is possible to obtain the same effect as that described in the first embodiment by using the toe control link 72 instead of the toe control gear.

  Next, FIG. 12 is a schematic configuration diagram in the steering gear box according to the sixth embodiment of the present invention. The sixth embodiment is different from the fifth embodiment in that the toe control motor and the clutch are omitted and the steering angle is appropriately maintained by the minimum configuration. Since it is the same as that of the fifth embodiment, the same components are denoted by the same reference numerals and description thereof is omitted.

  That is, as shown in FIG. 12, reference numeral 80 denotes a steering gear box according to the sixth embodiment. In this steering gear box 80, a top view of FIG. 12 (a) and a front view of FIG. 12 (b) are shown. As shown, a pinion shaft 4 connected to the steering shaft 3 is connected to a first rod 14 connected via a rack and pinion mechanism 13 and moved in the vehicle width direction, and one end is connected to the left tie rod 7L. The second rod 15 moved in the vehicle width direction, the third rod 16 connected at one end to the right tie rod 7R and moved in the vehicle width direction, the second rod 15 and the third rod 16 A substantially central rotating shaft 71 provided perpendicularly to the first rod 14 is rotatably supported by the first rod 14, and the opposite portion on the opposite side of the wheel side between the second rod 15 and the third rod 16. Provided in the second lock 15 and the toe control link 72 to freely relative movement of the car width direction of the third rod 16 are provided main.

  Thus, depending on vehicle specifications, a simpler configuration within the steering gear box 80 ensures an optimum steering angle at which the lateral forces of the left and right steering wheels are substantially the same while ensuring excellent responsiveness. The present invention provides a steering device that is simpler, smaller, lighter and less expensive. In consideration of a failure, a clutch that prohibits the rotation of the toe control link 72 may be provided on the first rod 14.

  Next, FIGS. 13 and 14 show a seventh embodiment of the present invention, FIG. 13 is a schematic configuration diagram inside the steering gear box, and FIG. 14 is an enlarged view of the XIV portion of FIG. The seventh embodiment is different from the fifth embodiment in that the rotation control of the toe control link is performed not by an electric motor but by an elastic body, and other configurations and operations are the same as those of the fifth embodiment. Therefore, the same components are denoted by the same reference numerals, and description thereof is omitted.

  That is, as shown in FIG. 13, reference numeral 90 denotes a steering gear box according to the seventh embodiment. Inside the steering gear box 90, a top view of FIG. 13 (a) and a front view of FIG. 13 (b) are shown. As shown, a pinion shaft 4 connected to the steering shaft 3 is connected to a first rod 14 connected via a rack and pinion mechanism 13 and moved in the vehicle width direction, and one end is connected to the left tie rod 7L. The second rod 15 moved in the vehicle width direction, the third rod 16 connected at one end to the right tie rod 7R and moved in the vehicle width direction, the second rod 15 and the third rod 16 A substantially central rotating shaft 71 provided perpendicularly to the first rod 14 is rotatably supported by the first rod 14, and the opposite portion on the opposite side of the wheel side between the second rod 15 and the third rod 16. Provided in the second lock 15 and the toe control link 72 to freely relative movement in the vehicle width direction of the third rod 16 are provided main.

  And as shown to Fig.14 (a), it is hard rubber | gum with respect to the 3rd rod 16 from the front-end | tip part of the 2nd rod 15 in the site | part which the 2nd rod 15 and the 3rd rod 16 oppose. A first elastic body 91 such as a material is interposed, and a second elastic body 92 such as a hard rubber material is interposed from the tip of the third rod 16 to the second rod 15.

  Further, a stopper 93 as a restricting means protrudes from the side surface of the first rod 14 in parallel with the rotation shaft 71 of the toe control link 72, and the stopper 93 abuts on the side surface of the toe control link 72. The rotation angle of the toe control link 72 is regulated within a preset range.

  FIG. 14B schematically shows the functions of the first and second elastic bodies 91 and 92 described above with respect to the toe control link 72, and the first and second elastic bodies 91 and 92 have them. The spring-damper function appropriately controls the rotation of the toe control link 72 to change the relative position between the second rod 15 and the third rod 16 so that the rotation of the toe control link 72 is controlled. It has become.

  In this way, by configuring the rotation control unit using the elastic body, the rotation control of the toe control link 72 is realized at a lower cost, in a smaller size and lighter.

  Of course, the stopper 93 as shown in the seventh embodiment can also be adopted in the fifth and sixth embodiments.

1 is an overall configuration diagram of a front wheel steering system according to a first embodiment of the present invention. Same as above, schematic configuration diagram inside the steering gear box Same as above, front wheel steering control program flowchart Same as above, characteristic diagram of motor rotation angle set according to steering wheel angle and vehicle speed Same as above, explanatory diagram showing the state of the steered wheels during steering Same as above, explanatory diagram of force acting on each steered wheel in FIG. The schematic block diagram in a steering gear box by the 2nd Embodiment of this invention The schematic block diagram in a steering gear box by the 3rd Embodiment of this invention Same as above, enlarged view of section IX in FIG. The schematic block diagram in a steering gear box by the 4th Embodiment of this invention The schematic block diagram in a steering gear box by the 5th Embodiment of this invention The schematic block diagram in a steering gear box by the 6th Embodiment of this invention The schematic block diagram in a steering gear box by the 7th Embodiment of this invention Same as above, enlarged view of section XIV in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Steering device 2 Steering wheel 3 Steering shaft 4 Pinion shaft 5 Steering gear box 6L, 6R Steering wheel 7L, 7R Tie rod 8L, 8R Knuckle arm 13 Rack and pinion mechanism 14 First rod 15 Second rod 16 Third rod 17 Rotating shaft 18 Toe control gear (Rotating member)
19 Toe control motor 20 Clutch (prohibited means)
25 Steering control unit (control means)
26 Toe control motor drive unit 27 Clutch drive unit

Claims (5)

A first rod that is connected to the steering input shaft and moved;
A second rod connected to the left wheel side of the steered wheel and moved in the vehicle width direction;
A third rod connected to the right wheel side of the steered wheel and moved in the vehicle width direction;
A rotating shaft that is rotatably supported perpendicular to the first rod;
With the rotation axis as the rotation center, the second rod and the third rod are interposed between the second rod and the third rod so that the relative movement in the vehicle width direction can be freely performed. a rotary member to configure the lateral force of the left and right wheels in Rukoto made me rotated by the difference of road surface reaction force in response to the road surface reaction force difference acting on the wheel are balanced equally,
A vehicle steering apparatus comprising:   2. The vehicle according to claim 1, wherein the rotating member is a pinion gear meshing with a second rack gear formed on the second rod and a third rack gear formed on the third rod. Steering device.   The rotating member has one end rotatably connected to the second rod, the other end rotatably connected to the third rod, and a substantially central portion rotating to the first rod. The vehicle steering apparatus according to claim 1, wherein the link is a pivotally supported link. The vehicle steering apparatus according to any one of claims 1 to 3 , wherein the rotating member includes a prohibiting unit that prohibits rotation of the rotating member . Above rotating member, a steering apparatus for a vehicle according to any one of claims 1 to 4, characterized in that it comprises a regulating means for regulating the range set in advance the rotation angle of the rotary member .

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