JP5332446B2 - Suspension with steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a suspension with a steering device enlarging a steered angle of a wheel. <P>SOLUTION: The steering device is provided with steering shafts 6fL-6rR extended in the vehicle width direction and connected to a steering means by first joints 16fL-16rR, first axle housings 7fL-7rR supporting a deflection gear set connected thereto by second joints 17fL-17rR and a steering gear set engaged therewith, and second axle housings 8fL-8rR rockably attached thereto, and rotated by the steering gear set to steer the wheels 10f-10rR. The suspension is provided with lower side link members 13fL-13rR rockably supporting the interval between the first axle housings and a vehicle body 30, and upper side suspension members 11fL-11rR. The link function of the suspension rockably connecting the vehicle body to the first axle housings is given to the steering shafts. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a suspension with a steering device that is used in a vehicle such as an automobile and supports left and right wheels in a steerable manner according to a steering operation of a driver.

As a conventional steering device that can steer the front and rear left and right wheels according to the driver's steering operation, either the length of the tie rods, the distance between the left and right tie rods, or the angle between each wheel and the knuckle arm It is known that the driver can select and set the normal running, the oblique parallel movement, and the small turning mode by changing the value with an actuator (see, for example, Patent Document 1).
JP-A-4-262971

  However, in the above-described conventional steering device, since a link mechanism such as a tie rod is used, the turning angle of the wheel is limited, and it is impossible to make a large turning of the wheel.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a suspension with a steering device that can increase the turning angle of a wheel with a simple configuration.

  For this purpose, the suspension with a steering device according to the present invention comprises a turning gear set for changing the direction of the axis of rotation of the steering shaft provided in the first axle housing, and a rotation with respect to the first axle housing. A steering gear set that turns the wheel by rotating the second axle housing that is provided and supports the wheel by the output rotation of the turning gear set, and the steering shaft, The first axle and the housing are connected in a swingable state so as to function as a suspension link.

In the present invention, a turning gear set for changing the direction of the rotational axis of the steering shaft provided in the first axle housing and connected to the steering means, and provided so as to be rotatable with respect to the first axle housing. The second axle housing that supports the wheels is turned in the steering device by turning the wheel by turning the output gear of the turning gear set to turn the wheels. Can be increased. Further, in the steering shaft, since the inter-vehicle body and the first axle housing these were serves as a link connecting a relative swingable state suspension, it is possible to reduce the number of link suspension, cost reduction And weight reduction.

  Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.

  In the following description, the reference numerals of the parts are “f” for the front wheel side, “r” for the rear wheel side, “L” for the left side of the vehicle, and right side of the vehicle. In the description, "R" is attached as a subscript to each item (the same applies to the drawings).

  FIG. 1 shows an overall outline of a vehicle provided with a suspension with a steering device as a first embodiment of the present invention. In this embodiment, the vehicle is an electric vehicle.

  The vehicle has four front and rear wheels 10fL, 10fR, 10rL, and 10rR. These wheels 10fL, 10fR, 10rL, 10rR are rotatably supported by suspensions schematically shown in FIGS. In addition, these wheels are configured such that the left and right front wheels 10fL and 10fR can be steered by the front wheel steering device SF, and the left and right rear wheels 10rL and 10rR can be steered by the rear wheel steering device SR. The vehicle includes an electronic control system, which will be described later, for controlling the front wheel steering device SF and the rear wheel steering device SR.

  In this embodiment, a part of the front wheel steering device SF is assembled to the front wheel side suspension, and this is provided with a link function of the front wheel side suspension. Similarly, a part of the rear wheel steering device SR is assembled to the rear wheel side suspension, and this is provided with a link function of the rear wheel side suspension.

  First, the front wheel side steering device SF will be described with reference to FIGS. 1, 2, 4, 5, and 6. FIG.

  As shown in FIGS. 1 and 2, a steering wheel (steering wheel) 1 provided in a passenger compartment and operated by a driver has an upper steering shaft, a column tube, and the like that rotate in response to the steering operation. A steering wheel side steering shaft 24 including a lower steering shaft is connected. A steering force assist motor 15f is provided in the middle of the steering wheel side steering shaft 24, and the assist force generated here can be applied to the steering wheel side steering shaft 24. The steering wheel side steering shaft 24 is provided with a steering angle sensor 2f for detecting the steering angle and steering speed of the steering wheel 1.

  A steering wheel side gear 3a is provided at the lower end portion of the lower steering shaft protruding out of the passenger compartment, and this steering wheel side gear 3a is provided in the middle of the right intermediate rotation shaft 4fR having a rotation axis extending in the vehicle width direction. Mesh with the wheel side gear 3b provided on the wheel. By the steering gear set 3 including the steering wheel side gear 3a and the wheel side gear 3b, the rotation of the steering wheel 1 can be changed to the rotation of the right intermediate rotation shaft 4fR, and the rotation direction can be reduced. It becomes possible. The left intermediate rotation shaft 4fL is disposed concentrically with the right intermediate rotation shaft 4fR and on the left side of the right intermediate rotation shaft 4fR.

  The steering wheel 1, the steering wheel side steering shaft 24, the steering force assist motor 15f, the steering gear set 3, and the left and right intermediate rotation shafts 4fL and 4fR described above correspond to the steering means of the present invention.

  A forward / reverse switching mechanism 5f is provided between the left and right intermediate rotation shafts 4fL and 4fR to connect them. The forward / reverse switching mechanism 5f is a mechanism that can selectively switch the rotation around the axis of the right intermediate rotation shaft 4fR to either the rotation in the same direction or the rotation in the opposite direction. Details thereof will be described later. The forward / reverse switching mechanism 5f corresponds to forward / reverse switching means of the present invention.

  As shown in FIG. 2, the intermediate rotation shafts 4fL and 4fR on the left and right sides are supported by the housings 31 such that intermediate portions thereof are rotatable around the shaft centers by bearings BfL and BfR, respectively. The housing 31 is attached to the vehicle body 30 and holds the forward / reverse switching mechanism 5f and the steering gear set 3 in addition to the bearings BfL and BfR. In FIG. 2, the housing 31 is drawn as a cutaway section except for the forward / reverse switching mechanism 5 f, and the steering gear set 3, left and right intermediate rotation shafts 4 fL, 4 fR, and bearings BfL, BfR are included therein. I can see it.

  Further, the vehicle outer end portions of the left and right intermediate rotation shafts 4fL and 4fR are rotatably supported by a bracket 30a on the vehicle body 30 side having a built-in bearing, and the vehicle width direction outer sides via the first joints 16L and 16R, respectively. The left inner steering shaft 6fL and the right inner steering shaft 6fR are connected to the vehicle inner ends so as to be swingable in the vertical direction. As the first joints 17L and 17R, joints are used in which only the rotational displacement between the shafts to which they are connected is restricted so that these shafts have the same rotational direction and the same rotational displacement. The left steering shaft 6fL and the right steering shaft 6fR correspond to the steering shaft of the present invention.

  The vehicle outer ends of the left steering shaft 6fL and the right steering shaft 6fR are respectively provided with vehicle inner ends of first shafts 23fL and 23fR that extend outward in the vehicle width direction and are provided with first gears 71L and 71R on the outer ends. The second joints 17fL and 17fR are connected so as to be swingable in the vertical direction. For the second joints 17L and 17R, joints are used in which only the rotational displacement between the shafts to which they are connected is restricted so that these shafts have the same rotational direction and the same rotational displacement.

  The first gears 71L and 71R are always meshed with the second gears 72L and 72R to change the direction of the axis of rotation from the vehicle width direction to the vertical direction. In the present embodiment, the first gears 71L and 71R and the second gears 72L and 72R are cross-axis gears. As specific examples of the cross shaft gear, a bevel gear, a spiral bevel gear, a zero roll bevel gear or the like is used. Thereby, the direction of the rotation axis along the vehicle width direction of the left steering shaft 6fL and the right steering shaft 6fR can be changed to the rotation axis along the vertical direction.

  The second gears 72L and 72R are always meshed with the third gears 73L and 73R, respectively. Further, the third gears 73L and 73R are made to rotate reversely with respect to the rotation direction of the second gears 72L and 72R at the axial center position slightly forward of the vehicle and outside the vehicle with respect to the second gears 72L and 72R. It is. In this embodiment, these gears are bevel gear pairs.

  The first gears 71L, 71 and the second gears 72L, 72R correspond to the turning gear set of the present invention, and the second gears 72L, 72R and the third gears 73L, 73R are respectively the steered gears of the present invention. Corresponds to a pair.

  Here, the first gears 71L and 71R, the second gears 72L and 72R, and the third gears 73L and 73R are always supported by bearings on the first axle housings 7fL and 7fR, respectively, in order to always maintain good meshing. It is.

  That is, as shown in FIGS. 4 to 6, the first gears 71L and 71R are connected to the first shafts 23fL and 23fR extending in the vehicle width direction by the first bearing B1 and the first axle housings 7fL and 7fR. Furthermore, while restraining the displacement in the axial direction and the radial direction, they are respectively supported so as to be rotatable in the rotational direction. The second gears 72L and 72R are provided in the middle of the second shaft 19a extending in the vertical direction, and the upper and lower ends of the second shaft 19a are axially moved to the first axle housings 7fL and 7fR by the second bearing B2. And while restraining the displacement in the radial direction, each is supported so as to be rotatable in the rotation direction. The third gears 73L and 73R are provided in the middle part of the third shaft 19b that is also extended in the vertical direction, and the upper and lower ends of the third shaft 19b are connected to the first axle housings 7fL and 7fR by the third bearing B3. While restraining the displacement in the direction and the radial direction, each is supported so as to be rotatable in the rotation direction.

  The first axle housings 7fL and 7fR are respectively provided with casings 40 for fixing the first bearing B1 to the third bearing B3 therein, and the first gear to the third gears 71L, 72L and 73L are provided in the casing 40, respectively. And 71R, 72R, 73R are housed to protect them from problems caused by mud and water. Moreover, the casing 40 makes it possible to always keep the meshing of the first gear to the third gear 71L, 72L, 73L and 71R, 72R, 73R good by using the first bearing B1 to the third bearing B3. Has high rigidity.

  The first axle housings 7fL and 7fR have their upper ends fixed to the lower ends of the suspension supports 11fL and 11fR with bolts 113 and 114, respectively. Intermediate portions of the first axle housings 7fL and 7fR in the vertical direction cut out these vehicle outer portions, and the second axle housings 8fL and 8fR are inserted into the notches in the first axle housings 7fL and 7fR. Are attached so as to be swingable.

  That is, the second axle housings 8fL, 8fR have the upper ends of the third shaft 19b fixed to the lower ends thereof, and the third joints 25fL, 25fR are provided on the line passing through the axis of the third shaft 19b, The first axle housings 7fL and 7fR are connected to the upper ends of the second axle housings 8fL and 8fR. As a result, the second axle housings 8fL and 8fR can swing with respect to the first axle housings 7fL and 7fR around the axis connecting the third joints 25fL and 25fR and the third shaft 19b.

  As shown in FIG. 2, an opening is provided in the intermediate portion of the second axle housing 8fL, 8fR and a bearing is provided to rotatably support the drive shafts of the wheels 10fL, 10fR. Therefore, the wheels 10fL and 10fR are rotated in the turning direction as the second axle housings 8fL and 8fR swing. The drive shafts of the second axle housings 8fL and 8fR are connected to the drive motors 14fL and 14fR supported by the second axle housings 8fL and 8fR to constitute a so-called wheel-in motor.

  Here, the configuration of the forward / reverse switching mechanism 5f will be described with reference to FIG.

  As the forward / reverse switching mechanism 5f, a double pinion type planetary gear is used. That is, as shown in FIG. 7A, the forward / reverse switching mechanism 5f includes a sun gear 51, a ring gear 53, a first pinion that meshes with the sun gear 51, and a first pinion that meshes with the first pinion and the ring gear 53. Each of the two pinions has a carrier 52 that rotatably supports the pinion. The sun gear 51 is connected to the vehicle inner end of the right intermediate rotation shaft 4fR, and the carrier 52 is connected to the vehicle inner end of the left intermediate rotation shaft 4fL. Note that these connection relationships may be reversed. The gear ratio between the sun gear 51 and the ring gear 53 is set to 0.5. As a result, the right intermediate rotation shaft 4fL and the left intermediate rotation shaft 4fR can be rotated at the same rotation angle and the same rotation speed regardless of whether the rotation direction is the same or the reverse rotation direction. .

  A lock mechanism 54 composed of an electromagnetic two-way clutch is arranged on the outer periphery of the ring gear 53, and the ring gear 54 is fixed to the housing 57, or is rotatably separated between them. Switchable. Similarly, the sun gear 51 and the carrier 52 can be integrally coupled or disconnected by an integral rotary clutch 55 formed of an electromagnetic two-way clutch, and can be switched between them. As a result, the right intermediate rotation shaft 4fL and the left intermediate rotation shaft 4fR can be selected to rotate in the same direction or in the opposite direction.

  The lock mechanism 54 and the integral rotary clutch 55 are configured as described below, and are switched and controlled by energization / non-energization of the electromagnet 56.

  As shown in FIG. 7 (b), the lock mechanism 54 has a ring-shaped inner ring rolling surface 54 a of the lock mechanism 54 formed on the outer peripheral surface side of the ring gear 53, and the outer ring is fixed to the case 57. The moving surface 54b is formed into a regular polygon and functions as a cam surface. A plurality of rollers 54 are housed between the inner ring rolling surface 54a and the outer ring rolling surface 54b, and these rollers 54 are held at equal intervals in the circumferential direction by a spring 54g and a cage 54d.

  When the electromagnet 56 is not energized, the holder 54d of the lock mechanism 54 is rotatable. As a result, the cage 54d is rotated by the rotating ring gear 53, and the roller 54c cannot move in a narrow space between both rolling surfaces, and the lock mechanism 54 is locked. As a result, the ring gear 53 is locked. This locking occurs in any rotational direction.

  On the other hand, when the electromagnet 56 is energized, the armature 54e connected to the retainer 54d is attracted by the electromagnetic force to the outer ring plate 54f fixed to the housing 57. As a result, the retainer 54d is a portion that is movable in the circumferential direction. A wide gap is formed between both rolling surfaces by being held at the center position. In this state, since the roller 54c does not bite into the narrow space between the two rolling surfaces and is locked, the ring gear 53 can rotate in any direction.

  As shown in FIG. 7C, the integral rotation clutch 55 is connected to the outer ring 55b having a circumferential rolling surface connected to the carrier 52, and the right intermediate rotation shaft 4fR, and is connected to the regular rotation clutch as a cam surface. An inner ring 55a having a rectangular rolling surface, a plurality of rollers 55c provided between the rolling surfaces, a retainer 55d that holds the rollers 55c at equal intervals in the circumferential direction, and the roller 55c are attached to a neutral position. And a spring 55g.

  When the electromagnet 56 is not energized, the roller 55c is held at the neutral position by the spring 55g, that is, the position where the gap between the two rolling surfaces is large, so that the inner ring 55a rotates idle. Accordingly, the right intermediate rotation shaft 4fR and the left intermediate rotation shaft 4fL are separated from each other in rotation direction, and can be rotated in opposite directions.

  On the other hand, when the electromagnet 56 is energized, the armature 55e is attracted to the rotor 55f fixed to the carrier 52 by electromagnetic force. Therefore, when the inner ring 55a rotates, the roller 55c moves to a narrow position between both rolling surfaces. The bite locks. As a result, the right intermediate rotation shaft 4fR and the left intermediate rotation shaft 4fL are integrally rotated at the same rotation direction and the same rotation angle.

  On the other hand, the rear wheel steering device SR does not include the steering wheel 1 or the steering wheel side steering shaft 24 of the front wheel steering device SF, and includes a steering motor 15r instead of the steering force assist motor 15f. That is, in the rear wheel steering apparatus SR, the forward / reverse rotation mechanism 5r is interposed between the left and right intermediate rotation shafts 4rL and 4rR, and the intermediate rotation shafts 4rL and 4rR can be switched between the same direction rotation and the reverse direction rotation. It is said. The forward / reverse rotation mechanism 5r is configured in the same manner as the forward / reverse rotation mechanism 5f on the front wheel side shown in FIG.

  The steered motor 15r can drive the right intermediate rotation shaft 4rR. The steered motor 15r is provided with a motor angle sensor 2r that detects the rotation angle, and the rotation angle, rotation speed, and the like can be measured.

  The other configuration is the same as that of the front wheel steering apparatus SF, and thus the description thereof is omitted.

  The vehicle is equipped with an electronic control system for controlling the aforementioned front wheel steering device SF and rear wheel steering device SR. That is, the electronic control system of the steering apparatus includes a steering mode setting switch 20, a control unit 21, an actuator driver 22, a steering angle sensor 2f, a motor angle sensor 2r, a vehicle speed sensor 2s, and the like.

  The steering mode setting switch 20 is provided in the interior of the vehicle so that the driver can operate it, and is connected to a control unit 21 composed of a microcomputer or the like to input a steering mode setting signal. Accordingly, any one of the steering modes such as “normal traveling”, “small turn”, and “spot rotation” can be selected by pressing the selection switches 20a to 20c corresponding to these steering modes. Here, in “normal driving”, the steering is mainly the steering of only the front wheels or the steering of the front wheels, the “small turning” is the steering that cuts the front and rear wheels in opposite phases, and the “right turn” is the turning of the left and right wheels. This is a steering mode in which the steering is turned to the opposite phase.

  The control unit 21 includes a steering mode setting switch 20, a steering angle sensor 2f for detecting a steering angle and a steering speed, a motor angle sensor 2r for detecting the rotation angle of the steering motor 15r, and a vehicle traveling speed. A vehicle speed sensor 2s and the like are connected, and a steering mode setting signal, a steering angle signal, a motor angle signal, a vehicle speed signal, etc. are input, and the target turning direction and the target rear wheel turning amount of the left and right wheels are calculated according to these signals. The target assist signal for determining the amount of assist torque to be applied to the steering force assist motor 15f of the front wheel steering device SF and the steering motor 15r of the rear wheel steering device SR is determined. For example, in this calculation / determination, the assist torque amount is increased as the steering angle signal and the steering speed are increased, and the assist torque amount is decreased as the vehicle speed is increased. Signals calculated based on detection signals from these sensors are output to the actuator driver 22 to supply electric power to the steering force assist motor 15f and the steering motor 15r.

  Next, the suspension of this embodiment will be described.

  4 to 6 show only the suspension for the left side of the vehicle among the suspensions with a steering device used in the vehicle, but the suspension for the front wheel on the right side of the vehicle is also connected to the vehicle left part with respect to the longitudinal center line of the vehicle. Configure to be symmetrical. In addition, the suspensions of the rear wheels on the left and right sides of the vehicle are respectively configured in the same manner as in FIGS. In this way, the front, rear, left and right suspensions have substantially the same configuration, but it goes without saying that the spring constant of the spring, the damping force of the shock absorber, etc. may be varied depending on the distribution of the vehicle weight. .

  Each of the left and right suspension supports 11fL and 11fR has a coil spring 111, a strut 112 with a built-in shock absorber, and the like, and can extend and contract along the axial direction. The suspension supports 11fL and 11fR have their upper ends supported on the vehicle body 30 so as to be swingable via the fourth joints 9fL and 9fR, respectively, and extend slightly downward toward the outside of the vehicle. Are fixed to the first axle housings 7fL and 7fR with bolts 113 and 114, respectively.

  As shown in FIG. 4, the first axle housing 7fL has a lower end formed in a shape in which the front-rear width becomes narrower toward the outer side in the vehicle width direction, and the front left-hand side rotates around the axis of the third shaft 19b. The wheel 10fL is configured not to interfere when the wheel 10fL is steered greatly, such as during "spot rotation". The first axle housing 7fL has a lower end portion and an upper end portion extended outward in the vehicle width direction so as to support the third joint 25fL at the front and rear positions inside the vehicle width direction. It is integrally connected by a connecting portion extending in the vertical direction.

  Further, as shown in FIG. 5, the first axle housing 7fL has a lower end portion at a position below the first bearing B1, the steering shaft 6fL, and the first shaft 23fL, and at a position away from them. The lower link 13fL is connected to the outer end in the vehicle width direction via the fifth joint 18fL. The fifth joint 18fL constrains axial displacement, but allows swinging in the vertical direction, that is, displacement of the rotational axis.

  As shown in FIG. 4, the lower link 13fL has a cylinder portion 131a provided at each end portion that is widened in the vehicle front-rear direction from the outer portion of the vehicle in the vehicle width direction and separated from the front and rear of the inner portion. 131b is connected to the vehicle body 30 through a rubber bush (not shown) so as to be swingable. More specifically, the cylinder portions 131a and 131b of the lower arm 13fL are provided apart from each other in the vehicle front-rear direction, the front cylinder portion 131a is disposed in front of the steering shaft 6fL and the first joint 16fL, and the rear side The cylinder part 131b is disposed slightly behind the steering shaft 6fL and the first joint 16fL. In this embodiment, the axial center of the front cylinder portion 131a and the axial center of the rear cylinder portion 131b are arranged on the same line.

  When the lower link 13fL and the steering shaft 6fL are swung in the vertical direction, the rubber bushes in the cylinder portions 131a and 131b absorb each other's twist due to the difference of their swing centers. It is set so as to enable displacement in the radial direction and axial direction by a necessary predetermined amount.

  In the suspension configured as described above, as shown in FIG. 6, a straight line passing through the fourth joint 9fL at the upper end of the suspension support 11fL and the fifth joint 18fL at the lower end of the first axle housing 7fL. Is the first king pin axis K1. A straight line passing through the third joint 25fL and the third shaft 19b is the second king pin axis K2.

  However, even if the first axle housing 7fL tries to rotate about the first king pin axis K1, this pulling direction is caused by the rigidity of the steering rod 6fL disposed between the first axle housing 7fL and the vehicle body 30. Since the displacement in the compression direction is restricted, the first axle housing 7fL cannot rotate around the first king pin axis K1. On the other hand, the second axle housing 8fL is rotatable with the front left wheel 10fL around the second king pin axis K2 with respect to the first axle housing 7fL.

  The suspension with the steering device on the front wheel side right wheel 10fR side has the same structure as that of the suspension with the steering device on the front wheel side left wheel 10fL side, but is configured in line symmetry.

  Although the above description has focused on the suspension with the steering device on the front wheel side, the suspension with the steering device on the rear wheel side is configured similarly to the suspension with the steering device on the front wheel side as shown in FIGS. However, in the suspension with the steering device on the rear wheel side, unlike the front wheel side, the steering wheel 1 and the steering gear set 3 are not provided, the steering motor 15r is provided instead of the steering force assist motor 15f, the steering angle Except for the point that a motor angle sensor 2r is provided instead of the sensor 2f, the configuration is the same as that of the suspension with the steering device on the front wheel side. Therefore, the description of the suspension with the steering device on the rear wheel side is omitted here.

  Next, the operation of the suspension with a steering device configured as described above will be described.

  While the vehicle is running, the wheels 10 fL, 10 fR, 10 rL, and 10 rR move up and down with respect to the vehicle body 30 due to unevenness of the road and centrifugal force during turning. At this time, the coil spring 111 and the shock absorber are contracted and extended, and the lower links 13fL, 13fR, 13rL, and 13rR and the steering shafts 6fL, 6fR, 6rL, and 6rR are also centered on the brackets 131a and 131b, respectively. It swings in the vertical direction around and around the first joints 16fL, 16fR, 16rL, 16rR. These and the first axle housing 7fL, 7fR, 7rL, 7rR can be relatively swung by the fifth joint 18fL, 18fR, 18rL, 18rR and the second joint 17fL, 17fR, 17rL, 17rR, respectively. The suspension supports 11fL, 11fR, 11rL, 11rR and the vehicle body 30 are swung by the fourth joints 9fL, 9fR, 9rL, 9rR. Also, the lower link 13fL, 13fR, 13rL, 13rR and the steering shaft 6fL, 6fR, 6rL, 6rR keep the rigidity in the front-rear direction high, and the upper part of the suspension also has the fourth joints 9fL, 9fR, 9rL, Since the displacement in the front-rear and lateral directions is constrained within a predetermined amount by 9rR, the wheels 10fL, 10fR, 10rL, 10rR are supported and guided by the suspension and can be moved up and down smoothly.

  On the other hand, the steering device operates as follows.

  That is, the steering torque input from the steering wheel 1 and / or the steering force assist motor 15f rotates the steering wheel side steering shaft 24, decelerates by the steering gear set 3, and extends around the axis extending in the vehicle width direction. Converted to rotation, the right intermediate rotation shaft 4fR is rotated.

  The rotation of the right intermediate rotation shaft 4fR is transmitted to the right steering shaft 6fR via the first joint 16fR at the vehicle outer end. At the same time, the rotation of the right intermediate rotation shaft 4fR is transmitted to the forward / reverse switching mechanism 5f to which the vehicle inner end is connected. In the forward / reverse switching mechanism 5f, the left intermediate rotation shaft 4fL has the same rotation angle and rotation speed as the rotation of the right intermediate rotation shaft 4fR, and according to the steering mode selected by the driver with the steering mode setting switch 20. It rotates in the same rotation direction (forward rotation) or reverse rotation direction (reverse rotation) as the rotation of the determined right intermediate rotation shaft 4fR. The left intermediate rotation shaft 4fL rotates the left steering shaft 6fL via the first joint 16fL.

  The rotations of the left and right steering shafts 4fL and 4fR are transmitted to the second joints 17fL and 17fR and the first shafts 23fL and 23fR, and the directions of the rotation axes are changed by the first gears 71L and 71R and the second gears 72L and 72R, respectively. . The rotation of the second gears 72L and 72R rotates the third gears 73L and 73R, respectively, and the second axle housings 8fL and 8fR are connected to the first axle housings 7fL and 7fR via the third shaft 19b integrated therewith. Is driven to rotate. As a result, the front wheels 10fL and 10fR supported by the second axle housings 8fL and 8fR are steered according to the operation of the steering wheel 1 and the setting of the steering mode setting switch 20.

  On the other hand, depending on the setting of the steering mode setting switch 20, the steering operation also steers the rear wheels 10rL and 10rR supported by the suspension with the steering device on the rear wheel side as follows.

  When the rear wheels 10rL and 10rR are steered according to the operation of the steering wheel 1 and the setting of the steering mode setting switch 20, the right intermediate rotating shaft 4rR is rotated by supplying power to the steered motor 15r. Let The right intermediate rotation shaft 4rR rotates the right steering shaft 6rR via the first joint 16rR connected to the vehicle outer end. At the same time, the left intermediate rotation shaft 4rL has the same rotation angle and rotation speed as the rotation of the right intermediate rotation shaft 4rR, and the right side determined according to the steering mode selected by the driver with the steering mode setting switch 20 It rotates in the same rotation direction as the rotation of the intermediate rotation shaft 4rR or in the reverse rotation direction. The left intermediate rotation shaft 4rL rotates the left steering shaft 6rL via the first joint 16rL.

  The rotations of the left and right steering shafts 6rL and 6rR on the rear wheel side are transmitted to the second joints 17rL and 17rR and the first shafts 23rL and 23rR, and the rotation axes of the first gears 71L and 71R and the second gears 72L and 72R are rotated. Each direction can be changed. The rotation of the second gears 72L and 72R rotates the third gears 73L and 73R, respectively, and the second axle housings 8rL and 8rR on the rear wheel side are moved through the third shaft 19b integrated therewith to the first axle and The housing 7rL and 7rR are driven to rotate. As a result, the rear wheels 10rL and 10rR supported by the first axle housings 7rL and 7rR are steered according to the operation of the steering wheel 1 and the setting of the steering mode setting switch 20.

Hereinafter, the steering states in the respective steering modes of the front and rear wheels 10fL, 10fR, 10rL, and 10rR that are steered as described above will be described.
A case where the driver selects the “normal travel” steering mode switch 20a of the steering mode setting switch 20 will be described.

  In this case, when the control unit 21 determines that the vehicle is traveling at a low speed based on the vehicle speed signal from the vehicle speed sensor 2S, only the front wheels 10fL and 10fR are steered and the rear wheels 10rL and 10rR are steered as shown in FIG. do not do. Therefore, although the front wheel side steering force assist motor 15f can be driven according to the steering angle of the steering wheel 1, the rear wheel side steering motor 15r is kept stopped. Further, the control unit 21 outputs a normal travel setting signal to set the front and rear forward / reverse switching mechanisms 5f and 5r to the forward rotation mode.

  The steering wheel 1 is operated by the steering wheel side steering shaft 24, the steering gear set 3, the intermediate rotation shafts 4fRL and 4fR, the forward / reverse switching mechanism 5f, the first joints 16fL and 16fR, the steering shafts 6fL and 6fR, the second The joints 17fL and 17fR, the first shafts 23fL and 23fR, the first gears 71L and 71R, the second gears 72fL and 72fR, the third gears 73fL and 73fR, the third shaft 19c, the second axle housing 8fL and 8fR are rotated in this order. Respectively, the front wheels 10fL and 10fR are steered. At this time, the steering force assist motor 15f reduces the steering operation force of the driver by increasing the assist force as the operation angle of the steering wheel 1 is larger and the vehicle speed is lower.

  On the other hand, when the control unit 21 determines that the vehicle is traveling at a high speed, the same phase turning of the front and rear wheels as shown in FIG. 9 is performed. Further, the assist force of the steering force assist motor 15f decreases as the speed increases, but may be zero at a predetermined high speed or higher.

  The front wheels 10fL and 10fR are steered in the same manner as in the normal traveling steering mode at low speed, but the rear wheels 10rL and 10rR are driven by the steering motor 15r with the intermediate rotation shafts 4rL and 4rR, and the first joint 16rL, The steering shafts 6rL and 6rR respectively connected at 16rR are rotated according to the steering angle of the steering wheel 1. In this case, since the forward / reverse switching mechanism 5r on the rear wheel side is in the forward rotation mode, the left and right wheels 10rL and 10rR of the rear wheels have the same steering direction.

  Further, the cutting angles α and α ′ at the inner ring (front and rear right wheels 10fR and 10rR in FIG. 9) are larger than the cutting angles β and β ′ at the outer ring (front and rear left wheels 10fL and 10rL in FIG. 9), respectively. In addition, the turning angle at the front wheel is set to be larger than the turning angle at the rear wheel, that is, α> α ′ and β> β ′. As a result, it is possible to ensure the maneuverability and stability of the vehicle at high speed.

  In these normal travel steering modes, all of the front, rear, left and right wheels 10fL, 10fR, 10rL, 10rR are normally driven by the drive motors 14fL, 14fR, 14rL, 14rR during forward travel. At the time of reverse, all the front and rear left and right wheels 10fL, 10fR, 10rL, and 10rR are driven in reverse by the drive motors 14fL, 14fR, 14rL, and 14rR.

  Next, a case where the driver selects the “small turn” steering mode switch 20b of the steering mode setting switch 20 will be described.

  In this case, the control unit 21 outputs a small turn setting signal to switch only the forward / reverse switching mechanism 5r on the rear wheel side to the reverse rotation mode. On the other hand, as shown in FIG. 8, the turning amount when the “small turn” steering mode is set is such that the lines extending to the vehicle inner side of the drive shafts of the front and rear wheels 10fL, 10fR, 10rL, 10rR are all turning center O of the vehicle. To gather together. Therefore, the turning angle α of the inner wheel (right wheel 10fR, 10rR in the case of FIG. 8) is set larger than the turning angle β of the outer wheel (left wheel 10fL, 10rL in the case of FIG. 8).

  When turning to the right as shown in FIG. 8 in the small turn steering mode, or when turning to the left as opposed to this, front and rear left and right wheels 10fL, 10fR, and 10rL are driven by the drive motors 14fL, 14fR, 14rL, and 14rR when moving forward. All of 10rR are driven forward. At the time of reverse, all the front and rear left and right wheels 10fL, 10fR, 10rL, and 10rR are driven in reverse by the drive motors 14fL, 14fR, 14rL, and 14rR.

  Next, a case where the driver selects the “turn around” steering mode switch 20c of the steering mode setting switch 20 will be described.

  In this case, the turn setting signal is input to the control unit 21 from the steering mode setting switch 20, and the control unit 21 sends the command signal to the actuator driver 22 in response to this signal. The actuator driver 22 supplies driving power to the steering force assist motor 15f and the steering motor 15r, and sends a reverse signal to the forward / reverse switching mechanisms 5f and 5r on the front and rear wheels, respectively, to switch them to the reverse mode. .

  As a result, as shown in FIG. 10, the intermediate rotation shafts 4fL, 4fR on the front wheel side rotate in opposite directions, and the intermediate rotation shafts 4rL, 4rR on the rear wheel side also rotate in opposite directions. By these rotations, the left and right steering shafts 6fL and 6fR on the front wheel side also rotate in opposite directions, and the left and right steering shafts 6rL and 6rR on the rear wheel side also rotate in opposite directions. These rotations are the second joints 17fL, 17fR, 17rL, 17rR, the first shafts 23fL, 23fR, 23rL, 23rR, the first gears 71L, 71R, 7rL, the second gears 72L, 72R, the third gears 73L, 73R, and the first gears 73L, 73R. The second axle housings 8fL, 8fR, 8rL, 8rR are rotated around the second king pin axis K2 via the three shafts 19b, and the front, rear, left and right wheels 10fL, 10fR, 10rL, supported by the second axle housing, Steer 10rR.

  In this case, the amount of steering is one point as shown in FIG. 10 by an extension line indicated by a one-dot chain line to the vehicle inner side of the drive shaft center supported by each second accelerator housing 8fL, 8fR, 8rL, 8rR. Make it the size that will meet. At this time, the front, rear, left and right wheels 10fL, 10fR, 10rL, 10rR are steered along the same circumference. The direction of rotation is determined by the direction of rotation of the steering wheel 1. As a result, the vehicle can turn around. Assuming that the rotational drive direction during normal forward movement of the vehicle is normal rotation, when the vehicle is rotated clockwise, the left wheel drive motors 14fL and 14rL drive the front and rear left wheels 10fL and 10rL to rotate forward, and the right wheel The right and left front wheels 10fR, 10rR are driven in reverse by the side drive motors 14fR, 14rR. In the case of counterclockwise rotation, the front and rear left and right wheels 10fL, 10fR, 10rL, and 10rR are driven in the direction of rotation opposite to the clockwise direction by the drive motors 14fL, 14rL, 14fR, and 14fR.

  The steering mode setting switch 20 is set to the normal traveling steering mode by default. That is, when the engine is started, the normal running steering mode is always set so that the wheels are returned to the neutral state when they are left in the state of in-situ rotation, small turning and lateral movement.

  The suspension with a steering device of the first embodiment configured as described above can achieve the effects listed below.

  (1) In the suspension with the steering device of the first embodiment, the rotation of the steering shafts 6fL, 6fR, 6rL, 6rR by the steering means is changed by the first gears 71L, 71R and the second gears 72L, 72R. A second axle that supports the wheels 10fL, 10fR, 10rL, and 10rR with a steered gear set composed of the second gears 72L and 72R and the third gears 73L and 73R by changing the direction of the rotation axis with the gear set. Since these are transmitted to the housings 8fL, 8fR, 8rL, and 8rR and rotated in the steering direction, the tie rod is not necessary, and the wheel can be turned at a larger turning angle (cutting angle) than the conventional steering device. For example, the vehicle can be rotated on the spot.

  (2) In the suspension with the steering device of the first embodiment, each steering mode can be controlled with fewer actuators than the conventional steering device described above, and the steering device can be controlled with simpler control.

(3) Further, in the steering device with suspension of the first embodiment, a steering shaft 6FL, 6FR, 6RL, at 6RR, the vehicle body 30 and the first axle housing 7FL, 7 Fr, 7RL, swingable between 7rR In this state, the links are made to function as suspension links, so that the number of suspension links can be reduced, and the cost and weight can be reduced.

  (4) The first gear 71L is connected to the steering shafts 6fL, 6fR, 6rL, 6rR by the second joint, and the first gear 71R, the second gears 72L, 72R, and the third gears 73L, 73R are respectively connected to the first bearings. Since the first axle housing 7fL, 7fR, 7rL, 7rR is supported via the second bearing and the third bearing, the meshing of these gears is always kept good even if the suspension moves up and down. be able to.

  (5) Since the lower links 13fL, 13fR, 13rL, 13rR are attached to the vehicle body 30 so as to be displaceable by a predetermined amount in the vehicle width direction, the steering shafts 6fL, 6fR, 6rL, 6rR, etc. It is possible to optimally guide the wheels 10fL, 10fR, 10rL, and 10rR while preventing twisting due to the relationship with the swing of the wheel.

  (6) In the suspension with the steering device of the first embodiment, the forward / reverse switching mechanism 5f, 5r is a double pinion type planetary gear, and the ring gear 53 and the case 57 fixed to the vehicle body 30 are connected. A lock mechanism 54 for separating and an integral rotary clutch 55 for connecting / disconnecting the sun gear 51 and the carrier 52 are provided. Further, the lock mechanism 54 and the integral rotation clutch 55 are constituted by electromagnetic two-way clutches, one of the left and right steering shafts 6fL, 6fR, 6rL, 6rR is connected to the sun gear 51, and the other is connected to the carrier 52. Connected. Therefore, it is possible to change the turning direction of the left and right wheels by switching between forward and reverse rotation with a simple configuration. In this case, since the gear ratio of the sun gear 51 and the ring gear 53 is set to 0.5, the left and right steering shafts 6fL, 6fR, 6rL, 6rR can rotate in the same direction or in the reverse direction. The left and right wheels can have the same turning angle.

  (7) The lock mechanism 54 used in the suspension with the steering device of the first embodiment fixes the ring gear 53 to the case 57 when not energized and releases the lock when energized. The integral rotation clutch 55 releases the connection between the sun gear 51 and the carrier 52 when not energized, and connects them when energized. Accordingly, normal two-wheel steering is possible when the power is not supplied. As a result, the “normal travel” steering mode is the normal travel steering mode even when the forward / reverse switching mechanism 5f, 5r becomes abnormal due to a wire break or the like. It is possible to run on. In addition, since the steering wheel 1 to the knuckle 9FL, 9fR, 9rL, 9rR are mechanically connected, the driver can directly steer the wheel even when the steering system is abnormal, A fail-safe function can be provided without using control.

  (8) In the suspension with the steering device of the first embodiment, the lock mechanism 54 and the integral rotation clutch 55 are operated by using one electromagnet 56, so the forward / reverse switching mechanisms 5f and 5r are simplified. In addition, the cost can be reduced, and the interlock between the lock mechanism 54 and the integral rotation clutch 55 can be prevented simultaneously.

  (9) In the suspension with the steering device of the first embodiment, the steering mode setting switch 20, the steering angle sensor 2f, and the vehicle speed sensor 2s are provided, and the steering mode signal, the steering angle signal, and the vehicle speed signal are sent to the control unit 21. Since it is input, the control unit 21 can set the optimum turning amount of the front and rear wheels based on these input signals.

  Next, a second embodiment of the present invention will be described with reference to the drawings.

  In the second embodiment, the configuration for supporting the upper end portion of the first axle housing is different from the first embodiment. That is, in the first embodiment, the upper end portion of the first axle housing is connected and supported by the suspension supports 11fL, 11fR, 11rL, and 11rR configured by the coil spring 111 and the strut 112 with a built-in shock absorber. As shown in FIG. 11 showing the left wheel on the front wheel side, the upper link 26f is used, and the outer end in the vehicle width direction is connected to the upper end of the first axle housing 77fL as shown in FIG. The cylinder portion 17fL at the inner end in the vehicle width direction is connected to the vehicle body 30 via a rubber bushing through the joint 18fL.

  The sixth joint 18fL is a joint in which axial centers can swing with respect to each other, but restrains displacement along the axial center and displacement in the radial direction. Also, the rubber bushing allows the upper link 26fL to be displaced by a predetermined amount with respect to the vehicle body 30 in the radial direction and the direction along the axis.

  Since other configurations are the same as those of the first embodiment, their description will be omitted. Although not shown, the right wheel side on the front wheel side is configured in line symmetry with that of FIG. 11, and the rear wheel side is configured in the same manner as the front wheel side. The upper link corresponds to the upper suspension member of the present invention.

  The suspension with the steering device of the second embodiment has the following effects in addition to the effects (1) to (9) of the above embodiment.

  (10) Since the first axle housings 7fL, 7fR, 7rL, and 7rR are swingably connected to the vehicle body 30 by the upper link 26fL, the suspension support can be adjusted and changed in the first embodiment by adjusting and changing the geometry of the suspension. This is possible with a greater degree of freedom than when it is used. Therefore, it becomes easy to improve higher maneuverability and stability.

  Next, a third embodiment of the present invention will be described with reference to the drawings.

  In the third embodiment, the basic configuration is the same as that of the first embodiment, but the configuration of the forward / reverse switching mechanism is partially different. That is, in the second embodiment, a dog clutch, that is, a meshing clutch, is used instead of the integral rotary clutch 55 of the first embodiment.

  In the forward / reverse switching mechanism of the second embodiment, as shown in FIG. 12A, a protrusion 55k shown in FIG. 12B is provided on the side surface on the right steering shaft 4fR connected to the sun gear 51. The clutch gear 55h is mounted so as to be movable along the axial direction by a spline or the like. For this reason, a groove is provided on the outer periphery of the clutch gear 55h so that the lever 55j is slidably fitted so that the actuator 58 can move in the axial direction.

  On the other hand, the carrier plate 55j is provided with a groove 55m that can be fitted to the protrusion 55k as shown in FIG. Therefore, by moving the clutch gear 55h in the axial direction and separating the projection 55k and the groove 55m in the axial direction, the sun gear 51 and the carrier 52 are separated from each other, and the clutch gear 55h is moved in the axial direction to cause the projection 55k. By engaging with the groove 55m, the sun gear 51 and the carrier 52 can be switched so as to rotate together.

  In addition, by adjusting the neutral position and toe adjustment of the left and right wheels in the engaged state of the integral rotation clutch 55, there is no shift in the neutral position of the wheel due to the disconnection / connection of the clutch 55 and the toe error. It becomes possible to prevent steering performance and uneven wear of tires.

The suspension with the steering device of the second embodiment can obtain the following effects in addition to the effects (1) to (9) of the first embodiment described above.
(11) In the steering apparatus according to the third embodiment, the integral rotation clutch 55 is a dog in which the sun gear side steering shafts 4fR, 4rR and the carrier side steering shafts 4fL, 4rR mesh with each other at a predetermined phase, for example, 180 °. -Since the clutch is used, the phase shift between the left and right wheels can be made substantially zero. Further, since the dog clutch is used in this embodiment, the cost can be reduced as compared with the case where a friction plate clutch or the like is used.

  As described above, the first to third embodiments of the suspension with a steering device according to the present invention have been described. However, the suspension with a steering device according to the present invention is not limited to the above-described embodiment. Modifications and changes are possible.

  The suspension with a steering device of the present invention is not limited to a vehicle in which a wheel-in motor is incorporated in each wheel, but also to other drive type vehicles including a hybrid electric vehicle using an internal combustion engine and an electric motor as a power source. Applicable.

  In the embodiment, crossing shaft gears are used for the turning gear sets (the first gears 71L and 71R and the second gears 72L and 72R) in the embodiment, but instead, face gears, hypoid gears, or the like are used. May be. In particular, although the latter is more expensive, it can be arranged so that the two axes do not intersect with each other, which is effective when the suspension geometry is different or when interference with other parts is avoided.

  In the embodiment, the first gears 71L, 71R and the second gears 72L, 72R are used as the turning gear set, and the second gears 72L, 72R and the third gears 73L, 73R are used as the turning gear set. Are used as the output gear of the turning gear set and the input gear of the steered gear set. However, the second gears 72L and 72R are provided on the second shaft 19a, and the input gear of the steered gear set is provided separately. The third gears 73L and 73R may be engaged with each other to form a steered gear set. In this case, the gear ratio can be set independently for each gear set.

  It is desirable to use constant velocity joints for the first joint and the second joint, but the present invention is not limited to this, and other types of joints may be used.

  In the embodiment, a stabilizer is not drawn on the lower links 13fL, 13fR, 13rL, and 13rR in the embodiment, but between the left and right wheels 10fL and 10fR of the front wheel and between the left and right wheels 10rL and 10rR of the rear wheel, respectively. A stabilizer may be provided. In particular, it is desirable to provide a vehicle that travels at a high speed.

  In the embodiment, in the “normal travel” steering mode, the rear wheels 10rL and 10rR are kept at zero turning during low-speed traveling, and only the front wheels are steered according to the steering operation of the steering wheel 1; The wheels are steered in the same phase as the front wheels, but depending on the vehicle, the understeer characteristic may be imparted by slightly steering the rear wheels in the opposite phase to the front wheels. In the same phase control of the front wheels and the rear wheels, the front wheels and the rear wheels may be actively set to have the same turning amount so as to enable so-called oblique traveling. In this case, the steering mode setting switch 20 is also provided with a switch in the “oblique traveling” steering mode. In this case, the cutting angles α, α ′, β, β ′ of the front and rear wheels in FIG. 9 are made the same.

  In the steering device of the present invention, in the embodiment, the steering means is mechanically connected from the steering wheel 1 to the intermediate rotation shafts 4fL, 4fR, 4rL, 4rR, and the steering shafts 6fL, 6fR, 6rL, 6rR is driven, but the steering wheel 1 and the steering shaft 6fL, 6fR, 6rL, 6rR are mechanically separated from each other, so that a so-called steer-by-wire steering system is configured. Good. Further, the structure of the steering means may be such that the number of joints is further increased, or the relative displacement in the rotational direction is restricted but the sliding is possible in the axial direction.

1 is a plan view schematically showing a vehicle including a suspension with a steering device and an electronic control system thereof according to a first embodiment of the present invention. It is the schematic diagram which looked at the front of vehicles provided with the suspension with a steering device of this example from the vehicles front. It is the schematic diagram which looked at the rear surface of the vehicle provided with the suspension with a steering device of the present embodiment from the vehicle front side. FIG. 2 is a plan view schematically showing an enlarged view of a suspension with a left front steering device in the vehicle among the suspension with a steering device shown in FIG. FIG. 5 is a view of the suspension with a left front steering device of FIG. 4 as viewed from the rear of the vehicle. FIG. 6 is an enlarged view of the suspension with a left front steering device in FIGS. 4 and 5 as seen from the side of the vehicle. It is a figure which shows the forward / reverse switching mechanism used for the steering apparatus of the suspension with a steering apparatus of a present Example, (a) is a figure which shows the whole structure typically, (b) is a locking mechanism used with a forward / reverse switching mechanism. Sectional drawing (c) is a sectional view of an integral rotary clutch used in the forward / reverse switching mechanism. It is a figure which shows the steering state in the small turn steering mode which uses the suspension with a steering device of a present Example and makes a right-and-left wheel into an antiphase with respect to front and rear wheels. It is a figure which shows the steering state at the time of high speed in normal driving | running | working steering mode which makes a front-rear left-right wheel the same phase using the suspension with a steering device of a present Example. It is a figure which shows the steering state in an in-situ rotation steering mode which makes a front-rear left-right wheel the same phase using the suspension with a steering device of a present Example. It is the schematic diagram which looked at the suspension of the vehicle left side from the vehicle rear side among the suspensions with a steering device which becomes 2nd Example of this invention. It is a figure which shows the forward / reverse switching mechanism used for the suspension with a steering device which becomes 3rd Example of this invention, (a) is a figure which shows the whole structure typically, (b) is a protrusion of the forward / reverse switching mechanism. The figure which shows the provided clutch gearwheel, (c) is a figure which shows the carrier plate of the forward / reverse switching mechanism provided with the groove | channel which can mesh | engage with a protrusion.

Explanation of symbols

SF Front wheel side steering device SR Rear wheel side steering device S1 Swing center line 1 Steering wheel (steering means)
3 Steering gear set 5f, 5r Forward / reverse rotation switching mechanism (forward / reverse switching means)
6fL, 6fR, 6rL, 6rR Steering shaft 7fL 1st axle housing 8fL 2nd axle housing 10fL, 10fR, 10rL, 10rR Wheels 11fL, 11fR, 11rL, 11rR Suspension support (upper suspension member)
13fL, 13fR, 13rL, 13rR Lower link (lower link member)
131a, 131b Rubber / bushing cylinders 14fL, 14fR, 14rL, 14rR Drive motor 15f Steering force assist motor 15r Steering motor 16L, 16R First joint 17fL, 17fR, 17rL, 17rR Second joint 19a Second shaft 19b Third Shaft 20 Steering mode setting switch 21 Control unit 22 Actuator driver 23fL, 23fR, 23rL, 23rR First shaft 24 Steering wheel side steering shaft (steering means)
25fL, 25fR, 25rL, 25rR Third joint 30 Car body 71L, 71R First gear (turning gear set)
72L, 71R Second gear (turning gear set, steered gear set)
73L, 73R Third gear (steering gear set)

Claims (4)

A steering shaft that is disposed between the left and right wheels and is rotatable about an axis along the vehicle width direction, steering means that rotates the steering shaft in accordance with the steering of the driver, and rotation of the steering shaft A steering gear having a turning gear set that changes the direction of the shaft center and transmits the rotation, and a turning gear set that transmits the output rotation of the turning gear set and turns the wheel; and
A first axle housing provided with the turning gear set and the steered gear set, and a bearing for rotatably supporting the wheel are incorporated, and the first axle housing can be rotated around the turning direction. a second axle housing for turning said wheel relative to the first axle housing by supported by pivoted by an output rotation of the steering gear set, the first axle extending in the vehicle width direction A lower link member that pivotably connects the lower end of the housing to the vehicle body, and an upper suspension that extends in the vehicle width direction and pivotally connects the upper end of the first axle housing to the vehicle body. A suspension having a member;
With
The steering shaft, with be shifted in the vehicle longitudinal direction with respect to the lower side of the link member, between the body and the first axle housing, first axle housing rocking in the vertical direction relative to the vehicle body A suspension with a steering device, wherein the suspension is movably connected to function as a link of the suspension. The suspension with a steering device according to claim 1,
The turning gear set includes a first gear that rotates around an axis in the vehicle width direction, and a second gear that meshes with the first gear and rotates around an axis in the vertical direction.
The steering shaft has an inner end in the vehicle width direction connected to the steering means via a first joint so as to be swingable, and an outer end in the vehicle width direction is connected to the first gear via a second joint. Concatenate,
A suspension with a steering device, wherein the first gear and the second gear are rotatably supported by the first axle housing by a first bearing and a second bearing, respectively. In the suspension with a steering device according to claim 1 or 2,
The steered gear set includes a third gear that is supported by the first axle housing with a third bearing and rotates in accordance with the rotation of the output gear of the turning gear set, and the third gear is the first gear. A suspension with a steering device, wherein the suspension is connected to a two-axle housing so that the second axle housing can be swung in the steering direction of the wheel with respect to the first axle housing. The suspension with a steering device according to any one of claims 1 to 3,
A suspension with a steering device, wherein the lower link member is attached to the vehicle body so as to be displaceable by a predetermined amount in the vehicle width direction.

Images